Clutch operation device

Abstract

[Problem] To provide a clutch operation device with improved operability of clutch operation. [Solution] This clutch operation device comprises: a clutch operation unit 30 that switches between a connected state, in which power transmission is performed between a source of motive power for travel and wheels of a vehicle, and a disconnected state, in which power transmission is cut off; a vibration unit 101 that vibrates the clutch operation unit; a transient state detection unit 100 that detects a transient state between the connected and disconnected states; and a vibration control unit 100 that actuates the vibration unit according to the detection of the transient state.

Description

Clutch operating device

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

[0002] As a technology related to providing a specific feel to a vehicle driver's clutch operation, for example, Patent Document 1 describes an electric vehicle equipped with a control device that controls the torque of an electric motor using a manual transmission vehicle model based on the amount of accelerator pedal operation, the amount of pseudo clutch pedal operation, and the shift position of a pseudo shift device, and a pedal reaction force application device that generates a pedal reaction force in response to the operation of the pseudo clutch pedal by operating a reaction force actuator. The control device also describes storing pedal reaction force characteristics that simulate the characteristics of the pedal reaction force corresponding to the amount of clutch pedal operation, and controlling the pedal reaction force application device to output a pedal reaction force corresponding to the amount of pseudo clutch pedal operation according to the stored pedal reaction force characteristics. Patent Document 2 also describes a vibration application system that corresponds to the relationship between the driver's reaction speed in manual operation and driver awareness, and describes a vibration waveform for exciting Pacinian corpuscles or Meissner corpuscles as vibration applied to a manual driving operator. It particularly describes that a frequency of 30 Hz to 250 Hz is suitable in terms of sensitivity characteristics.

[0003] JP 2022-30814 A JP 2009-538252 A

[0004] Vehicles with driver-operated clutches offer the advantage of being able to control the transmission of driving force and gear shift timing according to the driver's wishes. For example, the clutch can be disengaged to immediately stop acceleration during an unintended sudden start, or the driving force generated by the tires can be cut off to utilize lateral force during cornering near the tire's grip limit. However, clutch pedal operation largely relies on the driver's sense. Especially when starting, the driver must release the clutch pedal while depressing the accelerator pedal, and transmit driving force while fine-tuning the half-clutch state. Drivers adjust the clutch pedal by feeling the vibration changes transmitted from the clutch pedal that are unique to the half-clutch state. However, these vibration changes are so small that drivers often rely on personal familiarity or memory (experience) of the clutch pedal position when the clutch is half-clutch. In consideration 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.

[0005] To solve the above-mentioned problems, one aspect of the present invention provides a clutch operating device that includes a clutch operating unit that switches between an engaged state in which power is transmitted between a vehicle's driving power source and a wheel and a disengaged state in which the power transmission is interrupted; a vibration unit that vibrates the clutch operating unit; a transient state detection unit that detects a transient state between the engaged state and the disengaged state; and a vibration control unit that activates the vibration unit in response to the detection of the transient state. By vibrating the clutch operating unit when the clutch device is in a transient state between the engaged state and the disengaged state, receptors that control the cutaneous sensation of the soles of the driver's feet and fingers that operate the clutch are stimulated, making it easier for the driver to recognize the state of the clutch operation, thereby improving the operability of the clutch operation. This improves the ease of driving the vehicle and the smoothness of driving. Note that, in this specification and claims, the term "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 interruption. Here, when there is a driving force adjustment pedal (pseudo clutch operating unit) such as a pseudo clutch provided on an electric vehicle, the operation of such pseudo clutch operating unit is regarded as clutch operation, and the clutch operating unit is vibrated and the amplitude of the vibration waveform is adjusted according to the amount of power transmitted and the transient state detected from the stroke value of the clutch operating unit, thereby achieving the same effect as in the case of a clutch device having a friction engagement element.

