JPS6331023B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides an automatic transmission that automatically changes gears by connecting and connecting a clutch provided between an output shaft of an engine and an input shaft of a transmission. The present invention relates to a clutch control device for an automobile that automatically controls the clutch.

Conventionally, automatic transmissions that combine a torque converter and a planetary gear type auxiliary transmission are well known. However, since this device uses a planetary gear type auxiliary transmission, the forward speed change stage is limited and it is difficult to effectively bring out the engine performance. There were drawbacks such as loss of power in the clutch and other parts.

Furthermore, as disclosed in Japanese Patent Application Laid-open No. 52-33225, there is a device in which the dry clutch is automatically controlled to engage and engage by using an actuator operated by fluid pressure generated during engine operation. However, in this case, since the clutch is in a connected state when the engine is stopped, the inertia resistance of the clutch device and the transmission input shaft acts as an engine load when the engine is started, resulting in poor engine startability. had.

On the other hand, the present applicant has previously developed an automatic transmission capable of performing automatic forward speed change control in multiple stages of three or more stages, between the crankshaft as the output shaft of the engine and the input shaft of the transmission. proposed a system in which gears were automatically shifted by intermittent engagement of a clutch provided in the
(See the specification of Japanese Patent Application No. 56-64996 and Japanese Patent Application No. 56-64997, etc.). In other words, on the engine crankshaft,
A first input shaft is coupled to a first input shaft via a first clutch, and a second input shaft is coupled to a second input shaft via a second clutch. The second input shaft is provided with first speed and third speed change gears, and a 1-3 select gear that selects one of the speed change gears and switches the torque transmission state to two stages. 2-4: 2nd speed and 4th speed change gears that transmit the torque of the second input shaft to the output shaft; and selecting one of the speed change gears to switch the torque transmission state to 2-speed.
A first speed change gear and a second speed change gear are selected in advance by the 1-3 select gear and the 2-4 select gear, respectively, and by the connection of the first clutch. After starting in 1st gear, when a predetermined speed is reached, the first clutch is disengaged and the second clutch is connected to shift to 2nd gear.
- Select the 3rd gear with the 3 select gear, and when a predetermined speed is reached, disengage the second clutch and connect the first clutch to shift to the 3rd gear. As the speed increases, the fourth
This system is designed to shift gears to a higher speed.

By the way, generally used transmissions are provided with a neutral position, and when the engine is started, the engine load is reduced by shifting to the neutral position to ensure good engine startability. .

However, in the automatic transmission as described above,
In order to set the first and second input shafts in neutral positions, separate actuators are required to position the select gears 1-3 and 2-4 in the neutral positions, respectively.
Furthermore, since a signal for controlling the actuator is required, it is not desirable in terms of cost and miniaturization, and furthermore, the circuit configuration becomes complicated, which makes it difficult to immediately adopt this method.

The present invention has been made in view of the above, and connects each of the clutches by applying fluid pressure generated during engine operation to each of the actuators for engaging and disengaging the first clutch and the second clutch. On the other hand, by cutting off the action of the fluid pressure, each of the clutches is disengaged, thereby making it possible to control the engagement and disengagement of each of the clutches when the engine is running. By disengaging each of the clutches using the biasing means when pressure is not applied, the engine load at the time of starting the engine can be reduced without requiring a separate actuator as described above. It is an object of the present invention to provide a clutch control device for an automobile that can ensure starting performance.

That is, the present invention provides a clutch disk disposed between an output shaft of an engine and an input shaft of a transmission, a pressure plate disposed on a side surface of the clutch disk, and a pressure plate that presses the pressure plate. a pressing member that connects the output shaft of the engine and the input shaft of the transmission; a release collar that controls the pressing state of the pressing member; and a release fork that moves the release collar; A clutch is provided to connect and connect the output shaft of the engine and the input shaft of the transmission. Furthermore, an actuator that is actuated by the action of fluid pressure generated during engine operation to actuate the release fork, a solenoid valve means that controls the supply of fluid pressure to the actuator, and a non-action of the fluid pressure to the actuator. and biasing means to which an elastic force is applied in a direction opposite to the pressing direction of the pressing member so as to disconnect the clutch when the pressing member is pressed. The present invention is characterized in that the clutch is controlled to be engaged and engaged by controlling the supply of the fluid pressure to the actuator when the engine is operating, and the clutch is disengaged by the biasing means when the engine is stopped.

Hereinafter, the present invention will be described in detail based on embodiments shown in the drawings.

