JPH09324828A - Vehicle clutch device - Google Patents

Abstract

(57) An object of the present invention is to provide a vehicle clutch device that enables automatic clutch engagement / disengagement control without causing discomfort even when an ignition key switch is turned off. A clutch device receives a supply of air pressure to disengage and drive the clutch, and receives a release of air pressure to connect and drive the clutch, and an air connection between the clutch actuator and an air pressure supply source. A three-way solenoid valve that is installed in the passage and supplies air pressure to the clutch actuator when energized, and releases the air pressure in the clutch actuator to the atmosphere side when not energized, and a three-way solenoid valve when the vehicle is in the transition state to stop. A disconnection control means (stop control) for automatically energizing the valve to disengage the clutch is provided, and this disconnection control means operates for a predetermined time (T) after the ignition key switch of the engine is turned off.
Energize the three-way solenoid valve for 1) to keep the clutch disengaged (S54, S56, S58, S60).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch device for a vehicle, and more particularly to a clutch device having a function of automatically disengaging the clutch when the vehicle is in a transition state to stop.

[0002]

2. Description of the Related Art Conventionally, as a vehicle transmission, an automatic transmission in which a shift operation is automated has been frequently used. In the case of a small vehicle, the automatic transmission mainly employs a torque converter instead of a clutch. However, in large vehicles such as buses and trucks, the transmission amount of the driving torque is large, and it is difficult for the torque converter to sufficiently transmit the driving torque.

Therefore, an automatic transmission having a structure in which a mechanical transmission similar to a manual transmission is used and a clutch device capable of automatically connecting and disconnecting is connected to the transmission has been developed for large vehicles. Thus, even if the transmission drive torque is large, the clutch can be automatically controlled in accordance with the shift timing, and the shift can be performed automatically. In such a clutch device, when the vehicle speed decreases and the vehicle enters a stop state (hereinafter referred to as a stop transition state), the clutch is automatically disengaged to avoid engine stall. I am trying to do it.

[0004]

Usually, the above clutch device is provided with an actuator which is operated by the supply of air pressure (air pressure) in order to perform automatic connection / disconnection control of the clutch. A three-way solenoid valve (three-way valve) is provided between the actuator and the air supply source (air pressure supply source), and the three-way solenoid valve is electrically switched to control the air pressure to the actuator. The supply, that is, the disconnection of the clutch, and the release of the air pressure from the actuator, that is, the connection of the clutch are automatically performed.

By the way, in general, when the vehicle is in a running state, the clutch plate of the clutch device is in a connected state by urging the clutch plate by a pressure spring. The clutch connection time is extremely longer than the time when the clutch is disengaged. Therefore, when operating the clutch connecting / disconnecting actuator as described above, in order to save energy, the three-way solenoid valve is energized when the clutch is disengaged, not when it is connected. Therefore, when the ignition key switch is turned off and the control power is cut off, the three-way solenoid valve is normally de-energized and the clutch is engaged.

However, when the clutch is automatically disengaged, the ignition key switch is thus turned off, the three-way solenoid valve is de-energized, and the clutch is engaged. Since the engine is still in inertial operation immediately after the key switch is turned off, a shock may be inadvertently generated when the clutch is engaged, and the driver may feel uncomfortable.

The present invention has been made based on the above-mentioned circumstances, and an object of the present invention is to provide a vehicle clutch which enables automatic clutch engagement / disengagement control even when the ignition key switch is turned off. To provide a device.

[0008]

In order to achieve the above object, in the invention of claim 1, a clutch is provided between the engine and the transmission for connecting and disconnecting power transmission from the engine to the transmission. An air pressure-operated clutch actuator that receives the supply of air pressure to disconnect and drive the clutch, and receives the release of air pressure to connect and drive the clutch; and an air passage that connects the clutch actuator and an air pressure supply source, A three-way solenoid valve, which is interposed in the air passage, supplies air pressure from the air pressure supply source to the clutch actuator when energized, and releases air pressure in the clutch actuator to the atmosphere side when de-energized, and a vehicle to stop. A determining unit that determines that the vehicle is in a transitional state, and the determination unit determines the transitional state of the vehicle to the stop, Disconnection control means for automatically energizing the three-way solenoid valve to automatically disconnect the clutch via the clutch actuator, the disconnection control means is configured to perform a predetermined operation after an ignition key switch of the engine is turned off. It is characterized in that energization of the three-way solenoid valve is continued over time to maintain the disengaged state of the clutch.

Therefore, if the ignition key switch of the engine is turned off while the vehicle is in a state of transition to stop including stop and the clutch is automatically disengaged, the three-way solenoid valve is not energized. Continued for a predetermined time,
The clutch is held in a temporary disengaged state. That is, since the three-way solenoid valve is de-energized and the clutch is engaged after waiting for the engine to stop, the clutch may be inadvertently engaged during the inertial operation of the engine to cause a shock. To be prevented.

