JPS59217045A - Clutch drive control device - Google Patents

Abstract

PURPOSE:To stably control the engagement of a clutch by controlling a hydraulic control valve to open and close at a duty ratio corresponding to an oil temperature detecting valve until the clutch is put in a complete engagement state from a half-engagement state. CONSTITUTION:There is provided an oil temperature detector 150 for detecting the temperature of an operation oil. An output from the detector 150 is input to an engine control circuit 42, and the engine control circuit 42 computes a duty ratio according to a signal from the detector 150. In this arrangement, the engagement of a clutch 10 is controlled uniformly regardless of the temperature of operation oil to stably control the engagement of the clutch 10.

Description

[Detailed Description of the Invention] [Field of Application of the Invention] The present invention relates to clutch drive control for controlling the drive of a clutch.
It is related to the device.

[Background technology 1] When changing the gear ratio while driving a manual transmission vehicle, the driver must operate the clutch while operating the accelerator. Therefore, some drivers may be unable to change the gear ratio. It is difficult to operate, and if the gear ratio is changed frequently, the driver gets tired, which is inconvenient for driving the vehicle.

[Object of the invention] The present invention has been made in view of the above-mentioned conventional problems, and
The purpose is to provide a clutch drive control device that facilitates clutch operation.

[Summary of the Invention] In order to achieve the above object, the present invention includes a hydraulic circuit for disconnecting and driving a clutch and a hydraulic circuit for coupling drive, and a hydraulic control valve is provided in at least the hydraulic circuit for coupling drive. The valve includes a clutch hydraulic drive device, a valve control circuit for duty opening/closing control of a hydraulic control valve based on a clutch operation command, and an oil temperature detector for detecting the temperature of hydraulic oil in a hydraulic circuit in the clutch hydraulic drive device. The control circuit is characterized in that it controls the opening and closing of the hydraulic control valve at a duty ratio according to the oil temperature detection value from when the clutch is in a semi-engaged state while being driven in the engaging direction until it is in a fully engaged state. shall be.

[Embodiments of the Invention] Hereinafter, preferred embodiments of the clutch drive control device according to the present invention will be described based on the drawings.

FIG. 1 shows the overall configuration of a clutch drive control device according to this embodiment.

The clutch lO of this embodiment is of a friction type, and the engine output is the engine side clutch lining 12. ) It is transmitted to the transmission 1'7 via the transmission side clutch lining 14 and the output shaft 16.

The transmission-side clutch lining 14 is driven by a clutch release fork 20 rotatably supported by a support 18, and the clutch release fork 20 is rotatably driven by a clutch release cylinder 22 with the support 18 as a fulcrum. There is.

Therefore, the clutch lining 14 on the transmission side is driven by the clutch release cylinder 22 via the clutch release fork 20 and is moved forward and backward relative to the clutch lining 12 on the engine side, thereby driving the clutch 10 into the connected or disconnected state.

The clutch release cylinder 22 is hydraulically driven by a clutch hydraulic drive device 24 described below.

This clutch hydraulic drive device 24 drives the clutch release cylinder 22 to release the clutch lining 1 on the engine side.
2, a disconnection drive hydraulic circuit 26 that retracts the transmission side clutch lining 14 and puts the clutch 10 in a disconnected state, and further drives the clutch release cylinder 22 to bring the engine side clutch lining 12 and the transmission side clutch lining 14 into contact with the clutch 10. It has a hydraulic circuit 28 for connection drive that brings the two into a connected state.

Clutch hydraulic oil for driving the clutch release cylinder 22 is supplied from a reservoir tank 30 to an oil pump 32 on the shutoff drive hydraulic circuit 26 side, and pressurized clutch hydraulic oil is supplied to an accumulator 34. There is. Furthermore, the clutch hydraulic oil in the accumulator 34 is supplied to the clutch release cylinder 22 via an on/off solenoid valve 36.

On the other hand, the coupling drive hydraulic circuit 28 is formed between the reservoir tank 30 side of the oil pump 32 and the clutch release cylinder 22 side of the on/off solenoid valve 36, and the coupling drive hydraulic circuit 28 contains clutch hydraulic oil. A duty electromagnetic valve 38 is provided as a hydraulic pressure control valve for controlling hydraulic pressure. In order to obtain good control characteristics of the clutch operating hydraulic pressure by the duty solenoid valve 38, the duty solenoid valve 3 is
An orifice 40 is provided on the upstream side of 8.

