JPH0368246B2 - - Google Patents

Description

[Detailed description of the invention]

TECHNICAL FIELD The present invention relates to an automatic clutch control device that allows accurate detection of a half-clutch point over a long period of time. [Prior Art] Conventionally, an automatic clutch control device engages or releases a power cut-off clutch via a release fork, and includes a negative pressure servo, which is a fluid pressure actuator, and
It consists of a clutch sensor that detects the stroke amount of the negative pressure servo and an electronic control device that inputs the stroke amount signal, and detects the half-clutch point based on the stroke amount of the negative pressure servo. However, it has been difficult to always accurately detect the half-clutch point due to clutch wear and variations between parts. [Object of the Invention] An object of the present invention is to provide an automatic clutch control device that always detects an accurate half-clutch point and achieves a half-clutch state even when the clutch is worn or there are variations between parts. [Configuration of the Invention] The automatic clutch control device of the present invention includes a fluid pressure actuator that engages or releases a clutch;
It has a servo pressure control means for controlling the fluid pressure supplied to the actuator, and a fluid pressure sensor for detecting the fluid pressure of the actuator, and the half-clutch point is detected by the output of the fluid pressure sensor to perform half-clutch control. The composition consists of what is done. [Effects of the Invention] With the above configuration, the automatic clutch control device of the present invention has the following effects. Since it is possible to always accurately detect the half-clutch point even in the case of clutch wear or variations between parts, optimum clutch engagement can be achieved at all times and over a long period of time. [Embodiment] The automatic clutch control device of the present invention will be explained based on an embodiment shown in the drawings. FIG. 1 shows a front engine, front drive vehicle transmission using a hydraulic fluid coupling according to an embodiment of the present invention. This vehicle transmission includes a power transmission device 100, a forward
It consists of a gear transmission 200 for one reverse speed, a differential mechanism (not shown), and a transmission case 300 housing these. The power transmission device 100 includes a free coupling (hereinafter referred to as the coupling) 110, a power cutoff clutch (hereinafter referred to as the clutch) 130 of a power cutoff device provided inside the freewheel coupling (hereinafter referred to as the coupling), and a power cutoff clutch (hereinafter referred to as the clutch) 130 provided on the inside thereof, and the outer periphery of the coupling 110. In the example, a direct coupling clutch 150 provided on the engine side (right side in the figure, hereinafter referred to as the right side), an oil pump 170 provided between the input member and output member of the coupling 110, and the clutch 130 are released. and a servo mechanism 190 for engagement. The coupling ring 110 connects the input shaft 101 of the power transmission device 100 to the crankshaft of the engine.
A front cover 111 connected to the drive plate 102 via the drive plate 102;
An annular plate-shaped rear cover 11 welded to 1 at the outer periphery.
0A, the pump blade 113 provided around the inner peripheral wall surface of the rear cover 110A, the pump blade 1
Turbine blade 11 arranged opposite to 13
4, and a turbine runner 115 holding the turbine blade 114. At the center of the front cover 111 is a pilot boss 105 that fits into a pilot hole 104 provided at the center of the end surface of the input shaft 101, with a large diameter part near the engine, and a pilot boss 105 that fits into a pilot hole 104 provided at the center of the end face of the input shaft 101, and a pilot boss 105 that fits into a pilot hole 104 provided at the center of the end face of the input shaft 101. The tip of the left side (hereinafter referred to as the left side) is the drive shaft 106 of the oil pump 170, and the middle is the drive shaft 106 of the oil pump 170.
A central shaft 108 serving as a disk plate holding shaft 107 that supports an oil pump cover 177 fixed to the shaft 70 so as to be slidable in the rotational direction is provided therethrough. Further, a cylindrical portion 111C having a frictional engagement surface 111A parallel to the axis is connected to the outer peripheral portion of the inner wall of the front cover 111. The clutch 130 has an inner spline 1 on the inner circumference.
33 is formed, and a hub-shaped portion 116 of the turbine runner 115 is welded to the left end in the figure on the outer periphery, and a guide that centers the damper drive plate 158B, which is the output member of the direct coupling clutch 150, so as to be slidable in the rotational direction. A clutch drum 134 to which a sleeve 144 is press-fitted, an inner periphery fixed to the oil pump body 170A, a damper spring 157 provided on the outer periphery, a front damper plate 158C holding this, and a friction engager on the outer periphery. Equipped with a direct coupling clutch 150
The damper drive plate 1 is an output member of
58B is attached, and the left side of the central part in the figure supports the pressing force of the diaphragm spring 197, and the right side transmits the pressing force of the diaphragm spring 197, and is supported rotatably with the front cover 111, and is attached to the front cover 111. Bearing race 161 of thrust bearing 160
a damper driven plate 158A which is in contact with the clutch drum 134 and is fixed so as to be orthogonal to the clutch drum 134; a hub portion 135 which is spline-fitted to the output shaft 103 of the power transmission device 100;
Inner spline 1 of the clutch drum 134
a clutch hub portion 137 having an outer peripheral spline 136 formed at a position corresponding to 33; and the hub portion 1
Clutch disc wheel 13 consisting of a disc part 138 connecting a clutch hub part 137 to a clutch disc wheel 13.
9, and a plurality of clutch plates 141 whose outer peripheries are spline-fitted to the clutch drum 134.
and the inner periphery is the clutch disc wheel 139.
is spline-fitted to the clutch hub portion 137 of the
It consists of the clutch plates 141 and clutch disks 142 stacked alternately. The direct coupling clutch 150 includes a friction engagement surface 111A formed on the inner peripheral surface of the front cover 111 and a friction engagement element 400 supported by a damper drive plate 158B. In this embodiment, an internal gear pump is used as the oil pump 170, and the clutch disk wheel 1
39 inside the oil pump cover 177 and the disc portion 13 of the clutch disc wheel 139.
8. This oil pump 1
70 is fixed to the oil pump cover 177 at the outer circumference and attached to the power transmission device 100 at the inner circumference.
The output shaft 103 is loosely fitted into the small diameter portion 103B of the output shaft 103 via an oil seal 175, and is connected to the clutch disc wheel 13 via a thrust bearing 176.
