JPH0612132B2 - Clutch control device for vehicle transmission - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a clutch control device for a vehicle transmission that uses negative pressure in an intake pipe of an engine.

[Prior Art] Conventionally, a clutch control device for transmitting and releasing power between an engine and a transmission has a negative pressure servo that operates by using a negative pressure of an intake pipe of the engine and a clutch by a spring load. It has a servo mechanism that engages and releases the clutch against the spring load by operating the negative pressure servo, and the clutch is engaged and released by controlling the negative pressure supplied to the negative pressure servo. .

[Problems Solved by the Invention] However, even when the negative pressure level of the intake pipe of the engine is low, that is, when the operating force of the negative pressure servo is small,
It is necessary to set the capacity of the negative pressure servo so that the clutch can be released against the spring load, and when the negative pressure level generated in the intake pipe such as when the engine is idling is extremely high, Since the actuation force of the negative pressure servo is excessive and a large load is applied to the servo mechanism that releases the clutch, the servo mechanism is required to have high strength.

In other words, the originally required strength of the servo mechanism is such that when the clutch is engaged, the spring load presses the clutch and a large load does not act on the servo mechanism. However, in order to set the capacity of the negative pressure servo so that it can operate even when the negative pressure level of the intake pipe of the engine is low as described above, the negative pressure servo when the negative pressure level is extremely high is set. The servo mechanism must be made stronger than necessary to withstand the large actuation force, and as a result, there are problems such as an increase in size of the device and an increase in weight.

Therefore, the present invention controls the negative pressure level supplied to the negative pressure servo so as not to be higher than the level for releasing the clutch against the spring load, thereby ensuring the durability of the servo mechanism while maintaining the durability of the device. An object of the present invention is to provide a clutch control device for a vehicle transmission that can prevent an increase in size and an increase in weight.

[Means for Solving Problems] A clutch control device for a vehicle transmission according to the present invention is disposed between an engine and a gear transmission, and engages and disengages the engine power to drive the gear. A clutch (130) that transmits and disconnects to and from a transmission, a negative pressure servo (2) that releases the clutch by using a negative pressure of an intake pipe of the engine as a negative pressure source, and between the clutch and the negative pressure servo. A servo mechanism (190) that is provided to engage the clutch by a spring load and release the clutch by operating the negative pressure servo that opposes the spring load, and the negative pressure servo and the intake pipe of the engine. An atmosphere-negative pressure switching valve (5) disposed between and for selectively communicating the negative pressure servo with the atmosphere side and the negative pressure side of the intake pipe of the engine.
And a flow rate control valve (4) arranged between the atmosphere-negative pressure switching valve and the negative pressure servo to adjust the flow rate of atmospheric pressure or negative pressure to the negative pressure servo. (3)
And a negative pressure sensor (6) for detecting the negative pressure level of the negative pressure servo
And an electronic control unit (8) for controlling the servo pressure control means by an input from the negative pressure sensor, wherein the electronic control unit (8) is configured to control the negative pressure based on the input from the negative pressure sensor. The servo pressure control means is controlled so that the negative pressure level in the servo is not higher than the level at which the clutch is released against the spring load.

[Operation and Effect of the Invention] In the clutch control device for a vehicle transmission described above, the negative pressure sensor detects the negative pressure level supplied from the intake pipe of the engine to the negative pressure servo, and the electronic control device causes the negative pressure sensor to operate. Based on the negative pressure level detected by, the servo pressure control means is controlled so that the negative pressure level in the negative pressure servo does not become higher than the level at which the clutch is released against the spring load.
Since the negative pressure servo does not apply an excessive actuating force to the servo mechanism, the servo mechanism can be made strong enough to withstand the spring load, and the size and weight of the device can be prevented from increasing. .

[Embodiment] A clutch control device for a vehicle transmission according to the present invention will be described based on an embodiment shown in the drawings.

FIG. 1 shows a front engine front drive vehicle transmission using a fluid type fluid coupling according to an embodiment of the present invention.

This vehicle transmission has a power transmission device 100, five forward speeds and one reverse speed
It includes a gear transmission 200 for high speed, a differential mechanism (not shown), and a transmission case 300 accommodating these.