Further, in the invention of claim 2, the predetermined time is after the ignition key switch is turned off.
It is characterized in that it is the time until the engine is completely stopped. Therefore, since the three-way solenoid valve is de-energized and the clutch is engaged after waiting for the engine to stop reliably, the clutch is inadvertently engaged during the inertial operation of the engine and a shock is generated. Nothing will happen.

[0011]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 shows the overall configuration of a drive system of a vehicle (truck, bus, etc.) to which the clutch device according to the present invention is applied. Hereinafter, the configuration of the drive system of the vehicle including the vehicle clutch device will be described with reference to FIG.

Referring to FIG. 1, a diesel engine (hereinafter referred to as engine) 1 is connected to an engine output shaft 2
The engine output shaft 2 is connected to a gear type transmission (hereinafter, simply referred to as a transmission) 4 via a clutch device 3 according to the present invention. As a result, the output of the engine 1 is transmitted to the transmission 4, and the transmission 4 performs a shift. The transmission 4 is an automatic transmission having seven forward speeds (first to seventh speeds) in addition to the reverse speed, and is capable of manual as well as automatic shifting. . The clutch device 3 is configured so that, when the transmission 4 is automatically shifted, the clutch device 3 is automatically controlled to be connected or disconnected, which will be described later in detail.

The engine 1 has a fuel injection pump (hereinafter referred to as an injection pump) for supplying fuel to the engine 1.
6 are provided. The injection pump 6 is a device that operates the pump by the output of the engine 1 transmitted via a pump input shaft (not shown) to inject fuel. The injection pump 6 is provided with a control rack (not shown) for adjusting a fuel injection amount, and further provided with a rack position sensor 9 for detecting a rack position (control rack position) RW of the control rack. Have been. In the vicinity of the pump input shaft, an engine rotation sensor 8 for detecting the rotation speed of the pump input shaft and detecting the rotation speed of the output shaft 2 of the engine 1, that is, the engine rotation speed Ne, based on the rotation speed is provided. I have.

The clutch device 3 is an ordinary machine in which the clutch plate 12 is pressed against the flywheel 10 by the pressure spring 11 to be in the connected state, while the clutch plate 12 is separated from the flywheel 10 to be in the disconnected state. The friction clutch can be operated not only manually but also automatically. That is, the air cylinder unit 16 that is interlocked with the clutch pedal 13 and functions as a clutch actuator for connecting and disconnecting the clutch is connected to the clutch plate 12 via the outer lever 12a. And this air cylinder unit 1
An air tank 34 is connected to 6 via an air passage 30 which is an air supply passage. Therefore, when air is supplied from the air tank 34 through the air passage 30, the air cylinder unit 16 automatically operates. As a result, the clutch plate 12 moves, and the connection and disconnection of the clutch are automatically performed.

A hydraulic master cylinder 13a is connected to the clutch pedal 13 so as to interlock with the depression operation of the clutch pedal 13. The hydraulic master cylinder 1 is connected to the hydraulic master cylinder 1a.
The oil passage 13b is connected to 3a. The oil passage 13b is connected to the air cylinder unit 16.
Therefore, when the clutch pedal 13 is depressed, hydraulic oil is supplied from the hydraulic master cylinder 13a to the air cylinder unit 16 side via the oil passage 13b, whereby the clutch plate 12 operates via the air cylinder unit 16,
The clutch device 3 can be operated not only automatically but also manually.

Referring to FIG. 2, there is shown a detailed view of the air cylinder unit 16, and the details of the structure of the air cylinder unit 16 will be described below with reference to FIG. As shown in the figure, an air cylinder body 102, which is a main part of the air cylinder unit 16, is provided with an air cylinder portion 102.
A power piston 104 is slidably fitted in the inside of the. As a result, the inside of the air cylinder portion 102 is divided into a chamber 102a and a chamber 102b. A rod 106 is connected to the power piston 104 in a substantially integrated manner, and the rod 106 is connected to the clutch 12. Therefore, when the power piston 104 slides in the air cylinder portion 102, the rod 106 moves accordingly, whereby the clutch 12 causes the outer lever 12 to move.
The connection / disconnection operation can be performed via a.

A hydraulic cylinder portion 108 is formed in the air cylinder body 100 integrally with the air cylinder portion 102. A hydraulic piston 110 is provided in the hydraulic cylinder portion 108, and the hydraulic piston 110 is configured to push the power piston 104 via a hydraulic rod 112 having the same axis as the rod 106.

