JPS62299439A - Engine stop prevention device - Google Patents

Abstract

PURPOSE:To enable the smooth start of an automobile on a sloped road by providing a clutch disengagement mechanism for driving a clutch disc toward a direction for the releasing thereof from a flywheel and actuating the clutch disengagement mechanism when the number of engine revolutions has dropped below a predetermined value. CONSTITUTION:When the number of engine revolutions has dropped below a predetermined value, a detecting switch 28 turns 'ON' and changes over a three-way valve 25 to the negative pressure side, thereby adding the negative pressure of an intake manifold to the lower chamber side 16c via a pipe 24 and the like, and causing a cylinder part 16a to retreat. Due to the shift of the cylinder part 16a, a spring 9 is pressed and the pressed contact of a clutch disc 11 with a flywheel 13 due to a pressure plate 10 is released. As a result, an engine is disengaged from a transmission. Consequently, start at a low engine speed can be avoided and an engine stop at the start on a slope can be prevented.

Description

Detailed Description of the Invention 3. Detailed Description of the Invention (Field of Industrial Application) The present invention relates to an engine stall prevention device for preventing an engine stall when starting on a slope in an automobile equipped with a clutch mechanism.

(Conventional technology and its problems) In order to smoothly start an automatic vehicle equipped with a clutch structure on a slope, it is necessary to press the accelerator pedal more than when driving on a flat surface to increase the engine speed and then press the clutch pedal. It needs to be operated delicately.

However, such operations are generally difficult for beginners.
In particular, there was a problem in that the engine often stalled due to insufficient depression of the accelerator pedal.

(Object of the Invention) The present invention was made to solve the above-mentioned problems, and an object of the present invention is to provide an engine stall prevention device that can smoothly start a vehicle on a slope without stalling regardless of the driver's skill.

(Means for Achieving the Object) In order to achieve the above object, the engine stall prevention device of the present invention swings the release fork in conjunction with the depression/release operation of the clutch pedal to prevent the release bearing, diaphragm spring, and a clutch mechanism that operates to connect and disconnect the clutch disc from the flywheel via a pressure plate, a clutch release groove that swings and drives the release fork in a direction to separate the clutch disc from the flywheel, and an engine rotation and a switch that switches to operate the clutch disengagement mechanism when the number of rotations falls below a predetermined number of rotations.

(Embodiment) FIG. 1 shows a schematic configuration diagram of an engine stall prevention device which is a practical example of the present invention.

As shown in the figure, an accelerator pedal 1 is rotatably held via a shaft 2 between positions shown by a solid line and a broken line, and is supported by a spring (
(not shown) rotates in the direction of the solid line. The release fork 3 is held swingably about a shaft 4, and an arm 5 is integrally connected to the release fork 3, and the arm 5 and the accelerator pedal 1 are connected by a pull cable 6. A release bearing 8 is attached to the outer periphery of the shaft 7 on the transmission side so as to be slidable in the axial direction.
A diaphragm spring 9 is placed on the right side of the release bearing 8. Pressure plate 10° clutch disc 1
1 is placed, and further to the right is the engine side shaft 1.
A flywheel 13 fixed to 2 is arranged. And these accelerator pedals 1. Release fork 3. Release bearing8. Diaphragm spring9. Pressure plate 10. Clutch disc 11. A clutch t[14 is configured by the flywheel 13 and the like.

To explain the operation of the clutch mechanism 14, when the accelerator pedal 1 is depressed to the position shown by the broken line in FIG. The diaphragm spring 9 is pushed from the position shown by the solid line to the position shown by the broken line in the figure. As a result, the pressing force of the clutch disk 11 against the flywheel 13 by the pressure plate 10 is released, and the engine side and the transmission side are separated. After this, when the accelerator pedal 1 is released, the force pushing the release bearing 8 to the right by the release fork 3 is released, the diaphragm spring 9 returns with its spring force, and the release bearing 8 is pushed back to the left. Yes, release fork 3
Then, the clutch pedal 1 returns to the initial position shown by the solid line in the figure. Also, due to the return of the diaphragm spring 9,
The clutch disc 11 is pressed against the flywheel 13 via the breather V plate 10, and the engine side and the transmission side are connected.

One end of a bush pull cable 15 is connected to the arm 5 on the release fork 3 side, and an actuator 16 is attached to the other end. The inside of the actuator 16 is partitioned into an upper chamber 16b and a lower chamber 16C by a piston portion 16a constituting a movable partition, and the other end of the push-pull cable 15 is connected to the piston portion 16a. However, the movable partition portion may be constructed of a diaphragm.

