JPH0656526U - Automatic clutch controller - Google Patents

Abstract

(57) [Summary] It is used in mechanical automatic transmissions, does not require a temperature sensor attached to the clutch, and inputs detection signals or calculation signals to determine the operating state of the transmission, the amount of heat generated on the clutch operating surface, and cooling. Provided is an automatic clutch control device that accurately simulates the clutch temperature in consideration of the amount, operates automatically, and prevents overheating which causes damage to the clutch. An engine speed signal, a throttle control means position signal, an input shaft speed signal, and a transmission switching state signal are input, and the input signal is processed according to a predetermined logical state to generate an output signal. However, the processing device for activating the clutch and the means for maintaining the simulated clutch operating temperature are provided, and the maintaining means has a throttle position larger than a predetermined ratio of the expansion throttle, and the difference between the engine speed and the input shaft speed is a predetermined value. Larger, command actuation with a sense input indicating that the gearbox is not in neutral.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to an automatic clutch control device that automatically controls engagement and disengagement of a clutch, and more particularly to a clutch control device that controls a clutch used in a mechanical automatic transmission system. The present invention relates to an automatic clutch control device that automatically operates a clutch in response to a simulation temperature that is higher than a specified value.

[0002]

[Prior art]

 For example, as described in U.S. Pat. Has been known for a long time. To summarize these conventional mechanical automatic transmissions, various drive system operations such as fuel supply to the engine, clutch engagement, disengagement, transmission switching, and the operation of other devices such as input shaft brakes are described. , A control unit including a central processing unit that responds to the measured input parameter, the detected input parameter, or the calculated input parameter. As a representative, input parameters include engine speed, throttle position, input / output shaft speed, vehicle speed, gear ratio of currently applied gears, and application of brakes. The throttle position means the position or setting of the driver control device for controlling the fuel supply to the engine.

Particularly in the case of automatic clutch control in a vehicle equipped with a mechanical automatic transmission, under normal operation, when shifting from stop to start, or when operating at extremely low speed, depending on the input parameters. The clutch is displaced between fully disengaged and fully engaged and partially engaged to maintain engine speed at or above idle speed and smooth start. To perform. Normally, when the engine speed increases or decreases with respect to the set value, the set value is modulated by the throttle position, the appropriate starting torque is applied, the clutch is applied, and the clutch shifts in the disengagement direction.

In another device shown in US Pat. No. 4,081,065, the clutch is displaced according to throttle position, engine speed and engine acceleration. While this gear is quite useful, it is still less than satisfactory. Because in a starting condition where the vehicle does not have sufficient torque to move the vehicle load in the selected gear or sufficient traction to move the load, the driver may partially engage the clutch for an extra long period of time. This is because the clutch may be kept in a slamming state (slip state), which inevitably causes a problem that the clutch is heated and damaged. This situation is encountered when starting up on steep slopes, mud, sand and snow.

A clutch control device using a temperature sensor such as a bimetal lead device arranged in the outer clutch is conventionally known, and is described in, for example, US Pat. Nos. 4,072,220 and 4,199,048. Further, an automatic clutch control device having means for simulating heat generation by monitoring throttle position and slip is described in, for example, the above-mentioned U.S. Pat. No. 4,081,065. However, the conventional device for monitoring or simulating the clutch temperature to prevent heat generation and damage of the clutch is not sufficiently satisfactory due to the following reasons. That is, conventional devices do not respond sufficiently automatically to detected conditions, cannot interrupt the parameters of the associated transmission, are difficult and expensive to manufacture, assemble and maintain, and are relatively complex and unreliable. In addition, it uses an expensive sensor, does not measure the temperature of the operating (friction) surface, and accurately measures the temperature at the fixed starting point regardless of the clutch temperature simulation or the constant temperature simulation. However, it does not simulate the heat generation and cooling of the clutch as is done in the above.

[0006]

[Problems to be solved by the device]

 Therefore, an object of the present invention is to eliminate the above-mentioned drawbacks of the prior art, and for this reason, the present invention is preferably used in a mechanical automatic transmission, and does not require a temperature sensor attached to a clutch, and thus can detect the temperature. Input an input signal or calculation input signal to accurately simulate the clutch temperature in consideration of the operating state of the transmission, the amount of heat generated on the clutch operating surface, and the amount of cooling, and operate the clutch automatically to operate the clutch. An object is to provide an automatic control device that prevents or reduces overheating that may cause damage.