As shown in the figure, the hydraulic cylinder portion 108
The flow dividing pipe 11 communicating with the inside of the hydraulic cylinder 108.
4 is connected, the oil passage 13b is connected to one end of the distribution pipe 114, and the oil passage 116 is connected to the other end.
Is connected. Therefore, as described above, when the clutch pedal 13 is depressed, the hydraulic oil is supplied from the hydraulic master cylinder 13a to the flow dividing pipe 114 via the oil passage 13b, and the hydraulic oil is supplied to the inside of the hydraulic cylinder portion 108 and the oil passage 116. It will be split.

Further, a relay valve 120 is integrally provided in the air cylinder body 100, and a relay piston 122 is fitted in the relay valve 120 so as to be slidable inside the relay valve 120. . The relay valve 120 includes the air passages 124, 12
Three air paths 6,128 are connected. Specifically, these are the relay valve 1 with the air passage 128 at the center.
Twenty axially connected with a predetermined interval.
Therefore, this relay valve 120 is
22 according to the sliding position of the air passage 124 and the air passage 1
It has a function as a switching valve for switching the communication of 28 and the communication of the air passage 126 and the air passage 128.

The air passage 124 is formed by the air cylinder body 10.
0, the tip of which extends above the air cylinder portion 10
The chamber 102a inside 2 has an opening. The air passage 126 also extends inside the air cylinder body 100, and can communicate with the air passage 130 connected to the air cylinder body 100. This air passage 130
Are connected to the air passage 30. The air passage 128 is connected to a shuttle valve 132 as a double check valve. Further, an electromagnetic 3-way valve (3-way electromagnetic valve) 140 is connected to the shuttle valve 132 via an air passage 134.

From the center of the shuttle valve 132, the air passage 1
36 extends, and the tip of the air passage 136 is connected to the air cylinder portion 102. As a result, the air passage 136 and the chamber 102b inside the air cylinder portion 102 are formed.
And are in communication. That is, this shuttle valve 132
Has a function of automatically switching communication between the air passage 128 and the air passage 136 and communication between the air passage 134 and the air passage 136 according to the pressure of the air flowing in the air passage 128 or the air passage 134.

The air passage 30 and the air passage 138 are connected to the 3-way valve 140. The air passage 138 is provided in the air cylinder body 10.
0, and communicates with an air passage 142 that extends inside the air cylinder body 100 and opens toward the chamber 102a. The three-way valve 140 is electrically connected to the ECU 80, and in response to a drive signal from the ECU 80, communication between the air passage 30 and the air passage 134 and the air passage 134.
The communication between the air passage 138 and the air passage 138 can be switched.

Referring to FIG. 3, a three-way valve 140
The ON state (a) and the OFF state (b) are schematically shown. As shown by the arrow in the figure, the 3-way valve 140 is in the ON state (a), that is, an electric signal is supplied. In the energized state, the communication between the air passage 30 and the air passage 134 is achieved, while in the off state (b), that is, the non-energized state in which the electric signal is cut off, the air passage 134 and the air passage 1 are connected.
The communication with 38 is achieved.

Reference numeral 144 in FIG. 2 is an exhaust port for letting the air in the chamber 102a inside the air cylinder portion 102 escape to the atmosphere. In the air cylinder unit 16 thus configured, for example, the 3-way valve 14
When 0 is turned on and the clutch device 3 is automatically activated, the communication between the air passage 30 and the air passage 134 is achieved (see FIG. 3), and the air flows as indicated by the solid line arrow to cause the inside of the chamber 102b. Is supplied to. Therefore, in this case, the power piston 104 is pushed to the chamber 102a side, and accordingly, the rod 106 moves in the protruding direction.
As a result, the clutch 12 is disengaged.

Thereafter, when the three-way valve 140 is turned off, the communication between the air passage 134 and the air passage 138 is achieved (see FIG. 3), and the clutch plate 12 is pushed back to the connecting side by the pressure spring 11. Then, the power piston 104 is pushed toward the chamber 102b. Then, the air in the chamber 102b flows as shown by the double solid line arrow in the figure and is supplied into the chamber 102a. This allows the chamber 102
The air pressure in a is made substantially equal to the air pressure in the chamber 102b,
Therefore, the power piston 104 slides smoothly in the air cylinder portion 102 without resistance.

When the clutch pedal 13 is stepped on while the 3-way valve 140 is off, hydraulic oil is supplied from the hydraulic master cylinder 13a into the hydraulic cylinder portion 108 via the oil passage 13b. As a result, the hydraulic piston 110 is pushed, the rod 106 synchronously moves in the protruding direction, and the clutch 12 is disengaged.
At the same time, the hydraulic oil is also supplied into the relay valve 120 via the oil passage 116, and the hydraulic oil is supplied to the relay piston 122.
To enable communication between the air passage 126 and the air passage 128. As a result, the air flows from the air passage 30 to the air passage 130, the air passage 1 as shown by the dashed arrow in the figure.
26 through the air passage 128 and the air passage 136
The power piston 104 is pushed by being guided into 02b.
Therefore, when the clutch pedal 13 is depressed, not only the pressure of the hydraulic oil but also the air pressure favorably increases the rod 1.
06 will be pushed in the protruding direction.

