JPS6212679Y2 - - Google Patents

Description

[Detailed description of the invention] This invention is a so-called semi-auto clutch type clutch control in which the clutch is disengaged when the shift knob of a shift lever in an automobile is grasped, and the clutch starts to be engaged when the shift knob is released after the shift is completed. This relates to improvements in equipment.

Conventionally, as this type of semi-auto clutch type clutch control device, for example, Japanese Patent Application Laid-Open No. 52-61020
As disclosed in the above publication, a clutch switch is provided to detect when the shift knob of the shift lever is grasped, and when the shift knob is grasped, the clutch is disengaged based on the ON signal of the clutch switch, and after the shift is completed, the shift knob is disengaged. It is known that when the clutch switch is released, the clutch starts to be connected based on the clutch switch's OFF signal.

By the way, when starting the vehicle, the driver usually moves the shift lever to the first gear shift position and then unconsciously continues to hold the shift knob while attempting to start the vehicle.

However, with the above-mentioned conventional device, when starting, the clutch is not connected unless the driver releases the shift knob after the shift is completed, so it is impossible to start while holding the shift knob, and the driver cannot release the clutch from the shift knob. The driver was forced to consciously release his/her hands, which was a nuisance to the driver's natural behavior. This can happen not only when starting the vehicle, but also during other gear changes. Furthermore, the above-mentioned conventional gear has the disadvantage that the shift timing is delayed due to the elapse of time until the shift knob is released after the shift is completed, and the shift cannot be carried out smoothly.

In view of this, the present invention provides, in addition to the clutch switch described above, a gear switch that detects when the gears of the transmission are engaged, so that the gear can be changed by gripping the shift knob and once the clutch is disengaged, by performing a shift operation. When the gears of the machine are engaged, the clutch is forcibly connected based on the activation signal from the gear switch, so that after the shift is completed, it is possible to start even if the shift knob is still held. The purpose of this system is to match the driver's natural movements to facilitate operation, and to eliminate time delays in shift timing so that gear shifts can be carried out smoothly.

Therefore, the present invention includes an actuator that operates a clutch engagement operation member provided between the output shaft of the engine and the input shaft of the transmission in the clutch connection direction, a control device that controls the operation of the actuator, and a shift knob. A clutch switch detects that the clutch switch is engaged, a gear switch detects that the gears of the transmission are engaged, and after receiving an operating signal from the clutch switch, an output signal is generated in response to an operating signal from the gear switch. and a control circuit for applying an output signal from the control circuit to the control device to operate the clutch engagement operation member in the clutch engagement direction, so that the clutch is immediately engaged when the gears of the transmission are engaged. It is characterized by being connected.

Hereinafter, the present invention will be described in detail based on embodiments shown in the drawings.

Figure 1 shows that the clutch initially engages as the engine speed increases when starting, then becomes a half-clutch state and once the engine speed begins to decrease, the clutch stops engaging. An embodiment will be described in which the present invention is applied to a type of clutch that resumes engagement when the engine speed increases again.

In Fig. 1, 1 is an engine, 2 is a transmission,
3 is a clutch provided between the output shaft 1a of the engine 1 and the input shaft 2a of the transmission 2, and the clutch 3 is connected to a flywheel 4 provided at the end of the output shaft 1a of the engine 1. has a clutch disk 3a on the side surface of the clutch disk 3a, and the clutch disk 3a has a
The clutch disc 3a is pressed forward by the biasing force of a disc spring 5 disposed through a pressure plate 3b at the rear of the clutch disc 3a, and is constantly pressed against the flywheel 4. Furthermore, a clutch release fork 7 constituting an intermittent operation member whose one end is connected to a release collar 6 is disposed behind the disc spring 5, and the clutch release fork 7 is supported by a support provided on a clutch housing 8. Part 9
By rotating the clutch in the counterclockwise direction in FIG. By rotating the release fork 7 clockwise in FIG. 1, the disc spring 5 is returned to its original state, and the clutch 3 is connected by pressing the clutch disk 3a against the flywheel 4.