A two-motion valve 17 is attached to the actuator 16 so as to communicate with the upper chamber 16b. The 2-motion valve 17 is operated when the clutch mechanism 14 is connected.
That is, when the push-pull cable 15 is pulled by the clockwise rotation of the release fork 3 and the piston portion 16a moves from the position shown by the broken line in the figure to the position shown by the solid line in the figure,
It remains in the open state until a predetermined stroke, and opens when the predetermined stroke is exceeded (the details will be described later).

Further, one end of an air pipe 18 is connected to the actuator 16 so as to communicate with the upper chamber 161), and a check valve 19 and an orifice 20 are provided in the middle of the air via 18, and a 20,000 valve 21 is provided at the other end. Installed. The check valve 19 is activated by suction of air into the upper chamber 16b when the clutch mechanism 14 is disconnected, that is, when the release fork 3 rotates counterclockwise and the piston portion 16a moves from the position shown by the solid line to the position shown by the broken line in the figure. It is automatically opened, and conversely, when the clutch mechanism 14 is connected, that is, when the piston portion 16a moves from the position shown by the broken line to the position shown by the solid line in the figure, it is automatically closed by air discharge from the upper chamber 16b. Ru.

Further, the two-way valve 21 operates to open the valve body 21b with respect to the opening 21C by energizing the electromagnet 21a, thereby opening the air pipe 1.
The other end of the air pipe 18 is shut off from the atmosphere, and conversely, the valve body 21b is opened to the frontage 21C by de-energizing the electromagnet 21a, and the other end of the air pipe 18 is connected to the atmosphere through the opening 21c and the vent hole 21d. communicate. Power supply to the electromagnet 21 a is controlled by a detection switch 22 , and the other end terminal of the detection switch 22 is connected to a power source E via a manual release switch 23 . The detection switch 22 is turned on and off according to the shift pattern of the transmission, that is, when the shift pattern is "fast", the switch S is turned on.
1 is on, and when it is "back", switch $2
is turned on and the two-way valve 21 is closed; otherwise, both switches S and S2 are turned off and the two-way valve 21 is closed.
1 is opened and activated.

On the other hand, the lower chamber 16G of the actuator 16 is communicated with the first opening 25a of the three-way valve 25 via the air pipe 24. The three-way valve 25 has a second opening 25b that communicates with the intake manifold via the vacuum tank 26 and the check valve 27, and a third opening 25c that communicates with the vent hole 25.
It is communicated with the atmosphere via d. Inside this three-way valve 25,
A valve body 25e for selectively opening and opening either the second opening 25b or the third opening 25c, and an electromagnet 25f for operating the valve body 25e are provided. and,
Power supply to the electromagnet 25f is controlled by the detection switch 28. The detection switch 28 turns on when the engine speed falls below a predetermined value (for example, 500 revolutions/rpm) and switches the three-way valve 25 to the negative pressure side of the intake manifold, and turns off when the engine speed exceeds a predetermined value. 3 way valve 2
5 to the atmospheric pressure side. In addition, actuator 16° check valve 19. An assist mechanism 29 is composed of an orifice 20, a two-way valve 21, and a detection switch 22, and an actuator 16, a 30,000-valve 25. vacuum tank 26
A clutch release mechanism 30 is configured by the check valve 27 and the check valve 27 .

Next, the operation of the engine stall prevention device will be explained. Now, let's think about starting the engine and taking off on a flat road. Here, it is assumed that the accelerator pedal is depressed a little, the engine speed reaches a predetermined value, and the detection switch 28 is turned off. When the detection switch 28 is off, the three-way valve 25 is switched to the atmosphere side, and the lower chamber 16c of the actuator 16 is maintained at atmospheric pressure. Also, the transmission is "neutral"
Therefore, both switches S and S2 of the detection switch 22 are in the off state, and the two-way valve 21
is also in a state of development.

When the driver depresses the clutch pedal 1 in this state, the release fork 3 is pulled by the pull cable 6 and rotates counterclockwise, pushing the release bearing 8 to the right and pushing the diaphragm spring 9 to the position shown by the broken line.
The pressing force of the clutch disc 11 against the flywheel 13 by the pressure plate 10 is released, and the engine side and the transmission side are separated. On the other hand, due to the left rotation of the release fork 3, the cylinder part 1 of the actuator 16 is connected via the push-pull cable 15.
6a is pushed and moved to the position shown by the broken line in the figure. When the cylinder part 16a moves '8, the check valve 19
is opened, and since air flows into the upper chamber 16b of the actuator 16 from the check valve 19 and the two-way valve 21 in addition to the orifice 20, the cylinder portion 16a quickly moves to the position shown by the broken line, and the clutch mechanism is activated. 1
(Note that the check valve 19 is configured to quickly move the cylinder portion 16a even if the two-way valve 21 is in the open state.) .

