JPS5937248B2 - automatic clutch control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic clutch control device that automatically connects and disconnects a clutch in conjunction with the operation of a change lever by a driver.

Generally, this type of automatic clutch combines a friction clutch with a fluid coupling, and the operation of the clutch is linked to the change lever of a manual transmission, and the engine's intake pipe negative pressure is used to connect and disconnect the clutch. I'm trying to do it automatically.

Further, the automatic clutch control device includes a negative pressure actuator connected to the clutch lever of the friction clutch, an electromagnetic switching valve for controlling negative pressure introduced into the actuator, and the change lever. It is comprised of a control switch that operates the switching valve in conjunction with the movement of the change lever.

The actuator is provided with a two-motion valve equipped with an orifice in a passage provided to communicate the atmospheric chamber of the actuator with the atmosphere, and the piston of the actuator moves in two motions, thereby controlling the clutch. The connection is controlled in two motions.

However, the engagement speed of the clutch needs to be adjusted in accordance with the driving conditions of the vehicle.

That is, when starting, for example, the clutch engagement speed must be slow in order to eliminate engagement shock, but on the other hand, when shifting up while the car is running at a constant speed, the engine In order to avoid overheating, the above-mentioned connection speed must be carried out rapidly, and furthermore, when downshifting to apply engine braking during the above-mentioned driving, the vehicle speed is reduced without causing a connection shock. In order to achieve this, it is necessary to set the connection speed to be slower than the connection speed at the time of upshifting.

The present invention was developed in view of these circumstances.
A first control valve that operates in response to the engine's intake pipe negative pressure and a second control valve that operates in response to the vehicle speed are provided in the atmosphere opening passage that communicates with the atmospheric chamber of the actuator. The present invention aims to provide a control device that can adjust the clutch engagement speed and timing depending on the driving condition.

Embodiments of the present invention will be described below based on the drawings.

The automatic clutch shown in the drawing combines a friction clutch 2 between a fluid coupling 1 provided on the upstream side and a manual gear transmission provided on the downstream side, and connects and disconnects the clutch 2 with the manual gear transmission. When the gear change lever 3 of the engine (not shown) is operated, negative pressure generated in the intake pipe 4 of the engine (not shown) is used to automatically shift the gear. A control device for connecting and disconnecting includes a rod 7 connected to a clutch lever 6 supported on a clutch shaft 5.
A negative pressure operated actuator 8 is connected to the negative pressure actuator 8, an electromagnetic switching valve 9 is built in the change lever 3, and the electromagnetic switching valve 9 controls the negative pressure introduced into the negative pressure chamber 81 of the actuator 8. It is composed of a control switch 10 that operates the switching valve 9 in conjunction with the movement.

In the soot, 11 is a vacuum tank, 12 is a check valve, and the negative pressure chamber 81 of the actuator 8 is communicated with the intake pipe 4 through the negative pressure pipe 13 via the switching valve 9 and the check valve 12. This causes the piston 82 of the actuator 8 to perform a suction operation, actuating the clutch lever 6 via the rod 7, and the movement of the release bearing 14, which moves in conjunction with the operation of the clutch lever 6, causes the tire flamm spring 15 to move. By displacing the clutch 2, the clutch 2 is engaged and engaged.

The friction clutch 2 includes a clutch disc 21 spline-coupled to the input shaft 16 of the transmission, a clutch wheel 22 fixed to an intermediate shaft 17 coupled to the turbine of the fluid coupling 1, and a clutch disc 21 connected to the clutch. Pressure plate 2 pressing against wheel 22
3, and the compression of the diaphragm spring 15.

By pressing the pressure plate 23, the clutch disc 21 is pressed against the clutch wheel 22, thereby connecting the clutch 2.
On the contrary, by eliminating the pressing action of the diaphragm spring 15, the Clara-chi 2 is disconnected.

The switching valve 9 opens when the control switch 10 is closed, opens the negative pressure pipe 13 to the negative pressure chamber 81 of the actuator 8, and introduces negative pressure into the intake pipe. At the same time, the switch 10 is opened, the switching valve 9 is closed, and the atmosphere opening passage 91 is opened to open the negative pressure chamber 81 to the atmosphere.

Further, the piston 82 of the actuator 8 is supported by a diaphragm 83, and a return spring 84 installed in the negative pressure chamber 81 causes the clutch 2 to be connected in the connecting operation direction (Fig. (to the left).

A two-motion valve 86 is provided in the atmospheric chamber 85 of the actuator 8.

This valve 86 is opened by the movement of the piston 82 due to the negative pressure in the intake pipe, opening the atmospheric chamber 85 to the atmosphere, and when the spring 84 moves back, the valve 86 moves a predetermined amount and then moves with the movement of the piston 82. Aisle 8
7 is closed, the atmospheric chamber 85 is communicated with the atmosphere only through the orifice 21 provided in the first atmospheric opening passage 20 communicating with the atmospheric chamber 85, and the moving speed of the piston 82 in the clutch connection direction is slowed down. That is to say.