Further, a diaphragm device 10 constituting an actuator for operating the clutch release fork 7 in the clutch connecting direction is connected to the tip of the clutch release fork 7 of the clutch 3. The diaphragm device 10 has an atmospheric chamber 10b and a negative pressure chamber 10c divided by a diaphragm 10a, and the diaphragm 10a is connected to the tip of the clutch release fork 7 of the clutch 3 via a link 10d. In addition, the negative pressure chamber 10c has a compressed spring 10e therein, and is communicated with the downstream side of the throttle valve 13 of the intake passage 12 via the negative pressure introduction path 11. A three-way solenoid valve 1 is provided in the negative pressure introduction path 11.
4 and a holding valve 15 are provided. The three-way solenoid valve 14 has a valve body 14d that switches the negative pressure chamber side communication port 14a to selectively communicate with the intake passage side communication port 14b and the atmosphere opening port 14c. When de-energized, the valve body 14
d closes the atmosphere opening port 14c and opens the intake passage side communication port 14b to transfer the intake negative pressure downstream of the throttle valve 13 of the intake passage 12 to the negative pressure chamber 10 of the diaphragm device 10.
c, the diaphragm 10a is biased rearward in the figure against the spring force of the spring 10e, and this bias of the diaphragm 10a moves the clutch release fork 7 via the link 10d in the clutch disengagement direction (Figure 1). (counterclockwise) to disconnect the clutch 3, while during excitation, the valve body 14d closes the intake passage side communication port 14b and opens the atmosphere opening port 14c to open the negative pressure chamber 10c of the diaphragm device 10 to the atmosphere. As a result, the diaphragm 10a of the diaphragm device 10 is biased forward in the figure by the spring force of the spring 10e, and the clutch release fork 7 is rotated in the clutch connecting direction (clockwise in FIG. 1) contrary to the above, thereby closing the clutch. It is configured to connect 3. Further, the holding valve 15 has a valve body 15a that opens and closes the negative pressure introduction path 11, and by energizing the holding valve 15 and closing the negative pressure introduction path 11 with the valve body 15a, the three-way solenoid valve 14 The opening of the negative pressure chamber 10c of the diaphragm device 10 to the atmosphere during excitation is stopped, and the connection of the clutch 3 is temporarily stopped. The three-way solenoid valve 14 and the holding valve 15 constitute a control device 16 that controls the operation of the diaphragm device 10. Note that 17 is a check valve provided in the negative pressure introduction path 11, and 18 is an accumulator provided in the negative pressure introduction path 11.

Further, 19 is an engine rotation speed pulser for detecting the rotation speed of the engine 1, 20 is a clutch rotation speed pulser for detecting the rotation speed of the clutch 3, and 21 is for detecting the rotation speed of the transmission main shaft 2b to detect the vehicle speed. 22 is an accelerator switch that detects when the accelerator pedal 23 interlocked with the carburetor throttle valve 13 is depressed and generates an accelerator-on signal as an activation signal; 24 is an accelerator switch that detects when the shift knob 25a of the shift lever 25 is held The clutch switch 26 is a gear switch that detects that the transmission 2 is not in the neutral position and generates a shift position signal as an activation signal. The gear switch 26 utilizes, as a part of its structure, a neutral switch that is already installed inside the transmission 2 and detects a neutral position. The pulsers 19 to 21 and the switches 22, 24, and 26 are connected to a control circuit 27, respectively.

The control circuit 27 is for controlling the operation of the three-way solenoid valve 14 and the holding valve 15, and includes a low speed and acceleration detection circuit 28 and a touch signal processing circuit 29, as shown in FIG. , clutch connection command circuit 30, and three-way solenoid valve excitation circuit 3
1. The low speed and acceleration detection circuit 28 receives the vehicle speed signal from the vehicle speed pulser 21 and the accelerator on signal from the accelerator switch 22, and detects that the vehicle speed is low, below a predetermined speed, and that the accelerator pedal 23 is depressed to accelerate. It detects the current time and generates a low speed signal and an acceleration signal. Further, the touch signal processing circuit 29 is connected to the clutch switch 24 and the gear switch 26, and when the touch signal of the clutch switch 24 shown in FIG. 4C is generated while the shift position signal of the gear switch 26 shown in FIG. , a cancel signal is generated as shown in FIG. Furthermore, the clutch connection command circuit 30 is connected to the low speed and acceleration detection circuit 2.
8, is connected to the touch signal processing circuit 29 and the gear switch 26, and receives the low speed signal or acceleration signal from the low speed and acceleration detection circuit 28 shown in FIG. As shown in FIG. The connection command signal is repeatedly generated. The three-way solenoid valve excitation circuit 31 receives a connection command signal from the clutch connection command circuit 30, and upon receiving the connection command signal, excites the three-way solenoid valve 14 to connect the clutch 3. Therefore, after receiving the touch signal from the clutch switch 24, the control circuit 27 receives a shift position signal from the gear switch 26, outputs a connection command signal from the clutch connection command circuit 30, and thereafter outputs a connection command signal from the clutch switch 24. When the touch signal is received, the touch signal processing circuit 29 generates a cancel signal to stop the output of the connection command signal, and when the shift position signal from the gear switch 26 is received again, the generation of the connection command signal is restarted. It is designed to repeat.