After that, when the depression of the clutch pedal 13 is released, the clutch plate 12 causes the pressure spring 1 to move.
The power piston 104 is pushed toward the chamber 102b by being pushed back to the connection side by the hydraulic cylinder unit 108.
The hydraulic oil inside and in the relay valve 120 is returned to the hydraulic master cylinder 13a. With this, relay piston 1
22 is also returned, and the communication between the air passage 124 and the air passage 128 is enabled. As a result, the air in the chamber 102b becomes
As shown by double-dashed arrows in the figure, the air is supplied from the air passage 136 into the chamber 102a through the air passage 128 and the air passage 124. Therefore, as in the case of the above-mentioned automatic operation state, the air pressure in the chamber 102a is made substantially equal to the air pressure in the chamber 102b, and the power piston 104 moves to the air cylinder portion 1.
It slides smoothly in 02 without resistance.

Referring again to FIG. 1, the clutch pedal 1
3 is provided with a pair of clutch depression sensors 14 and 15 for detecting the depression amount of the clutch pedal 13. The clutch device 3 includes a clutch stroke for detecting the movement amount of the clutch plate 12, that is, the clutch stroke amount SCL. A sensor 17 is attached. Furthermore, the clutch plate 12
A clutch touch sensor 18 for detecting a connection state between the flywheel 10 and the flywheel 10 is provided. The input shaft 20 of the transmission 4 is provided with a clutch rotation sensor 22 for detecting the rotation speed of the input shaft 20, that is, the clutch rotation speed NCL.

The change lever 60 is a select lever of the transmission 4 and has a select pattern as shown in the box in FIG. That is, this change lever 6
0 can move in the select direction and a direction orthogonal to the select direction, and further can move from the position moved in the orthogonal direction to the shift direction parallel to the select direction.

The select pattern of the change lever 60 will be described. In the select direction, an N (neutral) range, an R (reverse) range and a D (drive) range corresponding to the automatic shift mode are set.
Then, the position moved in the direction orthogonal to the select direction,
That is, the range in which the change lever 60 can move in the shift direction is the M (manual) range corresponding to the manual shift mode.

A shift pattern in the M range will be described. In the shift direction, the change lever 60 sandwiches the HOLD (hold) position set at the position horizontally moved from the D range to the M range, and the UP position is increased. The (shift up) position and the DOWN (shift down) position are set. That is, in the shift direction, the UP position and the DOWN position are arranged in a line with the HOLD position being the neutral position interposed therebetween, that is, an I-type shift pattern is formed. Therefore, in the M range, when the change lever 60 is operated to the UP position side or the DOWN position side, the shift speed is shifted to the up-shift side or the down-shift side, respectively.

In such a select pattern and shift pattern, the change lever 60 located in the N range, R range, and D range is held at that position and stopped even if the driver's hand is released after the operation to that position. On the other hand, when the M range is selected and the shift operation is performed from the HOLD position to the UP position or the DOWN position, if the driver's hand is released after the operation,
It automatically returns to the neutral position, that is, the HOLD position, and is held at that position (HOLD position).

The change lever 60 is connected to the ECU 80, and as will be described later, the ECU 80 is connected to a gear shift unit 64 for meshing the gears of the transmission 4, that is, for changing the gear position. As a result, the gear shift unit 64 is operated by the drive signal from the ECU 80, and the gear position of the transmission 4 is switched according to the selected select range and shift position.

The gear shift unit 64 includes a plurality of solenoid valves (only one of which is shown in FIG. 1) 66 operated by an operation signal from the ECU 80, and a plurality of shift forks (not shown) in the transmission 4. Power cylinder (not shown). These power cylinders of the gear shift unit 64 are connected to the electromagnetic valve 66, the air passage 67,
And is connected to the above-described air passage 30, and thus operates when high-pressure operating air is supplied from the air tank 34. That is, the electromagnetic valve 66 is connected to the ECU 80.
, Each power cylinder operates according to the operation signal, whereby the meshing state of the gear transmission 4 is appropriately changed.