Note that the atmosphere opening passage 91 of the switching valve 9 and the atmosphere chamber 8
The passage 87 provided in the intake pipe 4 is connected to the air cleaner 19 provided on the upstream side of the throttle valve 18 in the intake pipe 4.
is communicated with.

What is shown in the drawings is the automatic clutch control device configured as described above, in which the first atmosphere opening passage 20
In addition, the atmospheric chamber 85 is closer to the orifice 21 of the passage 20.
A second atmosphere opening passage 22 is connected to the side, and the free end side of the second atmosphere opening passage 22 is branched, and one of the branched branch passages 22a is provided with a first port 31 that is open to the atmosphere.
and a first valve that operates in response to negative pressure in the engine's intake pipe.
A control valve 30 is provided, and the other branch passage 22b is provided with a second port 51 that is open to the atmosphere, and a second control valve 50 that operates in response to vehicle speed is provided to control the engagement speed of the clutch 2 in the intake pipe. It is controlled by negative pressure and vehicle speed.

That is, the first control valve 30 communicates with the downstream side of the throttle valve 18 in the intake pipe 4, and
The second control valve 50 is connected to the first control actuator 40 which is operated by a change in negative pressure due to a change in the opening degree of the valve 8.
It is connected to a second control actuator 60 that operates according to the vehicle speed detected by a vehicle speed detector 65.

The first control actuator 40 includes a diaphragm 41
The rod 32 of the first control valve 30 is connected to the piston 42, and the rod side chamber 43 is communicated with the negative pressure pipe 13 via a branch pipe 44. A spring 45 is installed internally to counter negative pressure, and when the negative pressure of the intake pipe 4 with which the negative pressure pipe 13 communicates is above a predetermined pressure, that is, when the opening degree of the throttle valve 18 is below a predetermined value, The piston 4
2 moves while compressing the spring 45 due to the negative pressure, and closes the first control valve 30. When the negative pressure is less than a predetermined pressure, the spring 45 overcomes the negative pressure and closes the piston. 42 to close the control valve 30.
The first port 31, which is opened to the atmosphere, is communicated with the atmospheric chamber 85, thereby opening the atmospheric chamber 85 to the atmosphere.

Further, the second control actuator 60 has an electromagnet 61 therein, and the second control actuator 60 is made of a magnetic material.
While loosely inserting the rod 52 of the control valve 50,
A spring 62 is interposed between the electromagnet 61 and the vehicle speed detector 65, and when the vehicle speed detected by the vehicle speed detector 65 is equal to or higher than a preset speed (for example, 3 ob/h), the vehicle speed detector 65 Linked computer 6
6, the electromagnets 61, 61 are actuated, and the second control valve 5 is activated by the suction action of the electromagnets 61, 61.
0, and the second port 51, which is open to the atmosphere, is communicated with the atmospheric chamber 85 to open the atmospheric chamber 85 to the atmosphere. Also, when the vehicle speed is less than the predetermined speed, the electromagnet 61.degree. 61 is stopped and the spring 6
2, the second control valve 50 is closed.

The opening area of the first port 31 of the first control valve 30 is larger than the opening area of the second port 51 of the second control valve 50.

The automatic clutch control device of the present invention having the above configuration is as follows:
As described above, the first control valve 30 opens and closes according to changes in the intake pipe negative pressure, while the second control valve 50 opens and closes according to changes in vehicle speed. Accordingly, the atmospheric chamber 85 of the negative pressure actuator 8 is opened to the atmosphere by the two motion valves 86 and the orifice 21 provided in the first atmospheric opening passage 20, and the first port 31 and the second By opening or closing the port 51 to the atmosphere, the operating speed of the piston 82 of the actuator 8 and, in turn, the connection speed of the clutch 2 are controlled.

When starting a stopped automobile, the opening degree of the throttle valve 18 is small and the negative pressure in the intake pipe is large, so the first control valve 30 is closed, and the vehicle speed is lower than the predetermined speed. Since it is below, the second control valve 50 is also closed.

Therefore, since the piston 82 of the actuator 8 is controlled only by the two-motion valve 86 and the orifice 21, the clutch is connected slowly and does not cause a connection shock.

Next, when the car is running at a high speed higher than the vehicle speed or a preset speed (for example, 3Clm/h), when shifting up from second to third or from third to top, While the second control valve 50 opens, since the opening degree of the throttle valve 18 is increased, the negative pressure in the intake pipe becomes smaller and the first control valve 30 also opens.

Therefore, the air in the atmospheric chamber 85 of the actuator 8 is also discharged from the first port 31 and the second port 51 via the second atmospheric opening passage 22, and the clutch 2 is quickly connected. This prevents the engine from racing.

Furthermore, during high-speed driving as described above, for example, when downshifting to apply engine braking, the second control valve 50 is open, while the opening degree of the throttle valve 18 becomes small, causing the intake pipe negative pressure to increase. Because it becomes larger, the first
Control valve 30 is closed.

