JPH11159543A - Clogging detecting device of filter for hydraulic clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform detection of clogging of a filter, filtering working oil flowing toward a clutch, without disassembly. SOLUTION: A clogging detecting device comprises a filter 32 to filter working oil flowing toward a clutch 8 to effect engaging and disengaging operation by an oil pressure; measuring means 37, 38, and 29 to measure an operating time between the disengaging state and the engaging state of the clutch 8; and a judging means 47 to judge that clogging occurs to the filter when the operation time exceeds a given value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a device for detecting clogging of a filter for a hydraulic clutch.

[0002]

2. Description of the Related Art A hydraulically controlled wet multi-plate clutch is known as a power transmission device for transmitting the output of an engine to a transmission. This clutch has a drive clutch plate attached to the engine side and a driven clutch plate attached to the transmission side.By pressing and releasing these plates with a hydraulically operated clutch piston,
This connects and disconnects the output of the engine to the transmission.

[0003] The clutch piston is operated by the oil pressure of oil sucked up from an oil tank by an oil pump. Specifically, a hydraulic valve connecting the oil pump and the clutch piston is provided with a control valve that opens and closes a pipeline, and by opening and closing this control valve, the hydraulic pressure that acts on the clutch piston is controlled, and the clutch is operated. I try to connect and disconnect. The oil for operating the clutch piston is filtered by a filter while being sucked up from an oil tank by an oil pump, so that dust, metal abrasion powder and the like are removed.

[0004]

When the filter is clogged, the flow rate of oil supplied to the clutch piston decreases, so that the time from the clutch disengaged state to the engaged state becomes longer, and the clutch engaging speed decreases. . As a result, the clutch becomes slippery and the shift time becomes longer. However, since the filter is located deep in each part of the power transmission system, there is no method of mechanically detecting whether or not the filter is clogged at present. There is no other.

SUMMARY OF THE INVENTION An object of the present invention is to provide an apparatus for detecting clogging of a filter for a hydraulic clutch which can detect clogging of the filter without performing a periodic inspection.

[0006]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides a filter for filtering hydraulic oil directed to a clutch which is engaged and disengaged by hydraulic pressure, and an operation time required for the clutch to change from a disconnected state to a connected state. And measuring means for determining that the filter is clogged when the operation time is equal to or longer than a predetermined value.

According to the present invention, the clogging of the filter is detected by measuring the operating time from the disengaged state to the engaged state of the clutch. Therefore, the clogging of the filter can be detected without performing an overhaul inspection. . Therefore, clutch slip
Wear can be prevented beforehand.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the accompanying drawings.

A clutch unit 1 shown in FIG. 1 is disposed between an engine and a transmission, and connects and disconnects rotation of an output shaft 2 of the engine to an input shaft 3 of the transmission.

The clutch unit 1 has a clutch housing 4 attached to an output shaft 2 of the engine. The input shaft 3 of the transmission is supported inside the clutch housing 4 via a bearing 5. A driven block 7 is attached to the input shaft 3 of the transmission via a detent 6 such as a spline. Between the outer periphery of the driven block 7 and the inner periphery of the clutch housing 4, there is provided a hydraulic wet multi-plate clutch 8 for connecting and disconnecting them.

The wet multi-plate clutch 8 has a plurality of drive plates 9 movably mounted in the axial direction on the inner periphery of the clutch housing 4, and is disposed between the drive plates 9 on the outer periphery of the driven block 7 in the axial direction. And a plurality of driven plates 10 movably attached. The drive plate 9 and the driven plate 10 are connected by hydraulically moving a clutch piston 11 housed in the clutch housing 4, and the clutch piston 11
Is cut off by the return spring 12 that pulls back.