As described above, in the present invention, the hydraulic control valve in the hydraulic circuit for connection drive is controlled by the valve control circuit, and in this embodiment, the engine control circuit 42 functions as this valve control circuit.

Engine control circuit 42 is supplied with signals necessary to perform its control functions. That is, the engine control circuit 42 receives a position detection signal 100 from a position detector 44 that detects the position of the clutch release fork 20, a torque detection signal 102 from a torque detector 45 that detects the output torque of the transmission 17, and a torque detection signal 102 from a torque detector 45 that detects the output torque of the transmission 17. A shift position detection value 104 is supplied from a shift position detector 46 that detects 17 gear shift positions. The engine control circuit 42 also includes an accumulator 34.
An oil pressure detection signal 106 is supplied from an oil pressure detector 48 that detects the oil pressure on the output side of the engine. Furthermore, the engine control circuit 4
2, a throttle opening detection signal 108 is sent from a throttle opening detector 52 provided on the throttle body 50 to detect the throttle opening, a vehicle speed detection signal 110 is sent from a vehicle speed detector 54 to detect the vehicle speed, and the accelerator pedal is depressed. A depression amount detection signal 99 is supplied from a depression amount detector 55 that detects the amount of depression.

This device is provided with an oil temperature detection a150 that detects the temperature of the hydraulic oil in the hydraulic circuit in the clutch hydraulic drive device 24, and the oil temperature detection value 152 is detected at the engine control port/path 4.
2 is supplied.

In this embodiment, the oil temperature detector 150 is provided in the hydraulic circuit at or near the clutch release cylinder 22.

The engine control circuit 42 performs arithmetic processing based on the position detection signal 100, torque detection signal 102, shift position detection value 104, oil pressure detection signal 10B, throttle opening detection signal 108, and vehicle speed detection signal 1lO1 depression amount detection signal 99. , drive current 112.114.11B, 11B,
120 can be output.

The drive current 112 is supplied to the actuator 56.58, and the drive current 112 is supplied to the actuator 56.58.
2, it is possible to change the gear ratio of the transmission 17. As will be described later, in this embodiment, the gear ratio of the transmission 17 is switched automatically depending on the throttle opening and vehicle speed, or semi-automatically depending on the operation.

Further, the drive current 114 is supplied to the oil pump 32, and the oil pump 32 can increase the oil pressure to a pressure corresponding to the drive current 114.

Further, the drive current 116 is supplied to an on/off solenoid valve 36, and the drive current 118 is supplied to a duty solenoid valve 38, respectively.

The on-off solenoid valve 36 is controlled to open by the drive current 11B, and when the on-off solenoid valve 36 is opened, the transmission-side clutch lining 14 is retracted from the engine-side clutch lining 12, and the clutch 10 is driven to disconnect.

In addition, the duty solenoid valve 38 is driven by the drive current 118.
is under duty open control, whereby the transmission-side clutch lining 14 is immediately driven in the direction of contacting the engine-side clutch lining 12, and the clutch 10 is first brought into a half-clutch state.

In this embodiment, the duty solenoid valve 38 is intermittently opened M# by the drive current 1i-s, and the engine and the transmission 17 are gradually brought into a connected state.

In order to control the duty opening/closing of the duty electromagnetic valve 38, the engine control circuit 42 has a duty table, and searches this duty table based on the throttle opening or accelerator depression amount at that time to obtain a one-dimensional The basic duty ratio D BASE of the drive current 118 can be determined by interpolation processing.

Here, in this device, the engine control circuit 42 maintains a constant period M from when the clutch lO is driven in the connecting direction and becomes a semi-connected state until it becomes a fully connected state, regardless of the temperature of the hydraulic fluid in the hydraulic circuit. During this time, the duty solenoid valve 38 is outputted with a drive current 11B having a duty ratio according to the detected oil temperature value 152 to control the duty opening/closing so that the clutch 1o is connected and driven stably with respect to the hydraulic oil temperature. Is possible.