FIG. 1 shows an example in which the present invention is applied to an automatic transmission that automatically changes gears by engaging and disengaging a clutch provided between the crankshaft, which is the output shaft of the engine, and the input shaft of the transmission. 1 is an engine, 1a is a crankshaft, 2 and 3 are a first input shaft and a second input shaft that are loosely fitted in the front and back on the outer periphery of the crankshaft 1a, and are connected to the crankshaft 1a of the engine 1. A first clutch 4 constituted by a dry clutch with a large capacity is interposed between the first input shaft 2 and the crankshaft 1a and the second input shaft 2.
A second clutch 5, which is a lightweight and compact wet clutch, is interposed between the input shaft 3 and the input shaft 3. Reference numeral 6 denotes an output shaft, to which, for example, left and right front wheels (not shown) are connected via a differential gear 7, and the torque of the output shaft 6 drives the left and right front wheels (not shown). (2) is configured to rotate.

The first input shaft 2 is provided with a first speed gear 8, a third speed gear 9, and a reverse gear 10 spanning the output shaft 6, each of which outputs the torque of the first input shaft 2 at a predetermined gear ratio. A second speed gear 1 is connected to the second input shaft 3.
1 and a fourth speed gear 12 are provided across the output shaft 6, and each is configured to transmit the torque of the second input shaft 3 to the output shaft 6 at a predetermined gear ratio.

Further, between the first gear 8 and the third gear 9 on the first input shaft 2, there is a 1-3 select gear 13 that can mesh with the first gear 8 and the third gear 9. , are slidably splined between them, and a 1-3 shift cylinder 14, which is a double-acting cylinder, is connected to the 1-3 select gear 13. Further, a backward select gear 15 that can mesh with the reverse gear 10 is slidably splined and disposed in front of the reverse gear 10 of the first input shaft 2. A reverse cylinder 16 consisting of a moving cylinder is connected, and the reverse select gear 1 is shifted by the operation of the reverse cylinder 16 and the 1-3 shift cylinder 14.
By sliding the 5 and 1-3 select gears 13 on the first input shaft 2 and meshing them with predetermined speed change gears, the transmission state of torque transmitted from the first input shaft 2 to the output shaft 6 is determined. is configured to be switched into three stages: first speed, third speed, and reverse.

In addition, between the second gear 11 and the fourth gear 12 on the second input shaft 3, there is a 2-4 select gear 17 that can mesh with the second gear 11 and the fourth gear 12. , the 2-4 select gear 1 is slidably spline-coupled therebetween, and the 2-4 select gear 1
A 2-4 shift cylinder 18 consisting of a double-acting cylinder is connected to 7.
The 2-4 select gear 17 is caused to slide on the second input shaft 3 and mesh with a predetermined speed change gear by the operation of , thereby reducing the torque transmitted from the second input shaft 3 to the output shaft 6. The transmission state is configured to be switched between two stages: second speed and fourth speed.

In addition, the above 1-3 shift cylinders 14 and 2
A 1-3 shift valve 19 and a 2-4 shift valve 20 each made of a solenoid valve are connected to the -4 shift cylinder 18.
A hydraulic pump 22 connected to the tip of the crankshaft 1a is commonly connected to the hydraulic pumps 9 and 20 via a discharge pipe 21, and the hydraulic pressure as fluid pressure generated by the hydraulic pump 22 is connected to the hydraulic pump 22. , the supply passage is switched to a predetermined passage by each of the shift valves 19 and 20, and the shift cylinders 1-3 and 2-4 are connected to each other.
By supplying the shift cylinder 18, 1-
3 select gear 13 and 2-4 select gear 1
7 is slid in a predetermined direction to mesh with a predetermined speed change gear.

A shift valve (not shown) is interposed between the retraction cylinder 16 and the hydraulic pump 22, and hydraulic pressure is supplied to the retraction cylinder 16 by switching the passage of the shift valve (not shown). Then, the reverse select gear 15 and the reverse gear 10 are meshed,
I'm trying to make it run backwards.

A first clutch cylinder 24 and a second clutch cylinder 25 are connected to the first clutch 4 and the second clutch 5 via rods 23 and 23', respectively. Hereinafter, since the configuration for the first clutch 4 and the configuration for the second clutch 5 are the same, only the first clutch 4 will be explained, and the explanation for the second clutch 5 will be omitted.

