JPS6152015B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic clutch control device that automatically connects and disconnects a clutch in conjunction with the driver's operation of a change lever.

Generally, this type of automatic clutch combines a friction clutch with a fluid coupling, and the operation of the clutch is linked to the change lever of a manual transmission so that it can be automatically performed using negative pressure in the engine's intake pipe. There is.

The automatic clutch control device includes a negative pressure actuator connected to the clutch lever of the friction clutch, an electromagnetic switching valve for controlling negative pressure introduced into the actuator, and the change lever; It is comprised of a control switch that operates the changeover valve in conjunction with the movement of the change lever.

By the way, the actuator is provided with a two-motion valve having an orifice in a passage communicating the atmospheric chamber of the actuator with the atmosphere, so that the movement of the piston of the actuator is made two motions,
The clutch is connected at a slow speed so that it can be connected smoothly.

However, if the clutch engagement speed is set to a slow speed, the engagement shock can be eliminated during normal starting, but when a sudden start or sudden acceleration occurs, the gear shifting operation is performed quickly, so the clutch engagement speed becomes slow. If this happens, the engine will run dry and the vehicle will not run smoothly.

Therefore, the engagement speed and timing of the clutch must be adjusted depending on the driving conditions of the vehicle.

However, in the past, auxiliary devices such as a connection speed adjustment mechanism that adjusts the connection speed during acceleration, a connection adjustment mechanism according to the vehicle speed, and a connection promotion mechanism were used to adjust the clutch connection speed and timing according to the driving condition of the vehicle. I'm trying to adjust it.

However, all of the above-mentioned auxiliary devices have complicated structures and are expensive, and have problems that increase the cost of the automatic clutch.

The present invention focuses on the fact that the engine intake pipe negative pressure changes depending on the driving condition of the automobile.
The purpose is to provide a control device that uses negative pressure in the engine's intake pipe to appropriately adjust the clutch connection speed and timing according to the driving condition of the vehicle, with a simple and inexpensive configuration. That is.

Accordingly, the present invention includes a negative pressure actuator having a piston connected to a friction clutch, a negative pressure chamber for actuating the piston, and an atmospheric chamber, and the actuator is provided with a negative pressure actuator having a negative pressure chamber and an atmospheric chamber for actuating the piston. A control device for an automatic clutch that automatically connects and disconnects a friction clutch by controlling the introduction of negative pressure,
A control valve for opening and closing the port is provided at a port for opening the atmospheric chamber of the actuator to the atmosphere, and a control actuator is provided for the control valve, the control actuator having a control chamber communicating with an intake pipe of the engine, As the intake pipe negative pressure introduced approaches atmospheric pressure, the opening amount of the port is increased via the control valve to increase the connection speed of the friction clutch. It is.

Embodiments of the present invention will be described below based on the drawings.

The automatic clutch shown in the drawings combines a fluid coupling 1 with a friction clutch 2, and connects and disconnects the clutch 2 with an engine (not shown) by changing gears with a change lever 3 of a manual gear transmission (not shown). ) is automatically performed by utilizing the negative pressure generated in the intake pipe 4 of the clutch 2.
The control device for connecting and disconnecting the clutch shaft 5
A negative pressure operated actuator 8 is connected to the clutch lever 6 supported by the clutch lever 6 via a rod 7, an electromagnetic switching valve 9 for controlling the negative pressure introduced into the negative pressure chamber 81 of the actuator 8, and the change lever 3 It is comprised of a built-in control switch 10 that operates the switching valve 9 in conjunction with the movement of the lever 3.

Further, in the figure, 11 is a vacuum tank, 12 is a check valve, and the negative pressure chamber 81 of the actuator 8 is communicated with the intake pipe 4 via the switching valve 9 and the check valve 12, and by a negative pressure pipe 13. Through this communication, the actuator 8
The piston 82 performs a suction operation, actuating the clutch lever 6 via the rod 7, and the movement of the release bearing 14, which moves in conjunction with the operation of the clutch lever 6, displaces the diaphragm spring 15, causing the clutch 2 to move. It is intermittent.

The friction clutch 2 is a clutch disk 2 spline-coupled to the input shaft 16 of the transmission.
1, a clutch wheel 22 fixed to the intermediate shaft 17 connected to the turbine of the fluid coupling 1, and a pressure plate 23 for pressing the clutch disc 21 against the clutch wheel 22. By pressing the pressure plate 23, the clutch disk 21 is pressed against the clutch wheel 22 to connect the clutch 2, and conversely, the pressing effect of the diaphragm spring 15 is eliminated. The clutch 2 is engaged and engaged by this.

