Clutch operating device

Abstract

The invention provides a clutch operation device which improves operability of clutch operation. A clutch operation device is configured to comprise: a clutch operation unit (30) that switches a clutch between a connected state in which power is transmitted between a traveling power source and wheels of a vehicle, and a disconnected state in which power transmission is disconnected; an excitation unit (101) that excites the clutch operation unit; a transition state detection unit (100) that detects a transition state between the connection state and the disconnection state; and an excitation control unit (100) that operates the excitation unit in response to the detection of the transient state.

Description

Technical Field

[0001] The present invention relates to a clutch operating device for operating a clutch of a power transmission device of a vehicle. Background Art

[0002] As a technology related to imparting a specific tactile feeling to a driver's clutch operation of a vehicle, for example, the following technology is described in Patent Document 1: In an electric vehicle, there is provided: a control device that controls the torque of an electric motor using an MT vehicle model based on the amount of operation of an accelerator pedal, the amount of operation of a simulated clutch pedal, and the shift position of a simulated shift device; and a pedal reaction force applying device that generates a pedal reaction force to the operation of the simulated clutch pedal through the action of a reaction force actuator. In addition, the following content is described: the control device stores a pedal reaction force characteristic obtained by simulating the characteristics of the pedal reaction force corresponding to the amount of operation of the clutch pedal, and controls the pedal reaction force applying device in a manner that outputs a pedal reaction force corresponding to the amount of operation of the simulated clutch pedal according to the stored pedal reaction force characteristic.

[0003] In addition, in Patent Document 2, in a vibration adding system corresponding to the relationship between the driver's reaction speed and the driver's consciousness in manual operation, a vibration waveform for exciting Pacinian corpuscle or Meissner's corpuscle is described as vibration applied to a manual driving operating member. In particular, regarding the frequency, it is described that 30 Hz to 250 Hz is suitable in terms of induction characteristics.

[0004] Prior art literature Patent Literature Patent Document 1: Japanese Patent Application Publication No. 2022-30814 Patent Document 2: Japanese Patent Application No. 2009-538252 Summary of the invention

[0005] Technical issues A vehicle in which the clutch is operated by the driver has the advantage that the transmission of driving force and the timing of speed change can be controlled according to the intention of the driver.

[0006] For example, the clutch is disengaged when the driver makes an unexpected sudden start to immediately stop acceleration, or the driving force is cut off when turning near the grip limit of the tires, so that the force generated by the tires can be flexibly used as the lateral force.

[0007] However, the operation of the clutch pedal is mostly dependent on the driver's feel, and particularly when starting the vehicle, the driver needs to return the clutch pedal while depressing the accelerator pedal and transmit the driving force while fine-tuning the half-clutch state.

[0008] The driver senses the vibration change transmitted from the clutch pedal unique to the half-clutch state and makes adjustments, but such vibration change is minute and the driver often makes adjustments based on personal habits and memory (experience) of the clutch pedal position in the half-clutch state.

[0009] In view of the above-mentioned problems, an object of the present invention is to provide a clutch operating device that improves the operability of clutch operation.

[0010] Technical Solution In order to solve the above-mentioned problems, a clutch operating device of one embodiment of the present invention is characterized in that it comprises: a clutch operating part, which switches a connection state in which power transmission is performed between a driving power source of a vehicle and wheels and a disconnection state in which the power transmission is disconnected; an excitation part, which excites the clutch operating part; a transition state detection part, which detects a transition state between the connection state and the disconnection state; and an excitation control part, which operates the excitation part in response to the detection of the transition state.

[0011] Therefore, when the clutch device is in a transition state between a connected state and a disconnected state, the clutch operating part is vibrated to stimulate the skin receptors of the driver's feet and fingers that are responsible for clutch operation, so that the driver can easily recognize the state of the clutch operation, thereby improving the operability of the clutch operation.

[0012] Therefore, the drivability and running smoothness of the vehicle can be improved.

[0013] It should be noted that in this specification and claims, the clutch device is not limited to a device that actually has a friction engagement element such as a clutch disc, but refers to a device that adjusts power transmission and cuts off. Here, in the case where there is an adjustment pedal for driving force (simulated clutch operating part) such as a simulated clutch provided in an electric vehicle, the operation of such a simulated clutch operating part is regarded as a clutch operation, and the vibration of the clutch operating part and the amplitude of the vibration waveform are adjusted according to the transient state detected by the transmitted power amount and the stroke value of the clutch operating part, thereby achieving the same effect as the case of a clutch device with a friction engagement element.