The driver then puts the transmission in “first”
When the shift is made to , the switch S1 of the detection switch 22 is turned on and the 20,000 valve 21 is opened.

After this, when the amount of depression of the clutch pedal 1 is gradually decreased while gradually increasing the amount of depression of the accelerator pedal (not shown), the diaphragm spring 9 moves away from the broken line in response to the decrease in the amount of depression of the clutch pedal 1, as in the conventional case. The engine gradually returns to the direction shown by the solid line and presses the clutch disc 11 against the flywheel 13 through the pressure plate 10 at a slow speed, thereby smoothly connecting the engine side and the transmission side and allowing a smooth start without stalling. It becomes possible. In addition, the diaphragm spring 9
As a result, the release bearing 8 is pushed back to the right, and the release fork 3 rotates clockwise to the position shown by the solid line in the figure, whereby the cylinder portion 16a of the actuator 16 is moved to the position shown by the broken line via the push-in cable 15. , and is pulled back to the initial position shown by the solid line. At this time,
The upper chamber 16b is treated with air through an orifice 20.

The above is the operation when the clutch pedal 1 is operated without any mistakes, but even if the clutch pedal 1 is suddenly released by mistake due to inexperienced driving skills, in this embodiment, the assist device @ two As a result, you can start the engine smoothly without stalling by following the steps below. That is, when the clutch pedal 1 is suddenly released, the rightward pressing of the release bearing 8 by the release fork 3 is suddenly released, so that the diaphragm spring 9
Due to the return force, the release fork 3 immediately receives a clockwise rotational force via the release bearing 8 to return to the position shown by the solid line in the figure, but the force that resists this rotational force is generated by the two assist compensation mechanisms. This acts on the release fork 3, and its rotational speed is adjusted to a slow speed. To explain in detail, immediately after the clutch pedal 1 is released, the check valve 19 and the two-way valve 21 are in the closed state, and the cylinder portion 16a of the actuator 16 is closed.
is near the broken line in the figure, and the 2-motion valve 17 is in the open state. Therefore, the air in the upper chamber 16b is supplied by the two-motion valve 17 in addition to the orifice 20, and the movement of the cylinder portion 16a from the line Vl in the figure in the direction of the solid line is initially performed quickly. When the diaphragm spring 9 of the clutch mechanism 14 returns to the clutch connection starting position, the two-motion valve 17 is switched to the open state due to a change in the stroke of the cylinder portion 16a, and the air in the upper chamber 16a is handled only by the orifice 20. It will be.

As a result, the moving speed of the cylinder portion 16a is rapidly weakened to a speed suitable for clutch connection, and as a result, the return speed of the diaphragm spring 9 is reduced, and the clutch disc 11 is moved through the pressure plate 10.
is pressed against the flywheel 13 at a slow speed, the engine side and the transmission side are smoothly connected, and a smooth start is possible without stalling the engine. FIG. 2 shows the damper characteristics of the two-motion valve 17. The horizontal axis represents time, and the vertical axis represents clutch stroke. The broken line A shows the clutch connection characteristics using only the orifice 2o, and the solid line B represents the clutch connection characteristics using the orifice 20 and the two-motion valve 17. As can be seen from the figure, when the 2-motion valve 17 is used, the movement to the clutch connection start position is performed quickly.
The time required to complete the connection can be shortened compared to the case where the clutch is connected only by the orifice 20.

The above description has been made of the case where the transmission is shifted to "fast", but the same applies to the case where the transmission is shifted to "back". In this case, the only difference from the above operation is that switch S2 of the detection switch 22 is turned on instead of switch S1.

Note that if you shift the transmission to a position other than "first" or "back", for example "second" or "back"
When the vehicle is shifted to "Third", "Top", etc., both switches S1.82 are turned off, and the two-way valve 21 is opened. If the clutch pedal 1 is suddenly released after being depressed in this state, the air in the upper chamber 16b of the actuator 16 will be vented not only through the orifice 20 but also through the two-way valve 21, and the clutch will be connected in a short time. Become. However, since the above-mentioned transmission shift operation is generally performed at a high engine speed, even if the clutch is engaged for a short period of time, the engine will not stall and driving will not be affected. However, the detection switch 22 and the two-way valve 21 may be omitted and the assist mechanism 29 may be configured to always operate regardless of the shift state of the transmission.

Next, consider the case of starting on a slope.

Generally, when starting on a hill, the load is higher than when starting on a flat road surface, so even if the clutch is operated smoothly, the engine may stall if the engine speed is low (i.e., the accelerator pedal is not depressed). may occur. In this embodiment, even in the above case, the detection switch 28 and the clutch disengagement SR mechanism 30 prevent the engine from stalling and enable a smooth start.

