KR20110051834A - Apparatus for operating clutches in motor vehicles - Google Patents

Abstract

PURPOSE: A clutch control device of a vehicle is provided to reduce costs by controlling a clutch using hydraulic pressure without an electric motor. CONSTITUTION: A clutch control device of a vehicle comprises an oil pump(20), an electronic clutch(28), an accumulator(30), a clutch control valve(32), and a concentric cylinder(38). The oil pump is powered by a pinion(24) engaged with a ring gear(22) of a flywheel(10) and generates hydraulic pressure. The electronic clutch is arranged on a rotary shaft which connects the pinion and the oil pump. The accumulator temporarily stores hydraulic pressure supplied from the oil pump. The control valve is arranged under the accumulator and switches a flow path. The concentric cylinder is formed in a rear transmission case(36) of a release bearing(4) of a clutch assembly(2) and operates the release bearing.

Description

Clutch control device for vehicle {APPARATUS FOR OPERATING CLUTCHES IN MOTOR VEHICLES}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch system of a motor vehicle, and more particularly, to an automatically controlled clutch control apparatus requiring an actuator.

Recently, a metal belt-type continuously variable transmission (CVT), which can control the speed of an engine regardless of the speed of a vehicle, is mainly applied to a transmission applied to a hybrid electric vehicle.

However, CVT, which is applied with a metal belt, uses relatively large hydraulic pressure as compared to other automatic transmissions, but despite the excellent functional advantages of CVT, there are many disadvantages in terms of efficiency.

Accordingly, recently, the rotational force input from the engine is selectively transmitted to two input shafts by using two clutches, and the existing manual transmission configured to shift according to the gear ratio of the gears disposed on the two input shafts is provided. Dual clutch transmission (hereinafter referred to as DCT) is adopted, which is equipped with two clutches and a transmission automation mechanism, and can pursue the convenience of an automatic transmission while almost maintaining the excellent efficiency of the manual transmission.

In the case of the DCT, a clutch that is automatically controlled by an actuator is applied. As a prior art of the automatic clutch control system, US Patent No. 7,124,871 (Disengaging System) may be exemplified.

The patent uses an electric motor as an actuator, and a roller forming a support point of the lever at the rear side of the release lever to which the clutch compression spring and the release bearing are connected at both ends is disposed on the ball screw shaft rotating by the electric motor as the actuator. do.

Accordingly, the roller is moved in the radial direction in accordance with the rotational direction of the ball screw shaft to control the force applied to the release bearing is to be an intermittent operation of the clutch.

Therefore, the force to actuate the release bearing utilizes the force of the precompressed clutch compression spring, and the electric motor has the advantage of being energy efficient because it only needs to move the lever support point (roller) that changes the flow of force.

However, since the two electric motors for odd and even clutches are arranged radially, they are very disadvantageous on the package, and the stroke of the release bearing increases when the clutch disc wears, and the length of the preload spring (clutch compression spring) is also increased. It has a problem that the operation force is weakened as it becomes longer.

In addition, since the electric motor is used as the clutch actuator, the electric motor must be used up to the shift synchro actuator. In this case, the actuator for the shifting excessively protrudes out of the transmission housing, thereby changing the engine room layout. .

Therefore, the present invention has been invented to solve the above problems, an object of the present invention is to generate a hydraulic pressure by the engine power to control the clutch by its hydraulic pressure, thereby eliminating the cost by eliminating the electric motor as an actuator It is to provide a clutch control device of a vehicle that can be reduced and compact to secure a large use space of the engine room.

In order to realize the above object, the present invention provides an automatic control clutch control apparatus that requires an actuator.

An oil pump 20 driven by a pinion 24 engaged with the ring gear 22 of the flywheel 10 to generate hydraulic pressure;

An electromagnetic clutch 28 disposed on a rotation shaft connecting the pinion 24 and the oil pump 20 to control rotation power while being controlled by a transmission control unit (TCU);

An accumulator (30) for temporarily storing the hydraulic pressure supplied from the oil pump (20);

A clutch control valve 32 disposed on the downstream side of the accumulator 30 and controlling a flow control while being controlled by a transmission control unit (TCU);

Concentric cylinder (38) formed in the rear transmission case (36) of the clutch bearing (2) and actuated by hydraulic pressure transmitted from the clutch control valve (32) to move the release bearing (4) forward and backward. It provides a clutch control apparatus of a vehicle comprising a).

