JPH0586040U - Clutch lubrication control mechanism - Google Patents

Abstract

(57) [Abstract] [Purpose] The clutch lubrication control mechanism aims to eliminate drag torque to prevent the vehicle from moving, and to reduce indexing torque to reduce shift. [Structure] The master clutch control valve is equipped with a lubrication control pilot port that discharges the lubrication control pilot pressure when the master clutch is off, and does not discharge when the master clutch is on, and supplies lubrication oil to the master clutch depending on the presence or absence of the lubrication control pilot pressure. A master clutch lubrication control valve that controls the opening and closing of the lubrication port is provided.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a clutch lubrication control mechanism in a master clutch control device.

[0002]

[Prior Art]

 FIG. 4 shows an example of a conventional transmission having a multi-disc clutch for starting in front of the gear change portion. In FIG. 4, reference numeral 1 denotes an input shaft, a clutch drum 2 is spline-coupled to the input shaft 1, and an outer plate 3 is incorporated on the inner circumference of the clutch drum 2.

Reference numeral 4 denotes an output shaft. A hub 5 is spline-coupled to the output shaft 4, and an inner plate 6 is incorporated on the outer periphery of the hub 5. Transmission gears 7, 8 are rotatably provided on the output shaft 4, and clutches 10, 11 that mesh with a hub 9 of the output shaft 4 are integrally formed on the transmission gears 7, 8.

Reference numeral 12 is another output shaft provided in parallel with the output shaft 4. On the output shaft 12, transmission gears 13 and 14 meshing with the transmission gears 7 and 8 are provided, respectively. In this transmission, the clutch pressure is controlled so that the characteristic shown by A in FIG. 5 is obtained.

That is, when the clutch pedal is down (when the clutch is off), the clutch pressure is set to 0, the clutch pressure is linearly increased according to the return of the clutch pedal, and the clutch pressure is increased when the clutch pedal returns to the up position. Was controlled so as to raise the pump pressure step by step. Further, the clutch lubricating pressure was controlled so as to have the characteristic shown by B in FIG.

That is, when the clutch pedal is down (when the clutch is off), the clutch lubricating oil flows, and when the clutch pedal is up (when the clutch is on), the amount of lubricating oil is reduced.

[0007]

[Problems to be solved by the device]

 However, in such a conventional clutch lubrication control method, when the clutch is off, the lubricating oil flows in the gaps of the multi-plate plates, so that a drag torque is generated due to the viscosity of the lubricating oil, and the vehicle moves. There was also the problem that the gear indexing torque became large and the shift force became excessive.

The present invention has been made in view of such conventional problems, and eliminates drag torque to prevent the vehicle from moving, and also reduces indexing torque to reduce shift. The object is to provide a clutch lubrication control mechanism that can achieve this.

[0009]

[Means for Solving the Problems]

 In order to achieve the above object, the present invention provides a main pressure control valve for controlling a main pressure and a pilot pressure, and a master clutch for starting by controlling a clutch hydraulic pressure to a predetermined characteristic by moving a stem interlocked with a clutch pedal. In a master clutch control device having a master clutch control valve for performing on / off control of, a lubrication control pilot port that discharges the lubrication control pilot pressure when the master clutch is off and does not discharge when the master clutch is on In addition to the above, a master clutch lubrication control valve for controlling the opening / closing of the lubrication port for supplying the lubricating oil to the master clutch is provided depending on the presence or absence of the lubrication control pilot pressure.

[0010]

[Action]

 When the clutch pedal is up (the master clutch is on), the stem is pushed in. At this time, the lubrication control pilot pressure is released to the drain port and is not supplied to the master clutch lubrication control valve. The lubrication port opens and lubricating oil is supplied to the master clutch.

On the other hand, when the clutch pedal is down (the master clutch is off), the stem is pulled out, and the space between the lubrication control pilot port and the drain port is closed by the stem, and the lubrication control pilot pressure is applied to the master clutch lubrication control valve. When supplied, the lubrication port closes and the lubricating oil flow to the master clutch becomes zero or very small. As described above, when the master clutch is off, the lubricating oil is lost between the multiple plates, the drag torque due to the viscosity of the lubricating oil is eliminated, and the vehicle can be prevented from moving.