The switching valve 9 opens when the control switch 10 is closed, opens the negative pressure pipe 13 to the negative pressure chamber 81 of the actuator 8, and introduces negative pressure into the intake pipe. At the same time, the switch 10 is opened, the switching valve 9 is closed, and the atmosphere release passage 91 is opened to open the negative pressure chamber 81.
It is becoming more and more like opening the air to the atmosphere.

Further, the piston 82 of the actuator 8 is supported by a diaphragm 83, and the negative pressure chamber 81
When the negative pressure chamber 81 is opened to the atmosphere, the clutch 2 is moved in the direction of the connecting operation (to the left in the figure) by a return spring 84 installed in the clutch. The atmospheric chamber 85 of the actuator 8 has an orifice 86a open to the atmosphere.
A two-motion valve 86 is provided.
This valve 86 is opened by the movement of the piston 82 due to the negative pressure in the intake pipe, opening the atmospheric chamber 85 to the atmosphere, and after being moved by a predetermined amount during the return movement by the spring 84, it is moved together with the movement of the piston 82. Then, the atmosphere opening passage 87 is closed so that the atmosphere chamber 85 is communicated with the atmosphere only through the orifice 86a, and the moving speed of the piston 82 in the clutch connecting direction is made slow.

What is shown in the drawing is a control device for an automatic clutch configured as described above, in which a passage 20 communicating with the atmosphere is connected to the atmospheric chamber 85 of the actuator 8, and a port is provided to the passage 20 which is open to the atmosphere. 31, and a control valve 30 which operates in response to the engine's intake pipe negative pressure is provided to increase the connection speed of the clutch 2 as the intake pipe negative pressure approaches the atmosphere. That is, a control actuator 40 is provided that communicates with the downstream side of the throttle valve 18 in the intake pipe 4 and is operated by changes in negative pressure due to changes in the opening of the throttle valve 18, and the control valve 30 is connected to this actuator 40. , the intake pipe negative pressure is below the specified pressure (for example -
250 mmhg), that is, when the pressure is closer to atmospheric pressure than the predetermined pressure, the control valve 30 is opened, the port 31 opened to the atmosphere is communicated with the atmospheric chamber 85, and the atmospheric chamber 85 is opened to the atmosphere. Like,
The movement of the piston 82, which is slowly controlled by the two-motion valve 86, is increased in speed.

The control actuator 40 includes a piston 42 supported by a diaphragm 41, and is divided into an atmospheric chamber 47 communicating with the atmosphere by the diaphragm 41 and a control chamber 43 communicating with the negative pressure pipe 13 via a branch pipe 44. At the same time, in the control room 43,
A spring 45 is provided internally to counter negative pressure, and the rod 32 of the control valve 30 is connected to the piston 42.

In this way, the opening degree of the throttle valve 18 becomes less than a predetermined value, and the negative pressure in the negative pressure pipe 13 becomes larger than the set value set by the spring 45, that is, becomes a negative pressure far from atmospheric pressure. , when the atmospheric pressure in the negative pressure pipe 13 and the control chamber 43 decreases,
The piston 42 moves to the right in the figure while compressing the spring 45 and closes the control valve 30.
In addition, when the opening degree of the throttle valve 18 exceeds a predetermined value and the negative pressure in the negative pressure pipe 13 becomes smaller than the set value, that is, approaches atmospheric pressure, the spring 45 acts against the negative pressure. Then, the piston 42 is moved to the left in the figure, and the control valve 30 is opened.

That is, the control valve 30 opens and closes at a predetermined intake pipe negative pressure, and through this opening and closing operation, the atmospheric chamber 85 of the negative pressure actuator 8 is opened to the atmosphere by the two-motion valve 86, and the port 31 is opened to the atmosphere by the two-motion valve 86. open or closed to the atmosphere via
It controls the operating speed of the piston 82 of the actuator 8, and thus the engagement speed and timing of the clutch 2.

However, when starting a car, the opening degree of the throttle valve 18 is generally small;
The negative pressure in the intake pipe 4 on the downstream side of is a negative pressure that is further away from atmospheric pressure than the above-mentioned set value,
The air pressure in the control chamber 43 decreases.

