JPH0585772B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a clutch control device that automatically controls the operation of a friction clutch using an electronically controlled valve.

(Prior Art) Recently, various clutch control devices have been proposed in which a solenoid valve controlled by an electronic device controls the position of a clutch actuator to release the driver from clutch operation.

As an example of this type of clutch control device, in the ``Automatic Clutch Operation Device for Automobiles'' disclosed in Japanese Patent Publication No. 50-12648, the clutch is gradually engaged in proportion to the increase in engine speed. For example, in the ``automatic clutch start control method'' disclosed in Japanese Patent Application Laid-Open No. 52-5117, the clutch engagement speed is changed depending on the engine speed. I have to.

(Problem to be Solved by the Invention) By the way, the clutch, which is located between the engine and the transmission and connects and disconnects the engine's power to the drive wheels, has a drive plate on the engine side and a passive plate on the transmission side. Wet-type multi-plate clutches are known in which power is transmitted by stacking plates alternately and pressing them with springs while cooling them in oil.In this case, by circulating oil, an external , improves lubrication of each clutch part and reduces wear. However, the viscosity of this circulating oil changes as it deteriorates over time, and the quality of the oil changes due to other factors, causing a change in the wear coefficient of the clutch. In a wet clutch, the actuator is operated by a control signal that controls the amount of engagement, so if the friction coefficient changes, an error will occur in control accuracy and the driving performance of the vehicle will deteriorate.

Additionally, if the viscosity of the oil drops significantly, an oil film will run out on the friction surface during clutch engagement (slip time), causing deterioration of the friction plate. On the other hand, if the viscosity becomes extremely large, the flow rate per unit time required for the friction surface cannot be obtained, resulting in problems such as a reduction in the life of the clutch.

An object of the present invention is to provide a clutch control device that does not impair the service life of the clutch by controlling the wet clutch with an appropriate control signal that does not change the function of the clutch plate even if the viscosity of the circulating oil changes. It is about providing.

(Means for Solving the Problems) In order to achieve the above-mentioned object, according to the present invention, a clutch whose clutch plate is immersed in oil and an input shaft are connected to each other to turn on and off the rotational power of the engine. a transmission that is connected to the engine and converts the rotational speed of the engine into a predetermined rotational speed, a clutch driving means that drives the clutch, a transmission driving means that drives the transmission, a vehicle speed sensor, and a transmission that changes the rotational speed of the input shaft. There is an input shaft rotation sensor that detects, an electronic control device that controls clutch engagement/disengagement and transmission drive based on vehicle speed, engine speed, and accelerator pedal depression, and an electronic control device that controls the vehicle's stopped state and clutch disengaged state. a detection means for outputting a detection signal when the amount of change in rotational speed of the input shaft rotation sensor becomes less than a predetermined value in a state where the logical product of the neutral state of the transmission is obtained; a clutch drive means for calculating the rotation speed of the input shaft detected by the input shaft rotation sensor and operating the clutch by calculating the clutch operation speed in consideration of the viscosity of the oil in the clutch when the input shaft rotation sensor is operated. A clutch control device is provided.

(Function) In the present invention, the clutch engagement correction value is determined from the rotational speed of the driven shaft in a fully engaged state by the converting means, and the clutch control signal is generated by the calculating means in accordance with the viscosity of the circulating oil in the clutch. The clutch is always controlled to engage using the corrected control signal.

(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

FIGS. 1a and 1b are diagrams showing a specific configuration example of the actuator control section in the clutch control device of the present invention. The accelerator pedal 1 is provided with an accelerator pedal sensor 1a, and the engine rotational speed is determined by the amount of depression of the accelerator pedal sensor 1a. is controlled. The engine 2 includes a throttle actuator 3 that controls the amount of fuel supplied, and its rotational speed is detected by a sensor 2a. In the wet type clutch 4 cooled by circulating oil, the sensor 2a is disposed close to the flywheel 2b connected to the drive plate 4a, and when the flywheel 2b rotates, the clutch spring 4b causes the drive plate 4a to
When the drive plate 4c and the driven plate 4c are in pressure contact with each other, the rotational force of the engine 2 is transmitted to the transmission 5 via the driven shaft (input shaft) 4d.

6 is a clutch actuator, and a shaft 6b operated by the clutch actuator 6 and a clutch release lever 4e are connected via a clutch shaft 4f and a lever 4g, and the clutch 4 is controlled to be disengaged or engaged. This clutch actuator 6 includes three solenoid valves 71, 72, 7.
It is driven and controlled by a solenoid valve mechanism 7 including a stroke sensor 6a and an accumulator AC.
is arranged close to the shaft 6b.
8 is a pressure source, 9 is a tank, 10 is a control unit, and 11 is a sensor for detecting the rotational speed signal of the input shaft 4d.

The solenoid valve 71 is driven when the wet clutch 4 is disengaged, and the solenoid valves 72 and 73 are driven when the wet clutch 4 is engaged. That is, the control unit 10 drives the solenoid valve 71 to supply pressure fluid from the pressure source 8 to the clutch actuator 6, moves the piston to the right in FIG. 1b, and disengages the wet clutch 4. and drives the solenoid valves 72 and 73 to cause the pressure fluid in the clutch actuator 6 to flow out,
The piston is moved to the left in FIG. 1b. The movement result is fed back to the control unit 10 through the clutch stroke sensor 6a.

