JP3924373B2 - Clutch automatic control vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a clutch automatic control vehicle in which clutch engagement / disconnection is automatically controlled by a command from a controller.
[0002]
[Prior art]
Some vehicles use a friction clutch as the clutch itself, but some of them are controlled not automatically by a signal from a controller, but also can be controlled manually or automatically. Here, a vehicle that can be controlled at least automatically is referred to as a clutch automatic control vehicle.
[0003]
FIG. 3 is a block diagram of a conventional clutch automatic control vehicle. In FIG. 3, 1 is a shift lever, 2 is a clutch control switch, 3 is a brake switch, 3A is a parking brake switch, 4 is a brake pedal, 4A is a parking brake, 5 is a controller, 6 is a clutch pedal sensor, and 7 is a clutch. Pedal, 8 is master cylinder, 9 is accelerator opening sensor, 10 is accelerator pedal, 11 is engine, 12 is engine rotation sensor, 13 is clutch, 14 is gear position sensor, 15 is release fork, 16 is transmission, 17 is A transmission rotation sensor, 18 is a hydraulic pipe, 19 is a clutch hydraulic actuator, 20 is a slave cylinder, 21 is a rod, and 22 is a clutch position sensor.
Here, as an automatic clutch control vehicle, a vehicle that can perform clutch control manually or automatically is shown.
[0004]
The brake switch 3, the parking brake switch 3A, the clutch pedal sensor 6, and the accelerator opening sensor 9 detect whether or not each corresponding pedal has been operated, or the degree of depression. The detection signal is sent to the controller 5. The gear position sensor 14 detects the current gear position in the transmission 16, and the clutch position sensor 22 detects the clutch position (clutch stroke) between the clutch disengagement and the clutch engagement. The transmission rotation sensor 17 detects the number of rotations of the counter shaft of the transmission 16. The vehicle speed can be obtained by converting the rotational speed in consideration of the gear ratio or the like (in this case, the transmission rotation sensor 17 is used as a vehicle speed sensor). Detection signals from these sensors are also sent to the controller 5. The controller 5 is configured as a computer.
[0005]
The clutch hydraulic actuator 19 is an actuator that controls disengagement and engagement of the clutch based on a control signal from the controller 5. The clutch 13 can be automatically controlled by a signal from the controller 5 or can be manually controlled by the clutch pedal 7. Therefore, a clutch hydraulic actuator 19 is inserted in the middle of the hydraulic pipe 18 from the master cylinder 8 of the clutch pedal 7 to the slave cylinder 20 of the clutch 13.
[0006]
The clutch control changeover switch 2 is a switch for switching whether the clutch 13 is automatically controlled or manually (by the clutch pedal 7). When switched to the manual side, the hydraulic pressure from the clutch pedal 7 is transmitted to the slave cylinder 20. When switched to the automatic side, a pump or the like (not shown) in the clutch hydraulic actuator 19 is operated by a signal from the controller 5 and the hydraulic pressure is transmitted to the slave cylinder 20 (in this case, the clutch pedal 7 is depressed). However, the hydraulic pressure is not transmitted to the slave cylinder 20).
[0007]
In a clutch automatic control vehicle, a shift lever 1 having a switch built in a knob may be used. When the driver applies a force to the shift lever 1 to shift the gear, the switch is first turned on to detect the driver's intention to shift. When the controller 5 receives the switch-on signal, the clutch 13 is disconnected in preparation for gear-in. After being in such a state, the gear is shifted.
[0008]
By the way, in such a clutch automatic control vehicle, a transmission for a five-speed vehicle or a transmission for a six-speed vehicle is used as the transmission 16. Then, the controller 5 also needs to be equipped with a controller for a 5-speed vehicle or a 6-speed vehicle corresponding to the type of transmission used.
Since the vehicle is an automatic clutch control vehicle, the clutch is automatically controlled by a control signal from the controller while taking into account the gears that are applied at the time of starting or shifting. Control map, set value, learning value, etc. are required.