In order to perform the above-mentioned duty opening/closing control, the engine control circuit 42 has an oil temperature correction coefficient table, and searches this oil temperature correction coefficient table using the oil temperature detection value 152 to perform one-dimensional interpolation processing. The correction coefficient KTH
The actual output drive current 11 is determined by multiplying the basic duty ratio DBASE by this oil temperature correction coefficient KTH.
It is possible to obtain a duty ratio of 8.

The actuators 56 and 58 are driven between the time when the clutch IO is brought into the disconnected state by the on-off solenoid valve 36 and the time when the clutch IO is brought into the half-clutch state by the duty solenoid valve 38, so that the transmission 17 ( 7) A gear shift operation is being performed.

During this gear shift, the engine control circuit 42 reduces the throttle opening to lower the engine speed when the clutch 10 is driven to disengage, and uses the detection detected by the position detector 44 when the clutch 10 is driven to engage. Depending on the signal 100, it is possible to increase the throttle opening.

By controlling the increase in the throttle opening degree, the engine control circuit 42 can smooth the engagement operation of the clutch IO and prevent a shift shock at the so-called clutch meet time.

Note that the engine control circuit 4 is
2 controls the throttle opening according to the amount of depression of the accelerator pedal by the driver using the depression amount detection signal 99. However, during the above-mentioned gear change, the throttle opening is controlled by the engine control circuit 42 depending on the amount of depression of the accelerator pedal by the driver. This is done regardless of the amount of depression. In this embodiment, the throttle opening degree is controlled by the actuator 6o driving the throttle valve 62 in accordance with the drive current 120 output from the engine control circuit 42.

As described above, the device of this embodiment allows automatic gear shifting as in the case of a fully automatic transmission.

In addition, the latch operation command, which is necessary for this automatic gear shift,
Gear ratio selection commands and the like are automatically generated within the engine control circuit 42 according to the amount of accelerator depression and vehicle speed.

Furthermore, the device of this embodiment is configured so that the driver can manually select an arbitrary gear ratio, that is, the gear ratio can be switched semi-automatically.

For this reason, the engine control circuit 42 is supplied with a clutch operation command 122 from a clutch operation command generation circuit 64 and a gear ratio selection command 124 from a gear ratio selection command generation circuit 66. The engine control circuit 42 can control the on/off solenoid valve 36 and the duty solenoid valve 38 in response to the clutch operation command 122, and can control the actuators 56 and 58 in response to the gear ratio selection command 124, during which time the throttle opening can be controlled. It is possible to perform gear shifting operations similar to a semi-automatic transmission.

Note that the determination as to whether or not to give priority to the commands 122 and 124 over internal commands is made in accordance with the operation of a switch 67 connected to the engine control circuit 42.

FIG. 2 explains the configuration of the speed change operation section in the device of this embodiment, and the speed change box 68 is arranged near the driver's seat. A shift lever 70 is erected and supported on the shift box 68 so as to be rotatable in the left and right directions in the figure, and a shift knob 72 is attached to the tip of the shift lever 70.

As mentioned above, in this embodiment, automatic gear shifting is possible in the same way as in the case of a fully automatic transmission, and gear ratio switching is possible in the same way as in the case of a semi-automatic transmission. ,
4th gear, reverse, drive, neutral position 1
．． 2.3.4, R, D, and N are set.

The gear ratio selection command generation circuit 66 and the switch gearbox 7 are built into the transmission box 68, and the gear ratio selection command generation circuit 66 detects the operation position of the shift lever 70, that is, the shift position, and issues the gear ratio selection command. It can be output to the engine control circuit 42 as 124. Further, the switch 67 is turned on only when the shift lever 70 is operated to position D, and at this time the engine control circuit 42
The engine control circuit 42 can be instructed to give priority to the internally generated clutch operation command and gear ratio selection command.