[0007]

[Means for Solving the Problems]

 In order to achieve the above-mentioned object, the present invention intervenes between the engine controlled by the throttle and the transmission, and is completely disengaged from the first operating mode. An automatic clutch controller for a clutch having a second operating mode and a partially engaged third operating mode, the input signal representing engine speed, the input signal representing throttle control means position, and the input shaft. It has a processing unit for inputting a plurality of input signals including an input signal representing a speed and an input signal representing a switching state of the transmission, and the processing unit processes the input signal according to a predetermined logic state. Means for producing an output signal to actuate the clutch in response to a logic state and to maintain a simulated numerical value of the simulated clutch operating temperature. Indicates that the throttle position is greater than a specified percentage of the widening throttle, that the difference between engine speed and input shaft speed is greater than a specified value, and that the transmission is not in neutral. It is characterized by being ordered.

In the automatic clutch control device of the present invention, a detection signal or a calculation signal representing an engine speed, a throttle position, a clutch speed difference (slip) transmission device state, etc. are used as input parameters. During stop-to-start operation of the vehicle, the automatic control system displaces the clutch between fully engaged and fully disengaged conditions, maintaining the clutch in the selected partially engaged position to achieve the desired state. Start up. In particular, the clutch is incrementally engaged when the engine speed or engine acceleration exceeds a preset value related to engine idling speed or throttle position, for a smooth start and prevention of engine stop.

An override clutch protection device is provided to protect the clutch from excessive fatigue and damage due to heat generation of the friction surface during excessive long-term clutch slip or repeated clutch slip. An inexperienced or careless driver may attempt to start the vehicle with insufficient torque for the selected gear ratio (which is often the case when starting a heavy-duty vehicle on a steep slope). When trying to start the vehicle in an improper tow situation, such as throttle throttling to stay on a slope, the unfavorable conditions described above occur.

[0010]

[Action]

 By the override control, the clutch is operated so that the slip that causes the clutch heat generation does not occur. The clutch is then completely disengaged or fully engaged until the simulated temperature drops below a preset value, the throttle is released and switching is initiated. Preferably, when the clutch is engaged at the modulation rate, the clutch will not heat up due to slip, the vehicle will start moving, or the engine will stop and the selected gear ratio will not provide sufficient torque to move the vehicle. Or that the drive wheel is spinning and does not provide sufficient traction to move the vehicle. During the entire operation of the control unit, when the clutch is engaged, the detection parameters and calculated parameters are monitored, and in response to the above parameters, the cooling and heat generation of the clutch are simulated at an independently selected rate, thereby simulating. The clutch temperature is maintained at the present value. As described above, according to the present invention, an automatic clutch control device that simulates the clutch temperature from the detection input and the calculation input and operates the clutch to reduce or prevent excessive fatigue and damage of the clutch due to the temperature rise due to slip is obtained. To be

[0011]

【Example】

 Hereinafter, the present invention will be described in detail with reference to embodiments. In FIG. 2, the mechanical automatic transmission comprises an automatic transmission 10 which is driven by a throttle controlled engine 12 such as the well known diesel engine via an automatically controlled clutch 14. As will be explained in more detail below, the automatic control device of the present invention is particularly well suited for use in a transmission of the type shown, but is also suitable for use in a manual transmission.

Generally, the illustrated transmission is used in a vehicle, and the output of the transmission 10 is output to an output shaft 16, which is well known in the art and is suitable for a drive accelerator differential, a transmission case, and the like. It is connected to and drives the vehicle components. A series of driving devices as described above are operated and monitored by several devices. These operation and monitor devices will be described in detail below. These devices include a throttle position monitor 18, which detects the position and settings of driver-controlled vehicle throttles or other fuel throttles, an engine speed sensor 20, which detects the rotational speed of the engine 12, and a clutch 14 which engages. Included are a clutch actuator 22 for disengagement, an input shaft speed sensor 24, a transmission 26 that serves to move the transmission 10 to a selected gear ratio, and an output shaft speed sensor 28.

