JPS596432A - Clutch control device - Google Patents

Clutch control device

Info

Publication number
JPS596432A
JPS596432A JP57113866A JP11386682A JPS596432A JP S596432 A JPS596432 A JP S596432A JP 57113866 A JP57113866 A JP 57113866A JP 11386682 A JP11386682 A JP 11386682A JP S596432 A JPS596432 A JP S596432A
Authority
JP
Japan
Prior art keywords
clutch
range
semi
data
clutching
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP57113866A
Other languages
Japanese (ja)
Other versions
JPS6335851B2 (en
Inventor
Kenji Arai
健司 新井
Masaharu Inage
稲毛　正治
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bosch Corp
Original Assignee
Diesel Kiki Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Diesel Kiki Co Ltd filed Critical Diesel Kiki Co Ltd
Priority to JP57113866A priority Critical patent/JPS596432A/en
Publication of JPS596432A publication Critical patent/JPS596432A/en
Publication of JPS6335851B2 publication Critical patent/JPS6335851B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30406—Clutch slip
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3108—Vehicle speed
    • F16D2500/3111—Standing still, i.e. signal detecting when the vehicle is standing still or bellow a certain limit speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/5023—Determination of the clutch wear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5102—Detecting abnormal operation, e.g. unwanted slip or excessive temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/71—Actions
    • F16D2500/7101—Driver alarm

Landscapes

  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

PURPOSE:To have automatic monitoring of deviation of the semi-clutch range from a certain specific range, by conducting the semi-clutching control in accordance with the memory content of the sensed semi-clutch range. CONSTITUTION:A computer incorporated in a control unit 20 checks always whether the semi-clutch range indicated by clutch position data C, D at the times of start and slippage being zero lies within the allowable range for semi-clutching. When the semi-clutch range specified by the data C, D exceeds this allowable range, for ex., because of wear of the clutch plate, an alarm is given to the operator. Accordingly automatic monitoring can be made at all times to inform whether the semi-clutching range has deviated from the specified semi-clutch range caused by wear of parts, out of adjustment, etc. to ensure that the clutching operation is made always stably and certainly.

Description

【発明の詳細な説明】 本発明はクラッチ制御装置に関し、更に特定して述べる
と、乾板式クラッチを油圧アクチーエータ等を用いて駆
動制御するようにしたクラッチ制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a clutch control device, and more specifically, to a clutch control device that controls the drive of a dry plate clutch using a hydraulic actuator or the like.

例えは、車輌用クラッチの接続操作を自動化するために
、従来の乾板式クラッチに油圧アクチーエータを接続し
、該油圧アクチュエータを電気的に制御するようにした
クラッチ制御装置が種々提案されている。ところで、こ
の種のクラッチ制御装置においては、半クラツチ操作が
行なわれるべきクラッチ板の掃作範囲を予め制御装置に
設定しておく必要があるが、この所定の操作範囲がクラ
ッチ板の摩耗、交換、調整叫によシ変化する上に、制御
ユニットの交換、油圧アクチュエータによるクラッチ操
作位置検出用のボテンシ曹メータの交換、経時変化醇に
よ多制御装置に設定しである操作範囲のデータに変更を
生じるので、所定のクラッチ制御特性を維持するには、
クラッチの操作範囲に関するデータを頻繁に更新する必
要がある。For example, in order to automate the engagement operation of a vehicle clutch, various clutch control devices have been proposed in which a hydraulic actuator is connected to a conventional dry plate clutch and the hydraulic actuator is electrically controlled. By the way, in this type of clutch control device, it is necessary to set in advance the sweep range of the clutch plate in which half-clutch operation is to be performed in the control device, but this predetermined operation range is limited to the wear and replacement of the clutch plate. In addition to the changes due to adjustment noises, the control unit was replaced, the potentiometer used to detect the clutch operation position using the hydraulic actuator was replaced, and the operating range data set in the control device was changed due to changes over time. To maintain the desired clutch control characteristics,
Data regarding the clutch operating range needs to be updated frequently.

しかしながら、このようなデータの変更は煩られしく、
保守費用の増大を招くという不具合を有している。However, changing such data is cumbersome and
This has the disadvantage of increasing maintenance costs.