[0014] In the present invention, the vibration excitation unit may be configured to excite the clutch operating unit with an excitation waveform including a frequency component of 100 to 400 Hz.

[0015] Thus, since the clutch operating part is excited in a frequency band with good sensitivity of the receptors in charge of skin sensation and the Pacinian corpuscles which are considered to have the fastest response in skin sensation, the driver can easily feel the pressure change from the soles of the feet and the like.

[0016] This improves the spatial resolution with which the driver perceives the operation amount of the clutch device, and enables the driver to perform a clutch operation with higher accuracy.

[0017] In the present invention, the clutch operating unit can be configured such that the clutch operating unit switches the connection state and the disconnection state by switching the compression state and the separation state between the first friction element and the second friction element provided between the driving power source and the wheel, and the transition state detection unit detects the transition state based on the slip state between the first friction element and the second friction element.

[0018] Thereby, the transition state can be appropriately detected and the above-mentioned effect can be appropriately obtained.

[0019] Here, the slip state can be detected based on, for example, friction vibration generated when each friction element slips.

[0020] In addition, the slip state can also be detected based on the relative speed between the first friction element and the second friction element.

[0021] For example, the slip state can be detected based on the output shaft rotation speed of the engine and the input shaft rotation speed of the transmission connected via the clutch device.

[0022] In the present invention, an operation speed detection unit for detecting an operation speed of the clutch operation unit may be provided, and the vibration control unit may increase the amplitude of the vibration waveform in response to an increase in the operation speed.

[0023] Thus, by increasing the amplitude of the excitation waveform in response to an increase in the operating speed of the clutch operating unit, the driver's sense of the reaction force when performing the clutch disconnection and connection actions can be effectively improved. In particular, when the operating speed is fast, the reaction force sense (pressure sense) is emphasized by increasing the excitation amplitude, which can make the driver feel the change corresponding to the operating speed and act as a damping term.

[0024] In the present invention, a vibration input detection unit for detecting vibration input from a road surface may be provided, and the excitation control unit may increase the amplitude of the excitation waveform of the excitation unit in response to an increase in the amplitude of the vibration input.

[0025] Thus, even when the vibration transmitted from the road surface increases due to, for example, the roughness of the road surface or the pattern of the tire, the above-mentioned effect can be ensured by increasing the amplitude of the excitation waveform.

[0026] Here, as the vibration input detection unit, for example, an acceleration sensor that detects the acceleration of the unsprung part of the vehicle (the part that is movable relative to the vehicle body with the stroke of the suspension device), a torque sensor that detects the torque acting on the steering shaft in the power steering device, etc. can be used.

[0027] Here, the excitation control unit can be configured to extract a specific frequency band (usually a band including 100 to 400 Hz) of vibration input from the road surface, and increase the amplitude of the excitation waveform in response to an increase in the amplitude in the extracted frequency band.

[0028] Effects of the Invention As described above, according to the present invention, it is possible to provide a clutch operating device that improves the operability of clutch operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is a diagram showing the structure of a clutch device having a first embodiment to which the clutch operating device of the present invention is applied.

[0030] Figure 2 This is a block diagram showing the configuration of a vibration control system of the clutch operating device according to the first embodiment.

[0031] Figure 3 It is a diagram schematically showing the configuration of the vibrator control unit according to the first embodiment.

[0032] Figure 4 This is a diagram schematically showing an example of an excitation waveform according to the first embodiment.

[0033] Figure 5 This is a diagram schematically showing the timing of electrical pulses emitted by receptors when the skin contacts an object.

[0034] Figure 6 is a graph showing the distribution of the sensitivity of Pacinian corpuscles and Meissner corpuscles with respect to frequency.

[0035] Figure 7 FIG. 1 is a diagram schematically showing an example of gain adjustment in the first gain adjustment unit.

[0036] Figure 8 FIG. 1 is a diagram schematically showing an example of gain adjustment in the second gain adjustment unit.

[0037] Fig. 9 This is a diagram schematically showing an example of the output history of the road surface input acceleration sensor.

[0038] Fig.10 It is a diagram schematically showing a method of calculating the vibration amplitude by the vibration amplitude calculation unit.