Then, these devices supply information to the central processing unit 30 and receive commands from the central processing unit. The central processing unit 30 includes an analog or digital electronic arithmetic circuit and a logic circuit, but of these circuits, the parts other than the automatic clutch control section are not related to the present invention. The central processing unit 30 also receives information from the gear shift control unit 32. The driver uses the gear shift control device 32 to select a driving mode such as reverse R, neutral N or forward D of the vehicle. A power source 34 or a source of pressurized fluid (not shown) provides electrical power or air pressure to various sensors, actuators and processors. In addition, an applied brake sensor 36 that detects the application of the vehicle brake, a clutch ambient temperature sensor 38 that detects the temperature inside the clutch housing, an alarm device 40 consisting of an optical alarm and a buzzer, and a clutch simulation temperature instruction such as a gauge 41. A device is also provided. A series of driving devices of the type described above and their control devices are known in the prior art, and are described in the above-mentioned U.S. Pat.Nos. 4,478,851, 4,019,614, 4,038,889, and 4,081,065. No. 4,361,061 and the like.

As is well known, the central processing unit 30 is directly supplied with an input from each unit. That is, an input indicating the engine speed from the engine speed sensor 20, an input indicating the speed of the input shaft from the input shaft speed sensor 24, an input indicating the speed of the output shaft from the output shaft speed sensor 28, and a vehicle from the gear shift control device 32. An input indicating the driving mode selected by the driver, an input indicating whether or not the vehicle brake is applied, is applied from the applied brake sensor 36, and an input indicating the environmental temperature for the vehicle operation is applied from the clutch ambient temperature sensor 38. In addition to being supplied with these direct inputs, the central processing unit 30 is provided with the following circuits and means. That is, a circuit for differentiating the signal from the throttle position monitor 18 to give a calculation signal showing the rate of change of the throttle position, a circuit for differentiating the input signal from the sensor 20 to give a calculation signal showing the acceleration of the engine, the input / output shaft speed A means for calculating the currently applied gear ratio by comparing the input signals from the sensors 24, 28, and calculating the slip in the clutch 14 by comparing the input signals from the engine and the input shaft speed sensors 20, 24. It is a means to detect the complete opening of the circuit and throttle. To detect full throttle opening, a minimum value from a separate switch or throttle position monitor 18 is used, i.e., a 0% signal indicating full throttle. Further, the central processing unit is also provided with means for storing the current input and calculation information, and means for clearing the storage means when a predetermined event occurs.

Each sensor or device 18, 20, 24, 28, 36, 38, provided that it produces an analog or digital signal that is proportional to the parameter monitored by them or reflects this parameter. It may be of any known type and structure. Similarly, as the actuators 22 and 26, the alarm device 40, and the gauge 41, use the well-known electric type, mechanical type, pneumatic type, or electropneumatic type that operates in response to a command signal from the processing device 30. You can

As is well known, the central processing unit 30 selects a gear ratio adapted to transmission operation according to a program, and if necessary, based on the present information and stored information, changes the previously selected adaptive gear ratio and issues a switching command. Emit. Such commands include commands that cause the transmission 26 to select a desired gear ratio and commands that are provided to the clutch actuator 22 for proper operation of the clutch 14.