本発明の目的は、従って、クラッチ制御装置において種
々の原因により生ずる、半クラツチ操作範囲の所定範囲
からのずれを自動的に監視するととができるようにした
クラッチ制御装置を提供することにある。SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a clutch control device that can automatically monitor deviations of a half-clutch operation range from a predetermined range that occur due to various causes in the clutch control device.

本発明によれは、クラッチが半クラツチ状態となる半ク
ラツチ範囲を検出する検出手段と、制御装置内に格納さ
れているデータにより示される半クラツチ操作許容範囲
を上記半クラツチ範囲と比較する比較手段と、該比較手
段による比較結果に基づいて上記半クラツチ範囲が上記
半クラツチ操作許容範囲内にある場合に上記検出手段に
よシ得られた結果を示すデータをストアする手段とを設
け、このストアされたデータに従って半クラツチ操作が
行なわれるように構成される。検出手段の検出動作は、
例えば、クラッチの接続又は切離の度に行なうようにし
てもよい。According to the present invention, there is provided a detection means for detecting a half-clutch range in which the clutch is in a half-clutch state, and a comparison means for comparing a half-clutch operation permissible range indicated by data stored in a control device with the half-clutch range. and means for storing data indicative of the result obtained by the detecting means when the half-clutch range is within the half-clutch operation permissible range based on the comparison result by the comparing means; The half-clutching operation is configured to be performed in accordance with the data provided. The detection operation of the detection means is
For example, it may be performed every time the clutch is connected or disconnected.

以下、図示の実施例によシ本発明の詳細な説明する。Hereinafter, the present invention will be explained in detail with reference to the illustrated embodiments.

第１図には、本発明によるクラッチ制御装置を内燃機関
車輌に適用した場合の一実施例が示されている。クラッ
チ制御装置１は、車輌を駆動するだめの内燃機関２と駆
動車輪装置３との間に配置されたクラッチ装置４の接続
を自動的に行なわせる目的で設けられておシ、クラッチ
装置４の操作レバー　４１１には油圧アクチーエータ装
Ｍ５が連結されている。油圧アクチュエータ装置５は油
圧シリンダ６を備え、−油圧シリンダ６の操作ロッド７
の端部が操作レバー４＆に枢着されている。操作レバー
４ａはクラッチ装置４に設けられたばね４ｂの力によシ
常時矢印Ａ方向（クラッチを接続する方向）にはね付勢
されておシ、従って、操作ロッド７もまた矢印Ａ方向に
常時ばね付勢されている。FIG. 1 shows an embodiment in which a clutch control device according to the present invention is applied to an internal combustion engine vehicle. The clutch control device 1 is provided for the purpose of automatically connecting the clutch device 4 disposed between the internal combustion engine 2 that drives the vehicle and the driving wheel device 3. A hydraulic actuator device M5 is connected to the operating lever 411. The hydraulic actuator device 5 comprises a hydraulic cylinder 6 - an operating rod 7 of the hydraulic cylinder 6;
The end of the lever is pivotally connected to the operating lever 4&. The operating lever 4a is always biased in the direction of arrow A (the direction in which the clutch is connected) by the force of a spring 4b provided in the clutch device 4, and therefore, the operating rod 7 is also always biased in the direction of arrow A. Spring biased.

油圧シリンダ６の受圧室８と油圧源９との間には、常閉
電磁弁ｌＯが設けられている油圧ノｆイア’ｌｌが配設
されておシ、常閉電磁弁１０が付勢されて開かれること
によシ、油圧源９からの油圧が受圧室８に導びかれ操作
ロッド７はばね力に抗して矢印Ｂ方向に移動する。一旦
増圧した受圧室８内の油圧力を所望の圧力にまで減圧さ
せることができるように、電磁弁１０の油圧シリンダ側
とオイルタンク１２との間に常開電磁弁１４を有する通
路１３が設けられると共に、受圧室８とオイルタンク１
２との間には、オリフィス１５と常開電磁弁１７を有す
る連通路１６が設けられている。ここで、符号１８で示
される通路は、油圧シリンダ６内の室１９の圧力を常時
大気圧に保ち背圧を除去するための通路である。Between the pressure receiving chamber 8 of the hydraulic cylinder 6 and the hydraulic pressure source 9, a hydraulic valve is provided with a normally closed solenoid valve 10, and the normally closed solenoid valve 10 is energized. As a result, the hydraulic pressure from the hydraulic source 9 is guided to the pressure receiving chamber 8, and the operating rod 7 moves in the direction of arrow B against the spring force. A passage 13 having a normally open solenoid valve 14 is provided between the hydraulic cylinder side of the solenoid valve 10 and the oil tank 12 so that the hydraulic pressure in the pressure receiving chamber 8, which has once been increased, can be reduced to a desired pressure. In addition to being provided with a pressure receiving chamber 8 and an oil tank 1
2, a communication passage 16 having an orifice 15 and a normally open solenoid valve 17 is provided. Here, the passage indicated by the reference numeral 18 is a passage for keeping the pressure in the chamber 19 in the hydraulic cylinder 6 at atmospheric pressure at all times and removing back pressure.