[0039] Fig.11 FIG. 1 is a diagram schematically showing an example of gain adjustment performed by the third gain adjustment unit.

[0040] Fig.12 It is a diagram schematically showing the stroke of the clutch pedal and the degree of reduction in output of the electric motor in the clutch operating device according to the second embodiment.

[0041] Explanation of symbols DETAILED DESCRIPTION

[0042] <First Embodiment> Hereinafter, a first embodiment of a clutch operating device to which the present invention is applied will be described.

[0043] The clutch operating device according to the first embodiment operates a clutch device provided in a vehicle such as an automobile that uses an engine as a driving power source.

[0044] Figure 1 It is a diagram schematically showing the configuration of a clutch device provided with the clutch operating device according to the first embodiment.

[0045] The clutch device 1 is provided between an engine and a transmission that transmits the output of the engine to wheels.

[0046] The transmission is a power transmission device including a speed changer, a forward / reverse switching mechanism, and the like.

[0047] The clutch device 1 can switch between a connected state in which power is transmitted between the engine and the transmission (between the engine and the wheels) and a disconnected state in which power transmission is disconnected.

[0048] The clutch device 1 includes a clutch cover 10 , a release bearing 20 , a clutch pedal 30 , a master cylinder 40 , a release cylinder 50 , a release fork 60 , a reservoir tank 70 , and the like.

[0049] The clutch cover 10 is a member that accommodates a clutch disk spline-coupled to an input shaft of a transmission.

[0050] The outer peripheral edge portion of the clutch cover 10 is fastened to the flywheel of the engine.

[0051] A diaphragm spring 11 is provided at a center portion of the clutch cover 10 , and the diaphragm spring 11 generates a pressing force for pressing the clutch disc against the flywheel.

[0052] The clutch disc functions as the first friction element of the present invention. In addition, the flywheel and the clutch cover function as the second friction element of the present invention.

[0053] The release bearing 20 is provided to face the center portion of the diaphragm spring 11 , and presses the center portion of the diaphragm spring 11 toward the engine in the direction of the rotation axis during the clutch release (disconnection) operation.

[0054] The diaphragm spring 11 is configured to release the pressing force by pressing the center portion against the release bearing 20 , thereby disengaging the clutch.

[0055] The clutch pedal 30 is a clutch operating portion for a vehicle occupant (driver) to operate the clutch.

[0056] The clutch pedal 30 includes a tread portion 31 , a bracket portion 32 , a support shaft 33 , and the like.

[0057] The tread portion 31 is an input portion that is stepped on by the passenger with the sole of the foot to perform a clutch disconnection operation, and is returned to perform a clutch connection operation.

[0058] The bracket 32 ​​is formed to extend upward from the tread portion 31 and is a member that supports the tread portion 31 in a suspended state.

[0059] The support shaft 33 is provided at the upper end portion of the bracket 32 ​​and is a rotation shaft that supports the bracket 32 ​​so as to be rotatable (swingable).

[0060] The master cylinder 40 pressurizes and discharges clutch fluid, which is a working fluid of the clutch device, in response to the depression operation of the clutch pedal 30 .

[0061] The master cylinder 40 is attached to, for example, a partition wall provided at the front portion of the vehicle cabin.

[0062] The release cylinder 50 presses one end of the release fork 60 by a plunger driven by the hydraulic pressure of the clutch fluid supplied from the master cylinder 40 via the pipe L1 .

[0063] The release fork 60 is a linkage member that transmits the movement of the plunger of the release cylinder 50 to the release bearing 20 .

[0064] An end portion of the release fork 60 on the opposite side to the release cylinder 50 side is arranged to face the end surface of the release bearing 20 .

[0065] When the plunger of the release cylinder 50 presses the release fork 60 , the release fork 60 swings about a fulcrum provided in the middle portion, and presses the release bearing 20 in a direction of disconnecting the clutch (a direction in which the pressing force of the clutch cover 10 is released).

[0066] The reservoir tank 70 is connected to the master cylinder 40 via the pipe L2 and temporarily stores excess clutch fluid.

[0067] The clutch operating device of the first embodiment is characterized in that the clutch pedal 30 is vibrated using a vibrator 101 described below.

[0068] Figure 2 It is a diagram schematically showing the configuration of a control system of the vibrator of the clutch operating device according to the first embodiment.