The oil pump body 170A that is in contact with the disk portion 138 of No. 9, and the oil pump body 1
An internal gear 172 is rotatably fitted into a gear room provided next to a 70A engine, an external gear 171 is spline-fitted to the tip of the center shaft 108, and a gear is formed at the center of the output shaft 103. The oil pump cover 17 is connected to the oil passage 103A.
7 and a suction port 174 communicating with the front cover 111. The servo mechanism 190 of the clutch 130 includes a release rod 191 connected to a negative pressure servo 2 that operates by automatically supplying and discharging negative pressure in the intake pipe, a release fork 192 that is rotated around a fulcrum 193 by the release rod 191, and a release fork 192 that is rotated around a fulcrum 193 by the release rod 191. Flange 1 abutted on tip 192A of release fork 192
94, a sliding sleeve 196 fitted into the bearing 195, and an inner peripheral edge of the sliding sleeve 1.
A diaphragm spring 197 that is locked to the right end of the diaphragm spring 197
and a pressing ring 199 disposed on the outer peripheral edge of the clutch 130 for pressing the clutch 130 through a thrust bearing 198, and the clutch 130 can be released and engaged manually or automatically. The gear transmission 200 has a known configuration, with the output shaft 103 of the power transmission device 100 serving as an input shaft, an output shaft 201 parallel to the input shaft, and switching between a first speed and a second speed. Dog clutch 202 for 3rd and 4th gear
The dog clutch 203 and the fifth
It has a dog clutch 204 for speed switching and a reverse gear. This power transmission device 100 operates as follows. The servo mechanism 190 of the clutch 130 causes the release fork 192 to move to the fulcrum 19 when the release rod 191 is operated manually or automatically to the left in the figure.
3 to displace the sliding sleeve 196 toward the engine via the bearing 195. As a result, the sliding sleeve 196 causes the center of the diaphragm spring 197 to bulge out toward the engine, and the pressing ring 199 connected to the outer periphery of the diaphragm spring 197 is displaced to the left in the drawing. This action causes clutch 13
0 is freed. In this state, the power is cut off by the clutch 130, allowing the gear transmission 200 to perform a speed change operation. When the release rod 191 is operated manually or automatically in the right direction in the figure, the sliding sleeve 1
96 is displaced to the left in the figure by the return force of the diaphragm spring 197, the pressing ring 199 is pressed against the engine, the clutch 130 is engaged, and the input shaft 101 and output shaft 103 of the power transmission device 100 are
are connected via a coupling 110. In this embodiment, the fluid transmission device of the present invention uses a fluid coupling for the fluid coupling, but a torque converter or the like may also be used. It goes without saying that it can also be used in other fluid transmission devices. Next, the automatic clutch control device of the present invention is first installed.
This will be explained based on Figure 2. In this embodiment, the automatic clutch control device 1 includes an air cleaner 11 installed in an engine (not shown).
a, a negative pressure servo 2 which uses the negative pressure of the intake manifold 11b, which is an engine intake pipe, and which is a fluid pressure actuator for engaging or releasing the clutch 130; a servo pressure control means 3 for controlling the negative pressure; It consists of a negative pressure sensor 6 which is a fluid pressure sensor that detects the negative pressure of the negative pressure servo 2, and an electronic control device (computer) 8 which inputs the output of the negative pressure sensor 6 and controls the servo pressure control means. As shown in FIG. 1, the negative pressure servo 2 includes a case 211 consisting of a metal left case 211a and a right side case 211b, and a diaphragm 212 made of two polyester fibers covered with a rubber-like elastic material.
A coil spring 214 that applies a restoring force to the diaphragm 212, and a diaphragm support 216 and support member 21 fixed to the center of the diaphragm 212 and the center of the left case 211a, respectively.
7, the diaphragm support 216 is fixed at the center to an actuation rod 220 connected to the release rod 191, and the support member 2
17 is the left end 218 of the actuating rod 220 as shown in the figure.
A negative pressure chamber 221 is defined by a space partitioned by a diaphragm 212 that slidably supports the left case 211a, and an atmospheric chamber 222 is defined by a space partitioned by a diaphragm 212 and a right case 211b. The negative pressure chamber 221 and the atmospheric chamber 222 are connected to the negative pressure side piping 12a and the atmospheric side piping 12b of the pipe 12, respectively. The servo pressure control means 3 controls the flow rate to the negative pressure servo 2 based on a signal from the electronic control device 8, and increases the flow rate as more current flows from the electronic control device 8, and increases the flow rate as the current flow decreases. A valve body 41 that reduces the flow rate and has two lands 41A and 41B, a spring 42, and a negative pressure side piping 12
a, 12c, and the negative pressure side piping 12c to the flow rate control valve 4 is switched to the atmospheric side and the negative pressure side by a signal from the electronic control device 8, and the electronic control device When the signal from 8 is ON, the negative pressure side piping 12c to the flow control valve 4 is set to the negative pressure side.
OFF to communicate with the atmosphere side, two lands 51A,
51B, a spring 52, a passage chamber 53 that communicates between the negative pressure side pipe 12c and the atmospheric side pipe 12d or the negative pressure side pipe 12e, and the electromagnetic coil 54.
and an atmospheric/negative pressure switching valve 5. The electronic control device 8 is a computer and has a known configuration, and in addition to input signals from the negative pressure sensor 6, it is H-type and has seven setting positions: 1, 2, 3, 4, 5, R, and N. This is a signal that indicates the position of the shift lever 7, which has a
, the other signals are OFF, and when it is in neutral (N), all signals are OFF.The shift lever position signal 71 and the shift knob 72 of the shift lever 7 are in the pushing direction (upward direction in the figure) or in the pulling direction (in the figure). The servo pressure control means 3 is controlled by inputting a shift knob signal 73 which turns off when force is applied (downward). The operation of the above embodiment will be explained. During normal driving, when the driver changes from the current reduction ratio to the desired reduction ratio (for example, from 1st to 2nd speed), the negative pressure sensor 6 and the shift lever position signal 7
1. Based on the shift knob signal 73, the electronic control device 8 controls the flow rate control valve 4 and the atmospheric/negative pressure switching valve 5 to release and engage the clutch 130, thereby achieving a shift.