The clutch piston 11 is axially movably and circumferentially fixed to the clutch housing 4 by a pin 13 provided between the clutch piston 4 and the clutch piston 4. And a working oil chamber 14 and a lubricating oil chamber 15. Oil is supplied to the working oil chamber 14 through an oil passage 16 formed in the clutch housing 4 and an oil passage 17 formed in the input shaft 3 of the transmission. When the oil pressure in the working oil chamber 14 becomes larger than the urging force of the return spring 12, the clutch piston 11 moves in the axial direction, the clutch plates 9, 10 are pressed and the clutch 8 is connected, and when the oil pressure becomes smaller than the urging force, the clutch The piston 11 is returned by the spring 12, and the clutch 8 is disengaged. The lubricating oil chamber 15 is also supplied with oil through an oil passage (not shown).

FIG. 2 shows a hydraulic circuit connected to the clutch unit 1. As shown in the figure, the oil supplied from the oil pump 18 to the clutch unit 1 is supplied to the above-mentioned hydraulic oil chamber 14 to operate the clutch piston 11, and is supplied to the above-mentioned lubricating oil chamber 15 to be driven and driven. The lubricating oil is used to lubricate the plates 9 and 10. That is, the oil pumped from the oil tank 19 by the oil pump 18 is supplied to the working oil chamber 14 through the main pipe 21 having the variable throttle 20, the first branch pipe 23 having the control valve 22, and Second branch pipe 2 having variable throttle 24
5 and is supplied to the lubricating oil chamber 15.

After the oil guided to the lubricating oil chamber 15 is discharged to the drain 26, it is returned to the oil tank 19 through a passage (not shown) and circulates, thereby cooling the frictional heat generated when the clutch 8 is connected and disconnected. . On the other hand, the control valve 22
Is for controlling connection and disconnection of the clutch 8 by switching between supply and discharge of oil into the working oil chamber 14. The control valve 22 is normally pushed by the spring 27 so that the cross portion 28 functions, and when the solenoid 30 connected to the control portion 29 is energized, the control portion 22 switches to the parallel portion 31. When the cross section 28 functions, the oil pump 18
Is guided to the working oil chamber 14 to operate the clutch piston 11, and the clutch 8 is connected. When the parallel section 31 is in a functioning state, oil is no longer supplied to the working oil chamber 14, so that the clutch piston 11
Is returned by the return spring 12, and the clutch 8 is disengaged.

The oil pumped from the oil tank 19 by the oil pump 18
2 to be filtered. The oil filter 32 is provided in the pipe 33 on the suction side of the oil pump 18 and filters dust and metal abrasion powder in oil. When the oil filter 32 is clogged, the amount of oil supplied to the working oil chamber 14 and the lubricating oil chamber 15 of the clutch unit 1 decreases. Here, the working oil chamber 1
When the amount of oil supplied to the clutch 4 decreases, the operating time from the disengaged state to the engaged state of the clutch 8 increases, and the clutch engagement speed decreases. As a result, the clutch 8 becomes slippery and the shift time becomes longer. However, it is an object of the present invention to eliminate such an adverse effect, which will be described later.

A relief valve 34 is provided in the main pipe 21 extending from the oil pump 18 to the control valve 22. The relief valve 34 is activated when the oil pressure generated by the oil pump 18 becomes equal to or more than a predetermined value, and releases excess oil to the drain 35. Oil pump 18
Is operated by the rotational force of the engine. As shown in FIG. 10, the maximum efficiency point of the pump is set to the maximum torque generation point of the engine (the engine rotation of 1000 to
(Approximately 00 rpm). Therefore, at higher rotations, to prevent the hydraulic pressure from rising more than necessary,
Oil is released by the relief valve 34 to adjust the pressure.

The oil released from the relief valve 34 returns to the oil tank 19 again through a passage (not shown), and is drawn up and circulated by the oil pump 18 through the filter 32. Therefore, in the engine rotation range above the maximum efficiency point of the pump 18, the circulating oil repeatedly passes through the filter 32, and the clogging of the filter 32 is remarkable in the rotation range above the maximum efficiency point of the pump 18. Becomes In FIG. 2, reference numeral 36 denotes a drain from which unnecessary oil or excess oil is discharged, and the oil discharged to the drain is returned to the oil tank 19 via a passage (not shown). Note that FIG.
In the case where the rotation speed is higher than the maximum torque generating rotation, the relief valve 34 is operated. Therefore, as the rotation speed increases, the pressure loss increases and the efficiency decreases.