Further, the gear indexing torque can be reduced and the shift can be lightened.

[0013]

【Example】

 Embodiments of the present invention will be described below with reference to the drawings. 1 to 3 are views showing an embodiment of the present invention. 1 and 2, reference numeral 21 is a starting master clutch (multi-plate clutch). The master clutch 21 includes a clutch drum 23 spline-coupled to an input shaft 22 and a clutch drum. The outer plate 24 installed on the inner circumference of the H.23, the hub 26 splined to the output shaft 25, the inner plate 27 installed on the outer circumference of the hub 26, and the outer plate 24 and the inner plate 27. It has a hydraulic piston 28 for pressing.

Reference numeral 29 is a residual pressure elimination mechanism for eliminating residual pressure in the hydraulic chamber 30 of the hydraulic piston 28. Reference numeral 31 is a tank for storing the lubricating oil, 32 is an oil pump for sucking the lubricating oil and pumping it at a predetermined pump pressure, 33 is an oil cooler for cooling the lubricating oil, and 34 is a filter for removing dust of the lubricating oil. is there. Reference numeral 35 is a main pressure control valve to which lubricating oil is pressure-fed from the oil pump 32 via an oil passage 36. The main pressure control valve 35 supplies the pilot pressure and the lubrication control pilot pressure via the oil passage 37, and the oil. The main pressure is sent to the master clutch control valve 39 via the passage 38, and the lubricating pressure is sent to the lubricating pressure control valve 41 via the oil passage 40.

The lubrication pressure control valve 41 controls the lubrication pressure and sends the controlled lubrication pressure to the master clutch lubrication control valve 42. When the lubrication control pilot pressure is supplied from the master clutch control valve 39, the master clutch lubrication control valve 42 moves the spool 43 to the left in the figure to close the lubrication port 44, and the master clutch control valve 39 performs lubrication control. When the pilot pressure is no longer supplied, the spool 43 is moved to the right in the figure to open the lubricating port 44, and the lubricating oil is supplied to the master clutch 21 via the oil passage 45.

Reference numeral 46 is a stem of the master clutch control valve 39, and the stem 46 is connected to a clutch pedal 47 via a wire cable 48. When the clutch pedal 47 is raised, the stem 46 is pushed into the valve body 49, and when the clutch pedal 47 is lowered, the stem 46 is pulled up from the valve body 49.

A tension spring 50 is housed in the stem 46, and its lower end is attached to a spring sheet 62. The compression spring 51 is provided on the spring seat 62. 52 is an inlet port through which the main pressure is introduced through the oil passage 38, 53 is an outlet port that supplies the main pressure to the master clutch 21 through the oil passage 54, and 55 is the inlet port 52, the outlet port 53 and the tank 31. Is a main spool for opening and closing a drain port 56 communicating with the main spool 55, 57 is a pilot spool for guiding the main spool 55, 58 is an actuator pin for pressing the main spool 55, and 59 is a pilot port for introducing pilot pressure.

Reference numeral 60 denotes a lubrication control pilot port to which the lubrication control pilot pressure is introduced via the oil passage 37. When the clutch pedal 47 is up, the lubrication control pilot pressure is released to the drain port 56, and the master clutch lubrication is performed. There is no lubrication control pilot pressure on the control valve 42. On the other hand, when the clutch pedal 47 is down, the space between the drain port 56 and the lubrication control pilot port 60 is closed by the stem 46, and the lubrication control pilot pressure is supplied to the master clutch control valve 42 via the oil passage 61. ..

Next, the operation will be described. When the clutch pedal 47 is up, as shown in FIG. 2, the stem 46 is pushed into the valve body 49, the actuator pin 58 pushes down the main spool 55, and the inlet port 52 and the outlet port 53 are opened, and the main port 55 is opened. The pressure is supplied to the master clutch 21.

