JPS6332652B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a clutch that intervenes in a drive train in an automobile or other vehicle.

Originally, in this type of vehicle, when large fluctuations in input torque occur in the drive system, hunting and other vibration phenomena occur, resulting in a reduction in riding comfort. In order to eliminate this inconvenience, it has been proposed in the past to create slippage in the clutch to reduce the peak torque input to the dry shaft and to delay the rise of G, but in this case, the torque capacity of the clutch is reduced to some extent. is the general rule, and according to this, slipping will always occur when the torque exceeds a certain level.
This undesirably reduces transmission efficiency, resulting in poor acceleration, reduced fuel consumption, and even greater wear on the clutch lining.

The object of the present invention is to obtain a device free from such inconveniences, in which a clutch intervenes in a drive system that connects a power unit elastically mounted on a vehicle body and wheels, in which the power unit is connected to the vehicle body. The clutch includes a detection device for detecting displacement, and a release device for releasing the clutch in response to the detection device.

An example of implementing the present invention is illustrated in the attached drawings.

In the drawings, reference numeral 1 indicates a clutch, and the clutch 1 is inserted between a drive system including a transmission 5 that connects a prime mover, such as an engine 2, and wheels in an automobile or other vehicle to connect or disconnect torque transmission. configured. Further, the engine 2, clutch 1, and transmission 5 are configured as an integrated power unit 6.

The power unit 6 is mounted on the vehicle body 7 via an elastic seat 8, and the unit 6 rotates clockwise or counterclockwise in FIG. It is elastically connected to the vehicle body 7 via a torque rod 9 that dampens and regulates the rocking motion of the vehicle. As shown in FIG. 2, the end 9' of the rod 9 on the unit 6 side is connected to the base of a detection rod 10, which will be described later, and which projects from the unit 6 at a position off the center of rotation of the unit 6. It is attached to the unit 6 through an elastic ring 33 having gaps 32, 32 provided opposite to the swinging direction of the unit 6, and its end 9'' on the vehicle body 7 side is attached to the vehicle body as shown in FIG. It is attached to a pivot pin 34 fixed to 7 via an elastic ring 35 made of an elastic material such as rubber.

As a result, the unit 6 easily acts on the vehicle body 7 even with relatively small torque fluctuations of the engine 2 until both sides of the elastic ring 33 sandwiching the gap 32 come into contact in one direction, and then when relatively large torque fluctuations occur. Although the elastic ring 33 and elastic ring 35 of the contact portion are compressed, it moves a little further, but the movement is eventually restricted by the torque rod 9.

The displacement of the power unit 6 with respect to the vehicle body 7, that is, the displacement associated with fluctuations in its output torque, is detected by the detection device 3. The detection device 3 has a detection rod 10 extending above the end of the unit 6, a V-shaped groove 11 on the upper side of the rod 10 that engages with the detection rod 10, and is pivotably supported on the vehicle body 7 by a shaft 13. The power unit 6 swings to the right and to the left in FIG. Accordingly, the upper cam member 12 is tilted to the right in the drawing by any of the tilting movements.

To summarize, torque fluctuations are detected as a rightward tilting of the cam member 12 in the drawings both during acceleration and deceleration.

In the drawing, reference numeral 14 indicates a hydraulic control servo that responds to this, and this servo 14 is connected to a cylinder 15 on the outer periphery.
A piston 16 is fitted inside the control chamber 1 in front of the piston 16.
7 and connects the piston 16 to the upper end of the cam member 12 described above, so that when the cam member 12 tilts to the right as described above, the piston 16 moves to the right in the drawing. The control chamber 17 moves forward to increase the hydraulic pressure in the control chamber 17 in front of it.

The above-mentioned release device 4 consists of a release fork 18 whose one end is engaged with the above-mentioned clutch 1, and the above-mentioned hydraulic control servo 1 is used to operate the release fork 18.
A hydraulically actuated servo 19 connected to 4 is provided. The servo 19 has a piston 21 connected to the fork 18 fitted into an outer cylinder 20 to form an operating chamber 22 in front of it, and the operating chamber 22 is connected to the control chamber 17 through an oil passage 23. to communicate. Thus, as the oil pressure increases in the control chamber 17, it is guided into the working chamber 22 through the oil passage 23, causing the piston 21 to move forward and causing the clutch 1 to release via the fork 18. I made it possible to be given.

Furthermore, the inside of the control chamber 17 is communicated with the reservoir 25 via the orifice 24, and therefore, when the torque fluctuation is relatively slow and accordingly, the increase in oil pressure is also relatively slow, this is the case. Orifice chair 2
4 into the reservoir 25 and the working chamber 2
2, the oil pressure was prevented from increasing.

Furthermore, in the oil passage 23, there is a connection from the control chamber 17 to the working chamber 2.
a one-way valve 26 that allows flow to 2;
An orifice 31 is interposed in parallel with this, and this works effectively to prevent the occurrence of resonance phenomena.

Further, the release fork 18 described above is actuated in substantially the same manner by depressing the clutch pedal 27. That is, a clutch slave cylinder 28 is provided approximately parallel to the servo 19 described above, and this is operated as a clutch responsive to the pedal 27. The master cylinder 29 is communicated with the oil passage 30, and thus the pedal 27
When the lever is depressed, the fork 18 is actuated to release the clutch 1 via the cylinders 29 and 28.

To explain its operation, it is assumed that the clutch 1 is normally closed and torque is transmitted through the drive system, and if a sudden change in torque occurs in this state, the detection device 3 detects this, and the release device 4 In response to this, the clutch 1 is temporarily released, thus effectively preventing vehicle hunting and other vibration phenomena caused by torque fluctuations.

According to the present invention, the clutch is equipped with a detection device that detects the displacement of the power unit that is elastically mounted on the vehicle body, and a release device that releases the clutch in response to the detection device. The clutch is kept closed at all times and released once only by sudden changes in torque, and has the effect of eliminating the disadvantages of the conventional clutch, which always tends to slip.

[Brief explanation of the drawing]

Fig. 1 is a line diagram of one example of the device of the present invention, Fig. 2 is an enlarged view of the detection rod portion, Fig. 3 is a sectional view of the root side of the torque rod, Fig. 4 is an enlarged view of the orifice portion connected to the reserve, FIG. 5 is an enlarged view of the one-way valve portion between the oil passages. 1...Clutch, 2...Engine, 3...Detection device, 4...Release device.

Claims (1)

[Scope of Claims] 1. A clutch that intervenes in a drive system that connects a power unit that is elastically mounted on a vehicle body and wheels, which includes a detection device that detects displacement of the power unit with respect to the vehicle body, and a detection device that detects displacement of the power unit with respect to the vehicle body, and a detection device that detects displacement of the power unit with respect to the vehicle body, and and a release device for releasing the clutch. 2 A hydraulic control servo comprising a piston that responds to the detection device is housed in a cylinder to form a control chamber therein, and a piston that operates the release device is housed in the cylinder to form an operating chamber therein. 2. A control device for a vehicle clutch according to claim 1, further comprising a hydraulically actuated servo comprising a hydraulically actuated servo, the control chamber and the working chamber being interconnected via an oil passage. 3. A control device for a vehicle clutch according to claim 2, wherein the control chamber is communicated with a reservoir via an orifice. 4. For a vehicle as set forth in claim 2 or 3, wherein a one-way valve that allows flow from the control chamber to the working chamber is interposed in the oil passage, and an orifice in parallel with the one-way valve. Clutch control device. 5. A control device for a vehicle clutch according to any one of claims 1 to 4, wherein the clutch is of a type that is released in response to depression of the clutch pedal.