Further, the control circuit 27 is provided with a half-clutch state detection circuit 32 and a holding valve excitation circuit 33. The half-clutch state detection circuit 32
receives the engine rotational speed signal from the engine rotational speed pulser 19 and the clutch rotational speed signal from the clutch rotational speed pulser 20, and adjusts the engine rotational speed as the engine load gradually increases due to engagement of the clutch 3 at the time of starting. It detects that the clutch number is falling, determines that the detection is a half-clutch state, and generates a detection signal. Further, the holding valve excitation circuit 33 receives a detection signal from the half-clutch state detection circuit 32 and a connection command signal from the clutch connection command circuit 30, and excites the holding valve 15 to connect the clutch 3 when both signals are received. This is to temporarily stop the

The detection signal from the half-clutch state detection circuit 32 is also output to the three-way solenoid valve excitation circuit 31, and when the clutch is in the half-clutch state, the detection signal from the half-clutch state detection circuit 32 activates the three-way solenoid valve excitation circuit. The excitation of the three-way solenoid valve 14 by the three-way solenoid valve 31 is stopped.

Next, the operation of the above embodiment will be explained based on FIG. 4. When the shift lever 25 is in the neutral position when the vehicle is stopped, the clutch connection command circuit 30 generates a connection command signal due to the non-generation of the shift position signal. Never. Therefore, the three-way solenoid valve 14 is in a de-energized state due to the non-operation of the three-way solenoid valve excitation circuit 31, and the intake negative pressure downstream of the throttle valve 13 in the intake passage 12 is introduced into the negative pressure chamber 10c of the diaphragm device 10. There is. As a result, the clutch release fork 7 is rotated by the diaphragm device 10 in the clutch disengagement direction (counterclockwise in FIG. 1), and the clutch 3 is in the disengaged state.

When the shift knob 25a is grasped and the shift lever 25 is shifted to the first gear shift position by a shift operation, a touch signal is generated from the clutch switch 24, and then a shift position signal is generated from the gear switch 26. Therefore, the clutch connection command circuit 30 immediately generates a connection command signal. Therefore, the three-way solenoid valve 14 is excited by the three-way solenoid valve excitation circuit 31, and the diaphragm device 1
The negative pressure chamber 10c at 0 is opened to the atmosphere. As a result, the clutch release fork 7 rotates in the clutch connecting direction (clockwise in FIG. 1) and the clutch 3 is connected, resulting in automatic start. Therefore, the shift lever 25
When the gears of the transmission 2 are engaged by shifting to the first gear shift position, the clutch 3 starts to engage immediately, so the driver must consciously release his hand from the shift knob 25a immediately after the shift is completed. The driving operation is easy because it matches the driver's natural behavior. Furthermore, when the engine is in a half-clutch state where the engine speed decreases during automatic start, a detection signal is generated from the half-clutch state detection circuit 32, and based on the detection signal, the holding valve 15 is excited by the holding valve excitation circuit 33. Therefore, the negative pressure chamber 10c of the diaphragm device 10 is prevented from being released to the atmosphere, and the connection of the clutch 3 is temporarily stopped.

Thereafter, after driving with the shift knob 25a released, when the shift knob 25a is grasped again to shift to the second gear, the touch signal processing circuit 29 generates a cancel signal, causing the clutch connection command circuit 30 to stops generating the connection command signal. Therefore, by stopping the operation of the three-way solenoid valve excitation circuit 31, the three-way solenoid valve 14 becomes de-energized, and the intake negative pressure is introduced into the negative pressure chamber 10c of the diaphragm device 10 again. the result,
Clutch release fork 7 is in the non-connection direction (first
(counterclockwise in the figure), and the clutch 3 is disengaged.