As shown in FIG. 1, rotation sensors 37 and 38 are provided near the output shaft 2 of the engine and near the input shaft 3 of the transmission, respectively.
These rotation sensors 37 and 38 detect the rotation of each of the shafts 2 and 3 and transmit them to the control unit 29. When there is a rotation difference between the two shafts 2 and 3, it is considered that the clutch 8 is disengaged.
When there is no rotation difference in the clutch 3, it is considered that the clutch 8 is engaged. Further, the control section 29 and the control valve 22 are connected to each other, and exchange an on / off signal of the clutch 8.

FIG. 3 shows the disconnection time and the contact time of the clutch 8. In the figure, a solid line 39 indicates the rotation of the output shaft 2 of the engine, and a broken line 40 indicates the rotation of the input shaft 3 of the transmission. As shown, the solid line 39 and the broken line 4
In a state where 0 is overlapped (that is, a state where the clutch 8 is connected), a point from the point 41 where the clutch off signal is transmitted from the control unit 29 to the control valve 22 to a point 42 where the solid line 39 and the broken line 40 are branched. The time 43 is the clutch disconnection time, and the time 46 from the point 44 at which the clutch-on signal is transmitted from the control unit 29 to the control valve 22 to the point 45 where the solid line 39 and the dashed line 40 merge is the clutch engagement time.

The clutch engagement time 46 and the disengagement time 43
Is measured by the rotation sensors 37 and 38 and a timer in the control unit 29. Therefore, the rotation sensor 3
The units 7, 38 and the control unit 29 constitute the measuring means in the claims. The control unit 29 includes:
When the clutch engagement time 46 (operating time from when the clutch 8 is disengaged to when it is engaged) is equal to or greater than a predetermined value, a determination means 47 for determining that the filter 32 is clogged is connected. The determining means 47 determines whether the filter 32 is clogged according to the flowchart shown in FIG.

Referring to the flowchart shown in FIG. 4, first, in a first step st1, it is determined whether or not the engagement time 46 of the clutch 8 is equal to or less than a specified value. The specified value is determined based on a clogging experiment or simulation of the filter 32. If the clutch engagement time 46 is equal to or less than the specified value, it is considered that the filter 32 is not clogged, and the normal operation is performed. If it is not less than the specified value, that is, if the clutch engagement time 46 is longer than the specified value, the caution lamp is operated in the second step st2. The caution lamp is provided in the driver's cabin, and informs the driver that the filter is clogged and urges the driver to pay attention to cleaning. Note that a buzzer or a diag may be used instead of the caution lamp to call attention.

Next, in a third step st3, the first
It is determined whether the frequency at which the clutch engagement time 46 determined in step st1 exceeds the specified value is lower than the set value. If the frequency at which the clutch engagement time 46 exceeds the specified value is lower than the set value, the filter 32 is likely to be clogged, but it is considered that there is no problem in the immediate operation, and the normal operation is performed with the caution lamp activated. . If the frequency at which the clutch engagement time 46 exceeds the specified value is not lower than the set value, that is, if the frequency at which the clutch engagement time 46 exceeds the specified value is higher than the set value, in a fourth step st4, the setting program at the time of system startup is set. An abnormal flag is set to indicate the failure mode on the dashboard of the cab at the next engine start. As a result, the driver can know that the filter 32 is clogged and has reached the limit. As a result, it is possible to avoid the slippage and wear of the clutch 8 due to the prolonged clutch contact time 46 caused by the clogging of the filter 32.