[0009]
FIG. 4 is a diagram illustrating a first example of a conventional controller. FIG. 4 (a) shows a controller for a 5-speed vehicle, and FIG. 4 (b) shows a controller for a 6-speed vehicle. 5A and 5B are controllers, 5-1 is a first map for a 5-speed vehicle, 5-2 is a first map for a 6-speed vehicle, 5-2 is a second map for a 5-speed vehicle, and 5-4 is for a 6-speed vehicle. It is a 2nd map. Here, the first map and the second map are examples of various control maps (e.g., a start control map, a shift control map, etc.) to be provided by the controller of the automatic clutch control vehicle, with only the sequence numbers attached. The type of map required is still 3rd and 4th. It should be noted that setting values and the like necessary for control other than the map are also expressed accordingly.
[0010]
These controllers are specially designed for 5-speed vehicles and 6-speed vehicles, respectively. Vehicles that use 5-speed transmissions are equipped with controllers dedicated to 5-speed vehicles, and vehicles that use 6-speed transmissions. Is equipped with a dedicated controller for 6-speed vehicles.
However, it is not preferable from the viewpoints of cost, parts management, and the like to separately manufacture controllers dedicated to 5-speed vehicles and 6-speed vehicles. Therefore, there is a controller that can be used for both.
[0011]
FIG. 5 is a diagram illustrating a second example of a conventional controller. Reference numerals correspond to those in FIG. 4, 5C is a controller, and 23 is a discrimination terminal. The controller 5C should be said to be a common controller or a general-purpose controller manufactured so as to be used for both a 5-speed vehicle and a 6-speed vehicle. Accordingly, this includes both a map necessary for control for a 5-speed vehicle and a map necessary for control for a 6-speed vehicle. The proper use is performed by the discrimination terminal 23.
[0012]
FIG. 5A shows a case where the controller 5C is used as a controller for a 5-speed vehicle. When it is intended to be used for a 5-speed vehicle, the discrimination terminal 23 is turned off. In this way, the circuit configuration or system configuration in the controller 5C is made for a 5-speed vehicle. That is to say, with regard to the control map, the first map for 5th speed vehicle 5-1 and the second map for 5th speed vehicle 5-3 are made available (valid).
[0013]
FIG. 5B shows a case where the controller 5C is used as a controller for a 6-speed vehicle. When it is intended to be used for a 6-speed vehicle, the discrimination terminal 23 is turned on. In this way, the circuit configuration or system configuration in the controller 5C is made for a 6-speed vehicle. That is, with regard to the control map, the first map for 6-speed vehicle 5-2 and the second map for 6-speed vehicle 5-4 are made available (valid).
[0014]
In addition, as a conventional document regarding a clutch automatic control vehicle, there is, for example, Japanese Utility Model Publication No. 6-8825.
[0015]
[Problems to be solved by the invention]
(problem)
A conventional automatic clutch control vehicle is equipped with a controller for clutch control, etc., and the type of controller to be installed is determined by the person who determines the type of transmission used by the vehicle. Therefore, there is a problem in that selection must be made with care so as not to make a mistake in discrimination and correspondence.
[0016]
(Explanation of problem)
For example, when selecting from among dedicated controllers as described in FIG. 4, it is necessary to select according to whether the transmission is a 5-speed vehicle or a 6-speed vehicle, and a general-purpose controller as described in FIG. Is used, it is necessary to set the determination terminal 23 so as not to be mistakenly turned on or off according to the type of transmission. In any case, since these types are discriminated and selected by humans, there is a possibility that mistakes may be introduced.
An object of the present invention is to solve the above problems.
[0017]
[Means for Solving the Problems]
In order to solve the above problems, in the present invention, in a clutch automatic control vehicle including a gear position sensor, a controller for controlling the vehicle, and a friction clutch whose disconnection and contact are automatically controlled by the controller, A selection stroke judgment value capable of discriminating a difference between the maximum selection strokes of a plurality of types of transmissions, and is used by comparing the selection stroke judgment value with the maximum selection stroke detected by the gear position sensor. It was decided to determine the type of transmission.
