JPS592647B2 - automobile clutch control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a clutch that senses the presence or absence of gear shifting movement of a shift lever of a manual transmission of an automobile, and supplies and discharges oil pump discharge hydraulic pressure to a clutch release servo to release and engage the clutch. This relates to a control device.

In order to downsize the clutch release servo and release the clutch quickly, it is better to regulate the oil pump discharge oil pressure to a high pressure, but constantly regulating the oil pump discharge oil pressure to a high pressure will reduce power loss due to the oil pump. This results in an increase in the number of parts and a decrease in the durability of each part.

Therefore, it is desirable to regulate the oil pump discharge hydraulic pressure to a low pressure when the clutch is not released, and to regulate the oil pump discharge hydraulic pressure to a high pressure when the clutch is released.

Therefore, in conventional devices, the above request was satisfied by supplying hydraulic pressure from the clutch release servo side to the regulator valve or by installing a new solenoid valve.
In the former case, the hydraulic pressure from the clutch release servo side has to act as if adding to the tension of the spring, which results in a complicated and large device, high cost, and poor response. It has the disadvantage of being large and costly.

The present invention aims to satisfy the above-mentioned needs without causing the above-mentioned disadvantages.

Examples thereof will be described below based on the drawings.

In FIG. 1, numeral 1 on the upper right side is a manual transmission shaft, which is connected to the output shaft 4 of the engine by sequentially activating a clutch 2 and a torque converter 3.

The clutch 2 is released by a clutch release servo 5.

The clutch release servo 5 has a piston rod 5a connected to a clutch release fork 6, and is operated by hydraulic pressure supplied through an oil passage 7 to release the clutch 2.

8 at the lower left of the first section is an oil pump, its suction port communicates with the oil tank 11 by sequentially valves the oil passage 9 and oil strainer 10, and its discharge port connects to the regulator valve 13 via the oil passage 12. It communicates with the port h14a of the body 14.

The oil pump 8 is operated by the engine and pumps oil from the oil tank 11 to the port 14a of the regulator valve 13.

The regulator valve 13 supplies the pressure oil fed from the oil pump 8 to the oil passages 15 and 16, and regulates the oil pressure to a low first set pressure or a high second set pressure.

The body 14 has five ports 14 in addition to the port 14a.
port N4b communicates with oil passage 15, port i4c communicates with oil passage 16, port N4d communicates with oil passage 9 via oil passage 17, and port N4c is fixed. It communicates with the oil passage 15 through an oil passage 19 provided with an orifice 18, and P-N4f communicates with an oil passage 20 to which the oil pressure of the oil passage 15 is selectively supplied.

The spool 21 which is aged to be able to slide up and down inside the body 14 is 4
It has lands 21a to 21d.

The land 21a at the upper end of the spool 21 is connected to another land 21b.
, 21c, and 21d, and forms an oil chamber 22 communicating with the port 14f.

The lands 21a and 21b communicate with the oil chamber 23 with the port N4e.
form.

A snap ring 24 is attached to the lower end of the land 21d and the body 14.
A spring 26 is stretched between the retainer 25 and the retainer 25 .

When oil pump 8 is not operating, spool 2
1 is held in the illustrated position by a spring 26, the land 21C blocks the port 14a from 14d, and the land 21d blocks the port 14c from 14a.

When the oil pump 8 is operating, hydraulic pressure is generated in the oil passage 15.

When this hydraulic pressure is supplied only to the oil chamber 23, the spool 21 slides downward from the position shown in the figure, and the port 14c is connected to the port 14c.
a, and downward direction 1 by the oil pressure of the oil chamber 23.
The degree of communication between ports N4a and 14d is controlled to balance the force of the spring 26 with the oil passages 15, 16.
The hydraulic pressure is adjusted to the second set pressure.

Furthermore, when the oil pressure in the oil passage 15 is supplied to both the oil chambers 22 and 23, the spool 21 slides downward from the position shown in the figure.
The port N 4c is communicated with port 14a, and the degree of communication between ports 14a and 14d is controlled so as to balance the downward biasing force due to the hydraulic pressure in oil chambers 22 and 23 with the force of spring 26, thereby controlling the hydraulic pressure in oil passages 15 and 16. The pressure is adjusted to the first set pressure.