従って、全ての電磁弁１０．１４．１７が消勢状態にあ
ると、受圧室８内の圧力は略大気圧に等しくなシ、操作
ロッド７は左手方向いっばいに移動し、クラッチ装置４
は接続された状態となる。Therefore, when all the solenoid valves 10.14.17 are deenergized, the pressure in the pressure receiving chamber 8 is approximately equal to atmospheric pressure, the operating rod 7 moves all the way to the left, and the clutch device 4
is in a connected state.

ここで、電磁弁１０．１４．１７を全て付勢すると、電
磁弁１０が開かれて油圧源９と受圧室８とが油圧パイプ
１１によシ連通され、電磁弁１４゜１７が閉じられるの
で、受圧室８内の圧力が上昇し、操作ロッド７は矢印Ｂ
方向に移動し、クラッチ装置４は断状態となる。この状
態において電磁弁１０を閉じ、電磁弁１４を開くと、受
圧室８内の圧力が通路１３を介して逃げ、比較的速い速
度で低下し、操作ロッド７はこの圧力の低下に応じた比
較的速い速度で矢印Ａ方向に移動し、クラッチ装置４を
速い操作速度で接続することができる。Here, when all the solenoid valves 10, 14, and 17 are energized, the solenoid valve 10 is opened, the hydraulic pressure source 9 and the pressure receiving chamber 8 are communicated through the hydraulic pipe 11, and the solenoid valves 14 and 17 are closed. , the pressure inside the pressure receiving chamber 8 rises, and the operating rod 7 moves in the direction of arrow B.
direction, and the clutch device 4 enters the disconnected state. In this state, when the solenoid valve 10 is closed and the solenoid valve 14 is opened, the pressure inside the pressure receiving chamber 8 escapes through the passage 13 and decreases at a relatively high speed, and the operating rod 7 adjusts the pressure in response to this decrease in pressure. It is possible to move in the direction of arrow A at a high speed and connect the clutch device 4 at a high operation speed.

若し、電磁弁１４の代シに電磁弁１７を開くと、オリフ
ィス１５のために、受圧室８の圧力の低下速度は遅くな
シ、クラッチ装置４を遅い操作速度で接続することがで
きる。上記説明から判るように、電磁弁１４と１７とを
同時に開けば、最も速い速度でクラッチ装置の接続を行
なうことができる。更に、各電磁弁の開閉をパルス信号
にょシ周期的に行なうと共に該・やルス信号のデー−テ
ィ比を調節すれば、上述の３段階のクラッチ操作速度の
はか、任意の操作速度でクラッチ装置の接続操作を行な
うことができる。If the solenoid valve 17 is opened instead of the solenoid valve 14, the pressure in the pressure receiving chamber 8 will decrease slowly due to the orifice 15, and the clutch device 4 can be connected at a slow operation speed. As can be seen from the above description, if the solenoid valves 14 and 17 are opened simultaneously, the clutch device can be connected at the fastest speed. Furthermore, if each solenoid valve is opened and closed periodically using a pulse signal and the data ratio of the pulse signal is adjusted, the clutch can be operated at any of the three clutch operation speeds mentioned above. Device connection operations can be performed.

各電磁弁１０，１４．１７１７）励磁コイル１０ａ。Each solenoid valve 10, 14.1717) Excitation coil 10a.