Therefore, the port 31 open to the atmosphere is closed by the control valve 30, the piston 82 of the actuator 8 is controlled by two motions only by the two-motion valve 86, and the engagement speed of the clutch 2 is controlled by two motions. Next, during a sudden start or sudden acceleration, the throttle valve 18 is suddenly opened widely, so that the intake pipe negative pressure on the downstream side of the throttle valve 18 becomes closer to atmospheric pressure than the set value, and the control valve 30 opens.

Therefore, the air in the atmospheric chamber 85 of the actuator 8 is discharged from both the two-motion valve 86 and the port 31 that is open to the atmosphere, and the connection speed of the clutch 2 becomes faster accordingly. This prevents the engine from racing.

In this case as well, the opening area open to the atmosphere through the port 31 can be reduced by configuring the control valve 30 as a needle valve with a variable throttle as shown in the drawings, or by providing a fixed throttle in the passage 20. ,
Orifice 86a of the two-motion valve 86
By making the opening area correspond to , the piston 82 of the actuator 8 can be operated in two motions in cooperation with the two-motion valve 86 . Furthermore, when downshifting to apply engine braking, the throttle valve 18 closes, so that the negative pressure in the intake pipe 4 on the downstream side of the throttle valve 18 becomes further away from the set value, and the air pressure in the control chamber 43 decreases. As a result, the clutch connection speed becomes slower and connection shock during downshifting can be prevented.

As described above, in other words, the degree of opening of the throttle valve 18 is approximately proportional to the degree of depression of the accelerator pedal and the negative pressure in the intake pipe, so the connection speed and timing of the clutch 2 can be adjusted by the degree of depression of the accelerator pedal. be.

Note that in the above configuration, the control actuator 40 operates to control the control valve 30 in response to intake pipe negative pressure.
The opening amount can be adjusted from 0% opening to 100% opening, but it is an on-off operation type, and 0% and 100% opening can be adjusted.
The opening may be adjusted to only 100%.

Further, it is preferable to provide a restriction 46 in a branch pipe 44 that communicates the control chamber 43 of the control actuator 40 with the negative pressure pipe 13.

Furthermore, although a two-motion valve 86 is provided, it can also be used as the control valve 30, so the two-motion valve 86 is not necessarily necessary. In this case, instead of setting the opening degree of the control valve 30 to 0% when it is closed, the two-motion valve 86
The opening degree corresponds to that of the orifice 86a provided in the opening.

As described above, the present invention effectively utilizes the intake pipe negative pressure that changes depending on the driving condition of the automobile, and uses a control valve equipped with a control actuator that operates with the intake pipe negative pressure to control the negative pressure actuator. Since the amount of air opening of the atmospheric chamber to the atmosphere can be easily and appropriately adjusted depending on the driving conditions, the engagement speed of the friction clutch can be increased when accelerating at high speed, thereby preventing the racing phenomenon. Furthermore, when the clutch is started, the engagement speed of the clutch can be slowed down to prevent the engagement shock from occurring, and with a simple and inexpensive structure, the engagement speed and timing of the clutch can be adjusted depending on the driving condition. This allows for smooth driving and gear shifting at all times.

[Brief explanation of the drawing]

The drawing is a schematic sectional view showing an embodiment of the present invention. 2...Friction clutch, 3...Change lever,
4... Intake pipe, 6... Clutch lever, 8... Actuator, 9... Solenoid switching valve, 10... Control switch, 30... Control valve, 40... Control actuator, 85... Atmospheric chamber.

Claims (1)

[Claims] 1 Equipped with a negative pressure actuator having a piston connected to a friction clutch and a negative pressure chamber and an atmospheric chamber for actuating the piston, and introducing negative pressure into the negative pressure chamber in conjunction with the speed change operation of a change lever. A control device for an automatic clutch that automatically connects and disconnects a friction clutch through control, wherein a control valve for opening and closing the port is provided at a port for opening an atmospheric chamber of the actuator to the atmosphere, and the control valve is provided with a control valve for opening and closing the port. , a control actuator including a control chamber communicating with an intake pipe of the engine is provided, and as the intake pipe negative pressure introduced into the control chamber approaches atmospheric pressure, the opening amount of the port is controlled via the control valve. A control device for an automatic clutch, characterized in that the friction clutch is increased in size to increase the engagement speed of the friction clutch.