[Table] (a) Engagement → Disengagement When the driver shifts from 1st gear (1) to 2nd gear (2), he puts his hand on the shift lever 7 and applies force in the pulling direction, and the shift knob signal 73 is displayed. 1 and 3A, the pull direction is turned OFF, and the electronic control device 8 controls the flow rate control valve 4 and the atmospheric/negative pressure switching valve 5 as shown in FIGS. 3C and 3G as follows. Negative pressure is introduced into the negative pressure chamber 221 of the negative pressure servo 2. By applying current to the flow control valve 4 and increasing the flow rate of the negative pressure side piping 12a, 12c, and turning on the atmosphere/negative pressure switching valve 5, the negative pressure side piping 12 is turned on.
The negative pressure of the intake manifold 11b is guided to the negative pressure chamber 221 of the negative pressure servo 2 in order to communicate between the intake manifold 11b and the negative pressure side pipe 12e. Since a force is applied to the shift lever 7 in the pulling direction, the shift position signal 71 turns OFF as shown in FIG. 3A when the shift lever 7 deviates from the first gear position. Negative pressure servo 2 is atmospheric chamber 2
The diaphragm 21 of the negative pressure servo 2 due to the differential pressure with 22
2 to the left in the diagram, the release rod 191
The release rod 191 has a release rod load of 72 kg or more as shown in FIG. 3D. At this time, the negative pressure sensor 6 converts the negative pressure level of the negative pressure chamber 221 of the negative pressure servo 2 into an electrical signal as shown in FIG.
Output to. After performing this operation, the clutch 130 is released. (B) Release → Engagement When the driver puts the shift lever 7 into 2nd gear (2), the shift lever position signal 71 turns ON as shown in FIG. The valve 5 is turned off as shown in FIG. 3C, and atmospheric air is introduced into the negative pressure chamber 221 of the negative pressure servo 2. At this time, since the negative pressure level of the negative pressure servo 2 corresponds to the load of the release rod 191 as shown in FIG. 3D, the output of the negative pressure sensor 6 becomes as shown in FIG. 3F. When the driver releases the shift knob, the shift knob signal 73 is activated as shown in Fig. 3A.
Turn on. The electronic control unit 8 constantly checks the output value of the negative pressure sensor 6, and detects point B (point A in FIG. 4) where the trend of the output value changes from increasing to decreasing and then increasing again, as shown in FIG. This is the half-clutch point, and the area after that point is judged to be the half-clutch region. The current flowing through the flow rate control valve 4 by the electronic control device 8 is decreased as shown in FIG. 3G, and the stroke speed of the release rod 191 is decreased as shown in FIG. 3E. In this way, the half-clutch point is detected from the value and tendency of the negative pressure level of the negative pressure servo 2, and the subsequent engagement speed is slowed down, so that the clutch 130 can be maintained regardless of clutch wear or variations between parts. It softens the engagement shock and makes it smooth. Speeds other than first speed (1) to second speed (2) operate in the same manner.