Near the gear shift unit 64 of the transmission 4, a gear position switch 68 as a gear position sensor for detecting each shift stage is attached. From this gear position switch 68, a current gear position signal is sent to the ECU 80. Will be output. The accelerator pedal 70 is provided with an accelerator opening sensor 72. This accelerator opening sensor 72
Outputs the amount of depression of the accelerator pedal 70. Further, a vehicle speed sensor 78 for detecting the vehicle speed V is attached to the output shaft 76 of the transmission 4. A brake sensor 52 is provided on the brake pedal 50.

Reference numeral 82 in FIG. 1 denotes an engine control unit provided separately from the ECU 80.
The engine control unit 82 is a device that supplies a signal from the ECU 80 corresponding to information from each sensor and accelerator opening information VA to an electronic governor (not shown) in the injection pump 6. Drive control is performed. That is, the engine control unit 82
When a command signal is supplied from the electronic governor to the electronic governor, the control rack is operated to increase or decrease the fuel, and the increase or decrease of the engine speed Ne is controlled.

Further, reference numeral 99 in the drawing is a main power switch of an electric system such as the ECU 80 and the engine control unit 82, that is, an ignition key switch, and reference numeral 94 is a buzzer 94 for emitting a sound such as an alarm sound. Reference numeral 96 is a display unit for displaying various traveling states of the vehicle. The ECU 80 is composed of a microcomputer (CPU), a memory, and an interface as an input / output signal processing circuit.

On the input side of the ECU 80, the engine rotation sensor 8, the rack position sensor 9, the clutch step sensors 14, 15, the clutch stroke sensor 17, the clutch touch sensor 18, the clutch rotation sensor 22, the brake sensor 52, and the gear position are provided on the input side. A switch 68, an accelerator opening sensor 72, a vehicle speed sensor 78, an ignition key switch 99, and the like are connected to each other, and information from these sensors and the like is input.

On the other hand, on the output side of the ECU 80, the solenoid valve 66, the engine control unit 82, the buzzer 94, the display unit 96 and the three-way valve 1 described above are provided.
40 etc. are connected. By the way, the ECU 80
When the selected position is in the D range, a shift map for determining the target shift speed based on the vehicle speed V, the accelerator opening VA, and the engine speed Ne is stored. Therefore, the ECU 80 gives a shift signal corresponding to the target shift speed to each electromagnetic valve 66 of the gear shift unit 64 to adjust the gear to the target shift speed. As a result, automatic shift control is performed.

In this way, when the gear of the transmission 4 is switched to the target shift stage and the shift is completed, the gear position signal is output from the gear position switch 68. As a result, it is determined whether or not the gears are reliably switched with respect to the shift signal, that is, whether or not the meshing is in a normal state. By the way, when the target shift speed is determined as described above, the ECU 80 supplies a shift signal corresponding to the target shift speed to each electromagnetic valve 66 of the gear shift unit 64 and also supplies a drive signal to the three-way valve 140. . That is, when the shift signal is supplied and the shift is started, the three-way valve 140 is switched and controlled.

As a result, the air cylinder unit 16 automatically operates simultaneously with the start of the gear shift, the clutch plate 12 separates from the flywheel 10, and the clutch device 3 is disengaged. Then, when the shift is substantially achieved, the three-way valve 140 is off-controlled, the clutch plate 12 is pressed against the flywheel 10, and the clutch device 3 is brought into the connected state again.

Referring to FIG. 4, there is shown a flow chart of a main control routine (main routine) of the transmission 4 and the clutch device 3 executed by the ECU 80. Hereinafter, the transmission 4 and the clutch device will be described with reference to FIG. The control procedure of No. 3 will be described. The control of the transmission 4 and the clutch device 3 performed by the ECU 80 includes the automatic shift control in which the transmission 4 and the clutch device 3 are fully automatically operated based on the shift map in the D range to achieve the shift.
Manual shift control in which the change lever 60 is manually operated to operate the transmission 4 and the clutch device 3 based on shift up and shift down operations in the M range to achieve a shift, and a state in which the vehicle is stopped or nearly stopped 2), there is a stop control (disengagement control means) for automatically disengaging the clutch device 3 (hereinafter referred to as automatic clutch disengagement) so as not to inadvertently stall the engine 1 (engine stall). Here, mainly, stop control of the clutch device 3 according to the present invention will be described.

In step S10, the ignition key switch 99 is turned on and the engine 1 is started, so that the control power supply is turned on. As a result, the transmission 4
Also, the main control of the clutch device 3 is started, but here, in particular, it is assumed that a certain amount of time has elapsed after the engine 1 was started and the vehicle is in a traveling state.

At the next step S12, it is judged if the vehicle speed V is equal to or lower than a predetermined value V1 (for example, 30 km / h). This determination means determination of whether automatic shift control or manual shift control should be performed, or whether the stop control should be performed when the vehicle is in the stop state. If the determination result is false (No) and the vehicle speed V is higher than the predetermined value V1, it is determined that the vehicle is in a normal traveling state, the possibility of stopping the vehicle is low, and it is not necessary to perform the stop control. it can. Therefore, in this case, the process proceeds to step S14.