Next, its operation will be explained. Operation when the accelerator pedal is depressed enough and the engine speed has reached a speed sufficient for starting on a hill (i.e., when the engine speed exceeds a predetermined value and the detection switch 28 is turned off) (operation) is as already explained.

On the other hand, when the accelerator pedal is not depressed enough and the engine speed has not reached the predetermined value, the operation is as follows. That is, when the engine speed becomes less than a predetermined value, the detection switch 28 is turned on and the three-way valve 25 is switched to the negative pressure side. This causes negative pressure in the intake manifold to be applied to the check valve 27. vacuum tank 26,
It is applied to the lower chamber 16c side of the actuator 16 via the three-way valve 25 and the air vibe 24, and the cylinder portion 16a is drawn from the solid line position to the broken line position. In this case, the upper chamber 16b
Since air is sucked into the cylinder by the check valve 19 in addition to the orifice 20, the cylinder portion 16a can be moved quickly.

The movement of the cylinder portion 16a causes the release fork 3 to rotate counterclockwise via the push-pull cable 15, pushing the release bearing 8 to the right and pushing the diaphragm spring 9 to the position shown by the broken line.
The pressure contact of the clutch disc 11 with the flywheel 13 is released, and the engine side and the transmission side are separated.

Therefore, no matter how much the driver operates the clutch pedal 1 in this state, the clutch mechanism 14 is kept in the disengaged state, thereby preventing the vehicle from starting at a low engine speed. This prevents the engine from stalling when starting on a slope.

To start the vehicle from such a state, the driver only has to press the accelerator pedal to increase the engine speed. When the engine speed increases to a predetermined speed sufficient for starting on a hill, the detection switch 28 turns "off" and
The direction valve 25 is switched to the atmospheric pressure side. As a result, atmospheric pressure is applied to the royal chamber 16C of the actuator 16, and the tensile force (
The tensile force (from the solid line in the direction of the broken line) is released, the diaphragm spring 9 returns, and the cylinder portion 16a is pulled back to the solid line position, and the pressure plate 10 applies pressure 1 to the clutch disc 11 against the flywheel 13.
The clutch is then engaged. therefore,
After this, when the driver operates the clutch pedal 1, the clutch assembly 14 is disconnected and connected while the engine speed is high, allowing smooth start without stalling even on a slope.

If you are a skilled driver and do not need any assistance from the assist mechanism 29j'3 or the clutch release mechanism 30, you can turn off the release switch 23 and use the conventional clutch operation. Can start.

(Effects of the Invention) As described above, according to the engine stall prevention device of the present invention,
When the engine speed drops below a predetermined speed, the clutch release mechanism is activated and the release fork is oscillated in a direction that separates the clutch disc from the flywheel, so the clutch is engaged even when the engine speed is low. In other words, the clutch can only be engaged when the engine speed is high, so even if the driver is unskilled, there will be no need to press the accelerator pedal enough to start the vehicle on a hill. , the effect of smoothly starting on a slope can be obtained.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram of an engine stall prevention device according to an embodiment of the present invention, and FIG. 2 is a diagram showing operating characteristics of a two-motion valve. 1... Clutch pedal, 3... Release fork, 6... Pull cable, 9... Diaphragm spelling, 10... Pressure plate, 11... Clutch disc, 13... Flywheel, 14 ...The clutch is fine.
16...Actuator, 16a...Cylinder part,
16b...upper chamber, 16c...lower chamber, 25.
...3-way valve, 22...detection switch, 30
・・・Clutch release mechanism

Claims (2)

[Claims] (1) A clutch mechanism that swings a release fork in conjunction with depression and release operations of the clutch pedal to operate the clutch disc to be disconnected from and connected to the flywheel via the release bearing, diaphragm spring, and pressure plate; A clutch release mechanism that swings and drives the release fork in a direction to separate the clutch disc from the flywheel, and a switch that is switched to operate the clutch release mechanism when the engine rotation speed becomes a predetermined rotation speed or less. Ta,
Engine stall prevention device. (2) In the clutch disengagement mechanism, a movable partition that partitions the interior into two chambers is connected to the release fork via a cable, and when negative pressure is applied to one chamber, the clutch disengages the release fork via the cable. The actuator includes an actuator that swings in the away direction, and a three-way valve that switches and controls the pressure applied to one chamber of the actuator between atmospheric pressure and negative pressure of the intake manifold, and the switch is configured to control when the engine speed is at a predetermined level. Claim 1, wherein the three-way valve is switched to the negative pressure side at a rotation speed or lower.
Engine stall prevention device as described in section.