HUT52421A - Control gear for automatic operating the clutch of motor vehicles - Google Patents

Abstract

Control device for the clutch of vehicles designed to be actuated by a pressure medium, whereby the forked lever actuating the clutch is provided with a unit which operates with a pressure medium and which is controlled by electrically actuated valves. Said valves are actuated by an electronic control unit which processes the signals from: the switch provided on the forked lever, the switch unit detecting the position of the accelerator pedal, the switch sensing the no-load mode of the gearbox, the switch signaling the mechanical position of the clutch or the switch connected with the space containing the pressure medium, the signal transmitter whose signal shows the r.p.m. of the engine, and the signal transmitter whose signal shows the speed of the vehicle. The invention is characterised in that the pneumatic outputs of the electrically actuated valves (8, 9, 10) are connected with different throttles (11, 12, 13), and in that the electrical control inputs are connected with the outputs of the storage current circuits (24, 25) via power amplifiers (21, 22); the inputs of the storage current circuits are connected to a logic network (36) which is, accordingly, a storage system with a fixed program. The inputs of the logic network (36) are connected via the frequency-voltage converters (31, 34) and via the comparators with adjustable switching level to the signal transmitter (18) whose output signal shows the r.p.m. of the vehicle engine, and via the signal transmitter (33) which shows the speed of the vehicle by means of the electrical output signal, as well as via the receptor circuit (27, 28, 29, 43), on the one hand to the switch (14) provided on the forked lever, on the other hand to the switch (16, 17) detecting the position of the accelerator pedal, to the switch (42) showing the no-load mode of the gearbox, to the push switch (6) and to the switch (40) detecting the position of the forked lever (2) with the electrical output.

Description

CONTROL DEVICE FOR AUTOMATIC OPERATION OF MACHINE VEHICLE CLUTCH

Dr. János Puglits, mechanical engineer, János Váradi * diploma £ 7 Attila Madocsai eW .viliRjnnflmárnöjf, Budapest residents

BACKGROUND OF THE INVENTION The present invention relates to an electric control device for automatically actuating a motor clutch, wherein the conventional friction clutch is actuated by pressurized, i.e., hydraulic or pneumatic, cylinders. As is known, when driving a vehicle, the driver must operate three pedals, namely the accelerator pedal, the brake pedal and the clutch pedal, in the case of manual gear shifting. With automatic transmissions, the clutch pedal is absent, which offers significant ergonomic and traffic safety benefits, and saves the vehicle. / Describes such automatic transmissions eg · Váradi-Dr.Komándi: Tractors, cars c. Book / Agricultural • · · · · · · · · · · * • ·· ······ · · · · · · ₉ • "····" · ·

Publisher /, Βρ.1980 / Practical experience shows that known automatic transmissions are too expensive, cannot be repaired with average technical skills, and reduce the performance and economy of the vehicle. For these reasons, automatic transmissions, with the exception of the United States, have a limited spread. Experts have long been trying to solve the problem of automatic operation of the conventional friction clutch. A number of such proposals are known, but none have been able to spread more widely. The reason for this is obviously that their special structural solution requires special knowledge in operation and repair industry and its handling is different from the traditional one. The present invention application was made on 11.12.1986, entitled "Mechanism for Automatic Clutch Operation of Motor Vehicles" * c. 5154/86. The present application relates to a fully electric control system which is substantially modified in principle · To solve the present problem, we have started from a known clutch actuator having a pneumatic actuator, a diaphragm and a cooperating control unit. . This made it possible to simultaneously detect and monitor several input parameters, eg. allows detecting multiple accelerator pedal positions, no need for two encoder units for speed detection, electronics

- Signal separation of thresholds based on 3 rpm transducer signals * Another major change is that the accelerator speed adjustable or adjustable speed controls the start of the clutch lock rather than the accelerator pedal reset switch.

An essential element of the electronic control unit is the logic network, which is preferably a pre-programmed memory, the input of which is an output signal of comparator circuits monitoring thresholds for changes in the digital yes signals from the sensors and analog speed signals. note the states preceding the next operation, and from this make logical decisions that may have the same input parameters at the moment, but would require other output parameters from the previous states to operate the coupling. Such a condition is, for example, that when the clutch is closed, the clutch closing speeds corresponding to the actual driving conditions of the vehicle can be obtained after sequentially controlling the valves with different throttles. The invention will be described in more detail with reference to Figure 1, which includes electrical, electro-pneumatic, hydraulic elements of the clutch control apparatus, and sensors and transducers.