A typical example of the clutch 14 which is automatically controlled by the automatic clutch control device of the present invention is shown in FIG. Of course, the clutch and its actuator shown here are only examples, and it goes without saying that the control device of the present invention can be applied to other clutches and its actuator. The illustrated clutch 14 is a typical two-plate mechanical clutch and is mounted on the flywheel 42 of the engine. The inner peripheral surface 44 of the flywheel 42 faces the groove of the clutch pressure plate 46 and the intermediate plate 48. These parts are rotated at engine speed. The pressure plate 46 and the intermediate plate 48 are movable in the axial direction. The driven disk 50 of the clutch is connected to the input shaft 52 of the transmission. The clutch torque is applied via a pressure spring 54, which exerts pressure on the pressure plate 46 via a lever 56. The driven disc 50, the intermediate plate 48 between the pressure plate 46 and the engine flywheel 42 is pressed by this pressure. Therefore, the magnitude of the clutch torque is proportional to this pressure. The force exerted by spring 54 on pressure plate 46 can be controlled by the axial position of bearing 58. Axial movement of the bearing 58 can be effected by means of a cruciform shaft and a control lever 60. A cruciform shaft is mounted within the housing so that when the clutch control lever 60 moves, the bearing 58 moves axially. By moving the control lever 60 in this manner, the force applied to the pressure plate 46 can be changed, and thus the available clutch torque can be changed. The sensor 20 is mounted in the housing and detects the rotational movement of the gear teeth 62 provided on the outer peripheral surface of the engine flywheel 42 to generate a signal proportional to the engine speed. It is extremely easy to measure the ambient temperature inside the housing, but it is difficult to measure the working surface temperature, such as at the face of the intermediate plate 48.

The automatic clutch control device of the present invention includes a part of the central processing unit 30 when used in a mechanical transmission device. As already mentioned, the clutch control device of the invention can be separate from the various devices for power transmission control. The automatic clutch control device of the present invention automatically controls the clutch 14 that connects the engine 12 to the mechanical transmission 10. Conventionally, such transmissions are well known, one example of which is found in U.S. Pat. No. 3,105,395. And the automatic clutch control device of this invention can be considered to consist of two parts. One is the actuating part, which controls the operation of engaging and disengaging the clutch according to the current parameters and stored parameters under normal operating conditions and the logical state. The other one is an overriding part for preventing excessive temperature damage, and its structure is shown in FIG. The operating portion of the automatic clutch control device operates the clutch under normal operating conditions, and is preferably the clutch control device described in the above-mentioned U.S. Pat.Nos. 4,361,060, 4,081,065 and 3,752,284. Similar. Normally, the operating part of the automatic clutch control device has two operating modes. That is, this is an operation mode from stop to start, and a gear change operation mode when the vehicle transmission is switched because the vehicle is moving at a predetermined speed or more. Normally, in the shift operating mode, the clutch is automatically disengaged at the beginning of the gear shifting operation and is automatically re-engaged when the gear shifting operation of the transmission is finished. As is well known, in the stop-to-start mode of operation, the actuation of the clutch must be controlled to a considerable degree. Normally in this mode of operation, depending on certain parameters, including at least engine speed and throttle position, the displacement between fully disengaged and fully engaged or partially engaged by a predetermined amount Then, the vehicle engine must be started sufficiently smoothly without causing any stoppage. During stop-to-start operation, the clutch is partially engaged and a certain amount of slip is applied to maintain engine speed or acceleration above a predetermined value determined by engine idle speed and throttle position. . Usually this predetermined value is proportional to the detected throttle position which is expressed as a percentage of the expansion throttle.

As is well known, when the clutch is kept in the partially engaged position to allow the clutch to slip, a large amount of heat is generated particularly on the slip friction surface, which raises the temperature of the operating surface of the clutch. It will be. If this temperature rise exceeds a certain level, the clutch components, especially the friction surfaces of the clutch, will be excessively fatigued or damaged. In a normal stop-to-start operation, the clutch was partially disengaged for so long that the clutch temperature increased to dangerous levels, assuming normal operating conditions and a conditioned driver. It is never placed in position. However, under abnormal stop-to-start conditions due to certain difficulties, or if the vehicle operator is unfamiliar, the actuation of the automatic clutch control actuation causes the temperature on the clutch actuation surface to become excessive on the clutch. The clutch may be left in the partially engaged state for an extended period of time as it rises to a level that causes significant fatigue or damage. In the case of a typical strong clutch that uses a ceramic friction material, it is believed that the clutch will be destroyed when the friction surface temperature rises above about 482 ° C (about 900 ° F).