In the above, the electromagnetic clutch 28 is electrically connected to the transmission control unit TCU so as to detect and control the pressure of the accumulator 30 and the fuel cut control state from the engine control unit ECU. do.

The accumulator 30 is characterized in that the pressure gauge 34 is arranged to detect the internal pressure and send it to the transmission control unit (TCU).

The clutch control valve 32 is characterized by being operated by a solenoid 40 controlled by a transmission control unit (TCU).

In the above, the clutch control valve 32 is a first port 44 through which the hydraulic pressure flows from the accumulator 30 and an agent for supplying the hydraulic pressure introduced into the first port 44 to the concentric cylinder 38. A valve body having a two port 46 and a discharge port EX for selectively discharging the hydraulic pressure supplied to the second port 46;

It is formed integrally with the plunger of the solenoid 40, the first land 48 for selectively opening and closing the first port 44 at the free end, and formed at regular intervals on the solenoid 40 side is formed A second land 50 for selectively communicating the first and second ports 44 and 46 with the first land 48, and an elastic member 52 between the first land 48 and the valve body. Characterized in that it comprises a valve spool disposed.

The concentric cylinder 38 is formed as an annular groove opening toward the release bearing 4, characterized in that the front portion is in contact with the release bearing 4, the piston 54 is moved forward and backward by the hydraulic pressure is arranged do.

As described above, according to the present invention, the electric motor as an actuator is deleted and controlled by hydraulic pressure, thereby reducing the cost and making the engine space large by reducing the cost.

In addition, by directly generating the hydraulic pressure from the engine power, it is possible to prevent a decrease in efficiency due to the energy conversion generated when using the electric motor, and to reduce the fuel consumption by allowing the accumulator hydraulic pressure to be filled in the fuel cut control state of the engine. Will be.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention will be described in detail.

1 is a configuration diagram of a clutch control device according to the present invention, wherein reference numeral 2 designates a clutch assembly that performs power interruption, which is practical.

The clutch assembly has a release bearing 4 which is operated in the forward and backward directions, a diaphragm 6 in which a center portion is pressed by the release bearing 4, and the degree of pressurization of the diaphragm 6 according to the present disclosure. The transmission input shaft 12 selectively rotates the rotational force of the flywheel 10 while being pressed or spaced apart from the flywheel 10 according to the forward and backward movements of the pressure plate 8 and the pressure plate 8. It comprises a clutch disk 14 to be delivered to.

In the clutch assembly as described above, the diaphragm 6 and the pressure plate 8 are fixed to the clutch cover 16 fixed to the flywheel 10 so that the engine rotates at all times when the engine is started.

In such a clutch assembly, the present invention provides a control device that enables the clutch intermittent operation to be automatically performed by moving the release bearing 4 forward and backward under the control of the transmission control unit (TCU).

As the clutch control device intended by the present invention uses hydraulic pressure, the oil pump 20 for generating hydraulic pressure is used as a power source for the rotational power of the flywheel 10, and for this purpose, the outer circumference of the flywheel 10 is used. Gear pins 24 are coupled to the ring gear 22 mounted on the gears, and an electromagnetic clutch 28 capable of intermittent power on the rotating shaft 26 connected to the pinions 24 to transmit power is disposed. The oil pump 20 is driven by the rotational power transmitted from the electromagnetic clutch 28.

In the above, the electronic clutch 28 is electrically connected to the transmission control unit TCU so that the electronic clutch 28 can be controlled by the transmission control unit TCU, and when the OFF signal is transmitted from the transmission control unit TCU, Blocking the transmission, when the ON signal is input to serve to transmit the rotational power of the pinion 24 to the oil pump (20).

