JPS635295B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an automatic clutch device for an automobile that transmits engine rotation to a transmission via a clutch.

(Prior Art) Conventionally, automatic clutch devices that automate the engagement and disengagement of a mechanical clutch interposed between an engine and a transmission have been equipped with an electromagnetic or negative pressure actuated mechanism for the clutch release mechanism. A device operated by an actuator has been proposed (see, for example, Japanese Patent Laid-Open No. 53-30532).

(Problem to be solved by the invention) However, in order to engage and disengage the clutch, approximately
Since a large load of approximately 160 kg is required, the actuator is required to have a large capacity, which inevitably increases the size of the device and increases power consumption. This has become a major obstacle.

In view of this, the present invention provides an automatic clutch device that utilizes the driving force of the engine to disengage the clutch and uses the restoring force of the spring and the brake mechanism to connect the clutch with predetermined characteristics. The aim is to provide a system that overcomes the drawbacks of the conventional technology.

(Means for Solving the Problems) That is, the automatic clutch device of the present invention includes a clutch biased in the connection direction between an engine drive shaft and a clutch shaft connected to a transmission, and a clutch that is biased in the connection direction. In an automobile in which the rotation of the engine is transmitted to the transmission by a clutch in a freely engaging and disconnectable manner, a first rotating shaft arranged parallel to the clutch shaft and rotationally driven by the engine via the clutch shaft; a disposed second rotating shaft; a connecting/disconnecting mechanism for connecting and disconnecting the first rotating shaft and the second rotating shaft; and a mechanism for connecting and disconnecting the first rotating shaft and the second rotating shaft; a converting mechanism for converting the clutch into a reciprocating motion; an operating rod connected to the converting mechanism for disconnecting the clutch by pressing a swingable release fork; a return spring that biases the clutch in the rotational direction, which is the position when the clutch is connected; a brake mechanism that is provided on the second rotating shaft side and restricts the rotation of the second rotating shaft; The connecting/disconnecting mechanism is operated so that the rotating shaft and the second rotating shaft are in a connected state, and when the disengagement operation of the clutch is completed, the rotation of the second rotating shaft is restricted, and when the clutch is connected, this rotation is restricted. It is characterized by having a control device that operates the brake mechanism so as to gradually weaken the force.

(Function) In the above automatic clutch device, when the clutch is released from the connected state, the disconnection mechanism connects the first and second rotating shafts, so that the second rotating shaft resists the bias of the return spring. The clutch shaft is rotated by the engine through the clutch shaft and the first rotating shaft, and this rotation is converted into axial movement by the conversion mechanism, and the operating rod presses the release fork. As a result, the clutch is disengaged against the bias in the direction of engagement. When disengagement of the clutch is completed, a brake mechanism restricts rotation of the second rotating shaft.

On the other hand, the clutch, which is disengaged against the biasing force in the connection direction, moves to the second clutch due to the biasing force of the return spring.
The rotating shaft rotates in the opposite direction to the direction in which the clutch was disengaged, and the operating rod returns to the position when the clutch was connected, thereby connecting the clutch. At this time, the brake mechanism prevents the rotation of the second rotating shaft. By gradually weakening the restricting force, the operating rod gradually returns to the clutch-engaged position, and the clutch is gradually engaged.

(Example) Examples of the present invention will be described below with reference to the drawings. In FIG. 1, 1 is a drive shaft that outputs the rotation of the engine, 2 is a clutch that is provided between the drive shaft 1 and the clutch shaft 3 and connects and disconnects the two shafts, and 4 is the rotation of the clutch shaft 3. is a conversion device in which the signal is transmitted via the original gear 5.

In the clutch 2, 6 is a clutch wheel connected to the drive shaft 1 and rotates together with the clutch wheel, 7 is a clutch cover fixed to the clutch wheel 6, 8 is a pressure plate, and 9 is a clutch wheel that connects the pressure plate 8 to the clutch wheel. A diaphragm spring 10 biases toward the 6 side, and 10 is a clutch disk whose central boss portion is spline-fitted to the clutch shaft 3 and whose outer peripheral portion is clamped by the clutch wheel 6 and pressure plate 8. In other words, the clamping pressure of the clutch disc 10 brings the clutch 2 into the connected state, and the diaphragm spring 9 moves the clutch 2 in the connecting direction (the pressure plate 8 clamps the clutch disc 10 between the clutch wheel 6 and the clutch disc 10). (in the direction of pressure). Further, reference numeral 11 denotes a release bearing, and the release bearing 11 moves in the axial direction by the operation of a release fork 12 that can swing in the axial direction of the clutch 2 to deform the diaphragm spring 9. This is to release the clamping state of the pressure plate 8 against the clutch disk 10 due to the force and disconnect the clutch 2. Note that 13 is a clutch housing, and 14 is a transmission casing.