Further, the clutch operation command generation circuit 64 is connected to the shift knob 7.
It is incorporated within 2. The shift knob 72 is attached to the tip of the shift lever 70 with a pin 74 so as to be able to swing in the direction of the shift operation of the shift lever 70, and is arranged inside the shift knob 72 to correspond to the direction of the shift operation of the shift lever 70 and extends downwardly. A pair of spring terminal plates 76A and 76B are attached. Further, a spring terminal body 80 having a pair of U-shaped terminal plates 78A and 78B is attached to the top of the shift lever 70. Contacts are formed on the inside of the tips of the terminal plates 76A and 76B, respectively, and contacts that make contact with the contacts of the terminal plate 76A and contacts with the contacts of the terminal plate 7f3B are formed on the outside of the tips of the terminal plates 78A and 78B.・Each is formed.

Therefore, when the shift lever 70 is not operated, the terminal plates 76A and 7.8A and the terminal plates 76B and 78B come into contact, and the clutch operation command generation circuit 64 becomes conductive as shown in Figure flS3, and the shift lever 70 When the terminal is operated in either direction, the terminal plates 76B and 78B are in a non-contact state, or the terminal plates 76A and 78A are in a non-contact state, as shown in FIG. 4 or 5. When the clutch operation command 122 is output, FIG.
It is equipped with M84 and RAM86.

In FIG. 6, a position detection signal 100, a torque detection signal 102, and an oil pressure detection signal 10B are output from the position detector 44, torque detector 45, oil pressure detector 48, throttle opening detector 52, and depression amount detector 55, respectively. , throttle opening detection signal 108, and depression amount detection signal 99 are MPX88.
, A/D converter 90, and CP via interface 92.
It has been incorporated into U82.

In addition, a shift position detector 46, a vehicle speed detector 54, a clutch operation command generation circuit 64, a gear ratio selection command generation circuit 66,
Shift position detection value 10 output from oil temperature detector 150
4. Vehicle speed detection signal 110° clutch operation command 122, gear ratio selection command 124, and oil temperature detection value 152 are sent to the CPU 82 via buffers 94, 96, 98, 101, and 154, respectively.
has been incorporated into.

Furthermore, drive current 112, 114.11B, 118.120
is the driver 103.1 provided on the output side of the CPU 82.
05.107.109, tii to actuator 56
and 58, the oil pump 32, the on/off solenoid valve 36, the duty solenoid valve 38, and the actuator 60, respectively.

A timer 147 is provided in the engine control circuit 42, and the timer signal is sent to the CPU 82 and the A/D converter 9.
0, is supplied to the interface 92. FIG. 7 illustrates the configuration of a throttle body assembly in which the throttle body 50, throttle opening detector 52, and actuator 60 are integrated. DC motor 11 driven by current 120
3, a deceleration mechanism 115 that decelerates the DC motor 113, and a universal joint 117 attached to the output shaft of the deceleration mechanism 115.

The throttle body 50 also includes a drive shaft 121 rotatably supported within a substantially cylindrical body 119. And the drive shaft 121 is a universal join)
117, the disk-shaped throttle valve 62 is driven by the DC motor 113 via the reduction mechanism 115.
The opening degree can be adjusted. Note that the amount of air or mixture flowing through the throttle body 50 is determined by the opening degree of the throttle valve 62.

Furthermore, a throttle opening degree detector 52 is provided at the other end of the drive shaft 119.
is attached, and the throttle opening degree detector 52 detects the rotation angle of the drive shaft 119 to detect the opening degree of the throttle valve 62.

ft58 explains the configuration of the speed reduction mechanism 115 shown in FIG.
It is applied to the shaft 131 through 15 gears 123, 125, 127, 129 and is transmitted to the uni/<-sarge joint 117.

FIG. 9 shows the actuator 6 by the engine control circuit 42.
This explains the control function of the engine control circuit 42.
has a target value generating means 133 that generates a target value 12B, and generates a throttle opening detection signal 108 and a target value 12B.
Comparison with B is performed by comparison means 135. The throttle opening detection signal 10B is supplied to the differential control means 137, and the comparison output of the comparison means 135 is supplied to the integral control means 139 and the proportional control means 141. Furthermore, integral control means 139 and proportional control means 141
The outputs of the differential control means 137 and the output of the first stage of addition means 143 are compared in the comparison means 145. The comparison output of this comparison means 145 is composed of a PWM inverter and the DC motor 11
The signal is supplied to the driver 111 which is driving No. 3.

