JPS6029016B2 - Automotive clutch control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for controlling a clutch of a manually variable gear wheel.

In general, manual gear shift cars have lower fuel efficiency than automatic gear shift cars, but on the other hand, they have the disadvantage of being cumbersome to operate the clutch pedal.

In order to solve the above-mentioned conventional problems, the present invention enables the clutch to be automatically connected and disconnected by hydraulic pressure simply by operating the accelerator pedal without operating the clutch pedal. That's right.

In FIG. 1, which is a layout diagram of the present invention, the clutch disconnection lever 2 is located outside the clutch nozzle.
A pin 2a at the tip of the circuit breaker is connected to the innermost hole 4a of a piston rod 4 of a slave cylinder 3 which moves with a clutch pedal (not shown).

The rod 4 moves between a clutch connection position (position when the clutch pedal is not depressed) shown by a solid line and a clutch disengagement position shown by a two-dot chain line 4'. Note that the lever 2 is pulled in the direction of the reverse arrow B by the rod 5 of the control device according to the present invention and is in the clutch disengagement position. The two-dot chain line 2' indicates the lever in the clutch engagement position.

A pin 6' at the tip of a lever bar 6 is fitted into an elongated hole 5a of the rod 5, and the lever 6 is connected to a hydraulic cylinder C via a link mechanism (described later) in a case 7. A hydraulic pump P (gear pump) is connected to the hydraulic inlet of the cylinder C via an oil passage Q, which has a check valve 8 in the middle.
An oil tank T is connected to the inlet of the pump P via an oil passage Q2. M is a motor for driving the pump. A branch outlet 8a of the check valve 8 is connected to an inlet of a hydraulic valve V via an oil passage Q3, and an outlet of the valve V is connected to an oil tank T via an oil passage Q4. Reference numeral 9 represents a case housing a control mechanism described later, and reference numeral 10 represents an accelerator pedal.

SS is a speed switch, and W, , W2, and W3 are wires, which will also be described later. As shown in FIG. 2, which is a partially cutaway perspective view of the inside of the case 7 and the hydraulic cylinder C, the lever 6 is L-shaped, has the pin 6' at one end, and has a rotating shaft 10 (not shown) in the middle. A cylinder C is fixed to the pin 6 at the other end.
The tip of the rod 12 of the piston 11 is connected to the piston 11. A cam 13 is fixed to the shaft 1, and limit switches S2 and S4 (second control mechanism and fourth control mechanism) that are opened and closed by the cam 13 are attached to the frame (not shown). In the clutch disengaged state, switch S2 (two-way changeover switch) switches pilot lamp Pl. switch S4 is open.
Reference numeral 15 denotes a switch positioning bolt for adjusting the closed position of the switch S4 with respect to the rotation angle of the cam 13.

16 is a lever whose one end pin 16' is rotatably supported on the frame, and the intermediate pin 17 is connected to pin 6'' of lever 6.
The wire W2 extends from above to the vicinity of the wire W2 at the tip 16''.

18 is a tension coil spring stretched between the lever bar 16 and the frame below it.

FIG. 3 is a diagram corresponding to FIG. 2 in a clutch connected state (described later). In FIG. 4 showing a cross section of the valve V in FIG. 1, a cylinder 21 with a solenoid coil 20 attached to its outer periphery has an annular stepped portion 22 on the inner periphery of the intermediate portion, and a plunger that fits into the cylinder chamber 21a on the left side of the figure. 23
A compression coil spring 25 (biasing mechanism) is compressed between the step portion 24 on the outer peripheral surface of the step portion 22 and the step portion 22 .

A female thread 26 is provided on the inner surface of the right end of the cylinder 21 in the figure, and a bolt-shaped stopper 28 is screwed into the screw 26 from the right end closed side of the cylinder 21. A lever 30, which will be described later, is fixed. 2
1a' is a hydraulic oil inlet, 21b' is an outlet, and 23a is an oil passage within the plunger 23.