[0006] In the present invention, the vibration unit can be configured to vibrate the clutch operating unit with a vibration waveform including a frequency component of 100 to 400 Hz. By vibrating the clutch operating unit in a frequency band to which Pacinian corpuscles, which are receptors responsible for cutaneous sensation and are considered to have the fastest response in cutaneous sensation, are highly sensitive, making it easier for the driver to feel pressure changes on the soles of their feet, etc. This improves the spatial resolution with which the driver perceives the amount of clutch operation, enabling more accurate clutch operation.

[0007] In the present invention, the clutch operating unit switches between the connected state and the disconnected state by switching between a pressurized state and a disengaged state between a first friction element and a second friction element provided between the driving power source and the wheels, and the transient state detection unit can be configured to detect the transient state based on a slip state between the first friction element and the second friction element. This allows the transient state to be appropriately detected and the above-described effects to be appropriately achieved. The slip state can be detected, for example, based on frictional vibrations generated when each friction element slips. The slip state can also be detected based on the relative speed between the first friction element and the second friction element. For example, the slip state can be detected based on the rotational speed of an output shaft of an engine and the rotational speed of an input shaft of a transmission connected via the clutch device.

[0008] The present invention may include a configuration including an operation speed detection unit that detects the operation speed of the clutch operating unit, and the vibration control unit that increases the amplitude of the vibration waveform as the operation speed increases. By increasing the amplitude of the vibration waveform as the operation speed of the clutch operating unit increases, it is possible to effectively improve the driver's sensitivity to the reaction force when engaging and disengaging the clutch. In particular, when the operation speed is fast, the vibration amplitude is increased to emphasize the reaction force (pressure), allowing the driver to feel a change according to the operation speed and allowing the vibration control unit to act as a damping term.

[0009] The present invention may include a vibration input detection unit that detects vibration input from a road surface, and the vibration control unit may be configured to increase the amplitude of the vibration waveform of the vibration input unit in response to an increase in the amplitude of the vibration input. This configuration ensures the above-described effects by increasing the amplitude of the vibration waveform, even when vibration transmitted from the road surface increases, for example, due to a rough road surface or tire pattern. The vibration input detection unit may be, for example, an acceleration sensor that detects the acceleration of an unsprung portion of a vehicle (a portion that moves relative to the vehicle body in response to the stroke of a suspension system), or a torque sensor that detects the torque acting on a steering shaft in a power steering system. The vibration control unit may be configured to extract a specific frequency band (typically a band including 100 to 400 Hz) of the vibration input from the road surface and increase the amplitude of the vibration waveform in response to an increase in the amplitude in the extracted band.

[0010] As described above, according to the present invention, it is possible to provide a clutch operating device that improves the operability of clutch operation.

[0011] 1 is a diagram showing the configuration of a clutch device having a first embodiment of a clutch operating device to which the present invention is applied. FIG. 2 is a block diagram showing the configuration of a vibration control system in the clutch operating device of the first embodiment. FIG. 3 is a diagram showing typically the configuration of a vibrator control unit in the first embodiment. FIG. 4 is a diagram showing typically an example of a vibration waveform in the first embodiment. FIG. 5 is a diagram showing typically the timing of an electric pulse emitted by a receptor when skin touches an object. FIG. 6 is a diagram showing the sensitivity distribution of Pacinian corpuscles and Meissner corpuscles with respect to frequency. FIG. 7 is a diagram showing typically an example of gain adjustment in a first gain adjustment unit. FIG. 8 is a diagram showing typically an example of gain adjustment in a second gain adjustment unit. FIG. 9 is a diagram showing typically an example of output history of a road surface input acceleration sensor. FIG. 10 is a diagram showing typically a method of calculating vibration amplitude in a vibration amplitude calculation unit. FIG. 11 is a diagram showing typically an example of gain adjustment in a third gain adjustment unit. FIG. 12 is a diagram showing typically a clutch pedal stroke and a degree of output reduction of an electric motor in a clutch operating device of a second embodiment.

[0012] A clutch operating device according to a first embodiment of the present invention is described below. 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 power source for running the vehicle.