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- 4 The exemplary embodiment implemented actuates the clutch of a bus. The apparatus is mounted in a conventional pressurized bus coupling bus, wherein the friction dry clutch 1 is actuated by a lifting fork 2 by means of a hydraulic cylinder 3 coupled to a hydraulic actuator cylinder 4 connected to a pneumatic diaphragm 5. The pneumatic actuator diaphragm 5 receives from the air reservoir 7 the actuator air required for the clutch lift, the electro | through pneumatic valves. The electropneumatic valves are controlled by power amplifiers 21,22,23 of the electronic control unit. The valves are pneumatically engaged so that when operated together, the air is suddenly discharged from the pneumatic air reservoir 7 into the actuator diaphragm housing 5, thereby ensuring that the coupling 1 is quickly lifted. When the clutch 1 is released, the movement is divided into several speed sections, the conditions of which are determined by different sensors and transducers.

When the clutch 1 is closed, the control of the electropneumatic valve 8 is first discontinued, whereupon the air supply from the air reservoir 7 is terminated and the outlet diaphragm 11,12,13 leaves the actuating diaphragm housing to the air , then the pressure switch 6, respectively. further accelerating or slowing down the coupling process depending on the position of the fork position sensor 4o and the speed of the vehicle, by the gradual disengagement of the valve 9 and valve 10, i.e. by closing the discharge choke 12 and 13 respectively. The power amplifiers 21, 22, 23 controlling the valves are controlled by storage circuits 24, 25, 26, the input of which is controlled by logic network 36 · Logic network 36 is preferably a logic element, preferably a fixed programmed storage circuit, / EPROM or ROM / The logic network 36 processes the required actuator control signals and actuator combinations from the input combinations after digitizing the respective sensors and analog signals and generates their control signals. Input signals include a switch 14 on the gear lever, which activates the position of the fork position sensor 40, the pressure switch sensor 6, the accelerator pedal switch 16 and 17 sensor switch, the gear shift neutral sensor 42, and the brake pedal position sensor 33 when touching the gear lever. motor signals 18 with motor output, preferably tachometer dynamometer, and signals with motor output transmitter 19, preferably tachometer dynamically, via signal conditioning units 30 and 33, through frequency converters 31,34, adjustable switching circuits 32 and 35 and hysteresis control the logical network 36. Engine speed output signal 18 of the electric dynamo tachometer tax sinusoidal signals or signs of a pulse signal • 30 • · · · · · · · · * * • · • · • · ······ _the ·······

- It is formed by 6 receiving and conditioning circuits, and the rectangular signals thus filtered and brought to the appropriate signal level control the input of the frequency converter 31 · A voltage level proportional to the input frequency is displayed at the output of the frequency converter. The voltage level of one of the comparator units 32 is set to the starting engine speed and the voltage level of the other comparator is set above the idle speed. When the start speed is exceeded, the start speed comparator flips over and generates a control signal change at its output for the logic network 36 network. The vehicle speed transmitter 19, preferably a tachometer dynamometer signal of the electric output 19, is processed similarly to the above via the signal receiving and conditioning unit 33 and the frequency converter unit 34, and the comparators of the comparator unit 35 at speeds, a control signal for the logic network 36 to control the different speed closing ranges of the clutch 1.

An idle switch 42 located on the vehicle's transmission assures, via logic network 36, that the vehicle is idle for extended periods of time

With the accelerator pedal in normal position and the gear lever released, the clutch 1 must be re-closed so that the clutch release bearing is not unnecessarily loaded. The brake pedal position sensor switch 38 can modify or accelerate the clutch lift. The accelerator position sensor switch unit, which can consist of only one switch or two or more switches, provides logical evaluation of the accelerator position, i.e. the fully released throttle position and the position of the accelerator for a particular type of car. signal, which can accelerate the clutch lift and thus avoid unnecessary engine brake operation when shifting, by allowing the shift to only be actuated by the accelerator pedal 15 reset. The receiving circuits 20, 2f, 28, 29, 34, 41 provide proper interference suppression and voltage matching and signal transduction from the sensors to the logic network 36. The input circuits 24a, 25a, 26a of the storage circuits 24, 25, 26 are controlled by the logic network 36 and the erasure input 24b, 25b, 26b. The storage circuits 24, 25, 26 preferably provide RS flip-flops for storing logical signals in proper sequence operation, taking into account previous states, such that different output valve control values may be assigned to the same input of the logical network, depending on previous input logic states.