In step S14, the select range is D
It is in the range and it is determined whether or not the automatic shift is being performed. If the determination result is true (Yes) and the select range is the D range, the process proceeds to step S16,
The automatic shift control is executed based on the shift map.
On the other hand, if the determination result in step S14 is false (No) and the select range is other than the D range, that is, if the automatic gear shift is not performed, the process proceeds to step S18, and the manual gear shift control is performed.

Incidentally, the automatic shift control and the manual shift control are publicly known, and the detailed description thereof will be omitted here. On the other hand, if the determination result in step S12 is true, the vehicle speed V is equal to or lower than the predetermined value V1 (for example, 30 km / h), and it is determined that the stop control needs to be performed, the process proceeds to step S20. move on. Note that, hereinafter, steps S20, S21, and step S26 are steps (judgment means) for judging whether or not the stop control can be performed.

In step S20, it is determined whether or not the brake is on. That is, it is determined whether or not the vehicle is in a braking state and is about to stop. This determination is performed based on the information from the brake sensor 52 based on the depression operation of the brake pedal 50. If the determination result is false, the brake pedal 50 is not depressed, and the brake signal is not output from the brake sensor 52, the process proceeds to step S21.

In step S21, it is judged whether or not the automatic clutch disconnection executed in the stop control step (step S32) described later is in the on state, that is, the automatic clutch disconnection is being executed. If the determination result is false and the automatic clutch disengagement is not performed, the process proceeds to step S14 described above, and the automatic shift control (step S1
6) Or manual shift control (step S18) is implemented.

On the other hand, when the result of the determination in step S20 is true, the brake pedal 50 is depressed, and the brake signal is output from the brake sensor 52, the process proceeds to step S26. In step S26, based on the information from the clutch rotation sensor 22, the clutch rotation speed N
It is determined whether CL is less than or equal to a predetermined value NCL1 (for example, 550 rpm). The predetermined value NCL1 is close to or lower than the idling speed NI of the engine 1, and if the clutch speed NCL becomes lower than the predetermined value NCL1, the engine 1 may stall. Is.

If the determination result of step S26 is false and the clutch rotational speed NCL is higher than the predetermined value NCL1, it can be determined that the stop control need not be executed, and the process proceeds to step S21. On the other hand, if the determination result of step S26 is true and the clutch rotation speed NCL is less than or equal to the predetermined value NCL1, it can be determined that the engine 1 may stall and it is necessary to perform stop control, and then step S32. Proceed to step 2 and perform stop control.

In step S32, stop control is executed. In this stop control, a stop control routine shown in the flowchart of FIG. 5 is executed. Hereinafter, the control procedure of the stop control, that is, the automatic clutch disengagement will be described with reference to FIG. In step S40, stop control is performed once, and it is again determined whether or not the automatic clutch disconnection is in the on state. If the determination result is false and the automatic clutch disengagement is not performed, the process proceeds to step S42.

In step S42, the clutch pedal 13
It is determined whether or not is depressed. In the clutch device 3 having the clutch pedal 13 as shown in the present embodiment, as described above, the clutch pedal 13
The clutch is disengaged even when you depress. Therefore, when the clutch pedal 13 is depressed in this way, the engine 1
Does not stall and there is no need to perform automatic clutch disconnection. Therefore, if the determination result of step S42 is true and the clutch pedal 13 is depressed,
Without doing anything, the process goes out of the stop control routine and returns to step S12 of FIG. On the other hand, if the determination result of step S42 is false and the clutch pedal 13 is not depressed,
Then, the process proceeds to step S44.

In step S44, the select range is N
It is determined whether or not it is the range. Similarly to the case where the clutch pedal 13 is depressed, when the N range is selected, the engine 1 never stalls and it is not necessary to automatically disconnect the clutch.
Therefore, when the result of the determination in step S44 is true and the select range is the N range, nothing is done and the process goes out of the stop control routine and returns to step S12. On the other hand, if the determination result of step S44 is false and the select range is not the N range, the process proceeds to step S46.

As described above, the determination result of step S26 of FIG. 4 is true, the clutch rotational speed NCL is less than or equal to the predetermined value NCL1 (for example, 550 rpm), and the step S of FIG.
If both the determination results of 42 and step S44 are false, the clutch pedal 13 is not depressed, and the select range is not the N range, it can be considered that the condition for automatic clutch disengagement is satisfied.