In addition, the oil pressure generated by the oil pump 20 flows into the accumulator 30 along the pipeline and is temporarily stored at a constant pressure, and the oil pressure thereof is always detected by the hydraulic gauge 34 to transmit the transmission control unit ( TCU).

The hydraulic pressure supplied to the accumulator 30 flows into a concentric cylinder 38 formed annularly in the rear transmission case 36 of the release bearing 4 via a clutch control valve 32. Thus, the release bearing 4 is operated according to the degree of hydraulic pressure.

The clutch control valve 32 is a solenoid control valve operated by the solenoid 40 controlled according to the control of the transmission control unit (TCU), and the valve body according to the on / off operation of the solenoid 40. The valve spool 42 in the inside moves horizontally to switch the flow path.

To this end, the valve body has a first port 44 through which the hydraulic pressure is supplied from the accumulator 32 and a second port through which the hydraulic pressure supplied to the first port 44 is supplied to the concentric cylinder 38. 46 and a discharge port EX for discharging the hydraulic pressure supplied to the second port 46.

In addition, the valve spool 42 embedded in the valve body is formed integrally with the plunger of the solenoid 40, and a first land 48 for selectively opening and closing the first port 44 is formed at an end thereof. And a second land 50 for selectively communicating the first and second ports 44 and 46 with the first land 48 at a predetermined interval toward the solenoid 40. An elastic member 52 is disposed between the land 48 and the valve body.

By the above configuration, when the solenoid 40 is in the off state, the valve spool moves to the left in the drawing by the elastic force of the elastic member 52 so that the first land 48 closes the first port 44, and the solenoid When (4) is on, the valve spool moves to the right in the drawing while overcoming the elastic force of the elastic member 52 to communicate with the first and second ports 44 and 46 so that the hydraulic pressure is transferred to the concentric cylinder 38. It can be supplied.

In addition, the concentric cylinder 38 has an annular groove that is open toward the release bearing 4 side, and a piston 54 therein is disposed to be moved back and forth, and the piston 54 is always released. The contact with the bearing 4 is maintained.

Accordingly, when the hydraulic pressure is supplied to the concentric cylinder 38, the piston 54 moves forward to block the power transmission by advancing the release bearing 4, and when the supplied hydraulic pressure is discharged, the piston 54 moves backward to release the bearing. Retreat (4) to perform the role of power transmission is made.

In this operation, the piston 54 is formed in an annular shape, and thus uniform contact with the release bearing 4 results in uniform contact with the diaphragm 6. Uneven wear of the 8 and the disk 14 can be prevented.

2 is a block diagram of a system for operating a clutch control device according to the present invention, wherein the transmission control unit (TCU) includes the pressure of the accumulator 30 from the accumulator pressure gauge 34 and the engine control unit. The electronic clutch 28 and the clutch control valve 32 are controlled by receiving the information of the fuel cut control of the fuel system from the ECU.

3 is a control flowchart of the electromagnetic clutch 28 of the clutch control apparatus according to the present invention. When the vehicle starts to travel, the hydraulic pressure of the accumulator 30 is first detected from the hydraulic gauge 34 ( S100).

When the accumulator pressure is detected in the step S100, it is determined whether the pressure is smaller than the maximum value Max by comparing with the preset maximum value (S110).

When it is determined in step S110 that the pressure of the accumulator is greater than the maximum value Max, the electronic clutch is turned off (S111), and when it is determined that the pressure is smaller, it is determined whether the pressure is smaller than the reference value Min1 and smaller than the minimum value Min2. (S120) (S121).

When it is determined in step S120 that the pressure of the accumulator is smaller than the reference value Min1, it is determined whether fuel cut control is being performed by receiving information of the fuel system from the engine control unit ECU (S130).

If it is determined in step S130 that the fuel cut control is being made, on-control of the electronic clutch is performed (S140),

When it is determined in step S121 that the pressure of the accumulator is smaller than the minimum value Min2, the control of the electronic clutch is performed immediately.

