JP2002295530A - Vehicle provided with automatic clutch mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle provided with a new automatic clutch mechanism capable of accurately informing a driver that the clutch is perfectly connected when variable speed gear is operated. SOLUTION: The automatic clutch mechanism provides a clutch perfectly contacted detection means 37 which detects that the clutch is perfectly connected by means of pressure of a clutch piston 18 and a clutch perfectly contacted notice means 38 which notifies a driver of the detected event at the moment with a sound or a light. Thus, because the driver can know with his or her vision or auditory sense that the clutch is perfectly connected when the variable speed gear is operated, he or she can exactly recognize timing when an accelerator is opened and it can prevent occurrence or the like of uncomfortable variable speed shock by opening the accelerator in half-contacted clutch condition.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle having an automatic clutch mechanism in which clutch control is automatically performed by a clutch piston.

[0002]

2. Description of the Related Art Conventionally, in a large vehicle such as a truck or a bus, a fluid coupling (fluid coupling) is used as a power transmission device for transmitting the power of an engine to a transmission.
And a power transmission device using both a friction clutch and an automatic clutch mechanism.

[0003] As shown in FIG.
Between the output shaft 1 of the engine and the input shaft 3 on the manual transmission 2 side,
The fluid coupling 4 and the friction clutch 5 are connected so as to be freely connected and disconnected, so that a smooth shifting operation and reliable power transmission are performed without requiring a clutch operation by an operator.

[0004] The basic structure and operation of a conventional power transmission device having such a structure will be described below.

[0005] First, the fluid coupling 4 is located on the crankshaft 1 side of the engine in the same manner as a conventionally known fluid coupling, with a pump shell 7 fixed via a casing 6 and opposed to the pump shell 7. It is mainly composed of a turbine shell 8 and a stator 9 fixed therebetween,
The torque of the crankshaft 1 is transmitted from the pump shell 7 to the turbine shell 8 via the fluid filled therein, and the torque of the turbine shell 8 is connected to the friction clutch 5 via the hub 10. It is transmitted to the shaft 11. Further, between the casing 6 and the turbine shell 8, there is provided a lock-up mechanism 13 which is operated by a fluid operating mechanism 12, which will be described later. When the rotation speed reaches a predetermined speed, the crankshaft 1 And the output shaft 11 are directly connected so that efficient power transmission is performed.

Next, the friction clutch 5 is connected to the output shaft 11.
Outer clutch 14 fitted to the input shaft 3 side of the transmission 2
A plurality of friction plates 16 provided inside the clutch outer 14 and a plurality of friction plates 17 provided outside the clutch center 15 as in the conventional friction clutch.
Are brought into contact with each other to transmit the power of the output shaft 11 to the input shaft 3 side of the transmission 2. Further, the friction clutch 5 is provided with a clutch piston 18 which is operated by a fluid operating mechanism 12 which will be described later.
4 and the clutch center 15 are disconnected to cut off the power between the output shaft 11 and the input shaft 3.

[0007] The fluid operating mechanism 12 is provided with the fluid coupling 4.
A hydraulic pump 21 provided in an intermediate wall 20 of a joint housing 19 accommodating the friction clutch 5 and a lock-up mechanism control valve operated by hydraulic oil discharged from the hydraulic pump 21 as shown in FIG. 22 and a disconnection mechanism control valve 23, and electromagnetic switching valves 24 and 25 for controlling the operation and stop of each of the control valves 22 and 23. The hydraulic pump 21 is always operated when the engine is operated in accordance with the rotation of the pump shell 7 on the fluid coupling 4 side, and sucks the hydraulic oil stored in the hydraulic oil reservoir 26 at the bottom of the coupling housing 19. The air is sucked in through the passage 27 and sent to the lock-up mechanism control valve 22 and the clutch disconnection mechanism control valve 23 and the like to operate them or pass them through as they are, and then circulate back to the inside of the hydraulic oil reservoir 26 again. It has become. The electromagnetic switching valves 24 and 25 for switching between the lock-up mechanism control valve 22 and the disconnection mechanism control valve 23 are controlled by control signals from a controller (not shown) including a microcomputer or the like. Has become.

Further, the transmission 2 is provided with a shift operation section 30 for manually operating the transmission 2 from the driver's seat side. The shift operation section 30 is formed by connecting a change lever 28 provided on the driver's seat side and a control lever 29 provided on the transmission 2 with a push-pull cable 31.
Is transmitted to the control lever 29 via the push-pull cable 31 so that the transmission 2 can be manually operated remotely. Further, a switch 33 which is operated by the movement of the knob 32 is built in the knob 32 at the top of the change lever 28, and the knob 32 is moved in the shift direction by the force of the driver operating the change lever 28 (falls down). At the moment, the switch 33 is turned on, and the signal is inputted to a controller (not shown), and the controller which receives this signal operates the clutch piston 18 via the fluid operating mechanism 12 to instantly disengage the friction clutch 5. I have. Further, a shift stroke sensor 34 is provided on the control lever 29 side, and in conjunction with the movement of the control lever 29, the shift state (neutral position or shift stage) is similarly input to a controller (not shown). It has become.