The conditions for causing a destructive overheating state due to excessive slip in a vehicle equipped with a clutch, particularly a mechanical transmission, when the override damage prevention unit is not provided are as follows. That is, when an overloaded vehicle is to be lifted and started at a steep slope below the engine torque performance required for a given selected gear ratio, the overloaded vehicle can be operated by partially applying the clutch. For example, when trying to move under a weak traction condition, or when trying to keep the vehicle stationary on the grade using the throttle without using the vehicle brake. If the driver is unfamiliar or neglects under the above conditions, the conventional automatic clutch control device has a problem of causing overheat destruction of the clutch due to excessive slip unless the override damage preventing means is provided.

The override unit 70 for preventing excessive temperature damage of the automatic clutch control device of the present invention as shown in FIG. 1 receives input signals 72, 74, 76, 78, 80, 82. These input signals are directly detected or calculated by a well-known logic circuit (not shown) forming a part of the central processing unit 30. For convenience of explanation, it is assumed that the input signals 72 to 82 follow a Boolean logic, 1 if there is a signal and 0 if there is no signal. An input signal 72 is generated when the detected throttle position is greater than or equal to the reference ratio for the widening throttle. The reference ratio of the expansion throttle may be fixed and preferably set to 40% to 50%, but it may be variable depending on one of the other detection parameters. Therefore, the input signal 72 is a slot position signal. The input signal 74 is generated when the difference between engine speed and input shaft speed exceeds a fixed or variable reference value. Therefore, the input signal 74 is a clutch slip signal. Normally, the neutral is selected by the driver, but if the neutral is not selected and the transmission 10 is not in the neutral position, the input signal 76 is generated. In a transmission having a driven driven force subtractor, a neutral is detected when the subtractor is driven and an input signal 76 is generated. When the gear changing operation of the transmission device 10 is started, the input signal 78 is generated. When the automatic clutch control of the invention is used in a vehicle equipped with a mechanical transmission, the gear changeover is initiated by the central processing unit 30. The input signal 80 is generated when the vehicle brake is applied. The application of the vehicle brake and the corresponding operation control of the clutch 14 may or may not be performed. The input signal 82 is generated when the vehicle throttle is fully opened, that is, when the driver's foot is actually released from the throttle pedal, or when the minimum throttle position is detected.

The output of the override unit 70 becomes an output signal 84. In the absence of output signal 84, clutch 14 is actuated in response to the actuating portion of the automatic clutch controller. When the output signal 84 is generated, the clutch 14 is operated so that slip does not increase. That is, as already mentioned, when the actuation of the clutch 14 responds to the output signal 84, the clutch is preferably fully engaged in the displaced state.

The input signals 72, 74, 76 are provided to the inputs of a multi-input AND gate 86. Since the AND gate 86 generates the output signal 88 when there is each input signal 72, 74, 76, the detected throttle position is equal to or higher than a predetermined ratio with respect to the widening throttle, and the engine speed and the input shaft speed are different from each other. The output signal 88 is provided only if the difference (clutch slip) is greater than or equal to the reference value and the transmission is not in neutral. It has been found that when any one of the input signals 72, 74, 76 is not generated, no heat is generated due to excessive clutch slip. Output signal 88 is split into signals 90 and 94, signal 90 being directed to the input of AND gate 92 and signal 94 being directed to the input of NAND gate 96. Further, the AND gate 92 receives the output signal 84 as the other input signal 98 via the inverter 100. This input signal 98 is generated only when there is no output signal 84 forming the override signal. The output signal 102 of the AND gate 92 serves as the energizing signal for the first oscillator 104 for clutch heating simulation. When energized by the output signal 102, the first oscillator 104 oscillates at a frequency (rate) corresponding to the amount of heat generated by the clutch that is partially applied under the generation of the input signals 72, 74, 76. The oscillation frequency of the oscillator 104 is fixed to the average amount of heat generation or is variable according to the current clutch slip amount and the detected peripheral operating state. An output pulse 106 is obtained for each cycle of oscillation of the first oscillator 104, and the output pulse 106 is supplied to the up input 108 of the up / down counter 110.