With this configuration, the engine control circuit 42 can perform PID control so that the opening degree of the throttle valve 62 matches the target value 12B.

The embodiment of the clutch drive control device according to the present invention has the above configuration, and its operation will be explained below.

The engine control circuit 42 constantly monitors whether a clutch operation command, a gear ratio selection command is generated, and whether a clutch operation command 122 or a gear ratio selection command 124 is input. The throttle opening is controlled accordingly.

Further, the engine control circuit 42 receives a throttle opening detection signal 108 from the throttle opening detector 52 or a vehicle speed detection signal 110 from the accelerator depression amount detector 99 and the vehicle speed detector 54.
It calculates the optimum shift timing for the transmission 17 from the above, and generates a clutch operation command and a gear ratio selection command by itself.

Further, when a clutch operation command, a gear ratio selection command 124 is generated, or a clutch operation command 122 or a gear ratio selection command 124 is input, the engine control circuit 42 switches the switch 6
7, the internally generated clutch operation command and gear ratio selection command are made valid or invalid, or the clutch operation command 122 and gear ratio selection command 124 are made invalid or valid.

Then, the engine control circuit 42 automatically switches gear ratios in accordance with the internally generated clutch operation command, the gear ratio selection command, the clutch operation command 122, and the gear ratio selection command 124, which are made valid, as described below.

First, the on/off solenoid valve 36 is controlled to open by the drive current 11B, oil pressure is applied to the clutch release cylinder 22, and the clutch IO is immediately driven to the disconnected state.

At the same time, the actuator 60 is driven by the drive current 120 to reduce the throttle opening.

Next, the actuators 56 and 58 are driven by the drive current 112 based on the internally generated gear ratio selection command or the input gear ratio selection command 124, and the gear ratio is switched in the transmission 17.

When the end of this gear ratio switching is confirmed by the shift position detection value 104 output from the shift position detector 46, the duty opening/closing control of the duty electromagnetic valve 38 is started by the drive current 118, and the hydraulic pressure for the clutch release cylinder 22 is started. is rapidly opened to the low pressure side via the orifice 40 and the duty solenoid valve 38. At this time, the engine control circuit 42 monitors the clutch stroke of the clutch lO using the position detection signal 100 of the position detector 44.
The duty solenoid valve 38 is controlled to open so that the transmission-side clutch lining 14 is immediately driven to a position where the clutch IO becomes a half-clutch state.

Further, when the clutch lO is in a half-clutch state, the engine control circuit 42 intermittently controls the duty electromagnetic valve 38 to open so as to gradually drive the clutch 10 in the engagement direction.

At the same time, the engine output is controlled so that no negative torque is generated on the output shaft 16. Note that the torque detection signal 102 of the torque detector 45 is used for controlling the engine output.

The clutch l is activated by the position detection signal ioo of the position detector 44.
When it is confirmed that O is in a completely connected state, the engine control circuit 42 controls the actuator 60 so that the actual amount of depression of the throttle pedal gradually matches the throttle opening.

Furthermore, when the clutch stroke falls below a predetermined value after the clutch 10 is in a half-clutch state, a duty value is set and the duty electromagnetic arm j38 is intermittently controlled to open the duty by the drive current 11B.

When the clutch stroke further falls below a predetermined value smaller than the above value and the clutch 10 becomes fully engaged,
The output of the drive current 118 is stopped and the duty solenoid valve 3
8 is controlled to close.

Here, the control operation by the engine control circuit 42 is performed according to the flowchart in FIG. 10, and FIG. 11 shows a timing chart at that time.

f! In diagram R10, in step 200, it is determined whether a clutch operation command (122) has been generated or input. At this step 200, the clutch operation command (122
) is not generated or input, the routine moves to a control routine for the on/off solenoid valve 36. In this routine, the on/off solenoid valve 36 is controlled to open and close.

Further, when it is determined in step 200 that a clutch operation command (122) has been generated or input, step 200 is performed.
2, and in this step 202, the command (122)
It is determined whether or not the signal has fallen.

When it is determined in step 202 that the command (122) has fallen, the duty control valve 38 is fully opened in step 204.