[0069] The vibrator control unit 100 is an excitation control unit that supplies a drive current and a voltage having a predetermined excitation waveform to the vibrator 101 .

[0070] The configuration of the vibrator control unit 100 will be described in detail later.

[0071] Furthermore, the vibrator control unit 100 has a function as a transient state detection unit of the present invention that detects a transient state (half-clutch state) of the clutch device 1 .

[0072] The vibrator 101 is a vibrator that directly or indirectly vibrates the tread portion 31 of the clutch pedal 30 and the like.

[0073] The vibrator 101 may be configured to include, for example, a voice coil and a diaphragm that generate vibrations corresponding to changes in a supplied voltage.

[0074] For example, a small speaker can be used as the vibrator 101 .

[0075] The vibrator 101 is attached to a location such as the master cylinder 40 or the bracket 32 ​​of the clutch pedal 30 where vibration can be transmitted to the tread portion 31 by solid transmission or the like.

[0076] The vibration generated by the vibrator 101 is transmitted to the driver's foot via the tread portion 31 .

[0077] In addition, the space (air in the vehicle cabin) can also be used as a transmission path for the vibration. For example, the vibration can be transmitted from the speaker through the air and can be transmitted to the driver's skin.

[0078] The vibrator control unit 100 is connected directly or via an in-vehicle LAN such as a CAN communication system to a clutch hydraulic pressure sensor 210, a clutch pedal stroke sensor 220, an engine speed sensor 230, a transmission input shaft speed sensor 240, a road surface input acceleration sensor 250, a steering torque sensor 260, a driving mode selection unit 270, and the like.

[0079] The clutch hydraulic pressure sensor 210 is a pressure sensor provided in the master cylinder 40 and detects the hydraulic pressure of the clutch fluid generated in the master cylinder 40 .

[0080] The clutch pedal stroke sensor 220 is a sensor that detects the stroke (depression amount) of the tread portion 31 of the clutch pedal 30 .

[0081] The clutch pedal stroke sensor 220 includes, for example, an encoder that detects the rotational angle position of the bracket 32 ​​around the support shaft 33 .

[0082] The stroke of the clutch pedal 30 (the position of the tread portion 31 ) can be calculated based on the outputs of the clutch hydraulic pressure sensor 210 and the clutch pedal stroke sensor 220 , and the operation speed of the clutch pedal 30 can be detected by time-differentiating the calculated stroke.

[0083] The clutch hydraulic pressure sensor 210 and the clutch pedal stroke sensor 220 cooperate with the vibrator control unit 100 to function as an operation speed detection unit of the present invention.

[0084] The engine speed sensor 230 is a sensor that detects the speed (engine speed) of an output shaft (crankshaft) of the engine provided on one side (driving side) of the clutch device 1 .

[0085] As engine rotation angle sensor 230, a crank angle sensor that generates an output corresponding to the rotation angle position of the crankshaft and is used for engine control and the like can be used.

[0086] The transmission input shaft rotation speed sensor 240 is a sensor that detects the rotation speed (number of revolutions) of the input shaft (main drive shaft) of the transmission provided on the other side (driven side) of the clutch device 1 .

[0087] Road surface input acceleration sensor 250 is a sensor that detects acceleration of vibration input from the road surface to the vehicle when the vehicle is traveling.

[0088] As the road surface input acceleration sensor 250 , for example, an acceleration sensor that is provided on a member under a spring of a suspension device such as a hub bearing housing or a suspension arm and detects acceleration in a vertical direction can be used.

[0089] The steering torque sensor 260 is a sensor provided in an electric power steering device that steers the front wheels as steering wheels of the vehicle, and detects torque acting on a steering shaft that connects a steering wheel and a steering gear box.

[0090] The output of the steering torque sensor 260 also includes vibration input from the road surface, and thus can be used instead of the output of the road surface input acceleration sensor 250 or in addition to the output of the road surface input acceleration sensor 250 .

[0091] The driving mode selection unit 270 allows the driver to select any one of a plurality of driving modes set in advance.

[0092] As the driving mode, for example, a normal mode suitable for general driving and a sport mode suitable for, for example, track driving may be configured.

[0093] The vehicle may be configured to change, for example, engine characteristics, speed change characteristics of a transmission, damping force characteristics of a suspension device, etc., according to the selected travel mode.