The power transmission device 100 includes a fluid coupling (hereinafter referred to as “coupling”) 110, and a power cutoff clutch (hereinafter referred to as “clutch”) for a power cutoff device provided inside thereof.
130, the outer circumference of the coupling 110, and in this embodiment, the direct coupling clutch 150 provided on the engine (the right side in the figure, hereinafter referred to as the right side), the input member and the output member of the coupling 110. It is composed of an oil pump 170 provided therebetween and a servo mechanism 190 for releasing and engaging the clutch 130.

The coupling 110 includes a drive plate 102 attached to an input shaft 101 of a power transmission device 100 connected to a crank shaft of an engine.
Front cover 111, which is connected through the front cover 111, and an annular plate-shaped rear cover 1 welded to the front cover 111 on the outer periphery.
10A, a pump blade 113 provided around the inner peripheral wall surface of the rear cover 110A, a turbine blade 114 arranged to face the pump blade 113, and the turbine blade 1
And a turbine runner 115 holding 14. At the center of the front cover 111, a large diameter portion of the engine is a pilot boss 105 that fits into a pilot hole 104 provided at the center of the end surface of the input shaft 101, and the gear transmission 200 is
(The left side of the figure below is called the left side) The tip is an oil pump
170 is the drive shaft 106 and the middle is the oil pump 17
A central shaft 108, which is a disk plate holding shaft 107 for slidably supporting the oil pump cover 177 fixed to 0 in the rotation direction, is provided through. Further, a cylindrical portion 111C having a frictional engagement surface 111A orthogonal to the axis is continuously provided on the outer peripheral portion of the inner wall of the front cover 111.

The clutch 130 has an inner spline 133 formed on the inner periphery thereof, and the hub-shaped portion 1 of the turbine runner 115 on the left end of the illustration on the outer periphery.
16 is welded, a damper drive plate 158B, which is an output member of the direct coupling clutch 150, is centered slidably in the rotational direction, and a clutch sleeve 134 to which a guide sleeve 144 is press-fitted is fixed, and an inner circumference is an oil pump. The damper drive plate 158, which is an output member of the direct coupling clutch 150, is fixed to the body 170A and has a damper spring 157 on the outer peripheral side, and a front damper plate 158C holding the damper spring 157 and a friction engagement element on the outer periphery.
B is attached, and the left side surface in the central part of the figure supports the pressing force of the diaphragm spring 197, and the right side surface is rotatably supported by the front cover 111 while transmitting the pressing force of the diaphragm spring 197, and is attached to the front cover 111. A damper driven plate 158A that is in contact with the bearing race 161 of the thrust bearing 160 and is fixed so that the clutch drum 134 is orthogonal to the thrust race 160, and a hub that is spline-fitted to the output shaft 103 of the power transmission device 100. 135, the inner spline 133 of the clutch drum 134
And a clutch hub portion 137 having an outer peripheral spline 136 formed at a position corresponding to, and the hub portion 135 and the clutch hub portion 137.
A clutch disc wheel 139 composed of a disc portion 138 for connecting the clutch discs 138, a plurality of clutch plates 141 having an outer periphery spline-fitted to the clutch drum 134, and an inner periphery spline-fitted to a clutch hub portion 137 of the clutch disc wheel 139. The clutch plates 141 and the clutch discs 143 are alternately stacked.

The direct coupling clutch 150 includes a friction engagement surface 111A formed on the inner peripheral surface of the front cover 111 and a friction engagement element 400 supported by the rear damper plate 158B.

The oil pump 170 is an internal gear pump used in this embodiment, and is provided inside the clutch disc wheel 139 between the oil pump cover 177 and the disc portion 138 of the clutch disc wheel 139. The oil pump 170 has an outer peripheral portion having the oil pump cover 177.
The inner circumference is loosely fitted to the tip small diameter portion 103B of the output shaft 103 of the power transmission device 100 via an oil seal 175 and abuts on the disc portion 138 of the clutch disc wheel 139 via a thrust bearing 176. An oil pump body 170A, an internal gear 172 rotatably fitted in a gear room in which the engine of the oil pump body 170A is provided, and an external gear 171 spline-fitted to the tip of the central shaft 108. , Oil passage formed in the center of the output shaft 103
The suction port 174 is connected to the oil pump cover 177 and communicates between the oil pump cover 177 and the front cover 111.