When it is determined in step 202 that the clutch operation command (122) has not fallen, and in step 204
When the process is completed, in step 208, the stroke 30 when the clutch slip C3T is in the half-clutch state is determined.
It is determined whether the value is 0 or more.

In step 208, the clutch stroke C3T is set to the value 300.
If it is determined that this is not the case, the process proceeds to step 210, where it is determined whether the duty control valve 38 is fully open.

When it is determined in step 210 that the duty control valve 38 is fully open, the duty control valve 38 is temporarily driven to close in step 212.

Here, in Fig. 11, the period TDI is the time required for the clutch stroke C3T to change from the value 302 in the fully disengaged state to the value 300 in the half-clutch state, and it depends on the kinematic viscosity of the hydraulic oil, which changes depending on the temperature. Although it changes accordingly, the amount of temperature change during this period TDI is not a problem in terms of the entire time required for engagement of the clutch IO.

On the other hand, the amount of temperature change during the period TD2 required for the clutch stroke C3T to change from the value 300 in the half-engaged state to the value 304 in the fully engaged state is large compared to the entire time required for the engagement of the clutch lO. If the problem is left unaddressed, the period TD2 will be greatly affected by the temperature of the clutch hydraulic oil, resulting in the inconvenience that a stable engagement operation of the clutch IO cannot be obtained.

For this reason, the engine control circuit 42 of this embodiment performs duty opening/closing control of the duty electromagnetic valve 38 in the following manner.

In the fIS diagram 10, in step 21B, it is determined whether the accelerator is in a fully closed state. At this time, if it is determined that the accelerator is not in the fully closed state, the processing from step 218 onwards is performed.

In these steps, the duty ratio of the drive current l18 according to the oil temperature is determined.

First, in step 218, the duty table is searched based on the throttle opening degree or the accelerator depression amount, and the basic duty ratio D BASE of the drive current 118 to the duty control valve 38 is determined.

In the next step 220, a table search is performed using the detected oil temperature value 152, and one-dimensional interpolation processing is performed to obtain τH as the oil temperature correction coefficient.

This oil temperature correction coefficient KTH is 1.
0, and if the hydraulic oil temperature is low, 1.
It is set to be larger than 0, and smaller than 1.0 when the hydraulic oil temperature is high.

Furthermore, in the final step 222, the basic duty ratio DBASE and the oil temperature correction coefficient K are calculated when the hydraulic oil temperature is at the standard temperature.
The duty ratio of the drive current 118 in the half-clutch region is calculated by multiplying by TH.

In this manner, in this embodiment, the engine control circuit 42 controls the drive current 1 to the duty electromagnetic valve 38 according to the hydraulic oil temperature until the clutch 10 changes from the semi-engaged state to the fully engaged state.
The duty ratio of 18 is corrected.

This enables constant and stable clutch engagement regardless of changes in the temperature of the hydraulic oil in the clutch hydraulic drive device.

In the ffllll diagram, characteristic 400 is the standard temperature, characteristic 4
02 represents the change in clutch stroke C3T when the temperature is lower than the standard temperature, and characteristic 404 represents the state of change in clutch stroke C3T when the temperature is higher than the standard temperature, and these characteristics 400, 402, 40
4- It is understood that there is only a slight variation in contact and hydraulic oil temperature, and therefore the amount of change in period TD2 is extremely small.

When controlling the connection of the clutch 10, it is preferable that the duty ratio of the drive current 118 to the duty electromagnetic valve 28 is low and its throttling effect is large.At this time, when the hydraulic oil temperature is low and the kinematic viscosity is high, When the hydraulic oil temperature is high and the kinematic viscosity is low, the clutch tends to be engaged quickly, but with this device, constant and stable clutch engagement control is always possible regardless of changes in the hydraulic oil temperature.

As explained above, according to this embodiment, since the accelerator operation and clutch operation are automatically performed by the engine control circuit, the driver's effort required for changing the gear ratio is significantly reduced, thereby reducing the burden on the driver. It can be reduced.