[0094] Figure 3 It is a diagram schematically showing the configuration of the vibrator control unit according to the first embodiment.

[0095] The vibrator control unit 100 includes a waveform generation unit 110 , a first gain adjustment unit 120 , a second gain adjustment unit 130 , a road surface vibration monitoring unit 140 , a vibration amplitude calculation unit 150 , a third gain adjustment unit 160 , a gain selection unit 170 , and the like.

[0096] The waveform generation unit 110 generates a fundamental wave (a fundamental wave whose gain and the like are not adjusted) of an excitation waveform as a voltage waveform of drive power of the vibrator 101 .

[0097] Figure 4 This is a diagram schematically showing an example of an excitation waveform according to the first embodiment.

[0098] exist Figure 4 In the figure, the horizontal axis represents time and the vertical axis represents voltage.

[0099] like Figure 4 As shown, as an example, the excitation waveform can be set to a rectangular wave, but it is not limited to this and other waveforms can also be used.

[0100] In the first embodiment, the frequency of the excitation waveform can be set to have a main frequency in the range of 100 to 400 Hz, for example.

[0101] In this specification, the main frequency refers to a frequency having a particularly large amplitude relative to other frequencies. In general, such a main frequency often coincides with an eigenvalue having a particularly large amplitude among a plurality of eigenvalues ​​(eigenfrequency).

[0102] The reasons are described below.

[0103] As sensory receptors (tactile sensors) that obtain a tactile sensation (skin sensation) from the driver's foot that contacts the tread portion 31 , there are Merkel cells, Meissner corpuscles, Pacinian corpuscles, and the like.

[0104] Figure 5 This is a diagram schematically showing the timing of electrical pulses emitted by receptors when the skin contacts an object.

[0105] exist Figure 5 In the figure, the horizontal axis represents time, and the vertical axis represents the electrical pulse generation states of pressure, Merkel cells, Meissner corpuscles, and Pacinian corpuscles in order from the top.

[0106] The response of Merkel cells is slower and corresponds to the DC component.

[0107] Meissner corpuscles correspond to the rate of change (velocity) of contact pressure when it occurs.

[0108] Since the Meissner corpuscles always react when the speed increases, it is considered that the driver is likely to feel the vibration when an excitation waveform having a frequency with high sensitivity to the Meissner corpuscles is used as the excitation waveform.

[0109] Pacinian corpuscles correspond to the instant of transient changes and are considered the most sensitive of these receptors.

[0110] As the receptors for the driver to sense tiny operational reaction forces, Pacinian corpuscles are considered to be dominant.

[0111] Figure 6 Graphs showing the sensitivity distribution of Pacinian corpuscles and Meissner corpuscles with respect to frequency.

[0112] exist Figure 6 In the figure, the horizontal axis represents the frequency and the vertical axis represents the amplitude at the threshold. The smaller the value, the better the sensitivity.

[0113] like Figure 6 As shown, since Pacinian corpuscles show good sensitivity in the region around 100 to 400 Hz, in the embodiment, an excitation waveform having a main frequency in the frequency band of 100 to 400 Hz is used.

[0114] In addition, by further adding a component in the frequency band of 10 to 50 Hz to the excitation waveform, it is also possible to obtain an effect of stimulating the Meissner corpuscles.

[0115] The first gain adjustment unit 120 performs a first gain adjustment, which will be described below, on the excitation waveform.

[0116] The first gain adjustment is to increase the gain of the excitation waveform (increase the amplitude of the excitation waveform) when the clutch device is in a transition state between the connected state and the disconnected state (a semi-clutch state in which the clutch disc, flywheel, and clutch cover slide).

[0117] The first gain adjustment may be configured to increase the gain of the excitation waveform in response to an increase in friction vibration generated in the half-clutch state, for example.

[0118] Figure 7 FIG. 1 is a diagram schematically showing an example of gain adjustment in the first gain adjustment unit.

[0119] exist Figure 7 In FIG. 1 , the horizontal axis represents the acceleration of the friction vibration, and the vertical axis represents the gain multiplied by the addition waveform.

[0120] Friction vibration is generated, for example, by a slip-stick phenomenon in which the slip ratio between the clutch disc and the flywheel or clutch cover varies periodically.

[0121] The friction vibration can be detected based on the output of the clutch fluid pressure sensor 210 provided in the master cylinder 40 , for example.