１４　ａ　＋　１７　ｍが接続されている制御ユニット
２ｏには、ブレーキの操作状態を示すブレーキ信号Ｓ１
＋車輌の速度を示す車速信号Ｓ１＋機関の回転速度を示
す機関速度信号Ｓ３及び車輌を発進させる場合に高レベ
ルとされるスタート信号ｓ４が入力されると共に、操作
ロッド７の位置を示す位置信号ｓ８が位置センサ２１か
ら入力されている。制御ユニット２０からは、これらの
入力信号に基づき、少々〈とも機関の速度に相応した操
作速度でクラッチ装面３の接続が実行されるように各電
磁弁１，０．１４゜１７の開閉制御を行なうだめの駆動
信号が出力され、これによシフラッチの制御が自動的に
行なわれる。14a + 17m is connected to the control unit 2o, which receives a brake signal S1 indicating the operating state of the brake.
+vehicle speed signal S1 indicating the speed of the vehicle + engine speed signal S3 indicating the rotational speed of the engine and start signal s4, which is set to a high level when starting the vehicle, are input, as well as a position signal s8 indicating the position of the operating rod 7. is input from the position sensor 21. Based on these input signals, the control unit 20 controls the opening and closing of each electromagnetic valve 1, 0.14° 17 so that the clutch mounting surface 3 is connected at an operating speed corresponding to the engine speed. A drive signal for performing this is output, and the shift latch is automatically controlled by this drive signal.

図示の実施例では、制御ユニット２０はマイクロコンピ
ュータを用いて構成されておシ、油圧アクチュエータ装
置５によるクラッチ装置４の接続操作は、上述の各入力
情報に基づいて、マイクロコンピータによシ制御される
。In the illustrated embodiment, the control unit 20 is configured using a microcomputer, and the connection operation of the clutch device 4 by the hydraulic actuator device 5 is controlled by the microcomputer based on the above-mentioned input information. Ru.

クラッチ装置４による円滑な半クラツチ操作を確保する
ため、制御ユニット２０内のコンビーータには、円滑な
半クラツチ操作が可能な範囲内において、実際の半クラ
ツチ範囲を学習によシ自動的に設定するだめの学習プロ
グラムがストアされている。図示の実施例では、この学
習プログラムは、所定条件（後述）の下で、クラッチの
接続動作の度に実行され、これによシ得られた新たな半
クラツチ範囲を示すデータは、シ因によって構成される
外部メモリ２２にその都度書込まれる。外部メモリ２２
にストアされたデータは、他の処理を行なう際に利用き
れる。In order to ensure smooth half-clutch operation by the clutch device 4, the converter in the control unit 20 automatically sets the actual half-clutch range by learning within a range that allows smooth half-clutch operation. A useless study program is stored. In the illustrated embodiment, this learning program is executed every time the clutch is engaged under predetermined conditions (described later), and the data indicating the new half-clutch range obtained thereby is Each time it is written to the configured external memory 22. external memory 22
The data stored in can be used for other processing.

第２図及び第３図には、制御ユニット２０における半ク
ラツチ範囲学習プログラムに関するフローチャートが示
されている。制御ユニット２０内のコンビーータが処理
を開始すると（ステラｆ１）。2 and 3, a flowchart is shown for the half-clutch range learning program in the control unit 20. When the conbeater in the control unit 20 starts processing (Stella f1).

クラッチ装置４がオフか（ステップｂ）、車速は零か（
ステラ７’　ａ　）　、ギヤは第１速か（ステップｄ）
、定地発進か（ステップの）が夫々判別さねいずれの判
別結果もＹＥＳの場合に、学習及び発進プログラムｆが
実行され、少なくとも１つの判別結果についてＮＯの答
が出た場合には学習プログラムｆは実行されることなく
、他の処理が実行される。Is the clutch device 4 off (step b) or is the vehicle speed zero (
Stella 7'a), is the gear in 1st gear (step d)?
, and whether to start from a fixed location (of the step) are determined respectively. If both determination results are YES, the learning and start program f is executed, and if the answer is NO for at least one determination result, the learning program f is executed. f is not executed, and other processing is executed.