When the stroke of the stem 46 reaches a specified amount, the communication between the pilot port 59 and the drain port 56 is cut off, and the force by which the pilot spool 57 pushes up the main spool 55 due to pilot pressure becomes zero, and the inlet port 52 And the outlet port 53 are in complete communication. Thus, the master clutch 21 is turned on. The clutch pressure supplied to the master clutch 21 is shown in C of FIG.

On the other hand, since the lubrication control pilot port 60 communicates with the drain port 56, the lubrication control pilot pressure becomes zero, and the spool 43 of the master clutch lubrication control valve 42 is changed by the lubrication pressure from the lubrication pressure control valve 41. When pushed to the right in the figure, the lubrication port 44 opens, and the lubricating oil is supplied to the master clutch 21 via the oil passage 45. Clutch lubrication pressure is shown in D of FIG.

Next, when the clutch pedal 47 is down, as shown in FIG. 1, the stem 46 is pulled up from the valve body 49, the pilot pressure is released to the drain port 56, and the pilot spool 57 moves the main spool 55 upward. Push up to. As a result, the inlet port 52 is closed by the main spool 55, and the outlet port 53 communicates with the drain port 56.

Thus, the clutch pressure is not supplied to the master clutch 21, and the master clutch 21 is turned off (see FIG. 3, C). On the other hand, the communication between the lubrication control pilot port 60 and the drain port 56 is cut off by the stem 46, and the lubrication control pilot pressure is supplied to the master clutch lubrication control valve 42.

Therefore, the spool 43 is pushed to the left side in the figure, the lubricating port 44 is closed, and the lubricating oil to the master clutch 21 becomes zero or very small (see FIG. 3, D). In this way, when the master clutch 21 is off, the lubricating oil is not supplied. Therefore, the lubricating oil is lost between the multiple plates, the drag torque due to the viscosity of the lubricating oil is lost, and the vehicle does not move.

Further, the gear indexing torque can be reduced and the shift can be lightened.

[0026]

[Effect of the device]

 As described above, according to the present invention, since the lubricating oil is not supplied when the master clutch is off, the drag torque due to the viscosity is eliminated, and the vehicle can be prevented from moving. Also, the gear indexing torque can be reduced and the shift can be made lighter.

[Brief description of drawings]

FIG. 1 is an explanatory view showing an embodiment of the present invention when a clutch is off.

FIG. 2 is an explanatory diagram when the clutch is on.

FIG. 3 is a graph showing pressure characteristics

FIG. 4 is a diagram showing a conventional example.

FIG. 5 is a diagram showing a conventional pressure characteristic.

[Explanation of symbols]

 21: Master clutch 22: Input shaft 23: Clutch drum 24: Outer plate 25: Output shaft 26: Hub 27: Inner plate 28: Hydraulic piston 29: Residual pressure elimination mechanism 30: Hydraulic chamber 31: Tank 32: Oil pump 33: Oil cooler 34: Filter 35: Main pressure control valve 36, 37, 38: Oil passage 39: Master clutch control valve 40: Oil passage 41: Lubrication pressure control valve 42: Master clutch lubrication control valve 43: Spool 44: Lubrication port 45 : Oil passage 46: Stem 47: Clutch pedal 49: Valve body 48: Wire cable 50: Tension spring 51: Compression spring 52: Inlet port 53: Outlet port 54: Oil passage 55: Main spool 56: Drain port 57: Pilot spool 58: Ac Yuetapin 59: pilot port 60: lubrication control pilot port 61: hydraulic passage 62: spring seat

Claims (1)

[Scope of utility model registration request] 1. A main pressure control valve for controlling a main pressure and a pilot pressure, and a clutch hydraulic pressure is controlled to a predetermined characteristic by movement of a stem interlocked with a clutch pedal to control ON / OFF of a master clutch for starting. In a master clutch control device having a master clutch control valve, the master clutch control valve is provided with a lubrication control pilot port that discharges a lubrication control pilot pressure when the master clutch is off, and does not discharge when the master clutch is on. A clutch lubrication control mechanism comprising a master clutch lubrication control valve for controlling opening / closing of a lubrication port for supplying lubricating oil to the master clutch depending on the presence or absence of the master clutch.