The contact time 46 of the clutch 8 also varies depending on the viscosity of the oil flowing in the hydraulic lines 21, 23, 25 shown in FIG. Therefore, as shown in FIG. 5, before the first step st1, it is determined whether or not the oil temperature is equal to or higher than a predetermined value as a 0th step st0, and the process proceeds to the first step st1 only when the oil temperature is equal to or higher than the predetermined value. You may do so. This is because when the oil temperature is equal to or lower than a predetermined value, such as at the time of a cold start, the viscosity of the oil is higher than usual, so that the clutch engagement time 46 in the first step st1 cannot be properly determined.

Further, the contact time 46 of the clutch 8 caused by the clogging of the filter 32 is lengthened, and the clutch 8
Since the slippage and wear of the clutch become remarkable in the high engine speed range, the monitoring of the clutch engagement time 46 in the first step st1 is performed only for the engine speed equal to or higher than the specified engine speed (the engine speed equal to or higher than the maximum torque generating speed in FIG. 10). It may be. The flow from the start to the end shown in FIG. 4 is repeatedly performed at predetermined time intervals during the operation of the engine.

As described above, in the present embodiment, the filter 3 is measured by measuring the operation time (clutch engagement time 46) from the disengaged state to the engaged state of the clutch 8.
Since the clogging of No. 2 is detected, the clogging of the filter 32 can be accurately detected without performing a disassembly inspection of the filter 32 located deep in each part of the power transmission system. Therefore, slippage and wear of the clutch 8 due to clogging of the filter 32 can be prevented.

Another embodiment will be described with reference to FIGS.

As shown in FIG. 8, the diesel engine 5
A power transmission device 52 having a hydraulic clutch according to the present embodiment is interposed between the transmission 51 and the transmission 51. As shown in FIG. 6, the power transmission device 52 includes an output shaft 53 of the engine 50 and a transmission 5.
Clutch unit 5 arranged between the first input shaft 54
5 and an oil filter 56 for filtering the working oil supplied to the clutch unit 55.

The clutch unit 55 has a torque converter 58 (hereinafter referred to as a torque converter) housed in an outer casing 57. The torque converter 58 is an engine 5
, A torque converter housing 60 mounted on the output shaft 53
And a pump unit 6 provided in the torque converter housing 60.
1 and a driven block 6 disposed opposite to the pump portion 61.
2 and a stator unit 6 disposed between the pump unit 61 and the turbine unit 63 and provided on the outer casing 57 via a one-way clutch 64.
It consists of five. When the torque converter housing 60 connected to the output shaft 53 of the engine 50 rotates, the driven block 62 passes through oil filled in a space defined by the pump section 61, the turbine section 63, and the stator section 65.
Will be taken around.

A transmission block 66 is attached to the input shaft 54 of the transmission 51 via a detent 67 such as a spline. A main clutch 67 is provided between the transmission block 66 and the driven block 62 as a first wet multi-plate clutch. The main clutch 67 includes a plurality of drive plates 68 movably mounted in the driven block 62 in the axial direction and a plurality of drive plates 68 disposed between the drive plates 68 and movably mounted in the axial direction on the outer peripheral surface of the transmission block 62. And a driven plate 69. The drive plate 68 and the driven plate 69 are connected by moving the main piston 70 provided on the driven block 62 by hydraulic pressure, and are disconnected by a return spring (not shown) that returns the main piston 70 to its original position.

When the main clutch 67 is connected, the rotation of the output shaft 53 of the engine 50 is transmitted to the input shaft 54 of the transmission 51 via the torque converter 58. When the main clutch 67 is disconnected, the rotation of the output shaft 53 of the engine 50 is stopped. The rotation only causes the driven block 62 to rotate idle and is not transmitted to the input shaft 54 of the transmission 51. At this time, the torque converter housing 60 is, of course, sufficiently filled with oil. A bearing 71 is provided between the transmission block 66 and the torque converter housing 60, and the transmission block 66 and the driven block 6
2, a bearing 72 is provided. These bearings 7
1 and 72 respectively support the torque converter housing 60 and the driven block 62.