学習及び発進プログラムｆは、第３図に詳しく示されて
いる。第３図のプログラムを第４図の半クラツチ操作説
明図を参照しながら説明する。第４図において、縦軸は
操作ロッド７の位置Ｌｔ−示し横軸は時刻ｔを示してい
る。位置りは操作ロッド７が最も左手方向にある場合を
零とし、操作ロッド７が最右端移動位置にまで達した時
の値をＬｍａｘとして示しである。従って、Ｌ＝０の場
合にはクラッチ装置４は完全接続状態であシ’　Ｌ”　
ＬｍｌＬＸの場合にはクラッチ装置４は完全切離し状態
にある。ここで、Ｌａはクラッチ装置４０半クラツチ状
態の上限許容位置、Ｌｂは半クラツチ状態の下限許容位
置を示し、従って、この装置におけるクラッチの半クラ
ツチ範囲は、学習プログラムの演算結果に従い、Ｌａ　
（Ｌ　（Ｌｂの範囲内の所定範囲Ｌｃ（Ｌ（Ｌｄに定め
られ、値Ｌｃ　、　Ｌｄに相応する位置信号Ｓｓの値が
外部メモリ２２内にストアされることになる。The learning and starting program f is shown in detail in FIG. The program shown in FIG. 3 will be explained with reference to FIG. 4, which is a diagram illustrating a half-clutch operation. In FIG. 4, the vertical axis indicates the position Lt of the operating rod 7, and the horizontal axis indicates time t. The position is zero when the operating rod 7 is in the leftmost position, and Lmax is the value when the operating rod 7 reaches the rightmost movement position. Therefore, when L=0, the clutch device 4 is in a fully connected state.
In the case of LmlLX, the clutch device 4 is in a completely disconnected state. Here, La indicates the upper limit permissible position of the clutch device 40 in the half-clutch state, and Lb indicates the lower limit permissible position of the half-clutch state. Therefore, the half-clutch range of the clutch in this device is determined by La according to the calculation result of the learning program.
(L(L) is defined as a predetermined range Lc(L(Ld) within the range of Lb, and the value of the position signal Ss corresponding to the values Lc and Ld is stored in the external memory 22.

次に、第３図を参照して学習及び発進プログラムについ
て説明すると、骸プログラムのスタートによシ、クラッ
チをΔｔだけ移動させ（ステップｇ）。Next, the learning and starting program will be explained with reference to FIG. 3. To start the Mukuro program, the clutch is moved by Δt (step g).

車速の変化を見る。車速か零であれに（ステップｈ）、
クラッチを更にΔｔだけ移動させ、車速が零で々くなっ
た時、即ち、車輌が動きはじめた時、ステップｈからス
テラｆｔに移行し、ここでその時のクラッチ位置のデー
タの読み込みを行なう。Look at changes in vehicle speed. Whether the vehicle speed is zero (step h),
When the clutch is further moved by Δt and the vehicle speed is reduced to zero, that is, when the vehicle starts moving, the process moves from step h to Stella ft, where the data of the clutch position at that time is read.

実際には、操作ロッド７の位置りを位置検出器２１で検
出し、その出力である位置信号８５の値を位置データＤ
として読込む。次に、ステップｊに移シ、車速とエンジ
ン回転数とによシスリップ率を計算し、スリップ率が零
であるか否かの判別を行なう（ステップｋ）。ここで、
スリップ率とは、クラッチ装置４の駆動側（エンジン側
）の回転速・度１ｋ　Ｎｍ＋被駆動側（駆動車輪装置側
）の回転速度をＮｂとしたとき（Ｎａ−Ｎｂ　）　／　
Ｎａで示され、クラッチが完全に接続されてスリップが
なくなった場合（Ｎａ＝Ｎｂ）に零となる。スリップ率
が零でない場合には、クラッチを更に所定距離Δｔだけ
接続方向に移動させる（ステップｔ）。ステップに、ｔ
を繰返し行ない、スリップ率が零となった時に、そのク
ラッチ位置データの読込みをステップｌの場合と同様に
して行なう（ステップｍ）。ここで読込まれるクラッチ
位置データＣは、半クラツチ状態から完全にクラッチが
接続された状態となった場合の操作ロッド７の位置りを
示すことになる。次いで、ステップｎに移シ、クラッチ
を更に接続方向に移動させ、発進完了状態となる。Actually, the position of the operating rod 7 is detected by the position detector 21, and the value of the position signal 85 which is the output thereof is used as the position data D.
Read as . Next, the process moves to step j, where the slip ratio is calculated based on the vehicle speed and engine rotational speed, and it is determined whether the slip ratio is zero (step k). here,
The slip rate is the rotational speed of the driving side (engine side) of the clutch device 4, where Nb is the rotational speed of the driving side (engine side) of 1 kNm + the rotational speed of the driven side (drive wheel device side) (Na-Nb) /
It is indicated by Na, and becomes zero when the clutch is completely connected and there is no slip (Na=Nb). If the slip ratio is not zero, the clutch is further moved in the connection direction by a predetermined distance Δt (step t). step, t
This is repeated, and when the slip ratio becomes zero, the clutch position data is read in the same manner as in step 1 (step m). The clutch position data C read here indicates the position of the operating rod 7 when the clutch changes from a half-clutch state to a fully connected state. Next, the process moves to step n, where the clutch is further moved in the connecting direction, and the start is completed.