[0122] The friction vibration of the clutch device 1 is transmitted to the master cylinder via the pipe L1 and the clutch fluid inside the pipe L1.

[0123] In addition, the friction vibration may be detected using an acceleration sensor provided in the clutch housing, the pipe L1 or the like, for example.

[0124] In addition, the friction vibration of the clutch plate may be estimated based on the outputs of the engine speed sensor 230 and the transmission input shaft speed sensor 240. For example, when the output shaft speed of the engine is inconsistent with the input shaft speed of the transmission and the stroke of the clutch pedal 30 is not at a position equivalent to the disconnected state, the clutch is set to be in a semi-clutch state, thereby estimating that the friction vibration increases.

[0125] The second gain adjustment unit 130 further performs a second gain adjustment, which will be described below, on the excitation waveform after the first gain adjustment.

[0126] The second gain adjustment performs gain adjustment according to the operation speed of the clutch pedal 30 .

[0127] The operation speed of the clutch pedal 30 (the angular velocity of the rotation of the tread portion 31 ) can be obtained by time differentiation of the operation amount (depression amount) of the clutch pedal 30 detected by the clutch hydraulic pressure sensor 210 or the clutch pedal stroke sensor 220 .

[0128] Figure 8 FIG. 1 is a diagram schematically showing an example of gain adjustment in the second gain adjustment unit.

[0129] exist Figure 8 In FIG. 1 , the horizontal axis represents the pedal operation speed (for example, the angular velocity of the tread portion 31 ), and the vertical axis represents the gain to be added to the gain after the first gain adjustment.

[0130] For example, the gain can be configured to increase in response to an increase in the pedal operation speed (absolute value).

[0131] Here, the increase rate of the gain with respect to the pedal operation speed is set to be larger in a region where the pedal operation speed is low than in a region where the operation speed is high, and gradually decreases in response to an increase in the pedal operation speed.

[0132] Furthermore, when the absolute values ​​of the pedal operation speeds are the same, the gain on the return side (connection operation side) is set larger than the gain on the depression side (release, disconnection operation side).

[0133] The second gain adjustment unit 130 may be configured to increase the gain in response to an increase in the operation amount (depression amount) of the clutch pedal 30 , instead of or in addition to the pedal operation speed.

[0134] In this case, by performing gain adjustment according to the operation amount of the clutch pedal 30, it is possible to exert an effect as a spring or a rigidity item.

[0135] Road surface vibration monitoring unit 140 has a function of monitoring the output of road surface input acceleration sensor 250 and storing the history for a predetermined period of time.

[0136] Fig. 9 This is a diagram schematically showing an example of the output history of the road surface input acceleration sensor.

[0137] exist Fig. 9 In FIG. 2 , the horizontal axis represents time, and the vertical axis represents the detection value of the road surface input acceleration sensor 250 (the vertical acceleration under the spring).

[0138] Data on the output history of road surface input acceleration sensor 250 is provided to vibration amplitude calculation unit 150 .

[0139] The vibration amplitude calculation unit 150 performs a bandpass filter process on the output of the road surface input acceleration sensor 250 supplied from the road surface vibration monitoring unit 140 to extract a component in a specific frequency region, and calculates the vibration amplitude in the frequency region.

[0140] Fig.10 It is a diagram schematically showing a method of calculating the vibration amplitude in the vibration amplitude calculation unit.

[0141] exist Fig.10 , the horizontal axis represents the frequency, and the vertical axis represents the detection value of the road surface input acceleration sensor 250 .

[0142] The band-pass filter can be configured to extract a partial frequency band (eg, around 250 Hz) included in the frequency band of, for example, 100 Hz to 400 Hz.

[0143] The vibration amplitude A in the extracted frequency band (eg, the average value of the frequency band) is provided to the third gain adjustment section 160 .

[0144] The third gain adjustment unit 160 further performs a third gain adjustment described below on the excitation waveform after the second gain adjustment.

[0145] The third gain adjustment unit 160 performs third gain adjustment based on the outputs of the road surface vibration monitoring unit 140 and the vibration amplitude calculation unit 150 .

[0146] Fig.11 FIG. 1 is a diagram schematically showing an example of gain adjustment in the third gain adjustment unit.