Therefore, in step S46, the automatic clutch disengagement is turned on and the clutch device 3 is automatically disengaged. That is, when step S46 is executed, a drive signal is supplied from the ECU 80 to the three-way valve 140 and the air cylinder unit 16 is operated, whereby the clutch plate 12 is operated and the clutch device 3 is disengaged. It

When the automatic clutch disengagement is carried out in this way, the next time step S21 is executed through steps S12, S20, etc. of FIG. 4, the determination result of step S21 becomes true, and the operation is stopped again at step S32. Control will be executed. Then, in this case, the determination result of step S40 in FIG. 5 is true, and it is determined that the automatic clutch disengagement is in the on state, and the process proceeds to step S50.

Steps S50 and thereafter are steps relating to the release of the automatic clutch disengagement. As shown in this embodiment,
In the clutch device 3 having the clutch pedal 13, as described above, once the automatic clutch disengagement is performed, the clutch pedal 13 must be depressed when the vehicle is started again. ing. Then, when the clutch pedal 13 is depressed, the automatic clutch disengagement state is released.

Therefore, in step S50, it is determined whether or not the clutch pedal 13 has been depressed. If the driver has the intention to start and the determination result is true, the process proceeds to step S62, where the automatic clutch disconnection is released and turned off. This brings the clutch device 3 into a connectable state. On the other hand, if the determination result of step S50 is false and the clutch pedal 13 is not depressed and the driver has no intention to start, the process proceeds to step S52.

In step S52, the select range is N
It is determined whether or not it is the range. If the determination result is true, then the process proceeds to step S62 as in the case where the clutch pedal 13 is depressed. That is, when the select range is set to the N range, it can be determined that it is no longer necessary to continue the automatic clutch disengagement as described above, and in this case as well, the automatic clutch disengagement can be canceled and the clutch device 3 can be connected. It will be in a state.

By the way, the above three-way valve 140
In order to reduce power consumption as much as possible,
When the clutch device 3 is in the disengaged state, it is in the energized state, that is, in the on state, while it is in the off state in the connected state where the duration is long. That is, when the control power supply is turned off, the clutch device 3 is brought into the connected state. Normal,
This control power supply is designed to be turned off at the same time when the ignition key 99 is turned off to stop the engine 1. However, even when the ignition key switch 99 is turned off, the engine speed N
e never reaches zero immediately and the flywheel 10
Continues to rotate for a while due to inertia. Therefore, if the control power is turned off while the flywheel 10 is rotating in this way, a shock will be generated in the vehicle when the clutch plate 12 is pressed against the flywheel 10, and the driver will feel uncomfortable. Could be.

Therefore, if the determination result in step S52 is false, that is, if it is determined in step S50 that the clutch pedal 13 is not depressed and the select range is not the N range, then To step S54. In step S54, it is determined whether or not the ignition key 99 is turned off. If the result of the determination is false and the ignition key 99 is not turned off, nothing is done to exit the stop control routine and return to step S12.

On the other hand, the determination result of step S54 is true,
If it is determined that the ignition key 99 is turned off and the engine 1 is stopped, then step S
Proceed to 56. In step S56, the timer TM is set, and the counting of the elapsed time after the ignition key 99 is turned off is started. Then, in the next step S58, it is determined whether or not the measured time TM exceeds the predetermined time T1. The predetermined time T1 is set to a time that can be considered to be required until the rotation of the flywheel 10 is completely stopped.

Immediately after the timer TM starts counting, the determination result of step S58 is still the predetermined time T.
If it has not reached 1, in this case, step S60 is performed next.
Then, the time measurement by the timer TM is continued until the time measurement time TM reaches the predetermined time T1. Then, step S58
When it is determined that the time count TM exceeds the predetermined time T1 by the determination of step S62, the process proceeds to step S62, and the automatic clutch disengagement is released to make the clutch device 3 connectable.

Then, in the next step S66, similarly to step S54, it is determined again whether or not the ignition key 99 is turned off. Step S above
50 or if the determination result of step S52 is false, that is, if the automatic clutch disengagement is released in step S62 while the engine 1 is operating, step S52
The determination result of 66 is false, and in this case, the process directly returns to step S12.

On the other hand, if the determination result of step S66 is true,
If the ignition key 99 is off,
Next, the procedure proceeds to step S68, and step S10 in FIG.
Turn off the control power that was turned on. That is, when it is determined in step S54 that the ignition key 99 is off, the automatic clutch disengagement is released after waiting for the time until the rotation of the flywheel 10 is completely stopped, that is, the elapse of a predetermined time T1, and the control is performed in step S68. The power is turned off. This prevents the vehicle from being inadvertently shocked and prevents the driver from feeling uncomfortable.