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- 8 The control device operates as follows:

When the accelerator pedal 15 is released at idle speed when the clutch 1 is in idle position, the lever 14 engages and causes a logical signal change through the receiving circuit at one of the logic network 56 inputs. This signal change controls the inputs 24a, 25a, 26a of the storage circuits 24, 25, 26a at the outputs of the logic network 36, whereby the outputs provide a control signal via the power amplifiers 21, 22, 23 to the electric valves 8, 9, 10. thereby connecting the space of the air reservoir 7 to the pressurized working space of the actuating diaphragm 5 and thereby providing a quick lifting of the coupling 1 through the fork 2. The driver then shifts to a gear, that is, disengages the gear selector lever 42 and steps on the accelerator pedal 15 and raises the engine speed through the electric output of the engine 18, which through the conditioning unit 30. 31 is output to a frequency converter with a rising DC signal at its output, which results in a logic signal level change at one of the outputs of the adjustable switch comparator 32 when starting speed is exceeded. This causes a change in the connected input of the logic 36. This is the logical signal • · · · · ·

Level changes 9 and signal level changes caused by the accelerator pedal position sensor switching unit 16, 17, which also receive a logic signal level change through _the circuits at the input of the logic network switch 36 · Sz controls the wiper input 24b of the storage circuit 24. control of the electrically actuated valve thereby maintaining the pressure working space of the pneumatic diaphragm actuator 5 at the throttle 11 and the position of the fork position sensor 40 in the high position and the high pressure position of the pressure switch 6 so that the actuated valve 10 remains on? it is eliminated by choking. The throttle drainage, i.e. the rapid closure of the coupling 1, is eliminated when the friction surfaces are contacted, i.e. when the lever fork position sensor 40 and the pressure switch 6 are switched. In this case, the emptying continues only slowly through the throttle 11 to gradually increase or slip the clutch closing force. · Certain vehicle speeds, approx. Above 8-10 kxs / h, the throttle 12 is open with the electric valve 9, thus accelerating the clutch closing.

The clutch 1 is raised even if the engine speed drops below the preset level and the accelerator pedal 15 is reset. However, the vehicle speed drops below the set value alone cannot control any solenoid valve without the other conditions of clutch lift.

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- At 10 idle shift switches / 42 /, the clutch locks at idle engine speed and at idle accelerator position 15 to expose the release bearing.

From the operation described above, it can be seen that the same input combination of logic circuit 36 also requires different outputs of valve control combinations, which are provided by the storage circuits.

Claims (4)

A control device for a vehicle clutch pressurized mechanism, wherein the clutch actuated lifting fork pressure medium is operable with a working device connected to a pressurized fluid channel, characterized in that the electrically operated valves 10 / level chokes (11, 12, 13) are connected, their electrical control inputs are connected to the outputs of the storage circuits (24, 25a) via the power amplifiers (21, 22) and the input (24a, 25a) of the storage circuits and the logic network (25b, 26b), suitably fixed program memory units / 36 / are connected to the outputs of the logic network / 36 / to the input lever switch / 14 / to the throttle position sensor switching unit / 16, 17 / and the transmission is empty position switch / 42 / connected via receiving circuits / 27, 28, 29, 43 / switching level comparators connected to further input / 32, 35 /, comparators input to frequency converters / 31, 34 / connected to input signal conditioning units (30, 33) are connected to the electric motor speed transmitter / 13 / and the electric motor speed transmitter / 33 / is connected. ·· An embodiment of the device according to claim 1, characterized in that a switching level switch (6) adjustable directly to the air outlet of the pneumatic valves (8, 9, 10) and the pneumatic diaphragm actuator (5) is directly connected to or is connected to an electric valve (10) having a variable output choke (13) via a receiving circuit (20) / logic network (36), a storage circuit (26) and a power amplifier (23). 3 »The device according to claim 1, characterized in that the clutch actuator is connected to a lifting fork / 2 / a position sensing electrical output switch / 40 / which is output directly or via a receiving circuit / 41 / logic network / 36 / storage circuit / 26 / and connected to an electric valve (10) with variable output choke (13) via power amplifiers (23). An embodiment of the device according to claims 1, 2, 3, characterized in that the brake pedal is connected to an electrical output signal position sensor switch / 38 / whose output is connected to an input of a logic network / 36 / via a receiving circuit / 39.