[0013] FIG. 1 is a diagram schematically illustrating the configuration of a clutch device provided with a clutch operating device of a first embodiment. The clutch device 1 is provided between an engine and a transmission that transmits engine output to wheels. The transmission is a power transmission device that includes a gearbox, a forward / reverse switching mechanism, and the like. The clutch device 1 switches between a connected state in which power can be transmitted between the engine and the transmission (between the engine and the wheels) and a disconnected state in which power transmission is interrupted. 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 reserve tank 70, and the like.

[0014] The clutch cover 10 is a member that houses a clutch disc that is splined to the input shaft of the transmission. The outer peripheral edge of the clutch cover 10 is fastened to the engine flywheel. A diaphragm spring 11 is provided in the center of the clutch cover 10 to generate a pressure that presses the clutch disc against the flywheel. The clutch disc functions as the first friction element of the present invention. The flywheel and clutch cover function as the second friction element of the present invention.

[0015] The release bearing 20 is disposed opposite the center of the diaphragm spring 11, and presses the center of the diaphragm spring 11 toward the engine along the rotation axis direction during a clutch release (disengagement) operation. The diaphragm spring 11 is configured such that when the center is pressed by the release bearing 20, the pressure is released and the clutch is disengaged.

[0016] The clutch pedal 30 is a clutch operating part that is used by a vehicle occupant (driver) to operate the clutch. The clutch pedal 30 includes a tread portion 31, a bracket portion 32, a support shaft 33, etc. The tread portion 31 is an input portion that the occupant presses down on with the sole of their foot to perform a clutch disengagement operation and releases it to perform a clutch engagement operation. The bracket 32 ​​is formed to protrude upward from the tread portion 31 and is a member that supports the tread portion 31 in a suspended state. The support shaft 33 is provided at the upper end of the bracket 32 ​​and is a rotation shaft that supports the bracket 32 ​​so that it can rotate (swing).

[0017] The master cylinder 40 pressurizes and discharges clutch fluid, which is the working fluid for the clutch device, in response to depression of the clutch pedal 30. The master cylinder 40 is attached, for example, to a bulkhead, which is a partition wall provided at the front of the vehicle interior.

[0018] The release cylinder 50 presses one end of the release fork 60 with a plunger driven by the hydraulic pressure of the clutch fluid supplied from the master cylinder 40 via the pipe L1. The release fork 60 is an interlocking member that transmits the movement of the plunger of the release cylinder 50 to the release bearing 20. The end of the release fork 60 opposite the release cylinder 50 side is disposed opposite the end face of the release bearing 20. When the plunger of the release cylinder 50 presses the release fork 60, the release fork 60 swings around a fulcrum provided in the middle and presses the release bearing 20 in the direction to disengage the clutch (the direction to release the clamping force of the clutch cover 10).

[0019] The reserve tank 70 is connected to the master cylinder 40 via a pipe L2 and serves to temporarily store excess clutch fluid.

[0020] The clutch operating device of the first embodiment is characterized in that it uses a vibrator 101, which will be described below, to vibrate the clutch pedal 30. Fig. 2 is a diagram that schematically shows the configuration of a control system for the vibrator in the clutch operating device of the first embodiment.

[0021] The vibrator control unit 100 is a vibration control unit that supplies a drive current and voltage having a predetermined vibration waveform to the vibrator 101. The configuration of the vibrator control unit 100 will be described in detail later. The vibrator control unit 100 also functions as a transient state detection unit of the present invention that detects the transient state (half-clutch state) of the clutch device 1.

[0022] The vibrator 101 is a vibrating unit that directly or indirectly vibrates the tread portion 31 of the clutch pedal 30. The vibrator 101 may be configured, for example, to have a voice coil and a diaphragm that generate vibrations in response to fluctuations in supplied voltage. For example, a small speaker may be used as the vibrator 101. The vibrator 101 is attached to a location on the tread portion 31 where vibration transmission by solid propagation or the like is possible, such as the master cylinder 40 or the bracket 32 ​​of the clutch pedal 30. The vibration generated by the vibrator 101 is transmitted to the driver's foot via the tread portion 31. Alternatively, space (air in the vehicle cabin) may be used as a vibration transmission path. For example, the vibration may be transmitted through the air from a speaker and transmitted to the driver's cutaneous sensation.