On the other hand, the other branch signal 94 of the output signal of the AND gate 86 is connected to the input of the NAND gate 96, and the NAND gate 96 receives the other input signal 112. As will be described in detail later, the input signal 112 is generated only when the up / down counter 110 counts down to the minimum value or zero. When at least one of the input signals 72, 74, 76 is not generated, indicating that clutch heat generation has stopped, and the counter 110 has not counted down to the minimum count value corresponding to the minimum simulation clutch operating temperature. Only, NAND gate 96 outputs output signal 114, which serves as the energizing signal for second oscillator 116 for clutch cooling simulation. The second oscillator 116 oscillates at a frequency (rate) corresponding to the amount of cooling of the clutch 14 which is either fully engaged or completely disengaged. This oscillation frequency is fixed and the average cooling amount is simulated, or it is made variable according to the ambient operating temperature. A pulse signal 118 is generated in each cycle of the oscillator 116, and this pulse signal is supplied to the down input 120 of the up-down counter 110. Other types of periodic pulse output devices may be used as the first and second oscillators 104 and 116.

The up / down counter 110 operates as follows. Up-down counter 1
If 10 is a 4-bit binary device, the up / down counter 110 receives a pulse.
Counts the count value that represents any one of 16 numeric values ranging from decimal number 0 to 15 (0000 to 1111 in binary display). Only one binary digit is counted up for each pulse signal to the up input 108, and one binary digit is counted down for each pulse signal to the down input 120. Therefore, taking into account the different exothermic cooling of the clutch 14 under different operating conditions, it is used to hold a count value which represents the simulated operating temperature history of the simulated operating temperature of this clutch. It will be appreciated that this is the up / down counter 110.

The output signals 128, 130, 132 and 134 of the up / down counter 110 are taken out from the respective binary bits, and a signal is generated when the binary bit is 1, and no signal is generated when the binary bit is 0. All output signals 128, 130, 132, 134 are provided to the inputs of AND gate 121. The generation of the output signal 122 of the AND gate 121 then indicates that the maximum count (binary 1111) has been obtained, which indicates the clutch operating surface which has reached an undesirably high operating temperature. If the slip continues, the breaking operating temperature will be reached. In the case of a clatch whose operating surface destruction temperature is typically 482 ° C (900 ° F), the output signal 122 is generated at a simulated temperature of 204 ° C to 260 ° C (400 ° F to 500 ° F). The output signal 122 is provided to the energizing input 124 of the latch circuit 126. When a signal is provided to the energizing input 124 of the latch circuit 126, this signal is latched and holds the output signal 84 which is an override signal to the clutch actuation means until the latch circuit is reset. All output signals 128, 130, 132, 134 are also provided to the NAND gate 136. The NAND gate 136 produces an output signal 138 only when all the binary bits of the up / down counter 110 have reached 0 (binary count value 0000) corresponding to the simulated minimum clutch operating temperature. As previously mentioned, signal 112 branches from signal 138 and connects to the input of NAND gate 96, so that the simulated clutch temperature is above the simulated minimum and the output signals 72, 74, and 76 The second oscillator 116 is activated only when at least one of the two is not occurring.

The signal 138, which is generated only when the simulated clutch temperature is at the minimum simulated value (binary 0000 of the counter 110), is supplied to one input of the OR gate 140. The other inputs of the OR gate 140 are provided with an optional additional input signal 80 which occurs when the brake is applied and an optional additional input signal 82 which only occurs when the driver releases the throttle pedal. . The output signal 142 of the OR gate 140 is applied to the reset input 144 of the latch circuit 126. When a signal is generated at the reset input 144, the override signal 84 is reset to zero, reducing regardless of the previous condition. Therefore, whenever the simulated clutch temperature reaches the simulated minimum value, or when the driver completely de-energizes the vehicle or when the vehicle brakes are applied, a signal is input to the reset input 144 of the latch circuit 126. , Which resets the output signal 84 to zero. But the following are important: That is, the signal to the reset input 144 of the latch circuit 126 resets the override output signal to zero, but the current up and down counter 110 of the up / down counter 110 is a simulation of the current clutch operating temperature considering the monitored input parameters. It does not change the count value.