The driven block 62 and the torque converter housing 6
Between 0 and 0, a lock-up clutch 73 is provided as a second wet multi-plate clutch. The lock-up clutch 73 includes a plurality of drive plates 7 attached to the inner peripheral surface of the torque converter housing 60 so as to be movable in the axial direction.
And a plurality of driven plates 75 disposed between the drive plates 74 and movably mounted in the axial direction on the outer peripheral surface of the driven block 62. The drive plate 74 and the driven plate 75 are connected by moving a lock-up piston 76 provided in the torque converter housing 60 by hydraulic pressure, and the lock-up piston 76 is filled in the torque converter housing 60 by releasing the hydraulic pressure. It is cut off by being returned to the original position by being pushed by the oil pressure of the oil.

When the lock-up clutch 73 is connected while the main clutch 67 is connected,
When the rotation of the output shaft 53 of the engine 50 is directly transmitted to the input shaft 54 of the transmission 51 and the lock-up clutch 73 is disconnected, the rotation of the output shaft 53 of the engine 50 is transmitted via the torque converter 58 to the output shaft 54 of the transmission 51. Will be transmitted to When the vehicle starts or when the vehicle is under a heavy load, the main clutch 67 is turned on and the lock-up clutch 73 is turned off so that the output shaft 53 of the engine 50 is turned off.
Of the transmission 51 via the torque converter 58
Of the main clutch 67 while the lock-up clutch 73 is off during gear shifting.
Is turned on and off so that the contact shock is absorbed by the torque converter 58.

The oil for operating the main clutch 67 and the lock-up clutch 73, the plates 68 and 69 of the main clutch 67 and the lock-up clutch 73
The oil that lubricates the parts 74 and 75 of the torque converter 58 and the torque converter 58
The oil filled in the inside is common to the three parties, and is fed and supplied by an oil pump 77 provided in the outer casing 57. The oil pump 77 has a drive gear 78
Are meshed with a gear 79 provided in the torque converter housing 57, and are driven by rotation of the output shaft 53 of the engine 50. The oil pump 77 includes a main clutch 67
The torque converter housing 60 is rotated regardless of whether the lock-up clutch 73 is connected or disconnected, so that hydraulic pressure is always generated during operation of the engine 50.

The oil pump 77 includes an outer casing 57
The oil in an oil tank 80 formed at the bottom of the oil pump is pumped up through an oil filter 56 and an oil passage 81. The oil filter 56 is arranged so as to partition the bottom of the oil tank 80 up and down, and filters metal powder, dust and the like in the oil pumped up by the pump 77. The pumped oil is supplied into the torque converter housing 60 through an oil passage 82 formed in the outer casing 57, and an oil passage 83 formed inside the input shaft 54 of the transmission 51 and the torque converter housing 60.
The oil is supplied to a main piston operating oil chamber 86 for operating the main piston 70 through an oil passage 84 formed in the driven block 62 and an oil passage 85 formed in the driven block 62, and the lock-up piston is also passed through an oil passage (not shown). It is supplied to a lock-up piston operating oil chamber 87 that operates the valve 76, and is supplied to a main clutch lubricating oil chamber 88 that accommodates the plates 68 and 69 of the main clutch 67, and accommodates the plates 74 and 75 of the lock-up clutch 73. The lock-up clutch lubrication oil chamber 89 is supplied.

The turning on and off of the main clutch 67 is performed by a solenoid valve 90 shown in FIG. That is, the solenoid valve 9
Reference numeral 0 indicates that the supply of oil to the main piston operating oil chamber 88 is turned on and off to disconnect and connect the main clutch 67 in response to a command from the main control unit 91. The lock-up clutch 73 is turned on and off by a solenoid valve 92 shown in FIG. That is, the solenoid valve 9
Numeral 2 is for turning on / off the supply of oil to the lock-up piston working oil chamber 89 to disconnect / connect the lock-up clutch 73. The oil in the oil tank 80 is supplied to an oil cooler 94 via an oil pipe 93 and is cooled. The oil pipe 93 is provided with a temperature sensor 95 and a pressure sensor 96.