In addition, solenoid valves 72 and 73 used for contact operation
In this example, multiple systems with different control coefficients are configured by providing an orifice in one flow path (the flow path of the solenoid valve 72), and even if orifices with different diameters are provided in both, the two systems will You don't have to. Further, on the disconnection operation side, a system may be added in addition to the solenoid valve 71 to make a plurality of systems.

Control of the moving speed and amount of movement of the clutch 4 is as follows:
This is carried out while controlling the duty ratios of these solenoid valves 71 to 73. The clutch stroke sensor 6a detects the movement of the piston of the clutch actuator 6 using, for example, a potentiometer and generates a stroke signal.

An example of the clutch control operation in the above embodiment device having the above configuration will be explained with reference to FIG.

First, in step S1, it is determined whether the gear is in neutral. When the gear is in neutral, it is further determined whether the operating lever is in neutral (step S2). When the operating lever is in neutral, the process proceeds to step S3, where it is determined whether the vehicle is in a stopped state. When the vehicle is stopped, the process further advances to step S4 to completely disengage the clutch.

In step S4, the solenoid valve 71 is opened by a predetermined amount and the clutch actuator 6 is operated to completely disengage the clutch 4 (step S5). After clutch 6 is completely disengaged, proceed to step S6.
Only the torque that depends on the viscosity of the circulating oil interposed between the drive plate 4a and the driven plate 4c of the wet clutch 4 is transmitted to the input shaft 4d of the transmission 5 from the engine 2 side. By detecting the amount of change in the rotational speed signal, it is determined whether the rotation of the input shaft 4d has become stable.

That is, when the amount of change in the rotational speed signal becomes smaller than the set value in step S6, the process proceeds to step S7, where the rotational speed signal of the sensor 11 is changed to the driven shaft rotational speed A.
be memorized as This driven shaft rotation speed A is held until the conditions of step S1, step S2, and step S3 are satisfied again, and based on this value A, the clutch coefficient for the driven shaft rotation speed A is adjusted as shown in FIG. The clutch engagement correction amount corresponding to the viscosity of the circulating oil is determined according to the function F'=f(A) that determines the clutch engagement correction amount F' (step S8). This engagement correction amount F' is a control signal C for gradually increasing the clutch engagement amount in proportion to the increase in engine speed, as described in the above-mentioned Japanese Patent Publication No. 50-12648, for example. is subtracted from the normal clutch engagement amount F (step
S9).

The clutch is operated by the amount of clutch engagement corrected by the control signal C thus determined (step S10).
This makes it possible to control the clutch in accordance with the viscosity of the circulating oil in the wet clutch 4.

As described above, in the above embodiment, when the state of the vehicle such as the transmission 5 and the select lever is in a predetermined condition, the control unit 10 brings the wet clutch 4 into the fully disengaged state and controls the input shaft 4d.
When the rotation becomes stable, the rotation speed is memorized and
The clutch engagement correction value is determined based on this. Therefore, the engagement correction value can be appropriately determined according to the viscosity of the circulating oil, and the wet clutch 4 can be operated with an appropriate control signal that does not change the function of the clutch plate even if the viscosity of the circulating oil changes.
can be controlled.

(Effects of the Invention) As explained in detail above, according to the present invention,
Since the amount of clutch engagement can be corrected according to changes in the viscosity of the circulating oil, problems such as deterioration of the wet clutch due to a decrease or increase in viscosity or shortening of the wet clutch's life can be solved, improving control accuracy. Therefore, it is possible to provide a clutch control device that can improve the driving performance and maintain good driving performance.

Further, the present invention has the advantage that there is no need to provide a measuring means such as an oil viscosity sensor in the clutch, and a conventional wet clutch can be used as is.

[Brief explanation of the drawing]

1a and 1b are configuration explanatory diagrams showing one embodiment of the clutch control device of the present invention, FIG. 2 is a flowchart illustrating the operation of the same embodiment, and FIG.
The figure shows an example of a function that determines the clutch engagement correction amount F' with respect to the driven shaft rotation speed A. 2...Engine, 4...Wet clutch, 6a...
...Clutch stroke sensor, 10...Control unit.

Claims (1)

[Claims] 1 A clutch that turns on and off the rotational power of the engine and whose clutch plate is immersed in oil, a transmission that connects the input shaft to the clutch and converts the engine speed to a predetermined speed, and drives the clutch. A clutch driving means, a transmission driving means for driving the transmission, a vehicle speed sensor, an input shaft rotation sensor for detecting the rotational speed of the input shaft, and a clutch driving means for driving the transmission, a vehicle speed sensor, and an input shaft rotation sensor for detecting the rotational speed of the input shaft. The rotation speed of the input shaft rotation sensor is determined by the electronic control device that controls the engagement/disengagement control and the drive of the transmission, and the logical product of the stopped state of the vehicle, the clutch disengaged state, and the neutral state of the transmission. a detection means for outputting a detection signal when the amount of change is less than a predetermined value; and when the signal from the detection means is being emitted, the number of revolutions of the input shaft detected by the input shaft rotation sensor is determined and calculated from the above. A clutch control device comprising a clutch driving means for operating a clutch by calculating a clutch operating speed in consideration of the viscosity of oil in the clutch.