In the state shown in FIG. 4 in which the coil 20' is energized, the plunger 23 is moving in the direction of arrow F against the elasticity of the spring 25, and the tapered surface 32 of the plunger 23 comes into contact with the tapered surface 31 of the stepped portion 22. The end 23' of the plunger 23 is in contact with a stopper 281 in the right shilling chamber 21b, thereby closing the hole on the inner peripheral side of the stepped portion 22 (valve V is closed). FIG. 5 shows a state where the coil 20' is not energized. In this state, the plunger 23 moves in the direction of the reverse arrow F due to the repulsive force of the spring 25 and is away from the stepped portion 22, and the inlet 21a' is Room 21a
, the oil passage 23a, the chamber 21a (the chamber housing the spring 25), the hole in the stepped portion 22, and the chamber 21b to the outlet 21b' (the valve V is fully open).

Note that the stopper 28 moves to the left in the figure and comes into contact with the plunger 23, as will be described later. In FIG. 6 showing a perspective view of the inside of the case 9 and the valve V in FIG. 1, the valve V
The lever 3 is approximately L-shaped, and the middle part is fixed to the stopper 28, and a tension coil spring 33 is stretched between one end 30' of the lever 30 and a frame (not shown).
The spring 33 moves the stopper 28 through the lever bar 30 in the direction of the reverse arrow F.
，The village is flocking in the direction.

A plate-like arm 35 is formed at the end of the lever 30 in a direction away from the valve V and parallel to the stopper 28. 36 is a stopper for the arm 35 fixed to the frame.

Reference numerals 37 and 38 indicate L-shaped levers whose intermediate portions are rotatably supported by a fixed shaft 40 (a shaft fixed to a frame, not shown), and screws 37 are attached to one end of each lever 37 and 38.
', 38' are in contact with the upper surface of the arm 35 in the clutch disengaged state shown in FIG.

The other end of the lever 37 (part of the sixth control mechanism) is a rod 41
It is connected to the L-shaped lever 42 via. The middle part of the lever 42 is supported by a fixed shaft (not shown) parallel to the shaft 40 so as to be freely rotatable, and is attached to one end in the state shown in FIG. 6 when the accelerator pedal 10 (FIG. 1) is not depressed. The head screw 42' contacts the movable arm 43 of the first limit switch S (first and third control mechanisms), and the switch S,
is closed. The other end 42'' of the lever 42 abuts against a cam 45, and the cam 45 is fixed to a rotating shaft 46 parallel to the shaft 40. A lever 47 whose one end 47' constitutes a cam is fixed to the lever 46. A wire W from the accelerator pedal 10 (FIG. 1) is connected to a pin 747'' at the end of the lever 47. 48 and 49 are tension coil springs (return springs), and 50 is a stopper.

One end 51' of an L-shaped lever 51 is in contact with the cam portion (47') of the lever 47. The middle part of the lever 51 is the shaft 4
6, and one end of a lever 53 is rotatably supported at the other end via a pin 52'' parallel to the shaft 52. pin 53
A wire W2 extending from the cylinder C side in FIG. 2 is connected to '. An intermediate portion of the lever 53 is connected via a rod 54 to an end of the lever 38 on the opposite side from the screw 38'. Note that FIG. 7 is a diagram corresponding to FIG. 6 in a clutch connected state (accelerator pedal depressed state). In FIG. 8 showing a schematic diagram of the electric circuit, RSM is a race switch for motor M, MS is a master switch, B is a battery, and switches S, S2 are connected in series to the excitation circuit of switch RSM.

Switch S2 is switch RSM side and pilot lamp P
l. It can be switched between the two sides. The IJ relay R for the coil 20 of the valve V is connected to the switch S in parallel with the switch S2, and in addition to the switch RS for the coil 20', the coil 20' is connected to the switch S4 and the speed switch SS. A series switch RS2, RS3 of the moving lion R2, R3 is connected in parallel with the switch RS. P12 is a pilot lamp for the master switch. The speed switch SS is, for example, a switch of a commercially available speed alarm, and is connected to a switch that corresponds to a distance of more than a predetermined value (for example, more than 20 speed alarms) via the meter wire -W3 in FIG. . It closes when the rotation speed of the 6 mark side of the bellows shaft is transmitted. Next, the operation will be explained.