ここで得られたクラッチ位置データＣ，Ｄは、位置Ｌｃ
、Ｌｄに夫々対応するものであシ、実際の半クラツチ状
態の範囲の限界を示すデータとして外部メモリ２２にス
トアされる。従って、第１速以外のギヤ位置におけるク
ラッチの接続操作、又は定地発進以外の発進時のクラッ
チ接続操作においては、これらのデータＣ，Ｄが使用さ
れることになる。The clutch position data C and D obtained here are the position Lc
, Ld, respectively, and are stored in the external memory 22 as data indicating the limit of the range of the actual half-clutch state. Therefore, these data C and D are used when the clutch is engaged in a gear position other than the first gear, or when the vehicle starts off other than at a fixed location.

これらのデータＣ，Ｄによυ示される半クラツチ範囲が
第３図に示した範囲Ｌａ　（Ｌ　（Ｌｂ内にあるか否か
が、制御ユニット２０内のコンピュータによシ常にチェ
ックされておシ、例えば、クラッチ板の摩耗等によシ、
データＣ，Ｄによシ規定される半クラツチ範囲が、Ｌａ
　＃　Ｌｂによシ規足される範囲を越えると、操作者に
警報を出力するようになっている。従って、部品の摩耗
、調整ずれ等によシ、半クラツチ操作範囲が所定の半ク
ラツチ範囲を逸脱したか否かを常時自動的に監視するこ
とができ、クラッチ接続動作を常に安定且つ確実に実行
できる信頼性の高いシステムを構成することができる。The computer in the control unit 20 constantly checks whether the half-clutch range indicated by these data C and D is within the range La (L (L) shown in FIG. , for example, due to clutch plate wear, etc.
The half-clutch range defined by data C and D is La
# If the range specified by Lb is exceeded, a warning is output to the operator. Therefore, it is possible to constantly and automatically monitor whether or not the half-clutch operation range deviates from the predetermined half-clutch operation range due to wear of parts, misadjustment, etc., and the clutch engagement operation is always performed stably and reliably. A highly reliable system can be constructed.

即ち、外部メモリ２２にストアされるデータＣ，Ｄは、
制御ユニット内のマイクロコンビーータに予め格納され
ている、ＬａｔＬｂを示すデータと比較され、通常走行
時にすベシが発生すれば、クラッチ板の寿命と判断し、
それを表示し、また、クラッチを切った状態ｃ　””Ｌ
ｍａｘ　）でまだクラッチが半クラツチ状態であるよう
なことがあれば、それをも表示する。That is, the data C and D stored in the external memory 22 are
It is compared with the data indicating LatLb stored in advance in the micro converter in the control unit, and if a slip occurs during normal driving, it is determined that the clutch plate has reached the end of its service life.
This is displayed and the clutch is disengaged c ””L
max), if the clutch is still in a half-clutch state, this will also be displayed.