[0147] exist Fig.11 In FIG. 1 , the horizontal axis represents the torque amplitude calculated by the vibration amplitude calculation unit 150 , and the vertical axis represents the gain added to the gain after the first gain adjustment and the second gain adjustment.

[0148] like Fig.11 As shown, the third gain adjustment unit 160 increases the gain (increases the amplitude of the excitation waveform) in response to an increase in the amplitude of the vibration from the road surface.

[0149] In the third gain adjustment unit 160 , when the excitation amplitude applied from the vibrator 101 is ΔA and the vibration amplitude from the road surface obtained from the vibration amplitude calculation unit 150 is A, ΔA / A is considered to be a Weber's ratio W.

[0150] Therefore, it is considered that by performing gain adjustment so that the Weber ratio W becomes a predetermined value set in advance, a stable effect can be obtained according to the Weber-Fechner law.

[0151] The gain selection unit 170 generates an excitation waveform corresponding to a plurality of gain values ​​that are gradually different in size based on the gains obtained through gain adjustment by the first gain adjustment unit 120, the second gain adjustment unit 130, and the third gain adjustment unit 160, and selects an excitation waveform from the excitation waveforms obtained through amplitude adjustment using a plurality of gain values ​​according to the driving mode selected in the driving mode selection unit 270.

[0152] For example, when the sport mode is selected as the driving mode, the gain selection unit 170 can be configured to select a larger gain than the normal mode (increase the amplitude of the excitation waveform) in order to further improve the operability of the clutch pedal 30 .

[0153] According to the first embodiment described above, the following effects can be obtained.

[0154] (1) When the clutch device 1 is in a transition state between a connected state and a disconnected state (semi-clutch state), the clutch pedal 30 is vibrated to stimulate the skin sensory receptors of the driver's foot responsible for clutch operation, thereby making it easier for the driver to recognize the state of the clutch operation, thereby improving the operability of the clutch operation.

[0155] Therefore, the drivability and running smoothness of the vehicle can be improved.

[0156] (2) The vibrator 101 excites the clutch pedal 30 with an excitation waveform including frequency components of 100 to 400 Hz, thereby exciting the clutch pedal 30 in a frequency band with good sensitivity of the Pacinian corpuscles, which are receptors in charge of skin sensation and are considered to have the fastest response in skin sensation, so that the driver can easily feel the pressure changes on the sole of the foot.

[0157] This improves the spatial resolution with which the driver perceives the operation amount of the clutch device, and enables the driver to perform a clutch operation with higher accuracy.

[0158] (3) The clutch pedal 30 switches between the connected state and the disconnected state by switching the pressure contact state and the separation state between the flywheel provided between the engine and the wheel, the clutch cover and the clutch disc, and the vibrator control unit 100 detects the transition state based on their slip state (friction vibration state), thereby being able to appropriately detect the transition state and appropriately obtain the above-mentioned effect.

[0159] (4) By increasing the amplitude of the excitation waveform in response to an increase in the operating speed (absolute value) of the clutch pedal 30, the driver's sense of the reaction force when performing the clutch disconnection and connection actions can be effectively improved. In particular, when the operating speed is fast, the reaction force feeling (pressure feeling) is emphasized by increasing the excitation amplitude, which allows the driver to feel the change corresponding to the operating speed and acts as a damping term.

[0160] (5) By increasing the amplitude of the excitation waveform of the vibrator 101 in response to the increase in the amplitude of the vibration input from the road surface, the above-mentioned effect can be ensured even when the vibration transmitted from the road surface increases, for example, due to the roughness of the road surface or the pattern shape of the tire.

[0161] <Second Embodiment> Next, a second embodiment of the clutch operating device to which the present invention is applied will be described.

[0162] In the second embodiment, the same reference numerals are used to denote the same portions as those in the first embodiment, and description thereof will be omitted, and mainly different points will be described.

[0163] In the second embodiment, the vehicle is, for example, an electric vehicle using an electric motor as a driving power source.

[0164] No physical clutch device is provided between the electric motor and the power transmission mechanism as in the first embodiment.

[0165] In the second embodiment, the output torque of the electric motor is reduced in response to the depression operation of the clutch pedal 30 , thereby simulating the same effect as when the clutch is disconnected in the engine vehicle as in the first embodiment.

[0166] Fig.12 It is a diagram schematically showing the stroke of the clutch pedal and the degree of reduction in output of the electric motor in the clutch operating device according to the second embodiment.