The shift valve 27 switches the oil passage 7 to either the oil passage 15 or the oil passage 28 and connects it to the fixed orifice 41.
The torque converter lubricating oil supply oil passage 29 provided with the oil passage 16 is communicated with and cut off from the oil passage 16.

The body 30 has eight ports 30a to 30h, the port 30a communicates with the oil passage 15, and the port 30a communicates with the oil passage 15.
0b communicates with oil passage 7, port 30C communicates with oil passage 28, port 30d communicates with oil passage 16, port 30e communicates with oil passage 29, port 30f communicates with reservoir, port 30g is connected to the oil passage 15 through an oil passage 32 provided with a fixed orifice 31, and the port 30h is connected to the oil passage 3 through an oil passage 32 provided with a fixed orifice 31.
It communicates with 3.

This oil passage 33 is communicated with and shut off from the reservoir 11 by a normally closed solenoid valve 34, and is communicated with the oil passage 20.

The solenoid valve 34 is a shift lever of the manual transmission.
The oil passage 33 is activated by closing both the normally open shift lever switch 36 incorporated in the oil passage 35 and the normally closed accelerator pedal switch 37 linked to the accelerator pedal.
is communicated with the reservoir 11.

A spool 38 is arranged in the body 30 so as to be slidable up and down.
are three lands 38a.

38b and 38C, and a land 38a at the upper end forms a pilot hydraulic chamber 39 communicating with ports 30g and 30h.

A spring 40 stretched between the lower end of the land 38G and the lower end wall of the body 30 biases the spool 38 upward, and when hydraulic pressure higher than the first set pressure is not supplied to the pilot hydraulic chamber 39, the spool 38 is moved upward. Hold it in the upper position.

42 is a discharge oil passage control valve, and its body 43 has four ports 43a to 43d, the port 43a communicates with the oil passage 28, and the port 43b communicates with the oil passage 45 in which the fixed orifice 44 is provided. The ports 43C and 43d communicate with the reservoir 11 through the oil passage 28 and the ports 43C and 43d.

A spool 46 that is vertically slidably rotated within the body 43
has two lands 46a and 46b, and port 4
The cross-sectional area of the oil passage from 3a to 43C changes as the spool 46 slides.

A spring 47 stretched between the upper end of the land 46a of the spool 46 and the upper end wall of the body 43 biases the spool 46 downward to maintain contact between the lower end of the spool 46 and the upper side 48a of the bimetal 48. .

The lower side portion 48b of the bimetal 48 is received by an adjustment screw 49 screwed into the lower end wall of the body 43, and the bimetal 48 causes the spool 46 to slide upward in response to a rise in temperature.

50 is a bimetal holding pin.

The operation of the above configuration will be explained next.

During non-shifting, the solenoid valve 34 is closed when the shift lever switch 36 is opened, so the hydraulic pressure generated in the oil passage 15 by the operation of the oil pump 8 is supplied to the oil chambers 22 and 23 of the regulator valve 13.

Therefore, the regulator valve 13 supplies the first set pressure to the oil passages 15 and 16.

In addition, in the shift valve 27, when the first set pressure is supplied to the pilot hydraulic chamber 39, the spool 38 slides to the lower position, cutting off the oil passage 7 from the oil passage 15 and opening the oil passage 28.
The oil passages 16 and 29 are communicated with each other.

Since no oil pressure is supplied to the clutch release servo 5, the clutch 2 is engaged.

Also, lubricating oil is supplied to the torque converter 3.

During gear shifting, the shift lever switch 36 is closed and the accelerator pedal switch 37 is also closed, which opens the solenoid valve 34, and the hydraulic pressure of the oil passage 15 is supplied to the oil pressure chamber 39 of the shift valve 27 and the oil chamber 22 of the regulator valve 13. It's easy to be ignored.

Therefore, in the shift valve 27, the spool 38 is slid to the upward position shown in the figure, switching the oil passage 7 from the oil passage 28 to the oil passage 15, and blocking the oil passages 16 and 29.

On the other hand, the regulator valve 13 supplies a second regulated pressure to the oil passages 15 and 16.

Then, the second set hydraulic pressure is supplied to the clutch release servo 5, and the clutch release servo 5 operates to release the clutch 2.

