JPH045850B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a torque oscillation control mechanism for a vehicle having a clutch between an engine and a transmission.

(Prior Art) Torque fluctuations caused by engine rotation and knocking cause problems such as jitter (abnormal noise) occurring from the transmission or clutch, or the vehicle singing. Furthermore, since no structure is adopted to control the power transmission mechanism when starting on a slope or when the engine knocks, there is a problem that requires special skills to operate the clutch.

(Objectives of the Invention) (a) To make it possible to prevent judder without changing the existing clutch mechanism.

(b) Eliminate mistakes such as stopping the engine when starting on a slope.

(c) Eliminate engine knocking.

(Structure of the Invention) The present invention includes a clutch that connects an engine and a transmission, a torque vibration detection device that detects torque vibration of an output shaft of the transmission, and a torque vibration detection device that detects torque vibration that causes yudder. The torque vibration control mechanism for a vehicle is characterized in that it includes an actuator that brings the clutch into a half-clutch state.

(Example) In Fig. 1 (arrow F is forward), engine 1
The output shaft of transmission 13 (not shown) is connected via clutch 12 to the input shaft (not shown) of transmission 13. The output shaft 14 of the transmission 13 is connected to the rear wheel 16 via a propeller shaft 15.
is connected to. A timing belt 17 is hung on the output shaft 14, and the timing belt 1
7 to output shaft 14 and DC tachometer generator 1
8 rotation shafts are connected to rotate together. On the other hand, a release bearing 19 for turning ON (connection) and OFF (disconnection) the clutch 12 is moved in the central axis direction by a release lever 20.
The rod 2 of the slave cylinder 25 is located at the lower end of the slave cylinder 25.
The tip of 6 is in contact. Slave cylinder 25
is in communication with a master cylinder 28 via an oil passage 27, and the rod 26 is slid by hydraulic pressure from the mass cylinder 28. The piston 29 of the master cylinder 28 is connected to the clutch pedal 30
The piston 29 is connected to the master cylinder 28 so that when the clutch pedal 30 is depressed, the piston 29 is pushed into the master cylinder 28. The slave cylinder 25 is provided with an actuator mechanism 31 (described in detail later), and the actuator mechanism 31 is electrically connected to a control circuit 33 by a wiring 32. Also, the above DC tachometer generator 18 is also wired 3.
4 is electrically connected to the control circuit 33.

The structure of the slave cylinder 25 is, for example, as shown in FIG. A piston 41 fixed to a rod 26 is slidably fitted into the cylinder body 40 of the slave cylinder 25, and a coil spring 43 is disposed between the piston 41 and a cap 42 that is screwed into the cylinder body 40. The rod 26 is compressed and constantly biased in the reverse F direction. The rod 26 is slidably fitted into a hole in the center of the cap 42 via an oil seal, and the tip of the rod 26 is in contact with the release lever 20. Oil road 2
7 communicates with a hydraulic chamber 45 formed by a cylinder body 40 and a piston 41. Cylinder body 4
The actuator mechanism 31 formed on the side of the cylinder 0 has a cylinder 46 with a small diameter, and a piston 47 is slidably fitted into the cylinder 46 while maintaining liquid tightness. A cylindrical solenoid 49 is arranged on the rod 48 of the piston 47 that protrudes from the cylinder 46 with a slight annular gap in between, and the wiring 32 that supplies power to the solenoid 49 is connected to the control circuit 33 (Fig. 1). It is connected. Note that the hydraulic chamber formed by the cylinder 46 and the piston 47 is connected to the piston 41 via the throttle valve 44 and the passage 50.
These spaces are filled with hydraulic fluid.

The control circuit 33 is configured as shown in FIG. 3, for example. The DC tachometer generator 18 is connected to an amplifier circuit 53 via a voltage divider 51 and a switch 52, so that the voltage generated by the DC tachometer generator 18 is input to the amplifier circuit 53.
The output side portion of the amplifier circuit 53 is connected to the input side portion of the amplifier circuit 55 via a capacitor 54.
The output side portion of the amplifier circuit 55 is connected to the input side portion of the comparator circuit 57 via a diode 56. The output side portion of the comparator circuit 57 is connected to the base of a transistor 59 via a variable resistor 58. On the other hand, the solenoid 49 is disposed between the battery 60 and the collector of the transistor 59, and an operation indicator light 61 is connected in parallel with the solenoid 49. In FIG. 3, 62 is an amplifier, 63 is a resistor, 64 is a variable resistor, 65 is a diode, and 66 is a capacitor.

Next, the operation will be explained. When the clutch 12 is in the ON state, power from the engine 11 is transmitted from the clutch 12 to the transmission 13, and from the transmission 13 to the output shaft 1.
4. It is transmitted to the rear wheels 16 via the propeller shaft 15. When power is transmitted to the output shaft 14 and rotates, the rotating shaft of the DC tachometer generator 18 also rotates together via the timing belt 17, and the DC tachometer generator 18 generates electric power according to the rotational speed of the output shaft 14. On the other hand, clutch 12
is ON, the clutch pedal 30 is not depressed and no hydraulic pressure is supplied to the hydraulic chamber 45 in FIG.
3, it is in a state of movement in the reverse F direction.