[0167] exist Fig.12 In FIG. 1 , the horizontal axis represents the stroke of the clutch pedal, and the vertical axis represents the output torque (%) of the electric motor relative to the clutch connection state (the clutch pedal stroke is zero).

[0168] In the second embodiment, the region R1 where the rate of change of the output torque with respect to the clutch pedal stroke is greater than or equal to a predetermined value is identified as a transition region (corresponding to a half-engaged region of a physical clutch), and the output gain of the excitation waveform can be increased.

[0169] According to the second embodiment described above, even in an electric vehicle without a physical clutch device, the operability of the clutch operation in the transition region can be improved similarly to the first embodiment.

[0170] (Variation) The present invention is not limited to the above-described embodiments, and various modifications and changes are possible, and these modifications and changes are also within the technical scope of the present invention.

[0171] (1) The configurations of the clutch operating device, the clutch device, and the vehicle are not limited to the above-described embodiments, and can be modified as appropriate.

[0172] (2) In the embodiment, the clutch operating device performs clutch operation using a foot-operated pedal. However, the present invention is not limited thereto, and can also be applied to clutch operating devices having other operating modes.

[0173] For example, the present invention can also be applied to a lever-type clutch operating device that is provided on a handlebar of a motorcycle or the like and is operated by a finger of a rider.

[0174] (3) In the embodiment, when the sport mode is selected, the gain of the excitation amplitude is increased to further improve the operability of the clutch operating device. However, the present invention is not limited thereto. When another driving mode is selected, the gain of the excitation amplitude may be increased relative to normal.

[0175] For example, when a driving mode corresponding to driving on a low-friction road surface where slip easily occurs at start-up and clutch operation is severe (eg, icy and snowy road mode) is selected, the gain of the excitation amplitude may be increased.

[0176] (4) In the embodiment, the vibration from the road surface is detected based on the acceleration of the unsprung portion of the suspension device. However, the method of detecting the vibration from the road surface is not limited to this and can be changed as appropriate.

[0177] For example, a vibration pickup may be provided in a brake fluid pipe (brake line) connected to a wheel cylinder provided in an unsprung portion.

[0178] Furthermore, vibration from the road surface may be detected based on the output of a steering torque sensor of a power steering device, or the output of a vibration sensor or a rack thrust sensor provided on a steering rack.

[0179] (5) In the embodiment, a rectangular wave is used as an example of an excitation waveform, but the present invention is not limited thereto and other waveforms such as a sine wave, a triangle wave, or a random wave may be used. The gain adjustment method is not limited to the configuration of the embodiment and may be changed as appropriate.

[0180] (6) The specific configuration, excitation principle, installation location, etc. of the vibrator (excitation unit) are not limited to those of the embodiment and can be modified as appropriate.

[0181] For example, the present invention is not limited to the configuration using a speaker (voice coil) as in the embodiment, and a motor or a solenoid may be used to vibrate the clutch operating portion.

Claims

1. A clutch operating device, characterized in that: have: A clutch operating unit that switches a connection state in which power is transmitted between a power source for traveling of the vehicle and wheels and a disconnection state in which the power transmission is disconnected; an excitation unit for exciting the clutch operating unit; a transition state detection unit configured to detect a transition state between the connected state and the disconnected state; as well as An excitation control unit operates the excitation unit in response to the detection of the transient state.

2. The clutch operating device according to claim 1, characterized in that: The vibration excitation unit excites the clutch operating unit with an excitation waveform including a frequency component of 100 to 400 Hz.

3. The clutch operating device according to claim 1 or 2, characterized in that: The clutch operating unit switches between the connected state and the disconnected state by switching between a first friction element and a second friction element provided between the driving power source and the wheel and a pressed contact state and a released state. The transient state detection portion detects the transient state based on a slip state between the first friction element and the second friction element.

4. The clutch operating device according to claim 1 or 2, characterized in that: The clutch operating device includes an operating speed detecting unit that detects an operating speed of the clutch operating unit. The excitation control section increases the amplitude of the excitation waveform in response to an increase in the operation speed.

5. The clutch operating device according to claim 1 or 2, characterized in that: The clutch operating device includes a vibration input detection unit for detecting vibration input from a road surface. The excitation control section increases the amplitude of the excitation waveform of the excitation section in response to an increase in the amplitude of the vibration input.

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