Furthermore, in devices that use centrifugal clutches, friction clutches, and one-way clutches, the friction clutch is driven by air pressure, and effective transmission of engine output is not possible until the rotational speed reaches which the centrifugal clutch is fully engaged. In contrast, most of the parts used in manual transmissions can be used in this device, so the structure is simple and cost-effective, and it is easy to downsize.
be. In addition, since the clutch and clutch are hydraulically driven, the responsiveness of clutch control is extremely high.Furthermore, since a friction clutch can be used, effective transmission of engine output is possible regardless of rotation speed and engine output, and large power output is possible. Transmission is also possible.

Furthermore, unlike devices that combine a clutch and a liquid coupler, this device does not include a liquid coupler in the power transmission path that generates a drop due to slippage. Is possible.

As mentioned above, in this embodiment, after half-clutching,
The duty solenoid valve was controlled to open at predetermined intervals, but each opening interval and each opening period was determined by information such as engine speed, output shaft rotation speed, release fork position, accelerator depression amount, throttle opening, gear ratio, etc. It is also possible to set it accordingly or change it during the process. For example, when driving at low speeds and a low gear is selected, it will take a relatively long time for the clutch to fully engage when accelerating slowly, and when driving at high speeds, a high gear will be selected. In this case, it is preferable to set these opening intervals and opening periods so that the clutch immediately becomes completely engaged, or to change them midway.

Particularly, according to this embodiment, it is possible to always perform constant and stable clutch connection control regardless of the temperature of the clutch driving hydraulic oil.

[Effects of the Invention] As explained above, according to the present invention, the hydraulic control valve provided in the hydraulic circuit for coupling and driving the clutch is controlled to open intermittently by the valve control circuit, so that so-called clutch meeting is automatically performed. Therefore, the effort required for clutch operation can be significantly reduced, and the burden on the clutch operator can therefore be reduced.

In particular, according to the present invention, it is possible to perform constant and stable clutch connection control regardless of the temperature of the clutch driving hydraulic oil.

[Brief explanation of drawings]

Figure t51 is a block configuration diagram of a preferred embodiment of the clutch drive control device according to the present invention, Figure 2 is an explanatory diagram of the configuration of the speed change operation section in the embodiment shown in Figure 1, and Figure 3 is a clutch operation command in Figure r52. Generation circuit clutch operation command generation circuit 64
4 and 5 are circuit configuration explanatory diagrams of the clutch operation command generation circuit 6 in FIG. 2.
4 is an explanatory diagram of the operation of the engine control circuit 42 in FIG. 1, FIG. 6 is an explanatory diagram of the configuration of the engine control circuit 42 in FIG. 1, and FIG. An explanatory diagram of the configuration of the throttle body assembly consisting of the throttle body 50 and the throttle opening detector 52, FIG. 8 is an explanatory diagram of the configuration of the deceleration mechanism 115 in FIG. 7, and FIG. MS9 is an explanatory diagram of the control operation of the throttle valve 62. FIG. 10 is a functional block diagram for explaining the operation of the clutch M in the engine control circuit 42 in FIG. 1, and FIG. 11 is a timing diagram for explaining the clutch control operation. 10 l clutch, 20 clutch release fork, 22 clutch release cylinder, 24 φφ clutch hydraulic drive device, 26 hydraulic circuit for cutoff drive,
28. Hydraulic circuit for connection drive, 380. Duty control valve, 42. Engine control circuit, 44. Fist/position detector, 64. Clutch operation command generation circuit, 150.
・Skewer oil temperature detector. Agent Patent Attorney Atsushi Nakabe Figure 2 t) 115 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9, Weak 52 Noe L1 Figure 10 Figure 11 Figure 22

Claims (1)

[Claims] (1) A clutch hydraulic drive device having a hydraulic circuit for disconnecting and driving the clutch and a hydraulic circuit for connecting drive, and a hydraulic control valve provided in at least the hydraulic circuit for connecting drive; The valve control circuit includes a valve control circuit that controls the duty opening and closing of the valve, and an oil temperature detector that detects the temperature of the hydraulic oil in the hydraulic circuit in the clutch hydraulic drive device. A clutch drive control device characterized in that a hydraulic control valve is controlled to open and close at a duty ratio according to a detected oil temperature value from when the clutch is in the connected state until the fully connected state is reached.