Next, reference numeral 15 denotes a first rotating shaft that is arranged parallel to the clutch shaft 3 and connected to the clutch shaft 3 via gears 16a and 16b, and is driven and rotated by the rotation of the drive shaft 1 when the clutch 2 is connected. Ru. 17
is a second rotating shaft disposed coaxially with the first rotating shaft 15, that is, in parallel. Further, 18 is a connecting/disconnecting mechanism for connecting and disconnecting the first rotating shaft 15 and the second rotating shaft 17, and 19 is provided on the second rotating shaft 17 side to restrict rotation of the second rotating shaft 17. It is a brake mechanism. Furthermore, 20 is a conversion mechanism that is driven by the second rotation shaft 17 and converts the rotational motion of the second rotation shaft 17 into reciprocating linear motion in the axial direction, and 21 is connected to the conversion mechanism 20 and slides in the axial direction. It is an operating rod.

The connecting/disconnecting mechanism 18 is composed of an electromagnetic clutch, and the brake mechanism 19 is composed of an electromagnetic brake. That is, a rotating body 22 is fixed to the outer periphery of the second rotating shaft 17 on the first rotating shaft 15 side, and a push plate 23 facing the rotating body 22 is spline-fitted to the outer periphery of the first rotating shaft 15. An electromagnetic clutch connecting/disconnecting solenoid 24 is disposed on the rear surface of the push plate 23, and a brake plate 25 is provided facing the rotating body 22 on the opposite side of the push plate 23.
A brake solenoid 26 of an electromagnetic brake is disposed on the back surface of the brake plate 25.

The conversion mechanism 20 also includes a feed screw 27 fixed to the other end of the second rotating shaft 17, and a rear female threaded portion 28 of the operating rod 21 splined to the outer casing 14 to prevent rotation. The rotation of the second rotating shaft 17 is converted into linear movement of the operating rod 21.

The tip of the operating rod 21 is linked to the release fork 12 via a release lever 29, and when the operating rod 21 slides to protrude, the release bearing 11 is moved against the diaphragm spring 9, and the clutch 2 is It is configured to disconnect (cut off power transmission).

Furthermore, 30 is a spiral return spring whose one end is connected to the casing 14 and the other end is connected to the rotating body 22, and its rotational force is transmitted via the conversion mechanism 20 to return the operating rod 21 to its original position (position when the clutch is connected).
The rotation of the second rotation shaft 17 is urged in the direction of rotation in which the second rotation shaft 17 is moved backward.

Reference numeral 31 denotes a limit switch that operates in response to the movement of the operating rod 21, that is, the connection/disengagement state of the clutch 2. The slider 32 of the limit switch 31 is connected to the operating rod 21 via a pin 33, and is configured to move integrally. has been done.

On the other hand, the connection/disconnection mechanism 18 and the brake mechanism 19 are controlled by a control device 34 as shown in FIG. In this control device 34, 24 is a disconnection solenoid of the connection/disconnection mechanism 18, 26 is a brake solenoid of the brake mechanism 19, and 31 is a first contact 31a that is closed when the clutch 2 is connected, and a first contact 31a that is closed when the clutch 2 is disengaged. The limit switch has a second contact 31b, the first contact 31a of the limit switch 31 is connected to the disconnection solenoid 24, and the second contact 31b is connected to the brake solenoid 24.
6, respectively. In this limit switch 31, when the slider 32 moves together with the operating rod 21, the first contact 31a is closed when the clutch is engaged, and the second contact 31b is closed when the clutch is disengaged. Further, 35 is a shift knob switch connected in series with the limit switch 31, and the switch 35 is closed when the shift knob is touched.

Further, 36 is a rotation sensor that detects the rotation speed of the input side of the clutch 2 (for example, the drive shaft 1), 37 is a rotation sensor that detects the rotation speed of the output side of the clutch 2 (for example, the clutch shaft 3), and 38 and 39 are f which converts the signals of the rotation sensors 36 and 37 into voltages.
40 is a differential amplifier that compares the voltages of both f-v converters 38 and 39 and takes the difference; 41 is a capacitor for setting a reference voltage; 42 is the capacitor 4;
1, a resistor 43 is a charge/discharge switch that opens and closes in conjunction with the shift knob switch 35, and 44 is a comparator that compares the output voltage from the differential amplifier 40 with the voltage set by the capacitor 41. , the output of the comparator 44 is
The signal is input to the brake solenoid 26 via the AND gate 45 and the second contact 31b of the limit switch 31.

The charging and discharging characteristics of the capacitor 41 are as shown in FIG. The set voltage is discharged according to the discharge curve shown in the figure, and the discharge is completed at point C.

Next, the operation of the above embodiment will be explained. First, when the clutch 2 is in the connected state, the rotation of the drive shaft 1 of the engine is transmitted to the converting device 4 and the first rotating shaft 15 via the clutch 2 and the clutch shaft 3. Further, in the limit switch 31, a first contact 31a for the disconnection solenoid 24 is closed.

Here, when the clutch 2 is to be disengaged from the connected state for a conversion operation, the shift knob is touched and the shift knob switch 35 is closed, so that the connection/disconnection solenoid 24 is energized and the connection/disconnection mechanism is activated. 18 is activated and transmits the rotation of the first rotating shaft 15 to the second rotating shaft 17. This second rotating shaft 17
rotates against the bias of the return spring 30, and as a result, the feed screw 27 of the conversion mechanism 20
moves the operating rod 21 in the projecting direction and disengages the clutch 2 against the bias of the diaphragm spring 9.