When the clutch pedal 30 in FIG. 1 is depressed to push the piston 29 into the master cylinder 28, hydraulic oil is supplied to the hydraulic chamber 45 (FIG. 2) in the slave cylinder 25 through the oil passage 27. When the piston 41 slides in the F direction and the rod 26 pushes the release lever 20 in the F direction, the release bearing 19 (FIG. 1) moves in the F direction and the clutch 12 is turned off.

On the other hand, when the clutch 12 is in the ON state and power is being transmitted from the engine 11 to the rear wheels 16, torque vibrations such as jagging as shown in Fig. 4 When this occurs, it operates as follows. DC that detects the rotational speed of the output shaft 14
Suppose that a voltage change such as vibration J shown in FIG. 4a is obtained in the tachogenerator 18, for example, when the vehicle accelerates. The voltage obtained by the DC tachometer generator 18 is input to the amplifier circuit 53 via the voltage divider 51 and switch 52 shown in FIG. 3, and is amplified. The output from the amplifier circuit 53 is processed by a detection rectifier circuit consisting of a capacitor 54 and a diode 65 as shown in Fig. 4b.
After being detected and rectified into voltage fluctuations only in the rotational fluctuation portion, the voltage is amplified by an amplifier circuit 55 and input to a comparator circuit 57 via a diode 56. In the comparator circuit 57, the vibration J is as shown in Fig. 4c.
The signal is pulsed as shown in FIG. A current flows in the transistor 59 based on the waveform shown in FIG. 4d, and the solenoid 49 is energized and the operation indicator light 61 is lit during that time.

When current flows through the solenoid 49, the slave cylinder 25 of FIG. 2 operates as follows. When the clutch is in the ON state, no oil pressure is supplied to the hydraulic chamber 45, and the piston 41 is in the state shown. When current flows through the solenoid 49, the rod 48 receives a force in the G direction due to its excitation force, and the piston 47 pushes out the hydraulic oil, thereby slightly expanding the gap L1. As a result, the piston 41 is slightly F
direction, the rod 26 releases the release lever 20.
Rotate it a little. The rotation of the release lever 20 causes the release bearing 19 in FIG.
moves slightly in the F direction, and the clutch 12 becomes in a half-clutch state. When the clutch 12 is in a half-clutch state, torque fluctuations from the engine 11 are absorbed by slippage in the clutch 12 and are no longer transmitted to the transmission 13. However, even in this state, the clutch 12 is in a connected state, albeit to the extent that it slips, and torque is being transmitted as shown in FIG. 4Y.

When the vibration J shown in FIG. 4a ends, no current flows through the transistor 59 shown in FIG. 3, and the energization of the solenoid 49 is stopped. As a result, no force in the G direction acts on the rod 48 in FIG. 2, and the piston 41 slides in the opposite F direction by the coil spring 43. As a result, the piston 47 is pushed back in the reverse G direction, and the release lever 20 is also rotated in the reverse F direction, returning the clutch 12 in FIG. 1 to its fully ON state.

Note that if the above torque vibration absorption effect is not desired, the switch 52 may be turned off.

(Effect of the invention) The clutch 12 connecting the engine 11 and the transmission 13 and the transmission 1
Torque vibration detection device (for example, DC tachometer generator 18) that detects torque vibration of the output shaft 14 of No. 3
and an actuator (for example, actuator mechanism 31) that puts the clutch into a half-clutch state when detecting torque vibrations that cause swerving; it becomes possible to absorb torque vibrations that cause swerves; (a) Yadder can be prevented with almost no changes to the current clutch mechanism.

(b) Eliminates mistakes such as stopping the engine when starting on a slope.

(c) The occurrence of engine knocking can be eliminated.

(Another embodiment) (a) The spacing L1 shown in FIG. 2 may not be provided, and the sliding movement of the piston 47 may
It is sufficient if it moves in the axial direction.

(b) The actuator mechanism 31 does not need to be provided in the slave cylinder 25, for example, in the first
It may be provided in the master cylinder 28 shown in the figure, or the actuator mechanism 31 may be provided alone.

(c) Instead of the DC tachometer generator 18, a torque meter may be used.

(d) The present invention is not limited to the case where the clutch operation is performed by hydraulic control, but can be similarly adopted even when the clutch operation is performed by pneumatic control or electric control.

(e) In the above embodiment, the case where the clutch pedal 30 is provided is explained, but the clutch pedal 30
It is also possible to adopt the same method even when the transmission mechanism has a fully automatic or semi-automatic transmission mechanism.

[Brief explanation of drawings]

FIG. 1 is a layout diagram of a torque vibration control mechanism according to the present invention, FIG. 2 is a vertical sectional view of a slave cylinder, FIG. 3 is a circuit diagram of a control circuit, and FIG. 4 is a processing waveform diagram. 11...Engine, 12...Clutch,
13...Transmission, 14...Output shaft, 18
...DC tachometer generator (an example of a torque vibration detection device), 31...actuator mechanism (an example of an actuator).

Claims (1)

[Claims] 1 A clutch that connects the engine and the transmission, a torque vibration detection device that detects torque vibrations on the output shaft of the transmission, and sets the clutch to a half-clutch state when detecting torque vibrations that cause swerving. A torque vibration control mechanism for a vehicle, characterized in that it is provided with an actuator.