When the simulated clutch temperature reaches the simulated minimum value or when the vehicle driver notices a problem and releases the throttle pedal, the override signal is removed to activate the automatic clutch control. Has been found to be safe to allow to operate in a normal manner. It goes without saying that the normal procedure in this case is to follow the next overriding operation, which takes into account the simulated clutch temperature which reaches the reference value for overheat destruction. The input signal 78, which occurs only when the upshifting of the gear is initiated, is connected to the reset input 146 of the updown counter 110. When a signal is input to the reset input 146 of the up / down counter 110, the up / down counter 110 is reset to its minimum value (binary 0000), and the counter output signal at this time is given to the reset input 144 of the latch circuit 126. In the case of a vehicle equipped with a mechanical automatic transmission, when the central processing unit 30 requires the gears to be switched up, the vehicle has reached an acceleration that is suitable for continuing to operate in a normal manner, so It has been found that there is no operating mode from stop to start. Of course, in case of a manual transmission, this input signal is not used.

The specific structure of the logic circuit and its elements that constitute the override section 70 of the automatic clutch control device of the present invention is shown in FIG. 1, but these circuits and elements can be modified in various ways. The AND gate, the NAND gate, the OR gate, the inverter, the oscillator, and the latch circuit are well-known electronic circuit components, and detailed description thereof will be omitted. Binary counters, such as up-down counter 110, are commercially available as product numbers RCA-CD 401292 B and RCA-CD 40193 B from Radio Corporation of the United States. The overriding unit 70 may be composed of a microprocessor with appropriate software, a programmer Boolean logic array, a programmable gate array, or the like. The output signal 84 can also be used as an input to the central processing unit 30. In this case, the central processing unit combines the other detection input or the calculation input with the output signal 84 to operate the master clutch. In such devices, clutch slip continues, fuel supply to the engine is reduced, and other actions are commanded based on the logic state of the central processing unit and other detection and calculation inputs. To do.

Therefore, according to the present invention, there is provided an automatic clutch control device which is preferably used in a vehicle equipped with an automatic transmission, and the automatic clutch control device has an excessive temperature damage preventing or reducing overriding portion. , Prevents or reduces the occurrence of a condition in which the clutch is overheated due to excessive slip, and instructs the vehicle driver that the current operating condition exceeds the vehicle's performance. The overlaid section maintains a simulated clutch operating temperature value, which increases in response to the clutch selection that is expected to result from the detected clutch slip condition and the clutch slip When the clutch operating temperature value reaches a value that indicates an impending clutch overheat breakdown, which decreases in response to the selected cooling amount of the clutch in the absence of operating conditions, an override signal is provided to the clutch control to cause clutch The partial engagement of the is blocked and the clutch is fully applied in response to the override signal. Although the present invention has been described with reference to the embodiments, various changes, substitutions, and modifications of the components can be made without departing from the description of the scope of claims for utility model registration of the present invention.

[0031]

[Effect of device]

 The present invention is as described above, and inputs the engine speed signal, the throttle control means position signal, the input shaft speed signal, and the transmission switching state signal, and inputs them according to a predetermined logical state. It includes a processing device for processing the signal to generate an output signal to operate the clutch, and a means for maintaining a simulated clutch operating temperature, the maintaining means having a throttle position larger than a predetermined ratio of the widening throttle and an engine speed. And the input shaft speed are larger than a predetermined value, and the operation is commanded by a detection input that indicates that the transmission is not in neutral, so a temperature sensor used in a mechanical automatic transmission and attached to the clutch is required. Instead, input a detection signal or calculation signal to accurately simulate the clutch temperature in consideration of the operating state of the transmission, the amount of heat generated on the clutch operating surface, and the amount of cooling. And automatically operated, there is an effect that overheating causing damage to the clutch may and child prevented.

[Brief description of drawings]

FIG. 1 is a logic circuit diagram of an embodiment of the present invention.

FIG. 2 is a configuration diagram of a mechanical automatic transmission device using the automatic clutch control device of the present invention.

FIG. 3 is a vertical cross-sectional view of a typical master friction clutch that is automatically controlled by the control device of the present invention.