尚、上記では、学習プログラムによシ得られたデータＣ
，Ｄをそのままストアし、他の処理においてこれらのデ
ータＣ，Ｄを使用するようにしだが、これらのデー４Ｃ
：、Ｄから一定の値を引き、又は加え、半クラツチ操作
を行なう範囲を学習プログラムで得たものよシも多少拡
げてよシ円滑なりラッチ接続操作を行なわせるようにし
てもよい。例えば、データＣの値に基づいてＬａよシ少
し小さいＬ　（１／の値を半クラツチ操作を行なう範囲
の下限境界値とし、一方、データＤの値に基づいてＬｄ
よシ少し大きいＬｄ’の値を半クラツチ操作を行なう範
囲の上限境界値とすることによシ、より円滑な半クラツ
チ操作を実行でき、クラッチの接続を良好なフィーリン
グで行なうことができる。この場合、（Ｌｃ　−Ｌｃ’
　）又は（Ｌｄ　＋Ｌｄ’　）の値は一定値でもよいし
、車輌の運転状態等に従って変化させるようにしてもよ
い。In addition, in the above, data C obtained by the learning program
, D as is and use these data C and D in other processing, but these data 4C
:, by subtracting or adding a certain value to D, the range in which the half-clutch operation is performed may be expanded somewhat from that obtained by the learning program, so that the latch connection operation can be performed more smoothly. For example, based on the value of data C, the value of L (1/), which is slightly smaller than La, is set as the lower limit boundary value of the range for half-clutching, and on the other hand, based on the value of data D, L
By setting a slightly larger value of Ld' as the upper boundary value of the range for half-clutching, smoother half-clutching can be performed and the clutch can be engaged with a good feeling. In this case, (Lc - Lc'
) or (Ld + Ld') may be a constant value, or may be changed according to the driving condition of the vehicle.

更に上記実施例では、所定条件下の発進操作における唯
一回の測定で、半クラツチ操作を行なう範囲を示すデー
タを書きかえるようにしたが、何回かのデータの平均値
を演算し、上の平均値に基づいて半クラツチ操作を行な
う範囲を示すデータの書換を行なうようにしてもよい。Furthermore, in the above embodiment, the data indicating the range of half-clutch operation is rewritten in the only measurement during the starting operation under predetermined conditions. The data indicating the range in which the half-clutch operation is to be performed may be rewritten based on the average value.

このような方法によれば、偶発的な測定誤差の影響を小
さく抑えることができ、よシ一層信頼性が増すものであ
る。According to such a method, the influence of accidental measurement errors can be suppressed to a small extent, and reliability is further increased.

本発明によれは、上述の如く、実際に使用するクラッチ
の半クラツチ範囲が所定の半クラツチ操作許容範囲内に
あるか否かを自動的に管理することができるので、クラ
ッチ板の摩耗があってもその摩耗限界をモニタすること
ができる上に１クラツチ板の摩耗による制御系への影響
を抑え、これを補正することも可能であり、装置の保守
が簡単となる上に、信頼性が著しく増すという優れた効
果を奏する。According to the present invention, as described above, it is possible to automatically manage whether or not the half-clutch range of the clutch actually used is within the predetermined half-clutch operation tolerance range, thereby preventing wear of the clutch plate. In addition to being able to monitor the wear limit even when the clutch plate is worn, it is also possible to suppress and correct the effects of wear on the control system, which not only simplifies equipment maintenance but also improves reliability. It has an excellent effect of increasing the amount significantly.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明の一実施例を示す概略構成図、第２図、
第３図は第１図に示す装置の制御ユニットにストアされ
ているプログラムのフローチャート、第４図は第１図に
示す装置のクラッチの作動特性を示す特性図である。 １・・・クラッチ制御装置、４・・・クラッチ装置、５
・・・油圧アクチュエータ、７・・・操作ロッド、１０
゜１４．１７・・・電磁弁、２０・・・制御ユニット。 特許出願人　　ヂーゼル機器株式会社FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention, FIG.
FIG. 3 is a flowchart of a program stored in the control unit of the device shown in FIG. 1, and FIG. 4 is a characteristic diagram showing the operating characteristics of the clutch in the device shown in FIG. 1... Clutch control device, 4... Clutch device, 5
...Hydraulic actuator, 7...Operation rod, 10
゜14.17... Solenoid valve, 20... Control unit. Patent applicant: Diesel Equipment Co., Ltd.

Claims (1)

【特許請求の範囲】[Claims] １、　クラッチ装置と、該クラッチ装置を駆動するアク
チーエータと、入力信号に応答して前記クラッチ装置を
作動させるよう前記アクチーエータを駆動制御する制御
装置とを備えて成るクラッチ制御装置において、前記ク
ラッチ装置が半クラツチ状態となる半クラツチ範囲を検
出する検出手段と、核検出手段からの検出結果をストア
するメモリ手段とを有し、骸メモリ手段のメモリ内容に
従って半クラツチ操作制御を行なうことを特徴とするク
ラッチ制御装置。1. A clutch control device comprising a clutch device, an actuator that drives the clutch device, and a control device that drives and controls the actuator to actuate the clutch device in response to an input signal, wherein the clutch device It is characterized by having a detection means for detecting a half-clutch range where a half-clutch state occurs, and a memory means for storing the detection result from the nuclear detection means, and controlling the half-clutch operation according to the memory contents of the skeleton memory means. Clutch control device.
JP57113866A 1982-07-02 1982-07-02 Clutch control device Granted JPS596432A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP57113866A JPS596432A (en) 1982-07-02 1982-07-02 Clutch control device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP57113866A JPS596432A (en) 1982-07-02 1982-07-02 Clutch control device