[0023] The vibrator control unit 100 is connected to a clutch hydraulic pressure sensor 210, a clutch pedal stroke sensor 220, an engine rotation speed sensor 230, a transmission input shaft rotation speed sensor 240, a road surface input acceleration sensor 250, a steering torque sensor 260, a driving mode selection unit 270, etc. directly or via an in-vehicle LAN such as a CAN communication system.

[0024] The clutch fluid pressure sensor 210 is a pressure sensor provided in the master cylinder 40 that detects the hydraulic pressure of the clutch fluid generated by the master cylinder 40. 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. The clutch pedal stroke sensor 220 is equipped with, for example, an encoder that detects the rotational angle position around the support shaft 33 of the bracket 32. The stroke (position of the tread portion 31) of the clutch pedal 30 can be calculated based on the outputs of the clutch fluid pressure sensor 210 and the clutch pedal stroke sensor 220, and the operation speed of the clutch pedal 30 can be detected by differentiating this with respect to time. The clutch fluid pressure sensor 210 and the clutch pedal stroke sensor 220 function as an operation speed detection unit of the present invention in cooperation with the oscillator control unit 100.

[0025] The engine rotation speed sensor 230 is a sensor that detects the rotation speed (engine rotation speed) of the engine output shaft (crankshaft) provided on one side (drive side) of the clutch device 1. A crank angle sensor that generates an output according to the rotation angle position of the crankshaft and is used for engine control, etc., can be used as the engine rotation angle sensor 230. The transmission input shaft rotation speed sensor 240 is a sensor that detects the rotation speed (rotation speed) of the transmission input shaft (main drive shaft) provided on the other side (driven side) of the clutch device 1.

[0026] The road surface input acceleration sensor 250 is a sensor that detects the acceleration of vibrations input to the vehicle from the road surface while the vehicle is traveling. As the road surface input acceleration sensor 250, for example, an acceleration sensor that is provided on a component under the spring of a suspension device, such as a hub bearing housing or a suspension arm, and detects acceleration in the vertical direction can be used.

[0027] The steering torque sensor 260 is provided in an electric power steering device that steers the front wheels, which are the steerable wheels of the vehicle, and is a sensor that detects the torque acting on the steering shaft that connects the steering wheel and the steering gearbox. Since the output of the steering torque sensor 260 also includes vibration input from the road surface, it can be used instead of or in combination with the output of the road surface input acceleration sensor 250.

[0028] The driving mode selection unit 270 allows the driver to select one of a plurality of preset driving modes as the driving mode of the vehicle. The driving modes may be configured to have, for example, a normal mode suitable for general driving and a sport mode suitable for, for example, circuit driving. The vehicle may be configured to change, for example, engine characteristics, transmission shift characteristics, and suspension damping force characteristics according to the selected driving mode.

[0029] 3 is a diagram schematically illustrating the configuration of the vibrator control unit in Embodiment 1. The vibrator control unit 100 includes a waveform generating unit 110, a first gain adjusting unit 120, a second gain adjusting unit 130, a road vibration monitoring unit 140, a vibration amplitude calculating unit 150, a third gain adjusting unit 160, a gain selecting unit 170, and the like.

[0030] The waveform generating unit 110 generates a fundamental wave (without gain or other adjustment) of an excitation waveform, which is a voltage waveform of the driving power of the vibrator 101. Fig. 4 is a diagram schematically showing an example of an excitation waveform in the first embodiment. In Fig. 4, the horizontal axis represents time and the vertical axis represents voltage. As shown in Fig. 4, the excitation waveform can be a square wave, for example, but is not limited to this and may be another waveform.

