RU116412U1 - DEVICE FOR AUTOMATIC CONTROL OF VEHICLE CLUTCH - Google Patents

Abstract

A device for automatic control of a vehicle clutch, comprising a driver command transmission system, a clutch engaging mechanism, a receiver, a control valve block, a knot activation rate controller, made with holes in the body through which its inner part of the cavity is communicated with the atmosphere, a check valve and a spring, placed in a housing, characterized in that the device uses as the main power element a pneumatic cylinder connected to the receiver, with an electromagnetic valve, with a clutch lever, by means of a pull rod, and with a control valve block made in the form of a mechanical valve mounted on the rod of the pneumatic cylinder and connected through a cable to the throttle valve, and the mechanical valve consists of a body with channels, a shut-off valve connected by means of a spring to a control valve, which in turn is connected by a cable to the throttle valve, and the channels of the body are connected to the inlet receiver, atmosphere and pneumatic mocylinder.

Description

The utility model relates to the field of transport technology and can be used to control the clutches of vehicles, and to automate the clutch control process to ensure smooth inclusion.

A device for smoothly engaging friction clutch, which is part of an automatic clutch and contains a control valve, a hydraulic cylinder and a speed regulator for turning on the friction unit, a reservoir for the working fluid, as well as a command transmission system (Mullins P. Automatic clutch (two-pedal vehicle control). US Industry, 1988, No. 1, pp. 7-9).

The intended use of this device is possible only if there is an electronic control system and a hydraulic clutch drive, which significantly limits its unification, since the interchangeability of products of this group in other types of drives and the use of other control systems is eliminated, and also significantly increases the cost of production and operation of the vehicle.

There is another device for smoothly turning on the friction clutch, comprising a driver command transmission system, a pneumatic servocylinder connected to the clutch engagement mechanism, a control valve block, a receiver, a knot inclusion rate regulator made with holes in the housing through which its internal part of the cavity is in communication with atmosphere, a shutter with a rod and a spring of the exhaust valve of the regulator, placed in the said housing (ed. St. SU N 765040, class B60K 23/02, 1978).

This device for smooth engagement of the clutch is able to function without expensive electronic devices, i.e. the scope of its use can be significantly expanded, it bears the greatest resemblance to the proposed design, and is taken as a prototype.

However, this device has a number of disadvantages, namely, a completely new mechanism is presented, requiring changes to the existing design. The device serves only for shifting gears, as it engages the clutch completely for a given period of time, and an additional device is used for starting, which reduces the engine load while reducing the speed of rotation of its shaft. To squeeze the clutch, a pneumatic cylinder is used, operating from a pressure above atmospheric, for which an additional mechanism is needed to create this pressure and energy consumption. The control valve has a complex structure.

The technical task of the utility model is to simplify the design of the automatic clutch control system of a mechanical speed transmission of a vehicle and increase the efficiency of controlling a mechanical gearbox on existing vehicles without constructive changes to the latter, with the maximum use of standard components.

The technical result of the use of the proposed design is to ensure automatic smooth starting of the vehicle after first or reverse gear, as well as automatic clutch on-off during further acceleration, movement or deceleration. At the same time, the need to shift gears remains, however, the need to work with the clutch pedals disappears, which greatly simplifies the driver’s actions, especially in the urban driving cycle. Thus, the driver in the process of driving only manipulates the gear lever, gas pedal and brake pedal, which greatly simplifies driving.

To achieve the specified technical result, it is proposed to use an additional device for controlling a single-disk clutch of a car with a clutch cable drive in automatic mode, with the possibility of disabling it to control the clutch in standard mode and with the engine braking function.

The device comprises a driver command transmission system, a clutch engagement mechanism, a receiver, a control valve block, a knot inclusion rate regulator made with holes in the housing through which its interior cavity is in communication with the atmosphere, a shutoff valve and a spring housed in the housing. In the device, as the main power element, a pneumatic cylinder is used, connected to the intake manifold (receiver) and using a vacuum in the intake manifold (receiver) of the engine for operation. The pneumatic cylinder is connected with an electromagnetic valve that enables it to be switched on, and with a clutch control valve block made in the form of a mechanical valve connected through an additional cable to the gas pedal (throttle valve) and to the engine, due to which it takes into account the state of the engine and the degree of gas pressure, what provides reliable engagement of the clutch in all conditions. The mechanical valve is located directly on the rod, which connects the pneumatic cylinder and the clutch lever, and consists of a housing with channels, a shut-off valve connected by means of a spring to a control valve, which, in turn, is connected via a cable to the throttle valve. The channels of the housing are connected to the inlet receiver, the atmosphere and the pneumatic cylinder. In the cabin there is a common switch, a micro switch that monitors the inclusion of gears, and connected to the gear lever and a micro switch that monitors the position of the gas pedal and is connected with the latter.

When the solenoid valve is turned on, vacuum is supplied to the pneumatic cylinder and mechanical valve. The mechanical valve is closed and a force is generated in the pneumatic cylinder that pulls the clutch lever. When you press the gas pedal (throttle pedal), the control valve and shut-off valve in the mechanical valve are pulled through the cable, the bypass channel through which atmospheric pressure is supplied to the pneumatic cylinder is opened. Its force decreases and the thrust, together with the body of the mechanical valve, is displaced by the displacement distance of the control valve and, when the thrust reaches it, the channel is blocked. That is, the pneumatic cylinder is in constant equilibrium: if the pressure has increased, then the force of the cylinder increases and it pulls the thrust more, the channel opens more and the force weakens and returns thrust to the return, if the pressure decreases, the force decreases, the channel closes, the force increases and the thrust shifts and seeks to take a strict position relative to the control valve. Due to this design, the exact moment of engagement of the clutch is ensured and there is no effect of changes in atmospheric pressure on normal operation.

A car equipped with the proposed device can work both in standard mode, clutch release is performed by the force of the leg, and in automatic. The mode is selected using the button on the instrument panel, and switching can be done on the go. In automatic mode, when you press a button on the panel, the clutch is squeezed. After the first or reverse gear is turned on when you press the gas, the clutch engages. The nature of the inclusion depends on how the accelerator pedal is depressed. When pressed slowly, the start is smooth, it starts almost from idle, and when pressed sharply, the engine first picks up the appropriate speed and only then does it turn on sharply, that is, it adapts to the driving style. Also, in automatic mode, the probability of an error when starting is excluded, since the machine will not allow the engine to stall. Under loaded conditions (starting uphill, slipping), the inclusion occurs at high speeds (at which the engine has enough effort to overcome the obstacle).

When switching to the second, third, etc. gear, release the gas pedal and turn on the desired gear, the clutch engages quickly, to avoid slippage and unwanted wear.

Figure 1 shows a diagram of a device for controlling the clutch of a vehicle, figure 2 shows a diagram of a mechanical valve.

The device comprises an inlet receiver 1 connected to a pneumatic cylinder 2, connected, in turn, to a solenoid valve 3 and to a mechanical valve 4, by means of a rod 5. The rod 5 also connects the pneumatic cylinder 2 and the clutch lever (not shown in the drawing). The mechanical valve 4 consists of a casing 6 provided with a channel 7 connected to the receiver 1, a channel 8 connected to the pneumatic cylinder 2, and a channel 9 connected with the atmosphere. In the housing 1 is placed a shut-off valve 10, connected by means of a spring 11 to a control valve 12, which, in turn, is connected via a cable 13 to the throttle valve 14.

A device for controlling the clutch of a vehicle operates as follows.

In the intake receiver 1, with the engine running, a vacuum of about -0.65 ....-0.7 atm is created. When you press the gas opens the throttle 14, allowing access to air. The vacuum in receiver 1 drops, but with an increase in engine speed, the vacuum again reaches a value of -0.65 ... -0.75. and engine speeds no longer increase.

When the solenoid valve 3 is turned on, the vacuum is supplied to the pneumatic cylinder 2 and the mechanical valve 4. The mechanical valve 4 is closed and a force is generated in the pneumatic cylinder 2, which pulls the clutch lever through the rod 5. When you press the gas pedal (throttle pedal 14) through the cable 13, the control valve 12 and the shutoff valve 10 in the mechanical valve 4 are pulled out, channels 8 and 9 are opened through which atmospheric pressure is supplied to the pneumatic cylinder 2. Its force decreases and the thrust 5, together with the housing 6 of the mechanical valve 4, is shifted by the displacement distance of the control valve 12 and, when the rod 5 reaches it, the shut-off valve 10 blocks the channels 8 and 9. That is, the pneumatic cylinder 2 is in constant equilibrium: if the control valve is strongly pulled 12, channels 8 and 9 open more strongly and the force weakens and returns the draft 5 to the return if the control valve 12 is released a lot, the channels 8 and 9 are closed, the force increases and the rod 5 is displaced and tends to take a strict position relative to the control valve 12.

In the mechanical valve 4, the shutoff valve 10 is not rigidly connected to the cable 13 from the throttle 14. When the engine is running, the vacuum is applied between the shutoff valve 10 and the control valve 12 and they are attracted to each other overcoming the force of the compensating spring 11. When the gas pedal is pressed slowly, the vacuum in the receiver 1 does not have time to decrease and therefore the control valve 12 carries along the shut-off valve 10 and the clutch is slowly engaged. And with a sharp pressure on the gas, the vacuum in the receiver 1 decreases and is transmitted to the cavity between the valves 10 and 12, the force of the spring 11 pushes the valves 10 and 12 and when the control valve 12 is displaced, the shutoff valve 10 remains in place. The clutch does not engage. After increasing the speed, the vacuum increases and pulls the shut-off valve 10 to the control valve 12. The inclusion occurs at high speeds.

Another mode of operation: we move off under difficult conditions (for example, we call on the curb). When you slowly press the gas, the clutch slowly engages. The car cannot start due to obstacles and the speed drops from the load. The engine (starts) to consume less air than enters the receiver 1, while the vacuum drops and the spring 11 pushes the valves 10 and 12. The shut-off valve 10 closes the channels 8 and 9 and the clutch disengages. The load decreases and the engine gains speed, the vacuum increases, the spring 11 is compressed, the channels 8 and 9 open, the clutch engages. And so it will be repeated until gas is added so that the engine force is enough to overcome the obstacle.

Due to the proposed design of the mechanical valve, a different nature of the vehicle starting is ensured and the probability of engine shutdown from overload is excluded.

Claims (1)

A device for automatically controlling a vehicle’s clutch, comprising a driver command transmission system, a clutch engaging mechanism, a receiver, a control valve block, a knot turning-on speed regulator made with holes in the housing through which its interior cavity communicates with the atmosphere, a shutoff valve and a spring, placed in the housing, characterized in that the device uses a pneumatic cylinder connected to the receiver, with an electromagnetic valve, with a lever with clutch by means of a thrust and with a control valve block made in the form of a mechanical valve mounted on the thrust of the pneumatic cylinder and connected through a cable to the throttle valve, the mechanical valve consisting of a housing with channels, a shutoff valve connected by means of a spring to a control valve, which in turn, it is connected via a cable to the throttle, and the channels of the housing are connected to the inlet receiver, the atmosphere and the pneumatic cylinder.