As described above in detail, in the clutch device 3 of the present invention, the stop control is executed when the vehicle speed V and the clutch rotational speed NCL decrease and the vehicle enters the stop state. At this time, when the clutch pedal 3 is not depressed or the select range is not the N range, the automatic clutch disengagement is performed.
As a result, even when the vehicle is in the shift state to the stop state, it is possible to maintain the operating state of the engine 1 favorably without stall of the engine.

In the clutch device 3 of the present invention, when the vehicle is brought into the stop state and the ignition key 99 is turned off while the automatic clutch is disengaged, the predetermined time period T1 is reached. Thus, the control power supply is kept on and the drive signal is continuously supplied to the 3-way valve 140 for a while to prevent the automatic clutch disengagement from being released immediately. Therefore, after the ignition key 99 is turned off, it is possible to prevent the clutch device 3 from being engaged during a predetermined time T1 when the flywheel 10 is considered to be rotating due to inertia, and the vehicle is inadvertently shocked. It is possible to prevent the driver from feeling discomfort.

[0068]

As described above in detail, according to the vehicle clutch device of the first aspect of the present invention, it is provided between the engine and the transmission and disconnects the power transmission from the engine to the transmission. A clutch that is in contact with the clutch, an air pressure actuated clutch actuator that disconnects and drives the clutch when air pressure is supplied, and a clutch that is connected when the air pressure is released, and an air passage that connects the clutch actuator and the air pressure supply source. A three-way solenoid valve that supplies air pressure to the clutch actuator from the air pressure supply source when energized and releases the air pressure in the clutch actuator to the atmosphere side when not energized, and the vehicle is in a transition state to stop. When the determination means determines that the vehicle is in the stop state, the three-way solenoid valve is energized to activate the clutch actuator. Disconnection control means for automatically disengaging the clutch via the engine, the disconnection control means continuing to energize the three-way solenoid valve for a predetermined time after the ignition key switch of the engine is turned off. Since the clutch is kept disengaged, the engine ignition key switch is turned off while the vehicle is in the transition state including stop and the clutch is automatically disengaged. In this case, energization of the three-way solenoid valve can be continued for a predetermined time, and the clutch can be held in a temporarily disengaged state.
In other words, the three-way solenoid valve can be de-energized and the clutch can be engaged after the engine is stopped, preventing the clutch from being accidentally engaged and shocking during inertial operation of the engine. It is possible to prevent the driver from feeling uncomfortable.

According to the vehicle clutch device of the second aspect, the predetermined time is the time until the engine is completely stopped after the ignition key switch is turned off, so the engine is surely stopped. After this, the three-way solenoid valve can be de-energized to put the clutch in an engaged state, and it is possible to reliably prevent a shock from being accidentally engaged in the clutch during the inertial operation of the engine.

[Brief description of drawings]

FIG. 1 is a diagram showing an overall configuration of a drive system of a vehicle to which a clutch device according to the present invention is applied.

FIG. 2 is a detailed view showing an air cylinder unit in FIG.

FIG. 3 is a view showing a structure of the air cylinder unit 3 shown in FIG.
It is a figure explaining the operation of a way valve.

FIG. 4 is a flowchart showing a main control routine of a transmission and a clutch device.

5 is a flowchart showing a subroutine of stop control in FIG.

[Explanation of symbols]

1 Diesel Engine 3 Clutch Device 4 Transmission 8 Engine Rotation Sensor 10 Flywheel 12 Clutch Plate 13 Clutch Pedal 16 Air Cylinder Unit (Clutch Actuator) 22 Clutch Rotation Sensor 50 Brake Pedal 52 Brake Sensor 60 Change Lever 70 Accelerator Pedal 72 Accelerator Opening Sensor 80 Electronic control unit (ECU) 99 Ignition key switch 140 3-way valve (3-way solenoid valve)

Claims (2)

[Claims] 1. A clutch provided between the engine and a transmission for connecting and disconnecting the power transmission from the engine to the transmission; and a clutch for receiving a supply of air pressure to disengage and drive the clutch to release the air pressure. An air pressure-operated clutch actuator that receives and connects and drives the clutch, an air passage that connects the clutch actuator and an air pressure supply source, and an air passage that is interposed in the air passage and that is energized from the air pressure supply source to the clutch actuator. On the other hand, the three-way solenoid valve for releasing the air pressure in the clutch actuator to the atmosphere side when not energized, the determination means for determining that the vehicle is in the transition state to the stop, and the determination means When the transition state to the stop is determined, the three-way solenoid valve is energized and the Disconnection control means for automatically disconnecting the latch, the disconnection control means continues energizing the three-way solenoid valve for a predetermined time after the ignition key switch of the engine is turned off. A clutch device for a vehicle, which holds the clutch in a disengaged state. 2. The clutch device for a vehicle according to claim 1, wherein the predetermined time is a time from when the ignition key switch is turned off until the engine is completely stopped.