A servo mechanism 190 of the clutch 130 includes a release rod 191 connected to a negative pressure actuator 2 which is a negative pressure servo that operates by automatic supply / discharge of intake pipe negative pressure or hydraulic pressure.
A release fork 192 rotated around a fulcrum 193 by the release rod 191 and a tip of the release fork 192
Bearing supported on flange 194 abutting 192A
195, a sliding sleeve 196 fitted in the bearing 195, a diaphragm spring 197 having an inner peripheral edge locked to the right end of the sliding sleeve 196,
The diaphragm spring 197 includes a pressing ring 199 arranged on the outer peripheral edge of the diaphragm spring 197 for pressing the clutch 130 via a thrust bearing 198. The clutch 130 is released and engaged manually or automatically.

The gear transmission 200 has a known configuration, and the power transmission device 1
The output shaft 103 of 00 is used as an input shaft, an output shaft 201 arranged in parallel with the input shaft, a dog clutch 202 for switching between the first speed and the second speed, a dock clutch 203 for switching between the third speed and the fourth speed And a fifth speed switching dog clutch 204 and a reverse gear.

This power transmission device 100 operates as follows.

The servo mechanism 190 of the clutch 130 causes the release fork 192 to rotate counterclockwise around the fulcrum 193 when the release rod 191 is actuated to the left in the figure manually or automatically and the bearing 195.
The sliding sleeve 196 is displaced in the engine direction via the. As a result, the sliding sleeve 196 causes the center of the diaphragm spring 197 to swell to the engine, and the pressing ring 199 connected to the outer periphery of the diaphragm spring 197 is displaced leftward in the drawing. This action releases the clutch 130. In this state, power is cut off by the clutch 130, so that the gear transmission 200 can perform a gear shift operation.

When the release rod 191 is actuated to the right in the figure manually or automatically, the sliding sleeve 196 is displaced to the left in the figure by the restoring force of the diaphragm spring 197, the pressing ring 199 presses the engine, and the clutch 130 engages. In addition, the input shaft 101 and the output shaft 103 of the power transmission device 100 are connected via a coupling 110.

In this embodiment, the power transmission device 100 uses the coupling 110 as the fluid coupling, but a torque converter or the like can be used. Needless to say, it can be used for other fluid transmission devices.

Next, the automatic clutch control device will be described with reference to FIGS.

In the present embodiment, the automatic clutch control device 1 is a system that uses the negative pressure of the air cleaner 11a mounted on the engine and the negative pressure of the intake manifold 11b, which is the engine intake pipe mounted on the lower surface of the air cleaner 11a.
A negative pressure actuator 2 (hereinafter abbreviated as an actuator) that is a negative pressure servo that engages or disengages, a servo pressure control unit 3 that controls the negative pressure, a negative pressure sensor 6 that detects the negative pressure of the actuator 2, and the negative pressure. It comprises an electronic control unit (computer) 8 for inputting the output of the sensor 6 and controlling the servo pressure control means 3.

As shown in FIG. 1, the actuator 2 includes a case 211 made of a metal left case 211a and a right case 211b, a diaphragm 212 formed by covering two polyester fibers with a rubber-like elastic material, and returning to the diaphragm 212. It is composed of a coil spring 214 for giving a force, a diaphragm support 216 and a support member 217 fixed to the central portion of the diaphragm 212 and the central portion of the left case 211a, respectively. The diaphragm support 216 is connected to the release rod 191 at the central portion. The support member 2 is fixed to the operating rod 220, and
17 slidably supports the left end 218 of the operating rod 220 in the drawing. A negative pressure chamber 221 is configured by a space partitioned by the diaphragm 212 and the left case 211a, and an atmosphere chamber 222 is configured by a space partitioned by the diaphragm 212 and the right case 211b. Negative pressure chamber 211 and atmosphere chamber
222 is the negative pressure side pipe 12a and the atmosphere side pipe 12 of the pipe 12, respectively.
It is connected to b.