[Brief explanation of drawings]

FIG. 1 is a sectional view of a power transmission device incorporating a clutch according to the automatic clutch control device of the present invention, FIG. 2 is a block diagram of the automatic clutch control device of the present invention, and FIG. 3 is a cross-sectional view of the automatic clutch control device of the present invention. FIG. 4 is a release rod characteristic graph for the automatic clutch control device of the present invention, and FIG. 5 is a negative pressure sensor output graph for the automatic clutch control device of the present invention. In the figure, 1... Automatic clutch control device, 2... Fluid pressure actuator (negative pressure servo), 3... Servo pressure control means, 4... Flow rate control valve, 5... Atmospheric atmosphere.
Negative pressure switching valve, 6...Negative pressure sensor.

Claims (1)

[Scope of Claims] 1. A fluid pressure actuator that engages or releases a clutch, a servo pressure control means that controls fluid pressure supplied to the actuator, and a fluid pressure sensor that detects fluid pressure of the actuator. ,
An automatic clutch control device characterized in that the half-clutch point is detected by the output of the fluid pressure sensor to perform half-clutch control. 2. The device according to claim 1, wherein the output of the fluid pressure sensor is detected when the clutch is released from engagement, and a half-clutch point when the clutch is released from engagement is detected from a change in the output. Automatic clutch control device. 3 If the output of the fluid pressure sensor decreases, increases, and then decreases again when the clutch is released from engagement, the output of the fluid pressure sensor increases, then decreases, and then starts increasing again when the clutch is released and engaged. 3. The automatic clutch control device according to claim 2, wherein the clutch time is detected as a half-clutch point.