[0031] In the first embodiment, the frequency of the excitation waveform can be set to have a dominant frequency in the range of 100 to 400 Hz, for example. In this specification, the dominant frequency refers to a frequency whose amplitude is particularly large relative to the amplitudes of other frequencies. Generally, such a dominant frequency often coincides with a frequency having a particularly large amplitude among multiple eigenvalues ​​(natural frequencies). The reason for this will be explained below.

[0032] The sensory receptors (tactile sensors) that detect the tactile sensation (cutaneous sensation) of the driver's feet touching the tread portion 31 include Merkel cells, Meissner's corpuscles, and Pacinian corpuscles. Fig. 5 is a diagram that schematically shows the timing of the electrical pulses emitted by receptors when the skin touches an object. In Fig. 5, the horizontal axis represents time, and the vertical axis represents, from the top to the bottom, pressure and the electrical pulse generation state of Merkel cells, Meissner's corpuscles, and Pacinian corpuscles.

[0033] Merkel cells have a relatively slow response and correspond to direct current components. Meissner's corpuscles respond when there is a rate of change (velocity) in contact pressure. Since Meissner's corpuscles always react when there is speed, it is thought that if a vibration waveform with a frequency to which Meissner's corpuscles are highly sensitive is used, the driver will be more likely to sense it as vibration. Pacinian corpuscles respond to moments of transient change and are said to be the most sensitive of these receptors. Pacinian corpuscles are thought to be the dominant receptors by which drivers sense the reaction force of micro-operations.

[0034] Figure 6 shows the frequency sensitivity distribution of Pacinian corpuscles and Meissner corpuscles. In Figure 6, the horizontal axis represents frequency, and the vertical axis represents amplitude above threshold, with smaller values ​​indicating better sensitivity. As shown in Figure 6, Pacinian corpuscles exhibit good sensitivity in the range of approximately 100 to 400 Hz, and therefore, in this embodiment, an excitation waveform having a dominant frequency within the frequency band of 100 to 400 Hz is used. Furthermore, by adding a component in the frequency band of 10 to 50 Hz to the excitation waveform, the effect of stimulating Meissner corpuscles can also be achieved.

[0035] The first gain adjustment unit 120 performs a first gain adjustment, which will be described below, on the excitation waveform. The first gain adjustment increases the gain of the excitation waveform (increases the amplitude of the excitation waveform) when the clutch device is in a transition state between an engaged state and a disengaged state (a half-clutch state in which the clutch disc, flywheel, and clutch cover are slipping). The first gain adjustment can be configured to increase the gain of the excitation waveform in response to an increase in frictional vibration generated in the half-clutch state, for example. FIG. 7 is a diagram schematically showing an example of gain adjustment in the first gain adjustment unit. In FIG. 7, the horizontal axis represents the acceleration of frictional vibration, and the vertical axis represents the gain multiplied by the sum waveform.

[0036] Frictional vibrations are generated, for example, due to a slip-stick phenomenon in which the slip ratio between the clutch disc, the flywheel, and the clutch cover periodically fluctuates. Frictional vibrations can be detected, for example, based on the output of a clutch fluid pressure sensor 210 provided in the master cylinder 40. Frictional vibrations of the clutch device 1 are transmitted to the master cylinder via the line L1 and the clutch fluid therein. Frictional vibrations can also be detected using an acceleration sensor provided in the clutch housing, line L1, or the like. Frictional vibrations of the clutch discs can also be estimated based on the outputs of the engine rotation speed sensor 230 and the transmission input shaft rotation speed sensor 240. For example, when the engine output shaft rotation speed and the transmission input shaft rotation speed do not match and the stroke of the clutch pedal 30 is not at a position corresponding to the disengaged state, the clutch is considered to be in a partially engaged state, and an increase in frictional vibrations can be estimated.

[0037] The second gain adjustment unit 130 further performs a second gain adjustment, which will be described below, on the vibration waveform after the first gain adjustment. The second gain adjustment is performed according to the operation speed of the clutch pedal 30. The operation speed of the clutch pedal 30 (angular velocity at which the tread surface 31 rotates) 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.