[Explanation of symbols]

 10 Transmission 12 Engine 14 Clutch 20 Engine speed sensor 22 Clutch actuator 24 Input shaft speed sensor 26 Transmission actuator 30 Central processing unit 38 Clutch ambient temperature sensor 40 Alarm 70 Override 72, 74, 76, 78, 82 Input signal 84 Output signal 96 NAND gate 104 First oscillator 108 Up input 110 Up-down counter 112 Input signal 116 Second oscillator 118 Pulse signal 120 Down input 121 AND gate 124 Energizing input 126 Latch circuit 128 Output signal 130 Output signal 132 output Signal 134 Output signal 140 OR gate 146 Reset input

Front Page Continuation (72) Creator Ronald Case Marquivetch USA 48188 Michigan, Canton, Castle Seaty. 42457

Claims (13)

[Scope of utility model registration request] 1. A first operating mode which is interposed between the engine controlled by the throttle and the transmission, and which is completely engaged, and a completely disengaged second operating mode,
An automatic clutch controller for automatically controlling a clutch having a partially engaged third operating mode, the input signal representing engine speed, the input signal representing throttle control means position, and the input shaft speed. A processing device is provided for inputting a plurality of input signals including an input signal indicating the transmission device and an input signal indicating the switching state of the transmission, and the processing device processes the input signal according to a predetermined logic state to output the output signal. For maintaining the simulated value indicating the simulated clutch operating temperature according to the logic state, the maintaining means having a throttle position larger than a predetermined ratio of the expansion throttle. Indicates that the difference between the engine speed and the input shaft speed is greater than a predetermined value, and that the transmission is not in neutral. Automatic clutch control apparatus characterized by being adapted to direct the operation of the force. 2. The automatic clutch control system of claim 1 including means for causing the automatic clutch control system to generate a clutch protection output signal in response to a simulated numerical value equal to a predetermined reference value. 3. The clutch protection output signal is the first clutch signal.
3. The automatic clutch control system of claim 2 including means responsive to a simulated value equal to the operating mode to reset the clutch protection output signal generating means to a non-powered state. 4. The first rate is a rate selected to simulate the amount of heat generated by the clutch in a state represented by the generation of a signal that increases a numerical value, and the second rate is a rate that increases the numerical value. The automatic clutch control device according to claim 2, wherein the rate is proportional to the cooling amount of the clutch in a state where any one of them does not occur. 5. The processing device inputs an additional input signal indicating that the vehicle driver releases the throttle control means, receives a signal indicating that the driver releases the throttle control means, and turns off the clutch protection output signal generating means. The automatic clutch control device according to claim 4, wherein the automatic clutch control device is biased. 6. In response to a minimum value signal or a calculation signal,
Increase the simulated value at the first rate to show that the throttle position is above a certain percentage of the widening throttle, to indicate that the engine speed exceeds the input shaft speed by a certain value, or the transmission is not in neutral. 6. The automatic clutch control device according to claim 5, wherein the numerical value simulated at the second rate is decreased in response to the absence of at least one of the detection signal and the operation signal indicating that 7. The automatic clutch control according to claim 6, wherein the clutch protection output signal generating means continues to generate the clutch protection output signal until reset, in response to a simulated value equal to a reference value. apparatus. 8. A means responsive to a simulated numerical value equal to a reference value is set in response to signal generation on a set input to generate an output signal, and in response to signal generation on a reset input, 8. The automatic clutch control device according to claim 7, comprising a clutch circuit that is reset so as not to generate an output signal. 9. The means for maintaining a simulated numerical value comprises an up / down counter having an up input and a down input, the up / down counter increasing the numerical value in response to a signal to the up input to the down input. 8. The numerical value is decreased in response to the signal of 7.
Automatic clutch control device. 10. The up / down counter is a digital device which is adapted to increment or decrement a maintained value by one digit in response to a pulse received by each of the up and down inputs. Automatic clutch control device. 11. The up input is connected to a first periodic pulse generator having a first pulsing frequency proportional to a first rate and the down input has a second pulsing frequency proportional to a second rate. 11. The automatic clutch control device according to claim 10, which is connected to the second periodic pulse generator. 12. The automatic clutch control system of claim 11, wherein the up / down counter has a reset input and is adapted to reset the maintenance value to a minimum value in response to a signal to the reset input. 13. The processing device receives an additional input signal representing a command to start up-switching of the transmission and generates a signal at a reset input of an up-down counter in response to the input signal. Item 12 Automatic clutch control device.