In the power transmission device having such a configuration, first, when the engine is started, no pressure is applied to either the clutch piston 18 or the lock-up mechanism 13 and the friction clutch 5 and the lock-up The mechanism 13 is in a disconnected state. for that reason,
The fluid coupling 4 is in a so-called creep state, and the power from the crankshaft 1 of the engine is not disconnected by the friction clutch 5 and is not transmitted to the input shaft 3 side of the transmission 2. Next, from this state, when the driver operates the change lever 28 of the speed change operation unit 30 to shift the transmission 2 to the start position, the shift stroke sensor 29 detects this and sends a signal to the controller, and the controller transmits the signal to the controller. By operating the switching valve 25, the clutch disconnection mechanism control valve 23 is operated. Then, the hydraulic oil discharged from the hydraulic pump 21 increases the pressure of the clutch piston 18, and automatically engages the friction clutch 5 through a half-clutch state, whereby the power on the output shaft 11 side shifts via the input shaft 3. This is transmitted to the machine 2 side, and the vehicle starts. Thereafter, the power of the engine is transmitted to the transmission 2 in this way, and the vehicle starts moving. When the vehicle reaches a predetermined speed, the driver then changes the change lever 28 to further increase the speed of the vehicle.
Is operated to sequentially shift up the transmission 2 from the second speed to the third speed, and so on. When the driver operates the change lever 28, the transmission 2 When the knob switch 33 is turned on, the controller recognizes the driver's intention to change the gear, and immediately reduces the pressure of the clutch piston 18 to instantaneously disengage the friction clutch 5. After the shift to the next stage is completed, the clutch piston 18 is again turned on. The automatic clutch control is automatically performed by gradually increasing the pressure and fully engaging the friction clutch 5 through the half-clutch state. Shift change is achieved. At the same time, if the vehicle reaches a predetermined speed, an electromagnetic control valve 24 also operated by the controller.
As a result, the lock-up mechanism 13 of the fluid coupling 4 operates,
Since the crankshaft 1 and the output shaft 11 are directly connected, the power of the crankshaft 1 of the engine is transmitted to the transmission 2 without waste.

[0010]

As shown by the dashed line in FIG. 5, the friction clutch 5 is instantaneously disengaged by immediately lowering the pressure of the clutch piston 18 for controlling the clutch immediately before the shift change. After the shift change (broken line) is completely completed, the pressure is gradually increased to control the vehicle to be fully engaged after passing through a half-clutch state. It is desirable that the accelerator be depressed (opened) after the friction clutch 5 is completely engaged. However, at the time of this shift operation, the driver cannot accurately recognize the state of the friction clutch 5.

Therefore, as shown by the solid line in FIG. 6, if the driver depresses (opens) the accelerator during the half-clutch, the controller that detects this step will prevent abnormal wear of the friction clutch 5 and the like. As shown by the dotted line in the figure, the pressure of the clutch piston 18 is increased at a stretch,
Immediately, the friction clutch 5 is controlled so as to be completely engaged.

However, if control is performed such that the friction clutch 5 is suddenly engaged in the half-clutch state as described above, a large shift shock occurs each time, and there is an inconvenience that a smooth shift cannot be performed.

The present invention has been devised in order to effectively solve such a problem, and an object of the present invention is to accurately inform a driver that a clutch is completely engaged during a gear shifting operation. It is intended to provide a vehicle equipped with a novel auto clutch mechanism that can be used.

[0014]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, according to the present invention, a clutch controlled by a clutch piston is automatically disengaged immediately before a shift change, and then the shift change is terminated. In a vehicle equipped with an automatic clutch mechanism that automatically engages immediately after passing through a half-clutch state immediately afterward, clutch complete connection detecting means for detecting that the clutch is completely engaged, for example, a clutch complete detecting means.
A pressure sensor for detecting the clutch piston pressure as shown in FIG. 3 and a clutch complete connection notifying means for notifying the driver when the clutch is completely connected, for example, either one of light or sound, Alternatively, an indicator for notifying the driver of both is provided.

[0015] With this, the driver can accurately know by visual and / or auditory sense that the clutch has been completely engaged during the gear shifting operation, so that the driver can accurately recognize the timing of opening the accelerator, and in the half-clutch state. It is possible to prevent an uncomfortable shift shock or the like caused by opening the accelerator.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

FIG. 1 shows an embodiment of a vehicle provided with an automatic clutch mechanism according to the present invention.

As shown, the knob switch 3 described above is used.
The ON / OFF signals from the ECU 3, the shift stroke information from the shift stroke sensor 34, and the accelerator opening information from the accelerator opening sensor 35 for detecting the accelerator opening depressed by the driver are all once stored in a controller (microcomputer). The controller 36 controls the clutch piston 18 in accordance with each of these pieces of information to control the friction clutch 5 to be properly engaged and disengaged.