That is, as shown in FIG. 2, the first clutch 4 has a clutch disc 27 that rotates together with a clutch shaft 26 on the side surface of a flywheel 1b provided at the end of the crankshaft 1a of the engine 1.
The clutch disc 27 has a pressure plate 28 on the side thereof. In the vicinity of the pressure plate 28, diaphragm springs 29, 29, .
The screw 31 is secured and arranged through the screw 31,
The diaphragm springs 29, 29... are pressing the pressure plate 28 with their outer peripheral ends, and the diaphragm springs 29, 29...
Release collar 3 is located near the inner edge of 29.
2 is slidably fitted into the clutch housing 33 which is loosely fitted onto the clutch shaft 26. One end of a clutch release fork 34 is connected to the release collar 32, and the clutch release fork 34 is connected to the bolt 35 by a bolt 35 attached to the clutch housing 33.
It is rotatable around the center. Further, the first clutch cylinder 24 has its cylinder chamber 3.
6 is provided with a spring 37 and a piston 38 as biasing means, the tip of the piston 38 is connected to one end of the rod 23, and the other end of the rod 23 is connected to the clutch of the first clutch 4. It is connected to the other end of the release fork 34. Therefore, when fluid pressure acts on the hydraulic chamber 39 of the first clutch cylinder 24, the action of this fluid pressure causes the piston 38 to move forward against the spring force of the spring 37. Clutch release fork 34 bolt 3
5 in the counterclockwise direction in the figure, and accordingly move the release collar 32 backward to free the inner peripheral ends of the diaphragm springs 29, 29. ....... brings the clutch disk 27 and the flywheel 1b into close contact via the pressure plate 28, and connects the first clutch 4. At the same time, the hydraulic chamber 3 of the first clutch cylinder 24
When fluid pressure is not applied to the diaphragm springs 29 and 9, the piston 38 is moved rearward by the spring force of the spring 37, and the release collar 32 is moved forward, contrary to the above, and the release collar 32 causes the diaphragm springs 29, 29...Press the inner peripheral end to release the diaphragm springs 29, 29.
. . . is configured to release the pressing action on the pressure plate 28 and disconnect the first clutch 4.

Furthermore, the first clutch cylinder 24 and the second clutch cylinder 25 are provided with a first clutch conduit 40 and a second clutch conduit 41, respectively.
and a first clutch valve 42 consisting of a solenoid valve.
A second clutch valve 43 is connected to each clutch valve 42, 43, and the discharge pipe 21 is connected to each clutch valve 42, 43.
A hydraulic pump 22 is connected through the hydraulic pump 22, and when the first and second clutch valves are actuated, the first
By opening the second clutch pipes 40 and 41 and closing them when the engine is not in operation, the hydraulic pressure generated by the hydraulic pump 22 is transferred to the first and second clutch cylinders 2 when the engine is in operation.
4 and 25.

The above first clutch 4, first clutch cylinder 24, first clutch valve 42 and spring 37
Therefore, when the engine is operating, the first clutch 4 is controlled intermittently by controlling the supply of hydraulic pressure from the hydraulic pump 22 to the first clutch cylinder 24, while when the engine is stopped, hydraulic pressure is generated by stopping the driving of the hydraulic pump 22. As a result, the first clutch cylinder 24 becomes inactive, and the diaphragm spring 2 is activated by the urging force of the spring 37.
The inner circumferential ends of the clutches 9, 29, . Diaphragm springs 29, 29...... are configured to release the close contact between the clutch disk 27 and the flywheel 1b and disconnect the first clutch 4.
A clutch control device A according to the invention for the clutch 4 is constructed. Further, for the second clutch 5, a similar clutch control device B is constituted by the second clutch 5, the second clutch cylinder 25, the second clutch valve 43, and the spring 37'.

Note that the first and second clutch cylinders 2
A clutch speed adjustment valve (not shown) consisting of a solenoid valve is connected to 4 and 25 via a discharge pipe (not shown), and the fluid is controlled by the operation of the speed adjustment valve (not shown). The first step is to control emissions.
and the second clutches 4, 5 are gradually connected.

Next, the operation of the above embodiment will be explained.
Before starting the engine 1, the first clutch cylinder 24 is in a non-operating state because the hydraulic pump 22 is stopped and no hydraulic pressure is generated from the hydraulic pump 22. For this reason, the diaphragm springs 29, 29, .
As a result, a gap is formed between the outer circumferential end of the diaphragm springs 29, 29 and the clutch disk 27.
The first clutch 1 is in a disengaged state. Further, the second clutch 5 is also in a disengaged state. Therefore, since the load on the engine 1 is approximately zero, the engine 1 can be started smoothly. Moreover,
In this case, since the first clutch 4 can be disengaged by the spring 37, good startability of the engine 1 can be ensured with a simple configuration.

After starting the engine 1, the hydraulic pump 22
When hydraulic pressure is generated, 1-3 shift valve 1
9 and 2-4 shift valve 20,
Hydraulic pressure is supplied to the 1-3 shift cylinder 14 and the 2-4 shift cylinder 18, and the 1-3 select gear 13 slides on the first input shaft 2 and meshes with the first speed gear 8, and the 1-3 select gear 13 slides on the first input shaft 2 and meshes with the first speed gear 8. 4 select gear 17
meshes with the second speed gear 11.