[0038] FIG. 8 is a diagram schematically illustrating an example of gain adjustment by the second gain adjustment unit. In FIG. 8 , 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 added to the gain after the first gain adjustment. The gain can be configured to increase, for example, as the pedal operation speed (absolute value) increases. Here, the rate of increase in the gain relative 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 pedal operation speed is high, and to gradually decrease as the pedal operation speed increases. Furthermore, when the absolute values ​​of the pedal operation speeds are the same, the gain is set to be larger on the release side (connection operation side) than on the depression side (release / disconnection operation side). The second gain adjustment unit 130 may be configured to increase the gain in accordance with an increase in the operation amount (depression amount) of the clutch pedal 30, instead of or in addition to the pedal operation speed. In this case, gain adjustment according to the operation amount of the clutch pedal 30 can be effective as a spring / rigidity term.

[0039] The road surface vibration monitor unit 140 has the function of monitoring the output of the road surface input acceleration sensor 250 and storing a history for a predetermined period of time. Fig. 9 is a diagram schematically showing an example of the output history of the road surface input acceleration sensor. In Fig. 9, the horizontal axis represents time, and the vertical axis represents the detected value (unsprung vertical acceleration) of the road surface input acceleration sensor 250. Data related to the output history of the road surface input acceleration sensor 250 is provided to the vibration amplitude calculation unit 150.

[0040] The vibration amplitude calculation unit 150 performs band-pass filtering on the output of the road surface input acceleration sensor 250 provided by the road surface vibration monitoring unit 140 to extract components in a specific frequency range and calculates the vibration amplitude of this frequency range. FIG. 10 is a diagram schematically showing a method for calculating the vibration amplitude in the vibration amplitude calculation unit. In FIG. 10, the horizontal axis represents frequency and the vertical axis represents the detected value of the road surface input acceleration sensor 250. The band-pass filter can be configured to extract, for example, a portion of a frequency band (e.g., near 250 Hz) included in the 100 to 400 Hz band. The vibration amplitude A in the extracted frequency band (e.g., the average value of the frequency band) is provided to the third gain adjustment unit 160.

[0041] The third gain adjustment unit 160 performs a third gain adjustment, which will be described below, on the vibration waveform after the second gain adjustment. The third gain adjustment unit 160 performs the third gain adjustment based on the outputs of the road surface vibration monitor unit 140 and the vibration amplitude calculation unit 150.

[0042] FIG. 11 is a diagram schematically illustrating an example of gain adjustment in the third gain adjustment unit. In FIG. 11, 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 and second gain adjustments. As shown in FIG. 11, the third gain adjustment unit 160 increases the gain (increases the amplitude of the excitation waveform) in accordance with an increase in the vibration amplitude from the road surface. In the third gain adjustment unit 160, when the vibration 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 can be considered to be the Weber ratio W. Therefore, by adjusting the gain so that this Weber ratio W is a predetermined value, it is believed that a stable effect can be obtained based on the Weber-Fechner law.

[0043] The gain selection unit 170 generates excitation waveforms corresponding to a plurality of gain values ​​whose magnitudes vary in stages based on the gains adjusted by the first gain adjustment unit 120, the second gain adjustment unit 130, and the third gain adjustment unit 160, and selects one excitation waveform from the excitation waveforms whose amplitudes have been adjusted by the plurality of gain values ​​according to the driving mode selected by the driving mode selection unit 270. For example, when a sport mode is selected as the driving mode, the gain selection unit 170 can be configured to select a larger gain (increase the amplitude of the excitation waveform) than in the normal mode in order to further improve the operability of the clutch pedal 30.