At that time, the limit switch 31 opens the first contact 31a as the operating rod 21 moves, but
The operating rod 21 is moved by inertia until the clutch 2 is completely disengaged, and when the operation is completed, the second contact 31b of the limit switch 31 is closed and the brake mechanism 19 is activated. Further, as the second rotating shaft 17 rotates, rotational force is stored in the return spring 30. Furthermore, when the clutch 2 is disengaged, the capacitor 41 of the control device 34 is charged with the output voltage of the differential amplifier 40 (charged at points A and B in FIG. 3).

Subsequently, when the gear shifting operation is completed and the clutch 2 in the disengaged state is to be connected, the second rotating shaft 17 is rotated in the opposite direction from when the clutch 2 is disengaged due to the bias of the return spring 30, and the clutch 2 is operated. The rod 21 moves back (returns to the position when the clutch was connected),
This is done by the release bearing 11 returning to its original position in response to this. At this time, since it is necessary to gradually connect the clutch 2, the rotation of the second rotary shaft 17 is controlled by the brake mechanism 19, and the operating rod 21 is gradually retreated.

That is, the brake solenoid 26 of the brake mechanism 19 is energized on and off according to the output of the comparator 44.
4 compares the rotation difference between the front and rear of the clutch 2 (output of the differential amplifier 40) and the set voltage along the discharge curve of the capacitor 41 (B-C curve in FIG. 3),
An output signal is output so that the two match, and the braking force of the brake mechanism 19 is adjusted so that the difference in rotation between the front and rear of the clutch 2 decreases with a curve similar to the above-mentioned discharge curve and gradually connects. .

In the above embodiment, the connecting/disconnecting mechanism 18 is constituted by an electromagnetic clutch, but other mechanisms using hydraulic actuators or the like may be used. Further, regarding the control device 34, the conversion device 4
With automation, etc., the control format will be changed in design as appropriate.

(Effects of the Invention) Therefore, according to the present invention, the first and second rotating shafts are connected by the operation of the connecting/disconnecting mechanism, and the clutch shaft, the first rotating shaft, and the second rotating shaft are connected by the rotational driving force of the engine. By pressing the operating rod through the shaft and conversion mechanism, the clutch is disengaged using the rotational driving force of the engine, which provides a large operating force and makes the automatic clutch device itself more compact. Can be configured. Furthermore, when the clutch is connected, the restoring force of the return spring is used to rotate the second rotating shaft in the opposite direction to when the clutch is disengaged, and the brake mechanism is actuated to rotate the second rotating shaft. Since the regulating force against the clutch is gradually weakened and the operating rod 21 is gradually retreated, the clutch can be connected reliably and smoothly. Moreover, the above-mentioned connecting/disconnecting mechanism and brake mechanism do not apply any operating force, but only need to connect/disconnect power and brake, so that they can be made smaller.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, in which Fig. 1 is a longitudinal sectional view, Fig. 2 is an electric circuit diagram showing a control device, and Fig. 3 is an electric circuit diagram showing a control device.
The figure is a curve diagram showing the charging and discharging characteristics of a capacitor. DESCRIPTION OF SYMBOLS 1... Drive shaft, 2... Clutch, 3... Clutch shaft, 4... Transmission device, 6... Clutch wheel, 7... Clutch cover, 8... Pressure plate, 9... Diaphragm spring, 10 …
...Clutch disk, 11...Release bearing, 15...First rotating shaft, 17...Second rotating shaft,
18... Connection/disconnection mechanism, 19... Brake mechanism, 20
... Conversion mechanism, 21 ... Operation rod, 30 ... Return spring, 34 ... Control device.

Claims (1)

[Claims] 1. In an automobile in which a clutch biased in the connection direction is provided between an engine drive shaft and a clutch shaft connected to a transmission, and the clutch transmits rotation of the drive shaft to the transmission in a freely connecting/disconnecting manner, a first rotating shaft arranged parallel to the clutch shaft and rotationally driven by the engine via the clutch shaft; a second rotating shaft arranged parallel to the clutch shaft; and the first rotating shaft and the second rotating shaft. a converting mechanism that is driven by a second rotating shaft and converts the rotational motion of the second rotating shaft into a reciprocating motion in the axial direction of the clutch; an operating rod that releases the connection by pressing a swingable release fork; a return spring that biases the second rotating shaft in a rotational direction in which the operating rod is in a position when the clutch is connected; and a second rotating shaft. a brake mechanism provided on the shaft side to restrict rotation of the second rotation shaft; and a disconnection mechanism operated so that the first rotation shaft and the second rotation shaft are brought into a connected state when the clutch is released from the connected state. a control device which controls the rotation of the second rotating shaft when the clutch disengaging operation is completed and operates a brake mechanism to gradually weaken the force regulating the rotation of the second rotating shaft when the clutch is connected; automatic clutch device with