Furthermore, the supply of lubricating oil to the torque converter 3 is interrupted.

At the end of the shift, the shift lever switch 36 opens, so the solenoid valve 34 closes again, and the oil pressure in the oil passage 15 is supplied to the pilot oil pressure chamber 39 of the shift valve 27 and the oil chamber 22 of the regulator valve 13 again.

Therefore, in the shift valve 27, the spool 38 slides to the lower position, switching the oil passage 7 from the oil passage 15 to the oil passage 28 and communicating the oil passage 16 and the oil passage 29.

On the other hand, the regulator valve 13 has the first valve in the oil passages 15 and 16.
Supply set pressure.

Therefore, the oil in the clutch release servo 5 is transferred to the reservoir 1.
1, and the clutch 2 is engaged when the clutch release 5 returns.

Also, the supply of lubricating oil to the torque converter 2 is resumed.

The cross-sectional area of the oil discharge passage from the clutch release servo 5 to the reservoir 11 is steplessly decreased or increased according to the temperature rise or fall by the discharge oil passage control valve 42. Changes in flow rate due to changes in viscosity are suppressed, and the return speed of the clutch release servo 5 hardly changes even if the temperature changes.

Note that the oil passage 45 provided with the fixed orifice 44 is essential if the design is such that the ports 43a and 43C are shut off at the highest temperature, but if the design is such that the ports 43a and 43C are in communication even at the highest temperature. It is not necessary if you do this.

In addition, the upper end of the spring 47 of the discharge oil path control valve 42 is no longer supported by the upper end wall of the body 43, but is supported by a member that can move up and down, and this member is linked to the accelerator pedal, so that the amount of depression of the accelerator pedal can be adjusted more or less. port 4 according to
If the cross-sectional area of the oil passage from 3a to 43C is increased or decreased, the clutch engagement timing can be changed suddenly or gradually depending on how much the accelerator pedal is depressed even at the same temperature.

As shown above, the present invention provides two oil chambers in the regulator valve to counteract the spring tension, one of which is constantly supplied with oil pump discharge oil pressure, and the other connected to the pilot oil chamber of the shift valve. When the clutch is not released, the oil pump discharge oil pressure is regulated to a low set pressure, and when the clutch is released, the oil pump discharge oil pressure is regulated to a high set pressure, so that the oil pump discharge oil pressure is always kept at a high pressure, The clutch release servo can quickly release the clutch without increasing the discharge flow rate, and the power loss due to the oil pump is also less likely to increase.The configuration is simpler, smaller, and cheaper than before, and the response is improved. It has the advantage of

[Brief explanation of drawings]

The drawing is a circuit diagram of an embodiment of the present invention. 1... Input shaft of manual transmission, 2... Clutch, 4... Output shaft of engine, 5...
...Clutch release servo, 8...Oil pump, 13...Regulator valve, 27...
...Shift valve, 35...°. Manual transmission shift lever 136...Shift lever switch.

Claims (1)

[Claims] 1. An oil pump, provided with two oil chambers for receiving the discharge hydraulic pressure of the oil pump so as to oppose the tension of the spring, one of which is always supplied with the discharge hydraulic pressure, and the other with the discharge hydraulic pressure. A regulator valve that adjusts the discharge hydraulic pressure to a low set pressure or a high set pressure in response to being supplied or discharged; and a regulator valve that interrupts or interrupts the transmission relationship between the engine and the manual transmission in response to the supply of the discharge hydraulic pressure. a clutch release servo disposed between the regulator valve and the clutch release servo to discharge the discharge hydraulic pressure from the clutch release servo in response to the discharge hydraulic pressure being supplied to a pilot hydraulic chamber; a shift valve that supplies the discharge hydraulic pressure to the clutch release servo in response to discharge of the discharge hydraulic pressure from the pilot hydraulic chamber;
A shift system that detects the presence or absence of a shift movement of a shift lever of the manual transmission, supplies pre-discharge hydraulic pressure to the pilot hydraulic chamber when there is no shift movement, and discharges the discharge hydraulic pressure from the pilot hydraulic chamber when there is a shift movement. 1. A clutch control device for an automobile, comprising: a valve sterilization means, the other of the inner oil chambers of the regulator valve being in hydraulic communication with a pilot hydraulic chamber of the shift valve.