Publications (2)

Publication Number Publication Date
JPS596432A true JPS596432A (en) 1984-01-13
JPS6335851B2 JPS6335851B2 (en) 1988-07-18

Family

ID=14623056

Family Applications (1)

Application Number Title Priority Date Filing Date
JP57113866A Granted JPS596432A (en) 1982-07-02 1982-07-02 Clutch control device

Country Status (1)

Country Link
JP (1) JPS596432A (en)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60177333U (en) * 1984-05-04 1985-11-25 株式会社ボッシュオートモーティブ　システム Vehicle clutch control device
JPS6164549U (en) * 1984-10-02 1986-05-01
JPS6168932U (en) * 1984-10-12 1986-05-12
JPS61119440A (en) * 1984-11-14 1986-06-06 Isuzu Motors Ltd Learning method of clutch connection starting point
JPS61157445A (en) * 1984-12-28 1986-07-17 Isuzu Motors Ltd Clutch control device
JPS624430U (en) * 1985-06-25 1987-01-12
US5065849A (en) * 1989-04-12 1991-11-19 Diesel Kiki Co., Ltd. Method for correcting data used for a clutch control operation
EP1319857A1 (en) * 2001-12-17 2003-06-18 Renault s.a.s. Clutch wear diagnostic system in a motor vehicle
WO2011145565A1 (en) * 2010-05-17 2011-11-24 いすゞ自動車株式会社 Control device for flow control valve
WO2011145564A1 (en) * 2010-05-17 2011-11-24 いすゞ自動車株式会社 Control device for flow rate control valve

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5381863A (en) * 1976-12-27 1978-07-19 Yanmar Diesel Engine Co Device for controlling oil pressure of hydrauliccpowered clutch
JPS5610851A (en) * 1979-07-02 1981-02-03 Gen Motors Corp Pressure adjuster of compensation path

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5381863A (en) * 1976-12-27 1978-07-19 Yanmar Diesel Engine Co Device for controlling oil pressure of hydrauliccpowered clutch
JPS5610851A (en) * 1979-07-02 1981-02-03 Gen Motors Corp Pressure adjuster of compensation path

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60177333U (en) * 1984-05-04 1985-11-25 株式会社ボッシュオートモーティブ　システム Vehicle clutch control device
JPS6164549U (en) * 1984-10-02 1986-05-01
JPH0451249Y2 (en) * 1984-10-02 1992-12-02
JPH0444441Y2 (en) * 1984-10-12 1992-10-20
JPS6168932U (en) * 1984-10-12 1986-05-12
JPS61119440A (en) * 1984-11-14 1986-06-06 Isuzu Motors Ltd Learning method of clutch connection starting point
JPH0466734B2 (en) * 1984-12-28 1992-10-26 Isuzu Jidosha Kk
JPS61157445A (en) * 1984-12-28 1986-07-17 Isuzu Motors Ltd Clutch control device
JPH0419244Y2 (en) * 1985-06-25 1992-04-30
JPS624430U (en) * 1985-06-25 1987-01-12
US5065849A (en) * 1989-04-12 1991-11-19 Diesel Kiki Co., Ltd. Method for correcting data used for a clutch control operation
EP1319857A1 (en) * 2001-12-17 2003-06-18 Renault s.a.s. Clutch wear diagnostic system in a motor vehicle
FR2833667A1 (en) * 2001-12-17 2003-06-20 Renault SYSTEM FOR DIAGNOSING THE WEAR OF THE CLUTCH OF A MOTOR VEHICLE
WO2011145565A1 (en) * 2010-05-17 2011-11-24 いすゞ自動車株式会社 Control device for flow control valve
WO2011145564A1 (en) * 2010-05-17 2011-11-24 いすゞ自動車株式会社 Control device for flow rate control valve

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