The disconnection of the main clutch 67 is detected by a disconnection detecting means 97 shown in FIG. Disruption detection means 9
7 is provided on the driven housing 62 so as to be movable in the axial direction, is provided with a clutch sensing pin 98 pushed by the main piston 70, a detent ball 99 housed in the torque converter housing 60, and is provided on the torque converter housing 60 so as to be movable in the axial direction. Pickup pin 100
And the pulse sensor 10 provided on the outer casing 57.
1 (proximity sensor). More specifically, as shown in FIG.
A biasing force is applied to the main piston 70 by the spring 102. The pickup pin 100 includes a spring 103
The detent ball 99 is pressed against the clutch sensing pin 98 side. The detent ball 99 is
The flange 104 prevents falling off.

When the main clutch piston 70 moves to the right in FIG. 9 and the main clutch 67 is engaged, the pickup pin 100 remains submerged by the spring 103, and the pulse sensor 101 does not detect a pulse. When the main clutch piston 70 moves to the left in FIG. 9 and the main clutch 67 is disengaged, the main clutch piston 70
2, the clutch sensing pin 102 pushes the detent ball 99, the detent ball 99 pushes the pickup pin 100, and the pickup pin 100 projects to the pulse sensor 101 side. Therefore, the pulse sensor 10
1 periodically detects a pulse signal. Thereby, the disconnection of the main clutch 67 can be detected.

Therefore, if the time from the transmission of the ON signal of the main clutch 67 to the solenoid valve 90 from the main control unit 91 shown in FIG.
It is possible to measure the operation time (the contact time of the main clutch 67) from the disconnection state to the contact state of the main clutch 67.
Therefore, the disconnection detecting means 97, the solenoid valve 90 and the main control unit 91 constitute a measuring means in the claims. The disconnection of the main clutch 67
The rotation speed 53 of the output shaft of the engine 50 as in the previous embodiment.
The rotation may be detected based on the difference between the rotation speed of the input shaft 54 of the transmission 51 and the main piston working oil chamber 14 (8 in FIG. 6).
A pressure sensor 105 may be provided in the pipe leading to 6), and the detection may be performed based on the output of the pressure sensor 105.

The main control unit 9
1 is a determination means for determining that the filter 56 shown in FIG. 6 is clogged when the operation time (the time during which the main clutch 67 is engaged) from the disengaged state to the engaged state is equal to or longer than a predetermined value. Is provided. This determination means has the flowchart shown in FIG. 4 or 5 similarly to the previous embodiment, but since these are basically the same as the previous embodiment, detailed description will be omitted. In brief, the pulse sensor 1 shown in FIGS. 6 and 9 is transmitted from the time when the ON signal of the main clutch 67 is transmitted from the main control unit 91 shown in FIG.
If the time until the main clutch 67 is determined to be engaged by 01 (the engagement time of the main clutch 67) is longer than a predetermined value, it is determined that the filter 56 shown in FIG. Filter 56 for driver
It warns that there is a blockage.

Next, the transmission 51 will be described. As shown in FIG.
Uses an ordinary two-shaft manual transmission. The input shaft 54 and the bearing 1
It has an output shaft 107 coaxially arranged through a line 06 and a sub shaft 108 arranged parallel to them. A gear 109 is fixed to the input shaft 54, gears 110 to 114 are rotatably mounted on the output shaft 107, and gears 115 and 116 are fixed. A gear 117 is fixed to the sub shaft 108.
To 122 are fixedly mounted and gears 123 and 124 are rotatably mounted. Between the gears 113 and 114, a synchronizer ring 125 for first speed-back is provided, and between the gears 111 and 112, a synchronizer ring 126 for second speed and third speed is provided.
Between 0, synchronizer ring 127 for 4th-5th speed
, And a synchronizer ring 128 for 6th to 7th speed is provided between the gears 123 and 124. FIG.
Among them, 129 is a counter gear for back.