Thereafter, when the first clutch valve 42 is actuated to open the first clutch conduit 40 and hydraulic pressure is supplied to the first clutch cylinder 24, the clutch cylinder 24 is actuated and the diaphragm spring 29 of the first clutch 4 is opened. , 29...... by pressing the pressure plate 28,
The clutch disk 27 and the flywheel 1b rotate together, the first clutch 4 is connected, and the automobile starts at the first speed.

When a predetermined speed is reached by traveling in the first speed, the first clutch conduit 40 is closed due to the non-operation of the first clutch valve 42, and the supply of hydraulic pressure to the first clutch cylinder 24 is cut off. 1st
At the same time as the clutch 4 is disengaged, the second clutch conduit 41 is opened by the operation of the second clutch valve 43, and hydraulic pressure is supplied to the second clutch cylinder 25, so that the second clutch 5 is connected. , a shift to second gear is performed.

After that, while driving in the second speed, the 1-3 shift cylinder 1 due to the reverse operation of the 1-3 shift valve 19
4 in the opposite direction to the above, the 1-3 select gear 13 and the third speed gear 9 are engaged,
When a predetermined speed is reached in the second gear, the second clutch 5 is disengaged and the first clutch 4 is simultaneously connected, similarly to the above, to shift to the third gear. Thereafter, the shift to the fourth speed will be performed in the same manner.

FIG. 3 shows another embodiment of the present invention, in which in addition to the spring 37 used as the biasing means for disengaging the first clutch 4 in the above embodiment, a plurality of springs are used between the clutch disk 27 and the flywheel 1b. The coil spring 44,...... is compressed, and
Pressure plate 28 and release collar 32
When hydraulic pressure is applied to the first clutch cylinder 24, the forward movement of the release collar 32 causes the pressure plate 28 to be connected to the coil springs 44, . . . via the disc spring 45.
By moving the clutch disk 27 and the flywheel 1b forward against the spring force of...
While connecting the first clutch 4 by bringing them into close contact with each other,
When hydraulic pressure is not applied to the first clutch cylinder 24,
By pressing the pressure plate 28 backward by the spring force of the coil springs 44, . . . , a gap is formed between the flywheel 1b and the clutch disk 27, and the first clutch 4
The other structure is the same as that of the above embodiment, and the effect is also the same as that of the above embodiment.

In the above description, oil pressure was used as the fluid pressure generated during engine operation, but it goes without saying that compressed air or negative pressure may also be used.

As explained above, according to the present invention, the dry clutch provided between the output shaft of the engine and the input shaft of the transmission is controlled intermittently by an actuator operated by fluid pressure generated during engine operation. On the other hand, since the clutch is disengaged by the biasing means when no fluid pressure is applied to the actuator, that is, when the engine is stopped, the engine load at the time of engine startup can be reduced without requiring a separate actuator and with a simple configuration. Therefore, it is possible to ensure good startability of the engine at low cost.

[Brief explanation of the drawing]

The drawings illustrate embodiments of the present invention; FIG. 1 is a block diagram of the main parts of an automatic transmission, FIG. 2 is a block diagram of the main parts of a clutch control device for the first clutch, and FIG. FIG. 2 is a main part configuration diagram showing an embodiment of the present invention. 1...Engine, 1a...Crankshaft, 2...
First input shaft, 3... Second input shaft, 4... First clutch, 5... Second clutch, 22... Hydraulic pump, 24... First clutch cylinder, 25... Second clutch cylinder, 29...Spring, 3
7, 37'...Spring, 42...First clutch valve, 43...Second clutch valve, 44...
…coil spring.

Claims (1)

[Claims] 1. A clutch disk disposed between the output shaft of the engine and the input shaft of the transmission, a pressure plate disposed on the side of the clutch disk, and a pressure plate for pressing the pressure plate. A pressing member that connects the output shaft of the engine and the input shaft of the transmission, a release collar that controls the pressing state of the pressing member, and a release fork that moves the release collar. An actuator that includes a clutch that connects and connects the output shaft of the engine and the input shaft of the transmission when operated, and that operates by the action of fluid pressure generated when the engine operates to operate the release fork; and an actuator that operates the release fork; The actuator includes an electromagnetic valve means for controlling the supply of pressure, and a biasing means having an elastic force applied in a direction opposite to the pressing direction of the pressing member so as to disconnect the clutch when no fluid pressure is applied to the actuator. , While the clutch is controlled intermittently by controlling the supply of fluid pressure to the actuator when the engine is operating,
A clutch control device for an automobile, characterized in that the clutch is disengaged by the biasing means when the engine is stopped.