[0044] The first embodiment described above provides the following advantages. (1) When the clutch device 1 is in a transitional state (half-clutch state) between an engaged state and a disengaged state, vibrating the clutch pedal 30 stimulates receptors that control the cutaneous sensation on the sole of the driver's foot when the clutch device 1 is engaged. This makes it easier for the driver to recognize the state of the clutch operation, thereby improving the operability of the clutch operation. This improves the ease of driving the vehicle and the smoothness of the journey. (2) By vibrating the clutch pedal 30 with a vibration waveform including frequency components in the range of 100 to 400 Hz, the vibrator 101 vibrates the clutch pedal 30 in a frequency band that is sensitive to Pacinian corpuscles, which are receptors that control cutaneous sensation and are considered to have the fastest response in cutaneous sensation. This makes it easier for the driver to sense pressure changes on the sole of the foot. This improves the spatial resolution with which the driver perceives the amount of clutch device operation, enabling more accurate clutch operation. (3) The clutch pedal 30 switches between an engaged state and a disengaged state by switching between a pressurized state and a disengaged state between a flywheel, a clutch cover, and a clutch disc, which are provided between the engine and the wheels. The vibrator control unit 100 detects a transient state based on the slip state (friction vibration state) of these, thereby appropriately detecting the transient state and achieving the above-described effects. (4) By increasing the amplitude of the excitation waveform in accordance with an increase in the operating speed (absolute value) of the clutch pedal 30, the driver's sensitivity to the reaction force when engaging and disengaging the clutch can be effectively improved. In particular, when the operating speed is fast, increasing the excitation amplitude to emphasize the reaction force (pressure) allows the driver to feel a change corresponding to the operating speed, which can act as a damping term. (5) By increasing the amplitude of the excitation waveform of the vibrator 101 in accordance with an increase in the amplitude of the vibration input from the road surface, the above-described effects can be ensured even when the vibration transmitted from the road surface is increased due to, for example, a rough road surface or a rough tire pattern.

[0045] Second Embodiment Next, a second embodiment of a clutch operating device to which the present invention is applied will be described. In the second embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals and their description will be omitted, and differences will be mainly described.

[0046] In the second embodiment, the vehicle is, for example, an electric vehicle that uses an electric motor as a power source for driving. Unlike the first embodiment, a physical clutch device is not provided between the electric motor and the power transmission mechanism. In the second embodiment, the output torque of the electric motor is reduced in response to depression of the clutch pedal 30, thereby producing a pseudo effect similar to that of disengaging the clutch in an internal combustion engine vehicle such as the first embodiment.

[0047] 12 is a diagram showing the relationship between the clutch pedal stroke and the degree of reduction in the output of the electric motor in the clutch operating device of the second embodiment. In FIG. 12, the horizontal axis represents the clutch pedal stroke, and the vertical axis represents the output torque (%) of the electric motor relative to the clutch engaged state (when the clutch pedal stroke is zero). In the second embodiment, a region R1 where the rate of change in output torque relative to the clutch pedal stroke is equal to or greater than a predetermined value is recognized as a transient region (a region corresponding to a partially engaged physical clutch), and the output gain of the vibration waveform can be increased.

[0048] According to the second embodiment described above, even in an electric vehicle that does not have a physical clutch device, the operability of clutch operation in the transient region can be improved, as in the first embodiment described above.

[0049] (Modifications) The present invention is not limited to the above-described embodiment, and various modifications and variations are possible, all of which are within the technical scope of the present invention. (1) The configurations of the clutch operating device, the clutch device, and the vehicle are not limited to the above-described embodiment, and can be modified as appropriate. (2) In the embodiment, the clutch operating device is operated by a foot pedal, but the present invention is not limited to this and can be applied to clutch operating devices with other operation modes. For example, the present invention can be applied to a lever-type clutch operating device that is attached to the handlebar of a motorcycle or the like and operated by the rider's fingers. (3) In the embodiment, the gain of the excitation amplitude is increased to further improve the operability of the clutch operating device when the sport mode is selected. However, the gain of the excitation amplitude may also be increased compared to normal when another driving mode is selected. For example, the gain of the excitation amplitude may be increased when a driving mode (e.g., an icy / snowy road mode) corresponding to driving on low-friction road surfaces where slippage is likely to occur during starting and clutch operation is severe is selected. (4) In the embodiment, vibrations from the road surface are detected based on the acceleration of the unsprung portion of the suspension system. However, the method for detecting vibrations from the road surface is not limited to this and can be modified as appropriate. For example, a vibration pickup may be provided in a brake fluid pipe (brake line) connected to a wheel cylinder provided in the unsprung portion. Vibrations from the road surface may also be detected based on the output of a steering torque sensor of a power steering system or the output of a vibration sensor or rack thrust sensor provided in the steering rack. (5) In the embodiment, a rectangular wave is used as an example of the excitation waveform. However, this is not limited to this, and other waveforms, such as a sine wave, a triangular wave, or a random wave, may also be used. The gain adjustment method is also not limited to the configuration of the embodiment and can be modified as appropriate. (6) The specific configuration, excitation principle, and installation location of the vibrator (exciter) are not limited to the embodiment and can be modified as appropriate. For example, instead of using a speaker (voice coil) as in the embodiment, the clutch operating unit may be vibrated using, for example, a motor or a solenoid.