FIG. 8 shows a state in which the master switch MS is closed and the vehicle is stopped. In this state, the accelerator pedal 10 is not depressed, so the switch S is closed as shown in FIG. Valve V is closed as shown in FIG. Therefore, cylinder C in FIG. 2 is kept pressurized and the clutch is disengaged.
Switch S. in FIG. is closed, but switch S2 switches pilot lamp Pl. Since the relay switch RSM is closed to the side, the relay switch RSM is not energized and the motor M is stopped. Also, the lamp Pl. lights up to indicate that the clutch is disengaged. The above operation is shown as an interval Ao to A in the graph of FIG. 9 showing the clutch disengagement characteristics. Next, when the gear is shifted to 1st or 2nd gear or reverse and the accelerator pedal 10 shown in FIG. 1 is depressed, the lever 2 moves in the clutch connecting direction E.

That is, as shown in FIG. 7, the shaft 46 rotates in the direction of arrow U in conjunction with the accelerator pedal side wire W, and the switch S. is opened, the coil 20 is de-energized, the valve V is opened as shown in FIG. 5, and the cylinder C is depressurized as shown in FIG. 3 via the oil passages Q, , Q3, and Q4 of FIG. The lever 2 is moved in the clutch connecting direction E by the elasticity of a return spring and a clutch spring (not shown) (A to A2 in FIG. 9).
When the clutch is in a half-clutch state and the clutch disconnection amount decreases to a predetermined value L shown in FIG. 9, the valve V attempts to close as shown in FIG.

That is, as shown in Fig. 3, the switch S is
4 is closed, relay R2 is energized, and relay switch RS2 of FIG. 8 is closed. Also, the speed switch SS is open because the vehicle distance is low, so the relay R3 is not energized and the switch S3 is closed. When both switches RS2 and RS3 are closed in this manner, the coil 20 is energized and the valve V attempts to close as shown in FIG. On the other hand, as the accelerator pedal 10 (Fig. 1) is depressed, the fourth
Valve V in the figure is opened to a half-open state. That is, the lever 47 in FIG. 7 rotates in the direction of arrow U, and the lever 42 rotates in the direction of arrow G. By rotating the lever 47, the lever 51
rotates in the direction of arrow G, and rotates the lever 38 in the direction of arrow ◯2 via the lever 53 and rod 54. The lever 42 also rotates the lever 37 in the direction of arrow G2 via the rod 41. By rotating both levers 37 and 38, the screw 3
7' and 38' move in the direction away from the arm 35, and the lever 30 rotates the stopper 28 in the direction of the reverse arrow F by the action of the spring 33. By rotating in the direction of the reverse arrow F, the stopper 28 is guided by the screw 26 and moves in the direction of the reverse arrow F in FIG. form. Therefore, in the state of point A2 in FIG. 9, the valve V is in a half-open state, and the clutch is thereafter gently connected as will be described later. As the clutch is engaged, the half-open valve V is gradually closed.

That is, the wire W2 in FIG. 7 pulls the lever 53, and the lever 53 is rotated in the direction of arrow F2 about the pin 52'', and the lever 38 is rotated in the direction of reverse arrow G2 via the rod 54. The screw 38' presses the arm 35. As a result, the lever 30 rotates in the direction of arrow F, the stopper 28 moves in the direction of arrow F in FIG. Therefore, the valve V gradually closes, and the oil pressure reduction rate of the cylinder C (Fig. 1) becomes smaller as the clutch is engaged, and the clutch moves very slowly (smoothly) as shown in the section A2-A3 of Fig. 9. When the clutch is fully engaged, the hydraulic pressure in the cylinder C is completely released.

Next, when the accelerator pedal 10 shown in FIG. 8 is once released in order to perform a gear change (acceleration) operation, the clutch is disengaged.