[0018]
Further, a control map corresponding to each of a plurality of types of transmissions may be provided in the controller, and the corresponding control map may be set in a usable state according to the determination result of the used transmission.
[0019]
(Summary of actions to be resolved)
The maximum stroke in the select direction of the transmission varies depending on the type of transmission. Therefore, a selection stroke judgment value that can distinguish the difference in the maximum selection stroke is set in the controller of the clutch automatic control vehicle, and the vehicle is compared with the maximum selection stroke detected from the gear position sensor. The controller automatically determines the type of transmission used in the vehicle. Accordingly, there are no mistakes made by humans.
[0020]
A general-purpose controller equipped with a control map corresponding to each of a plurality of types of transmissions may be used as the clutch automatic control vehicle controller. However, the transmission type is automatically determined and the result of the determination is used. A control map that can be used is automatically selected. For this reason, an erroneous selection is not made due to an artificial discrimination error, and it is not necessary for a person to perform the selection work one by one.
[0021]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The overall block diagram of the automatic clutch control vehicle of the present invention is the same as FIG. However, the contents of the controller 5 are different.
FIG. 2 is a diagram showing a controller used in the present invention. The reference numerals correspond to those in FIGS. 3 and 5, and 5-5 is a selection stroke determination value (K = determination value). The first point that is different from the conventional general-purpose controller 5C in FIG. 5 is that the determination terminal 23 is not provided, and the second point is that a selection stroke determination value 5-5 is set.
[0022]
In the controller of FIG. 5, the person sets the discrimination terminal 23 to OFF or ON in accordance with the transmission to be used. However, in the present invention, the stroke in the select direction detected from the gear position sensor 14 is selected. Compared with the stroke determination value 5-5, the controller 5 automatically determines the type of transmission used.
Then, according to the determination result, necessary measures are taken so that the configuration, settings, and the like in the controller 5 correspond to the transmission. For example, when it is determined that the transmission is for a five-speed vehicle, the first map for the five-speed vehicle 5-1 and the second map for the five-speed vehicle 5-3 among the control maps provided in the controller 5 can be used. And
[0023]
FIG. 1 is a diagram for explaining the principle of transmission type discrimination according to the present invention. This is a schematic diagram of the gear position of the transmission, and Rev, 1st, 2nd, 3rd, 4th, 5th, and 6th represent the reverse gear and the first to sixth gears, respectively. S _5MAX is the maximum select stroke of the transmission for a 5-speed vehicle, S _6MAX is the maximum select stroke of the transmission for a 6-speed vehicle, K is a select stroke determination value, and D is a determination line indicating the position of the select stroke determination value K. . FIG. 1 (a) is a diagram for explaining discrimination of a 5-speed vehicle transmission, and FIG. 1 (b) is a diagram for explaining discrimination of a 6-speed vehicle transmission.
[0024]
The select stroke determination value K shown in FIG. 1 is a value set to discriminate between a transmission for a 5-speed vehicle and a transmission for a 6-speed vehicle, and the magnitude thereof is the reverse speed (first speed). in select direction stroke relative to the select direction position, it is greater than the maximum select stroke S _5max 5-speed drive for transmission, than the maximum select stroke S _6MAX transmission 6-speed drive is set to a small value.
[0025]
Therefore, by comparing the maximum selection stroke detected by the gear position sensor 14 with the selection stroke determination value K, it is determined whether the transmission attached to the vehicle is for a 5-speed vehicle. It is possible to determine whether it is for a speed car.
[0026]
In the automatic clutch control vehicle, when a gear is put in any gear stage, the controller can determine which gear stage it is put in. A so-called gear-in learning is performed in which the shift direction stroke and the selection direction stroke are stored by learning.
When the learning is performed, the selection direction stroke is detected by the gear position sensor 14, and the type of transmission can be determined by comparing the maximum one of them with the selection stroke determination value K.