Each synchronizer ring 125-128
Are moved in the axial direction by shift forks (not shown). Each shift fork is operated by a gear shift unit 130 (GSU) shown in FIG. Gear shift unit 13
0 operates each shift fork by appropriately switching the compressed air from the air supply means 131 by the electromagnetic valve 132. The gear shift unit 130 and the electromagnetic valve 132 are appropriately controlled by the main control unit 91 to automatically or manually shift the transmission 51. The air supply means 131 includes an air tank 134 connected to the compressor 133 and an air pipe 136 provided with a relief valve 135. The tip of the air pipe 136 is connected to the electromagnetic valve 132. The air tank 134 is provided with a pressure switch 137 connected to the main control unit 91.

The gear shift unit 130 is provided with a gear position sensor (not shown) for detecting which gear the transmission 51 is currently in. The transmission 51 has its output shaft 1
A vehicle speed sensor 138 is provided at 07 and a rotation sensor 139 is provided at the input shaft 54, and each is connected to the main control unit 91. The input side of the main control unit 91 is connected to an accelerator opening sensor 140, a change lever 141, and an emergency control switch 142 capable of shifting all steps. The output side of the main control unit 91 is connected to a gear indicator light 143. And an alarm buzzer 144 (or lamp) are connected. An electronic governor control unit 145 is connected to the main control unit 91. Electronic governor control unit 14
Numeral 5 controls the rack of the fuel injection pump 147 appropriately based on the detection value of the engine rotation sensor 146 and the like.

As shown in FIG. 8, the power transmission device 52 is mounted between the engine 50 and the transmission 51 instead of the clutch portion of the ordinary manual transmission 51. Here, because of the inertia of the torque converter portion 58, a flywheel is basically unnecessary. Further, the power transmission device 52 having this structure has the following advantages. Since the torque converter 58 can be used at the time of starting, complicated half-clutch control of the main clutch 67 becomes unnecessary. The contact shock at the time of shifting can be absorbed by the torque converter 58. Since the manual transmission 51 is used, a wider range of gear ratios can be selected than in a normal torque converter type automatic transmission system using a planetary gear mechanism. Since the half clutch operation is not required, the life of the clutches 67 and 73 can be extended. When combined with a transmission having an automatic transmission mechanism, it can be used as an automatic transmission, and when combined with a normal manual transmission, it can be used as an automatic clutch. Since the torque converter 58 is provided at the joint with the engine 50, noise and vibration of the drive system can be reduced.

[0044]

As described above, according to the clogging detecting device for a filter for a hydraulic clutch according to the present invention, the clogging of the filter located deep in each part of the power transmission system can be performed by removing each part. It can be accurately detected without decomposition.
Therefore, slippage and wear of the clutch caused by clogging of the filter can be avoided.

[Brief description of the drawings]

FIG. 1 is a side sectional view of a hydraulic clutch equipped with a device for detecting clogging of a filter for a hydraulic clutch according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a hydraulic circuit of the hydraulic clutch.

FIG. 3 is a diagram showing a disconnection time and a contact time of the clutch.

FIG. 4 is a diagram showing a flow for detecting clogging of the filter.

FIG. 5 is an improved view of the above flow.

FIG. 6 is a side sectional view of a power transmission device of a vehicle including a hydraulic clutch filter clogging detection device according to another embodiment of the present invention.

FIG. 7 is a schematic diagram of a transmission to which the power transmission device is connected.

FIG. 8 is an overall view of an engine including the power transmission device.

FIG. 9 is a partially enlarged view of FIG. 6;

FIG. 10 is a diagram showing the relationship between the engine speed and the efficiency of the oil pump.

[Explanation of symbols]

 8 Clutch 29 Control Unit Constituting Measurement Means 32 Filter 37 Rotation Sensor Constituting Measurement Means 38 Rotation Sensor Constituting Measurement Means 47 Judgment Means

Claims (1)

[Claims] 1. A filter for filtering operating oil directed to a clutch which is disengaged and engaged by hydraulic pressure, a measuring means for measuring an operation time from the disengaged state to a disengaged state of the clutch, and the operation time being equal to or more than a predetermined value A determination unit for determining that the filter is clogged at the time of (c).