That is, when the pedal 10 is released, the switch S is closed, and immediately after the pedal 10 is released, the clutch is connected, so the switch S2 is closed to the switch RSM side. Therefore, motor M rotates. Also, when switch S is closed, switch RS is closed, and coil 20 is energized to open valve V.
will be closed. Through the above operations, hydraulic pressure is supplied from the pump P in FIG. 1 to the cylinder C, and the clutch is disengaged via the lever 6, rod 5, lever 2, etc. When the shutoff is completed, the switch S2 in FIG. 8 switches the pilot lamp Pl.
It opens to the side and motor M stops. After the clutch is disengaged, when the gear is put into the acceleration gear and the accelerator pedal 10 is depressed, the clutch is gently engaged in accordance with the vehicle speed at that time. That is, when the vehicle distance is less than the predetermined value set by the switch SS, each part operates in the same manner as at the time of starting, and the clutch is smoothly connected. When the vehicle speed is above a predetermined value, the speed switch SS is closed and the relay R3 is energized, and the switch RS3 remains open, so the coil 20 is not energized throughout the clutch disengagement stroke, the valve V remains fully open, and the cylinder C remains open. The hydraulic pressure inside will be released immediately.
Therefore, the clutch is quickly connected as shown in sections A, ~A2~ in Fig. 9, and no unnecessary slippage occurs in the clutch. All parts will operate in the same way during subsequent gear shifting operations.
/to/, the various parts operate and the clutch is disengaged in the same manner as when the accelerator pedal is released for the above-mentioned gear change operation.

If the master switch MS is turned off, the motor M will not rotate and the coil 20 will not be energized.

Therefore, no oil pressure is supplied to the cylinder C in Fig. 1, and the valve V remains open, so that the clutch can be operated by the clutch pedal (not shown) via the cylinder 3, rod 4, lever 2, etc. become. As explained above, according to the present invention, the clutch is controlled by various control mechanisms (switches, etc.) interlocked with the accelerator pedal 10 and the lever 2 for clutch disconnection, so that Similarly, it is possible to construct a car that has low fuel consumption and is easy to operate like an automatic transmission geared car.

Furthermore, the clutch control can be stopped simply by turning off the master switch MS, and the clutch can be easily switched to a manual operation state according to the driver's preference or necessity. When starting, etc., after the clutch is in a half-clutch state, the seventh
Since the valve V is gradually closed by the lever 38 shown in the figure, an extremely smooth shutoff characteristic as shown in Figure 9-A3 can be obtained.

[Brief explanation of the drawing]

FIG. 1 shows the layout of the present invention, the second, third, sixth, and seventh
The figure is a perspective view of each part, Figures 4 and 5 are sectional views of the valve,
FIG. 8 is a schematic diagram of the electric circuit, and FIG. 9 is a graph of clutch disconnection characteristics. 2... Lever (part next to the clutch breaker) 10...
... Accelerator pedal, 25 ... Spring (biasing mechanism), 37, 38 ... Lever (part of the sixth and seventh control mechanisms) C ... Hydraulic cylinder, L. ...First predetermined value, MS...Master switch, P...
・Hydraulic pump, S. ...Switch (part of the first and third control mechanism), S2, S4, SS...
Switch (part of the second, fourth, and fifth control mechanisms), V...・
...Balfe. Figure 2, Figure 3, Figure 4, Figure 5, Figure 6, Figure 7, Figure 9, Figure 8

Claims (1)

[Claims] 1 A hydraulic cylinder for clutch disconnection operation connected to a clutch disconnection mechanism, a hydraulic pump that supplies hydraulic pressure to the hydraulic cylinder, a valve that releases hydraulic pressure applied to the hydraulic cylinder in a freely adjustable opening degree, and a valve that is always attached in the opening direction. a first control mechanism that operates the hydraulic pump when the accelerator pedal is not depressed; a second control mechanism that stops the hydraulic pump when the clutch is disconnected; and a third control mechanism that closes the valve when the accelerator pedal is not depressed. a fourth control mechanism that operates the valve in the closing direction when the clutch cutoff amount of the clutch cutoff mechanism is less than a predetermined value; and a fifth control mechanism that stops the operation of the fourth control mechanism when the vehicle speed is greater than or equal to the predetermined value. a sixth control mechanism that opens the valve as the amount of depression of the accelerator pedal increases; and a clutch disconnection amount that decreases when the clutch disconnection amount of the clutch disconnection mechanism is equal to or less than a second predetermined value that is smaller than the first predetermined value. A clutch control device for an automobile, comprising: a seventh control mechanism that closes the valve as the clutch moves; and a master switch that can stop the operation of the valve in the closing direction and the operation of the hydraulic pump.