The servo pressure control means 3 controls the flow rate to the actuator 2 by a signal from the electronic control unit 8. The servo flow control unit 3 increases the flow rate as the current supplied from the electronic control unit 8 increases and decreases the flow rate as the current decreases. And a flow rate control valve 4 having a valve body 41 having two lands 41A and 41B, a spring 42, and a flow path 43 communicating the negative pressure side pipes 12a and 12c, and a signal from an electronic control unit 8. To switch the piping 12c to the flow control valve 4 between the atmosphere side and the negative pressure side, and the electronic control unit 8
When the signal from ON is ON, the pipe 12c to the flow control valve 4 is connected to the negative pressure side, and when OFF, it is connected to the atmosphere side.
A valve body 51 having B, a spring 52, a flow passage chamber 53 for communicating the negative pressure side pipe 12c with the atmosphere side pipe 12d or the negative pressure side pipe 12e.
And an atmosphere-negative pressure switching valve 5 having an electromagnetic coil 54.

The electronic control unit 8 is a computer and has a known configuration. Further, in addition to the input signal of the negative pressure sensor 6, an H-type signal indicating the position of the shift lever 7 having seven predetermined positions of 1, 2, 3, 4, 5, R and N is provided. Yes, for example, when in the 1st speed (1), the shift lever position signal for the 1st speed is ON, other signals are OFF, and for the neutral (N), all signals are OFF The signal 71 and the shift knob signal 73, which is turned off when a force is applied to the shift knob 72 of the shift lever 7 in the pushing direction (upward direction in the drawing) or the pulling direction (downward direction in the drawing), is also input to control the servo pressure control means 3.

The operation of the present invention will be described.

In normal traveling, when the driver shifts from the current reduction gear ratio to a desired reduction gear ratio (for example, 1st gear to 2nd gear), the electronic control unit 8 uses the negative pressure sensor 6, the shift lever position signal 71, and the shift knob signal 73. By controlling the flow rate control valve 4 and the atmosphere-negative pressure switching valve 5, the clutch 130 is released and engaged to achieve the speed change.

The operation of the automatic clutch control device of the present invention will be described.

1) When the negative pressure level is a normal value a) Engagement → Release When the driver shifts from the 1st speed to the 2nd speed, he puts his hand on the shift lever 7 and applies a force in the pulling direction, the shift knob signal 73 is displayed. 1 and the pulling direction is O as shown in FIG.
In the FF mode, the electronic control unit 8 controls the flow rate control valve 4 and the atmosphere-negative pressure switching valve 5 as shown in FIGS. 3C and 3K. Therefore, the negative pressure chamber 221 of the actuator 2 is set as follows. Lead to negative pressure. A large amount of current is passed through the flow rate control valve 4, the flow rate of the negative pressure side pipes 12a and 12c is increased, and the atmosphere-negative pressure switching valve 5 is turned on.
By setting N, the negative pressure side pipe 12e and the negative pressure side pipe 12c are communicated with each other, so that the negative pressure of the intake manifold 11b is guided to the negative pressure chamber 221 of the actuator 2. Shift position signal 71
Is 1 because a force in the pulling direction is applied to the shift lever 7.
When it deviates from the high speed position, it turns off as shown in Fig. 3 (a).
become. The actuator 2 pulls the diaphragm 212 of the actuator 2 to the right in the drawing by the pressure difference between the actuator 2 and the atmosphere chamber 222.
The release rod 191 is pulled by 6 mm as shown in FIG. 3 (e), and the release rod 191 has a release rod load of 72 kg or more as shown in FIG. 3 (d). At this time, the negative pressure sensor 6 outputs the signal shown in FIG. 3C to the electronic control unit 8 in order to convert the negative pressure level into an electric signal as shown in FIG. 5 of the negative pressure chamber 221 of the actuator 2. By performing such an operation, the clutch 130 is released.