[0050] REFERENCE SIGNS LIST 1 Clutch device 10 Clutch cover 20 Release bearing 30 Clutch pedal 31 Tread portion 32 Bracket 33 Support shaft 40 Master cylinder 50 Release cylinder 60 Release fork 70 Reserve tank L1, L2 Piping 100 Oscillator control unit 101 Oscillator 110 Waveform generation unit 120 First gain adjustment unit 130 Second gain adjustment unit 140 Road surface vibration monitor unit 150 Vibration amplitude calculation unit 160 Third gain adjustment unit 170 Gain selection unit 210 Clutch hydraulic pressure sensor 220 Clutch pedal stroke sensor 230 Engine rotation speed sensor 240 Transmission input shaft rotation speed sensor 250 Road surface input acceleration sensor 260 Steering torque sensor 270 Driving mode selection unit

Claims

1. a clutch operating unit that switches between a connected state in which power is transmitted between the vehicle's running power source and the wheels and a disconnected state in which the power transmission is interrupted; a vibration unit that vibrates the clutch operating unit; a transient state detection unit that detects a transient state between the connected state and the disconnected state; a vibration control unit that activates the vibration unit in response to detection of the transient state; Equipped with The vibration unit vibrates the clutch operating unit with a vibration waveform including a frequency component of 100 to 400 Hz. A clutch operating device characterized by:

2. The vibration unit vibrates the clutch operating unit with a vibration waveform having a dominant frequency within a frequency band of 100 to 400 Hz.

2. The clutch operating device according to claim 1, wherein:

3. the clutch operating unit switches between the connected state and the disconnected state by switching between a pressure-contact state and a separation state of a first friction element and a second friction element provided between the traveling power source and the wheels, The transient state detection unit detects the transient state based on a slip state between the first friction element and the second friction element.

3. The clutch operating device according to claim 1 or 2, wherein:

4. A clutch operating unit that switches between a connected state in which power is transmitted between the vehicle's running power source and the wheels and a disconnected state in which the power transmission is interrupted; a vibration unit that vibrates the clutch operating unit; a transient state detection unit that detects a transient state between the connected state and the disconnected state; a vibration control unit that activates the vibration unit in response to detection of the transient state; Equipped with an operation speed detection unit that detects an operation speed of the clutch operation unit, The vibration control unit increases the amplitude of the vibration waveform of the vibration control unit in response to an increase in the operation speed. A clutch operating device characterized by:

5. A clutch operating unit that switches between a connected state in which power is transmitted between the vehicle's running power source and the wheels and a disconnected state in which the power transmission is interrupted; a vibration unit that vibrates the clutch operating unit; a transient state detection unit that detects a transient state between the connected state and the disconnected state; a vibration control unit that activates the vibration unit in response to detection of the transient state; Equipped with a vibration input detection unit that detects vibration input from a road surface; The vibration control unit increases the amplitude of the vibration waveform of the vibration unit in response to an increase in the amplitude of the vibration input. A clutch operating device characterized by: