WO1984003337A1

WO1984003337A1 - Control device for a clutch

Info

Publication number: WO1984003337A1
Application number: PCT/EP1984/000003
Authority: WO
Inventors: Alfred Magg; Franz Boss; Gerold Bieber
Original assignee: Zahnradfabrik Friedrichshafen
Priority date: 1983-02-22
Filing date: 1984-01-04
Publication date: 1984-08-30
Also published as: DE3305999C1; IT8419257A0; ZA84627B; EP0166722A1; IT1173094B; JPS60500634A; BR8406983A

Abstract

Control device for a clutch (1) with torque converter arranged as a common construction with a synchronized gear transmission, the clutch being closed by means of a control of the gear shift unit by two pressure chambers (4, 6) arranged radially in parallel, as a function of the rotation speed as well as of the operating conditions, with a soft coupling and, after a fast emptying, opened by spring effect. The radially outer pressure chamber (4) is first filled before substituting the switching pressure-system pressure-by a pressure depending on the centrifugal force and present in both pressure chambers so that, as a function of this centrifugal force, different transfer moments are generated which also act particularly in case of traction (high rotation speed) and thrust (idling). The pressure chambers (4, 6) are connected on large cross sections (41, 61) to a filling and emptying valve (3) by means of which the radially outer pressure chamber (4) is filled and emptied, whereas the radially inner pressure chamber (6) is only emptied. Thereby, it is possible to simplify the control which is a function of the running conditions upon a relatively low system pressure due to the pressure transfer depending on the centrifugal force, and to accelerate the control by emptying both pressure chambers also up to the transfer of the maximum possible motor torque.

Description

Control device for a clutch

This invention relates to a control device for a clutch according to the preamble of claim 1.

Such a control device is e.g. B. from DE-OS 29 41 935 known. Although a soft, driving-state-dependent push / pull circuit is possible according to this document, the construction effort to arrive at such a result still seems too high and the sequence of the circuit still takes too much time.

It is therefore an object of the invention to further improve a control device according to the preamble of claim 1 in terms of construction costs and switching speed.

This object is achieved with the characterizing features of claim 1.

Filling via large-volume lines and chambers and appropriate dimensioning of the radially external pressure chamber not only quickly create the fins, but some of the engine torque is already transmitted. As a result of the superimposition of the switching pressure - system pressure - with a dynamic pressure which is dependent on the speed and centrifugal force, in particular in the outer pressure chamber, but also in the inner pressure chamber, higher transmission moments can also be achieved more quickly at higher speeds. The control valve, which is dependent on the load direction, can thus be dispensed with, because the pressure medium itself differentiates between a pull or push circuit via the effect of the centrifugal force

Train - high speed - high centrifugal force - higher transmission moments - lower slip time;

Thrust - idle - lower centrifugal force - lower transmission moments - long slide time.

OMPI IPO As a result of the rapid emptying of both pressure spaces by the filling and snapping emptying valve, the clutch is also opened quickly via the spring because, as in the case of simple ventilation, the pressure medium does not have to be pushed back via the supply line.

In claims 2 to 10, the invention is particularly advantageous.

With the dimensioning of the radially outwardly extending chamber, which acts as a feed line, the mass of the piston and the spring is easily compensated by the filling and cutting emptying valve, so that even at a comparatively high speed with a relative low switching pressure - system pressure - the supply to the outer pressure chamber is guaranteed.

Since the pressure chamber filled first transmits part of the engine torque and the control valve switches on the second pressure chamber - i.e. the radially inner pressure chamber - solely as a function of the pressure in the radially outer pressure chamber, in addition to a coupling that is well adapted to the driving condition, a fast transmission of the maximum possible torque achieved with great simplification.

The structural design of the filling and quick-drain valve according to claim 3 and the control valve according to claim 4 in connection with the arrangement, for example in the radial plane of the associated pressure chambers, result in favorable installation conditions and very short, large-volume connection paths which, for. B. can be achieved by valves mounted on the coupling carrier. This arrangement is particularly simple and also favors the timing of the circuit. With the configuration of the control according to claims 5 to 9 for the area which is not arranged directly within the clutch, but is advantageously flanged to the housing, the fulfillment of the task is further supported. The arrangement of the pulse valve in connection with the large-volume lines for the simultaneous supply of the pressure medium for actuating the clutch and the coolant and lubricant for cooling the lamellae is particularly advantageous, this pulse valve solely from the collapse of the pressure in the supply line to the holding valve is switched to flow if this has been switched to flow by the solenoid valve. After filling the pressure chambers and pressure compensation via the throttle in the bypass, the pulse valve closes automatically and the accumulators can refill. Lubricant is supplied to the clutch only in the slipping phase, but then very strongly. If no control valve for filling the internal pressure space, but, according to claim 10, only a pressure relief valve or only a throttle is arranged, a further simplification is possible. Further details of the invention will be explained with reference to an exemplary embodiment and with reference to drawings, the details of the drawing being the subject of the invention.

Show it:

Fig. 1 shows the part of a control device for a converter clutch, in particular the area of the clutch.

Fig. 2 shows a half section through the clutch in

Axis direction with the filling and line emptying valve.

Fig. 3 shows a half section through the clutch in

Axis direction with the control valve for filling the internal pressure chamber. Fig. 4 is a diagram of the transmission torques of the clutch as a function of the radially outer pressure chamber and the speed of the clutch carrier.

Fig. 5 is a diagram of the transmission torques of the clutch as a function of the radially inner pressure space and the speed of the clutch carrier.

1 shows the part of a control system for a converter clutch that is relevant for a clutch. 1 is the clutch itself with the radially outer pressure chamber 4 and the radially inner pressure chamber 6, both of which act to close the clutch on the pressure piston 12 and this on the disk pack 11, the pressure piston being pushed back into the open position by a spring 13 . 3 designates a filling and line emptying valve and 5 a control valve, both of which are arranged in or on the coupling carrier 14 (FIGS. 2 and 3). The switching valve 9, pulse valve 8 and solenoid valve 95, on the other hand, are fixed and mounted in or on the housing 15 (FIG. 3) of the clutch. The coolant 71 and pressure medium accumulator 75 are also primarily arranged on the housing 15 of the clutch 1. The filling and Schneilentlee¬ tion valve 3 is connected via a filling and emptying channel 41 to the radially outer pressure chamber 4 and via an emptying channel 61 to the radially inner pressure chamber 6. Both channels have large cross sections for a relatively quick filling or emptying. A feed line 56 and a control line 55 branch off from the filling and emptying channel 41 for the control valve 5. The connecting line 38 from the switching valve 9 to the filling and draining valve 3 is expanded in the area of the coupling carrier 14 to a chamber 2, from which a control line 37 branches off. The switching valve 9 is connected to the pulse valve 8 via a likewise large-volume pressure medium line 81 and is switched via a pressure medium control line 91, with this line being filled and vented via a solenoid valve 95 which is connected to the system pressure line 76

OMPI is. This solenoid valve 95 is switched via an electrical line 97, which is connected to a switch, not shown, in the gear shifting device. A pressure switch 96 is also arranged in this line, which only permits actuation of the solenoid valve 95 if a defined minimum pressure is present in the system pressure line 76. With the pulse valve 8, depending on the pressure in the large-volume pressure medium line 81, the system pressure line 76, to which a pressure medium reservoir 75 can also be connected, is connected with this line 81 and the coolant line 73 possibly also with a coolant reservoir 71 the large-volume coolant channel 72, which leads to the disk set 11 of the clutch 1. To control the pulse valve 8, it also has an actuating device 82 for switching on, which is connected directly to the system pressure line 76. The pulse valve 8 is switched off via a compression spring 86 in connection with an actuating device 83, which is located on a bypass 84 which lies between the large-volume pressure medium line 81 and the system pressure line 76, a throttle 85 being arranged between the actuating device 83 and the system pressure line 76 is. The system pressure line 76 is connected directly and the coolant line 73 to a generally known pressure medium pump 7 via a pressure relief valve (not shown). Instead of the control valve 5 for the pressure-dependent filling of the radially inner pressure chamber 6, a connecting line with an orifice can also be arranged between the filling and emptying channel for the radially outer pressure chamber 4 and the radially inner pressure chamber 6. Instead of the control valve 5, a simple pressure relief valve or an end can also be used.

FIG. 2 shows a clutch 1 with a clutch carrier 14 driven by the converter turbine. The filling and quick emptying valve 3 is with the clutch carrier 14

Clutch 1, e.g. B. connected via fastening screws 390. The piston 31 is arranged in a cylindrical bore 32 in the housing 39 and drawn in the closed position - radially outside -. In In this position, both the radially outer 4 via the filling and emptying duct 41 with the emptying opening 35 and the radially inner pressure chamber 6 via the emptying duct 61 with the emptying opening 36 are very short and large in cross section. Both pressure chambers 4, 6 act on the disk pack 11 via the pressure piston 12. The emptying openings 35 and 36 are arranged in the housing 39 of the filling and sniping discharge valve 3. The spring 33 also pushes the piston 31 radially outward when no centrifugal force is acting. The control line 37 is connected to the chamber 2 and interacts with the outer piston surface 34. 15 is the fixed housing of the clutch 1, the output of which takes place via the inner disk carrier 16.

In FIG. 3, the control valve 5 is mounted on the coupling carrier 14 and connects the filling and emptying channel 41 via the supply line 56 when the pressure in the radially outer pressure chamber 4 has reached a predetermined value, with the radially inner pressure chamber 6 Via the filling channel 62 for filling it and for transmitting the maximum possible engine torque via both pressure chambers and the clutch 1. In the housing 57 of the control valve 5 "there is a cylindrical bore 52 which runs in the radial direction. A piston 51 in this bore 52 is also pushed radially outwards without the action of centrifugal force by a compression spring 53. The pressure from the radially outer pressure chamber 4 also acts on the outer piston surface 54 via the control line 55 and presses the piston 51 radially inward, via this control valve 5 the two pressure chambers 4, 6 are connected via lines 41, 55/56, 62 when the clutch 1, below he the effect of both pressure chambers 4, 6 is closed.

4 and 5 show the transmission torques M- of the clutch 1 as a function of the pressure chambers 4 and 6 and the number of revolutions / minute of the clutch carrier 14, with FIG. 4 referring to the radially outer 4 and FIG. 5 relates the radially inner pressure chamber 6. fr

The transmission torques are calculated on the basis of fixed and identical friction surfaces, friction pairings and friction values of the same switching and spring pressure, taking into account the piston surfaces which result in connection with the pressure chambers 4, 6.

From FIG. 4 - with reference to piston chamber 4 - it can be seen in a simple manner how the transmission torque M _R of clutch 1 increases with a higher rotation of clutch carrier 14. But also the transmission torque, based on the radially inner pressure chamber 6, increases - Fig. 5 - with increasing speed, if not as strong.

The control device operates as follows: If a gearshift is to be initiated in the countershaft transmission, the circuit in line 97 is interrupted by a switch in the gearshifting device, which is not shown, and the solenoid valve 95 shuts off the system pressure line 76 and vents the pressure medium control line 91, so that the switching valve 9 also vents the chamber 2. Since the pressure in the control line 37 collapses, the filling and line emptying valve 3 is brought into the position shown and both pressure chambers 4 and 6 are emptied to the openings 35, 36 via the lines 41, 61 provided with large cross sections.

When moving, e.g. B. the gearshift lever, from the neutral position to a gear position, a switch is closed, the line 97 carries current when the minimum system pressure 76 reaches and the pressure switch 96 is also closed. The switching magnet on the magnetic switch 95 is acted upon and adjusts it so that the pressure medium control line 91 is connected to the system pressure line 76 and the switching valve 9 connects the large-volume pressure medium line 81 to the chamber 2 via the connecting line 38. As a result, the pressure in the pressure medium line 81 and also in the bypass 84 collapses because a rapid pressure equalization from the system pressure 9

line is not possible. The actuating device 82 switches the pulse valve 8 to flow, so that the chamber 2 is suddenly filled with pressure medium from the system pressure line 76 and from the pressure medium dispenser 75 and, due to the pressure increase via the control line 37, the filling and rapid emptying valve 3 is also set to flow , so that the radially outer pressure space is filled and the pressure piston 12 engages the plates (plate pack 11). In the pulse valve 8, the coolant line 73 with the coolant reservoir 71 has been suddenly connected to the coolant channel 72, so that the slats which are in contact but are still slipping are optimally lubricated and cooled. After an increase in pressure in the radially outer pressure chamber 4, the radially inner pressure chamber 6 is filled via the control line 55 via the control valve 5 and the feed line 56 and the filling channel 62, so that the maximum possible transmission torque is reached via both pressure chambers 4, 6. When the filling is finished and the pressure in the bypass 84 at the pulse valve 8 also rises to the system pressure, this pulse valve is closed via the actuating device 83 and the spring 8 (,), so that both stores 71, 75 can refill. The leakage loss is compensated via the throttle 85 and the system pressure line 76. The system pressure, line 76, is superimposed in the area of the chamber 2 and the pressure chambers 4 to 6 by a centrifugal force-dependent pressure so that, depending on the speed, the clutch carrier 14 also has a higher speed 4 and 5 result in higher transmission torques, in this way in particular the driving state - train / push - is taken into account when switching with the pressure medium itself.

The application is not limited to the exemplary embodiment shown. So it is z. B. also possible to switch the switching valve 9 to flow when the solenoid valve 95 has interrupted the system pressure and the pressure medium control line 91 is interrupted.

O PI φ. ™ ∞ Reference numerals

1 • Clutch clutch 53 compression spring

11 Plate pack 54 Outer piston surface

12 pressure pistons 55 control line

13 spring 56 feed line

14 clutch carrier 57 housing

(Outer disk carrier) 6 Radial inside

15 housing pressure chamber

16 inner disk carrier 61 drain channel

2 chamber 62 filling channels1

3 Filling and quick exhaust 7 Pressure medium pump emptying valve 71 coolant reservoir

31 pistons 72 coolant channel

32 Cylindrical bore 73 coolant line

33 compression spring 75 pressure fluid dispenser

34 Outer piston surface 76 System pressure line

35 Drain opening 8 pulse valve

36 Drain opening 81 Large-volume pressure medium

37 Control line line

38 connecting line 82 actuating device

39 Housing 83 Actuator 90 Screws 84 Bypass

4 85 radial throttle

Pressure chamber 86 compression spring

41 filling and Ent¬ 9 switching valve emptying channel. ⁹¹ pressure control line

5 control valve 95 solenoid valve

51 pistons 96 pressure switches

52 Cylindrical bore 97 Electrical line

Claims

/Expectations

1. Control device for a clutch with a torque converter in a common installation space with a synchronized countershaft transmission, the clutch being controlled by a control from the gear change device via two pressure chambers lying next to one another in the radial direction, depending on the speed and driving state - thrust / pull - with a soft one Coupling is closed and, after a rapid emptying, is opened by spring force, characterized in that the radially outer pressure chamber (4) has large-volume lines and chambers (81,

2, 41) are filled first, the system pressure in both pressure chambers (4, 6 is superimposed by a centrifugal pressure and both pressure chambers (4, 6) are emptied via a filling and quick emptying valve (3).

2. Control device according to claim 1, characterized ¬ characterized in that for closing the clutch (1) pressure medium is passed through a radial direction outwardly extending chamber (2), there comes under the influence of centrifugal force and a filling and quick drain valve (3rd ) adjusted in such a way that an emptying opening (35) for a radially outer pressure chamber (4) and an emptying opening (36) for a radially inner pressure chamber (6) are closed and at the same time a filling and emptying channel (41) for the first radially outer one ¬ lying pressure chamber (4) for filling it is connected to the chamber (2), the plates (plate pack 11) of the clutch (1) put on and transmit part of the engine torque, a control valve (5), depending on the pressure in the radially outer pressure chamber (4) opens a filling channel (61) of the radially inner pressure chamber (6) and the maximum over both pressure chambers (4, 6) le torque is transmitted. //

to open the clutch (1), the chamber (2) is vented and both pressure chambers (4, 6) via short and large cross-section channels and openings (41, 61, 35) via the filling and quick drain valve (3) , 36) can be emptied at the same time.

3. Control device according to claim 1 or 2, characterized ge ¬ indicates that the piston (31) of the filling and quick emptying valve (3) in a radial direction ver¬ cylindrical bore (32) is arranged by a compression spring (33) even without centrifugal force into the radially outer opening position (FIG. 2) for emptying the pressure spaces and the pressure medium for filling the first outer pressure space (4) from the radially outward leading chamber (2) directly to the outer Piston surface (34) of the filling and quick emptying valve (3) is directed (control line 37) and brings the piston (31) radially inwards against the action of the compression spring (33) and the centrifugal force of the spring and piston into the filling position.

4. Control device according to one of the preceding claims, characterized in that the piston (51) of the control valve (5) is arranged in a radial bore (52) extending from a Druck¬ spring (53) without centrifugal force in the brought radially outer closed position (Fig. 3) and that the outer piston surface (54) is acted upon by the filling pressure in the first outer pressure chamber (4), the piston of the control valve (5) moves radially inward and a filling channel (62) opens for the second internal pressure chamber (6) so that both pressure chambers (4, 6) are connected to each other.

5. Control device according to one of the preceding claims, characterized in that the switching clutch (1) coolant is supplied only during the closing process via a pulse valve (8) and a large-volume coolant channel (72). 11

6. Control device according to claim 5, characterized in that in addition to the pump (7) for generating the system pressure for the pressure medium of the converter, the converter lockup clutch and the clutch (1) and the lubricant and coolant for the clutch still depending a Druckmit¬ tel (75) and lubricant and coolant storage (71) are arranged.

7. Control device according to claim 5 or 6, characterized .ge ¬ indicates that between the filling and Schnell¬ drain valve (3) and the pulse valve (8) a Schaltven¬ valve (9) with a flow and a vent position is arranged is actuated via a pressure medium control line (91) from the system pressure, which is switched on via a solenoid valve (95) depending on the shift lever position, and wherein the electrical line to the solenoid valve (96) is operated via a pressure switch (96). 95) only with sufficiently high system pressure - e.g. B. 5 bar - is closed.

8. Control device according to claim 7, characterized in that between the pressure medium circuit with pump (7) and pressure accumulator (75) and the switching valve (9) on the one hand and the coolant line (73) with the lubricant and coolant accumulator ( 71) and the clutch (1), on the other hand, a pulse valve (8) is arranged so that only when the switching valve (9) is actuated into the filling position does a large-volume pressure line (81) with the system pressure line (76) and on suddenly large-volume coolant channel (72) is connected to the coolant line (73).

9. Control device according to claim 8, characterized in that the one actuating device (82) of the pulse valve (8) with the system pressure line (76) is connected directly and causes the adjustment for the flow and the other actuating device (83) for the shut-off position is connected to a bypass (84), which pressure lines between the pressure medium line (81) and a throttle (85) with the system

_CM? I / J

device (76) and that the pulse valve is held in the shut-off position by a compression spring (86) during pressure equalization via the throttle (85).

10. Control device according to claim 2, characterized in that, instead of the control valve (5), a pressure relief valve or in the filling channel (62), which is connected directly to the filling and emptying channel, an orifice is arranged.

_OIv.FI

^