(B) Disengagement → engagement When the driver puts the shift lever 7 into the second speed (2), the shift lever position signal 71 is turned on as shown in FIG. 3 (a), and the electronic control unit 8 controls the atmosphere-negative pressure switching valve. Fig. 3 (c)
As shown in, the air is turned off and the atmosphere is guided to the negative pressure chamber 221 of the actuator 2. At this time, the negative pressure level of the actuator 2 corresponds to the load of the release rod 191 as shown in FIG. 3D, so the output of the negative pressure sensor 6 becomes that shown in FIG. As for the shift knob 72, the driver
When the hand is released from, it turns on as shown in FIG. The electronic control unit 8 always checks the output value of the negative pressure sensor 6, and as shown in FIG. 3F, the tendency of the output value increases from decreasing and increases again at point B (point A in FIG. 4). ) Is set as a half-clutch point, and the subsequent points are determined as a half-clutch area. In this way, the electronic control unit 8 judges the half-clutch region and reduces the current flowing through the flow rate control valve 4 as shown in FIG. 3 (K) to reduce the release rod 191 as shown in FIG. 3 (E). Reduce the stroke speed. In this way, the half-clutch point is detected from the value and tendency of the negative pressure level of the actuator 2, and the engagement speed thereafter is slowed to engage the clutch 130 regardless of wear of the clutch and variation between parts. Soften the shock and perform smoothly.

The speeds other than the first speed (2) to the second speed (2) operate similarly.

2) When the negative pressure level is higher than the normal value a) Engagement → Release The operation is the same as when the negative pressure level is the normal value.

B) Disengagement → Engagement Operates in the same way as when the negative pressure level is normal.

C) During release When the negative pressure level of the negative pressure chamber 221 of the actuator 2 becomes too high, that is, at the point C in FIG. 6 (C), the electronic control unit 8 controls the flow control valve 4 as shown in FIG. Narrow the flow rate from the normal value, turn off the atmosphere-negative pressure switching valve 5 as shown in FIG.
12a and 12c are connected to the atmosphere side pipe 12d to limit the load shown in FIG. 6D corresponding to the negative pressure level of the negative pressure sensor 6 as shown in FIG. Then, the negative pressure level of the negative pressure chamber 221 of the actuator 2 due to the leakage of the flow control valve 4 becomes a level required to release the clutch against the spring load shown at point D in FIG. When returning, the atmosphere-negative pressure switching valve 5 is connected to the negative pressure side piping 12a, 12c to the actuator 2 as shown in FIG.
The connection flow control valve 4 is returned to the normal flow state as shown in FIG.

[Brief description of drawings]

FIG. 1 is a sectional view of a power transmission device incorporating a clutch according to the automatic clutch control device of the present invention, FIG. 2 is a block diagram of the automatic clutch control device of the present invention, and FIG. 3 is an automatic clutch control device of the present invention. Release rod characteristic graph according to the present invention, FIG. 4 is a negative pressure sensor output graph according to the automatic clutch control device of the present invention, FIG. 5 is an operation time flowchart related to the automatic clutch control device of the present invention, and FIG. 6 is a negative pressure level. Is an operation time chart when is higher than a normal value. In the figure, 1 ... Automatic clutch control device, 2 ... Negative pressure servo (actuator), 3 ... Servo pressure control means, 4 ...
Flow control valve, 5 ... Atmosphere-negative pressure switching valve, 6 ... Negative pressure sensor

Claims (1)

[Claims] Claims: 1. Arranged between the engine and the gear transmission,
A clutch that transmits and disconnects the power of the engine to and from the gear transmission by engaging and disengaging, a negative pressure servo that releases the clutch by using a negative pressure of an intake pipe of the engine as a negative pressure source, the clutch and the A servo mechanism disposed between the negative pressure servo and engaging the clutch by a spring load and releasing the clutch by operating the negative pressure servo against the spring load; An atmosphere-negative pressure switching valve for selectively communicating the negative pressure servo between the atmosphere side and the negative pressure side of the intake tube of the engine, the atmosphere-negative pressure switching valve, and Servo pressure control means, which is provided between the negative pressure servo and a flow control valve for adjusting the flow rate of the atmospheric pressure or the negative pressure to the negative pressure servo, and the negative pressure servo of the negative pressure servo. A negative pressure sensor for detecting a bell; and an electronic control device for controlling the servo pressure control means by an input from the negative pressure sensor, the electronic control device based on an input from the negative pressure sensor, A clutch control device for a vehicular transmission, characterized in that the servo pressure control means is controlled so that a negative pressure level in the pressure servo does not become higher than a level at which the clutch is released against the spring load.