Therefore, the air in the atmospheric chamber 85 of the actuator 8 is
The fluid is discharged from the two-motion valve 86, the orifice 21, and the second port 51, and the clutch 2 is connected at a slower speed than when upshifting at high speeds, causing a connection shock. This allows the engine brake to be activated accurately.

Furthermore, when shifting up the gear from low to second when the vehicle speed of the vehicle is below a preset speed, the second control well 50 closes, while the opening degree of the throttle valve 18 increases. Therefore, the negative pressure in the intake pipe becomes smaller and the first control valve 30 opens.

Therefore, the air in the atmospheric chamber 85 of the actuator 8 will be discharged from the two motion valves 86, the orifice 21, and the first port 31, and the engagement speed of the clutch 2 will change at the time of upshifting during high-speed operation. The downshift is performed at a slower speed and more rapidly than the downshift during high-speed operation, making it possible to accurately engage the clutch without causing engagement shock or engine racing.

Moreover, the first control valve 30 closes the first port 31 when the intake pipe negative pressure increases by the first control actuator 40 into which the intake pipe negative pressure is introduced through the branch pipe 44.
The second control valve 50 operates in direct connection with the intake pipe negative pressure, which is directly connected to the load condition of the engine.On the other hand, the second control valve 50 is a second control valve to which electric signals from the vehicle speed detector 65 and the computer 66 are transmitted. When the vehicle speed increases by the actuator 60, the second port 51 is opened, so that the fluid coupling 1
This is suitable for the use of the friction clutch 2, which is provided between the transmission and the transmission and is connected and disconnected only when the transmission is shifted, and the latch connection time can be controlled.

In the above embodiments, the first control valve 30 and the second control valve 50 are operated in an on-off mode, in other words, the opening amount can be adjusted only to 0% and 100% opening. This is changed from 0% opening to 1 in response to intake pipe negative pressure and vehicle speed.
It may be possible to arbitrarily adjust the opening degree to 00%.

That is, the first control valve 30 is used as a needle valve to form a variable throttle, and the second control valve 50 is a so-called electromagnetic proportional control valve whose opening degree can be adjusted in proportion to the current value.

Further, although the two-motion valve 86 and the orifice 21 are provided, they can also be used as the first control valve 30 or the second control valve 50, and the two-motion valve 86 and the orifice 21 are Not necessarily necessary.

In this case, the first control valve 30 or the second control valve 50
Instead of setting the opening degree at the time of closing to 0%, the opening degree may be set to the opening degree corresponding to the orifice 21.

Furthermore, the side chamber 4 of the first control actuator 40
It is preferable to provide a restriction 46 on the branch pipe 44 provided in the third section.

As described above, the present invention controls the opening degrees of the first control valve and the second control valve in accordance with changes in intake pipe negative pressure and/or vehicle speed, so that the negative pressure actuator Since the amount of opening of the chamber to the atmosphere can be adjusted, the engagement speed and timing of the friction clutch can be adjusted no matter how the running condition of the car changes. Since it operates in response to the displacement amount of the first control actuator and the second control actuator, it is possible to perform not only stepwise control but also stepless control. Since the opening degree decreases as the intake pipe negative pressure increases, the second control valve operates in direct connection with the intake pipe negative pressure, which is directly linked to the engine load condition.On the other hand, the second control valve operates depending on the vehicle speed. Since the opening is increased as the vehicle speed increases based on the electric signal from the detector, the opening of the first control valve and the second control valve can be adjusted only when the manual gear transmission is changing gears. This is suitable for the usage mode of an automatic clutch in which a friction clutch is engaged, and the latch engagement time can be controlled, so that smooth running and gear shifting operations can be performed at all times.

[Brief explanation of the drawing]

The drawing is a schematic sectional view showing an embodiment of the present invention. 2...Friction clutch, 3...Change lever, 4...Intake pipe, 8...Negative pressure actuator, 9... Solenoid switching valve, 30
...First control valve, 40...First control actuator, 50...Second control valve, 60...
...Second control actuator, 65...Vehicle speed detector, 85...Atmospheric chamber.

Claims (1)

[Claims] 1. An automatic clutch that automatically connects and disconnects a friction clutch installed between an upstream fluid coupling and a downstream manual gear transmission using a negative pressure actuator that operates in conjunction with the gear change operation of a change lever. The control device controls the opening degree as the intake pipe negative pressure increases in response to the displacement amount of the first control actuator, which introduces the intake pipe negative pressure of the engine into the atmosphere opening passage communicating with the atmospheric chamber of the actuator. A first control valve whose opening decreases and a second control valve whose opening increases as the vehicle speed increases in response to the displacement of a second control actuator to which an electric signal from a vehicle speed detector is transmitted are provided in parallel. . A control device for an automatic clutch, characterized in that the engagement speed of the friction clutch is controlled by either or both of intake pipe negative pressure and vehicle speed.