[0027]
For example, if it is a transmission for a five-speed vehicle, the maximum select stroke detected is S _5MAX (see FIG. 1 (a)), and this is compared with the select stroke determination value K, and is smaller than K. Thus, it is determined that the transmission is for a 5-speed vehicle. If the transmission is for a 6-speed vehicle, the maximum select stroke detected is S _6MAX (see FIG. 1 (b)), and this is compared with the select stroke determination value K, which is greater than K. It is determined that the transmission is for a 6-speed vehicle.
[0028]
In the description of FIG. 1, the case of discriminating between a 5-speed vehicle and a 6-speed vehicle has been described. However, the discrimination from other types of transmissions can be similarly performed by appropriately setting the select stroke determination value. Can be done.
In the above example, the clutch automatic control vehicle has been described as an example of a vehicle in which clutch control can be performed manually or automatically. However, it goes without saying that the present invention can be similarly applied to a vehicle that is controlled only automatically.
[0029]
【The invention's effect】
As described above, the present invention has the following effects.
(Effect of the invention of claim 1)
By setting the select stroke judgment value that can distinguish the difference in the maximum select stroke of the transmission in the controller of the clutch automatic control vehicle, and comparing it with the maximum select stroke detected from the gear position sensor, Since the controller automatically determines the type of transmission used in the vehicle, the transmission type can be determined without error.
[0030]
(Effect of the invention of claim 2)
When a general-purpose controller with a control map corresponding to each of multiple types of transmissions is used as the controller for the automatic clutch control vehicle, the transmission type is automatically determined, and based on the determination result, it can be used. Since the control map to be selected is automatically selected, erroneous selection due to human error is eliminated, and the selection effort is not required.
[Brief description of the drawings]
FIG. 1 is a diagram for explaining the principle of transmission type discrimination in the present invention. FIG. 2 is a diagram showing a controller used in the present invention. FIG. 3 is a block diagram of a conventional clutch automatic control vehicle. FIG. 5 is a diagram showing a first example of the conventional controller. FIG. 5 is a diagram showing a second example of a conventional controller.
DESCRIPTION OF SYMBOLS 1 ... Shift lever, 2 ... Clutch control changeover switch, 3 ... Brake switch, 3A ... Parking brake switch, 4 ... Brake pedal, 4A ... Parking brake, 5 ... Controller, 5-1 ... 1st map for 5 speed vehicles, 5 -2 ... 6th speed vehicle first map, 5-3 ... 5th speed vehicle second map, 5-4 ... 6th speed vehicle second map, 5-5 ... Select stroke judgment value, 6 ... Clutch pedal sensor, DESCRIPTION OF SYMBOLS 7 ... Clutch pedal, 8 ... Master cylinder, 9 ... Accelerator opening sensor, 10 ... Accelerator pedal, 11 ... Engine, 12 ... Engine rotation sensor, 13 ... Clutch, 14 ... Gear position sensor, 15 ... Release fork, 16 ... Transmission , 17 ... Transmission rotation sensor, 18 ... Hydraulic pipe, 19 ... Clutch hydraulic actuator, 20 ... Slave cylinder, 21 ... Lock , 22 ... clutch position sensor

Claims (2)

In a clutch automatic control vehicle including a gear position sensor, a controller for controlling the vehicle, and a friction clutch whose connection / disconnection is automatically controlled by the controller,
In the controller, comprising a selection stroke determination value capable of determining the difference in the maximum selection stroke of a plurality of types of transmissions,
A clutch automatic control vehicle, wherein a type of transmission being used is determined by comparing a maximum selection stroke detected by the gear position sensor and the selection stroke determination value. In a clutch automatic control vehicle including a gear position sensor, a controller for controlling the vehicle, and a friction clutch whose connection / disconnection is automatically controlled by the controller,
In the controller,
A control map corresponding to each of multiple types of transmissions,
A select stroke determination value capable of determining the difference between the maximum select strokes of the plurality of types of transmissions;
By comparing the maximum selection stroke detected by the gear position sensor with the selection stroke determination value, the type of transmission being used is determined, and the corresponding control map is enabled according to the determination result. A clutch automatic control vehicle characterized by:

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