The maximum value Max is a value set in order to prevent an excessive supply of hydraulic pressure to prevent power loss due to the operation of the oil pump 20, and the reference value Min1 is a value in which the most appropriate hydraulic pressure is set. (Min2) is a value that sets the minimum pressure required to operate the clutch, and is set through many experimental results of the applied vehicle during the development process.

When the operation of the electromagnetic clutch 28 in the control process as described above is combined, as shown in FIG. 4, when the vehicle is in an accelerated state, sufficient engine power is required, so that the minimum value Min2 necessary for clutch operation is maintained. The electronic clutch 28 is turned off to prevent the loss of engine power due to the driving of the oil pump 20, and in the fuel cut control state in which the engine power is not largely required, the electromagnetic clutch 28 is maintained even if the hydraulic pressure is maintained at the reference value Min1. By turning on), the hydraulic pressure of the clutch can be supplemented to the maximum value (Max) by surplus power.

That is, in controlling the electromagnetic clutch 28 for controlling the power transmitted to the oil pump 20, not only the pressure state of the accumulator 30 but also the fuel injection state of the engine is used to determine the fuel cut state. By increasing the pressure of the accumulator 30 as much as possible, to minimize the conditions for filling the pressure of the accumulator 30 using the actual engine power to reduce the fuel consumption.

Although preferred embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and those of ordinary skill in the art from the embodiments of the present invention easily invent and recognize the same. It includes all changes in the ranges that become.

1 is a block diagram of a clutch control device according to the present invention.

2 is a block diagram for operating the clutch control apparatus according to the present invention.

3 is a control flowchart of an electromagnetic clutch applied to the present invention.

Figure 4 is a graph diagram for visually explaining the operating state of the electromagnetic clutch applied to the present invention.

Claims (6)

In the automatic clutch control device which requires an actuator, An oil pump 20 driven by a pinion 24 engaged with the ring gear 22 of the flywheel 10 to generate hydraulic pressure; An electromagnetic clutch 28 disposed on a rotation shaft connecting the pinion 24 and the oil pump 20 to control rotation power while being controlled by a transmission control unit (TCU); An accumulator (30) for temporarily storing the hydraulic pressure supplied from the oil pump (20); A clutch control valve 32 disposed on the downstream side of the accumulator 30 and controlling a flow control while being controlled by a transmission control unit (TCU); Concentric cylinder (38) formed in the rear transmission case (36) of the clutch bearing (2) and actuated by hydraulic pressure transmitted from the clutch control valve (32) to move the release bearing (4) forward and backward. Clutch control apparatus of a vehicle comprising a). The electronic clutch 28 is electrically connected to the transmission control unit TCU so as to detect and control the pressure of the accumulator 30 and the fuel cut control state from the engine control unit ECU. Clutch control device of the vehicle, characterized in that connected. 2. The clutch control device according to claim 1, wherein the accumulator (30) is provided with a pressure gauge (34) for detecting internal pressure and sending it to a transmission control unit (TCU). 2. Clutch control apparatus for a vehicle according to claim 1, characterized in that the clutch control valve (32) is operated by a solenoid (40) controlled by a transmission control unit (TCU). 5. The clutch control valve 32 of claim 1, wherein the clutch control valve 32 concentrically receives a first port 44 through which the hydraulic pressure flows from the accumulator 30 and a hydraulic pressure introduced through the first port 44. A valve body having a second port 46 for supplying the cylinder 38 and a discharge port EX for selectively discharging the hydraulic pressure supplied to the second port 46; It is formed integrally with the plunger of the solenoid 40, the first land 48 for selectively opening and closing the first port 44 at the free end, and formed at regular intervals on the solenoid 40 side is formed A second land 50 for selectively communicating the first and second ports 44 and 46 with the first land 48, and an elastic member 52 between the first land 48 and the valve body. Clutch control device of the vehicle, characterized in that comprises a valve spool disposed. 2. The piston 54 according to claim 1, wherein the concentric cylinder 38 is formed as an annular groove opened toward the release bearing 4, and the front and rear pistons move forward and backward by hydraulic pressure while being in contact with the release bearing 4. Clutch control apparatus of the vehicle, characterized in that arranged.

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