For example, as described above, the driver grips the knob 32 of the change lever 18 in order to perform a shift operation, and moves the knob in the shift direction to turn on the knob switch 33, and when the signal is input to the controller 36, The controller 36 recognizes that the driver performs the speed change operation, and controls the pressure of the clutch piston 18 to be reduced at once, as shown by the one-dot chain line in FIG. 2, so that the friction clutch 5 is temporarily disengaged. Becomes next,
When the shift lever 18 is shifted to the next gear as it is, the information is input from the shift stroke sensor 34 to the controller 36, and the controller 36 determines that the shift operation has been completed and gradually increases the pressure of the clutch piston 18. , The clutch 5 is completely engaged after a half-clutch state for a certain period of time.
Also, as shown by the solid line in FIG. 6, if the driver accidentally steps on (opens) the accelerator by mistake before the pressure of the clutch piston 18 is completely increased, that is, before the friction clutch 5 is completely engaged, Accelerator opening sensor 35
Is detected and input to the controller 36, and the controller 36 receives the signal and controls the pressure of the clutch piston 18 to be increased at a stretch, thereby immediately connecting the friction clutch 5 completely and preventing abnormal wear of the clutch plate. Is to be prevented.

In the present invention, as shown in FIG. 1, a pressure sensor 37 which is a clutch complete connection detecting means for detecting the pressure of the clutch piston 18 and a clutch complete operated by the pressure sensor 37 The indicator 38 is provided as a notification means, which enables the driver to accurately recognize the state of the friction clutch 5 and to depress the accelerator at an appropriate timing.

That is, as shown in FIG. 2, the pressure of the clutch piston 18 is constantly detected by the pressure sensor 37, and when the pressure falls below the predetermined pressure and reaches the predetermined pressure again, the notification means is provided. 38 is the friction clutch 5
Is determined to be completely connected, and the driver is notified, specifically, it is possible to notify the driver by light or sound of an indicator light or a buzzer provided on the driver's seat side,
The state of the clutch, which has conventionally been difficult for the driver to accurately recognize, can be accurately recognized visually or audibly.

Therefore, even if the driver completes the shifting operation, the driver does not perform the accelerator operation before the notification by the light or the sound, and depresses the accelerator after the notification by the light or the sound. Shift shock can be avoided, and a smooth shift operation can be performed. In addition, since abnormal wear of the friction clutch 5 due to sudden connection due to an incorrect accelerator operation can be effectively avoided, the life of the friction clutch 5 itself can be extended.

As a method of notifying the driver by the clutch complete connection notifying means 38, in addition to the method of notifying by sound or light only at the moment when the friction clutch 5 is completely connected as in this embodiment, for example, It is also possible to notify the driver only when the friction clutch 5 is not completely engaged during the gear shifting operation, or to provide the driver with more detailed information on the clutch complete connection state by appropriately combining various colors of light and tones. You may make it announce.

[0024]

In summary, according to the present invention, the driver can accurately and visually and audibly know that the clutch has been completely engaged during the gear shifting operation, so that the timing of opening the accelerator can be accurately known. In addition, it is possible to exhibit an excellent effect that inconveniences such as uncomfortable shift shock and abnormal wear of the clutch due to opening the accelerator in the half-clutch state can be avoided beforehand.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram showing one embodiment of a vehicle provided with an auto clutch mechanism according to the present invention.

FIG. 2 is a graph showing an example of a clutch complete notification time.

FIG. 3 is a partially cutaway sectional view showing the structure of a conventional power transmission device.

FIG. 4 is a fluid circuit diagram showing a fluid operating mechanism of a conventional power transmission device.

FIG. 5 is a graph showing a relationship between a clutch piston pressure, a shift stroke, and an accelerator opening by a conventional auto clutch mechanism.

FIG. 6 is a graph showing control of a clutch piston pressure when an accelerator opening is incorrect in a conventional auto clutch mechanism.

[Explanation of symbols]

 5 Friction clutch 18 Clutch piston 33 Knob switch 34 Shift stroke sensor 35 Accelerator opening sensor 36 Controller 37 Clutch complete connection detection means (pressure sensor) 38 Clutch complete connection notification means (indicator)

Claims (3)

[Claims] 1. A vehicle equipped with an automatic clutch mechanism in which a clutch controlled by a clutch piston is automatically disengaged immediately before a shift change, and then automatically engaged after a half-clutch state immediately after the shift change is completed. ,
A vehicle equipped with an automatic clutch mechanism, comprising: a clutch complete connection detecting unit that detects that the clutch is completely connected; and a clutch complete connection notifying unit that notifies a driver when the clutch is completely connected. . 2. The vehicle equipped with an automatic clutch mechanism according to claim 1, wherein the clutch complete connection detecting means is a pressure sensor that detects the clutch piston pressure. 3. The automatic clutch mechanism according to claim 1, wherein the clutch complete notification means is an indicator for notifying a driver by one or both of light and sound. vehicle.