When the shift lever 25 is shifted from the neutral position to the second gear shift position, the touch signal processing circuit 29 stops generating the cancel signal, and then the clutch connection command circuit 30 starts generating the shift position signal from the gear switch 26. A connection command signal is generated from. As a result, the three-way solenoid valve 14 is excited by the three-way solenoid valve excitation circuit 31, and the clutch 3 is connected. At this time, the gears of the transmission 2 are engaged by shifting the shift lever 25 to the second gear shift position, and at the same time, the clutch 3 starts to be connected.
Even if the driver holds the lever 5a, there is no time delay in the shift timing, and the shift is performed smoothly.

Thereafter, the clutch 3 is engaged and engaged by repeating the same operation.

Next, a specific circuit of the control circuit 27 is shown in FIG. In FIG. 3, the low speed and acceleration detection circuit 28 converts the vehicle speed signal from the vehicle speed pulser 21 into a voltage using a frequency-voltage converter 34, and then converts the vehicle speed signal from the vehicle speed pulser 21 into a voltage using a comparator 35 (resistance _R1 ) corresponding to a predetermined speed. (voltage set by), the output when it is lower than the reference voltage is set to H level,
OR gate 36 uses this H level as a low speed signal.
At the same time, the acceleration signal from the accelerator switch 22 is output to the OR gate 36.

Furthermore, when the vehicle is stopped and the shift lever 25 is in the neutral position, the touch signal processing circuit 29 controls the output of the OR gate 38 by resetting the R-S flip-flop 37 due to the non-generation of the shift position signal of the gear switch 26. Even if the shift knob 25a is gripped and the shift lever 25 is shifted to the first gear shift position, the output of the OR gate 38 is maintained at the H level by maintaining the Q output of the R-S flip-flop 37 at the L level. Then, when the shift knob 25a is released due to the completion of the shift, the Q output of the R-S flip-flop 37 becomes H level, and the touch signal from the clutch switch 24 stops generating, so that the AND gate is activated. The output of OR gate 38 is kept at H level while the output of OR gate 39 is kept at H level. and,
When shifting to the second gear, when the shift knob 25a is grasped, the generation of the touch signal of the clutch switch 24 causes the output of the AND gate 39 to go to the L level, thereby making the output of the OR gate 38 to the L level, and the output of the OR gate 38 goes to the L level. is output as a cancel signal. Thereafter, when the shift lever 25 passes through the neutral position during the shift to the second gear shift position, the R-S flip-flop 37 is reset due to the stoppage of generation of the shift position signal of the gear switch 26, and the output of the OR gate 38 is set to H. By reaching the level, generation of the cancel signal is stopped.

Furthermore, the clutch connection command circuit 30
The low speed signal or acceleration signal from the low speed and acceleration detection circuit 28 is input to the first input of the gate 40, the non-cancel signal (H level) from the touch signal processing circuit 29 is input to the second input, and the third input is input to the gate 40. Input the shift position signal from the gear switch 26 to the input, and when these three signals are input at the same time, the corresponding
When the output of the AND gate 40 becomes H level, this H level is outputted as a connection command signal.

Furthermore, the three-way solenoid valve excitation circuit 31 is activated by the ON operation of a transistor 41 which is turned ON when simultaneously receiving the connection command signal from the clutch connection command circuit 30 and the non-detection signal from the half-clutch state detection circuit 32. 14 excitation coils 14e are excited. Further, the half-clutch state detection circuit 32 converts the engine speed signal from the engine speed pulser 19 into a voltage using a first frequency-voltage converter 42, differentiates it using a differentiating circuit 43, and then converts the engine speed signal from the engine speed pulser 19 into a voltage using a first comparator 44. The clutch rotation speed signal from the clutch rotation speed pulser 20 is compared with zero voltage at In comparison with the engine speed signal from 42, when the clutch is engaged and the clutch speed increases with the engine speed, when the engine speed signal differentiated by the differentiating circuit 43 is higher than zero voltage, when the engine speed increases, The output of exclusive OR gate 47 is set to L level,
The L level is output to the AND gate 48 of the three-way solenoid valve excitation circuit 31, while on the other hand, when the engine speed is lower than zero voltage, that is, when the clutch is in a half-clutch state, the output of the exclusive OR gate 47 is set to the H level. , the H level is output as a half-clutch state detection signal.

Further, the holding valve excitation circuit 33 is activated by the ON operation of a transistor 49 which is turned ON when simultaneously receiving a connection command signal from the clutch connection command circuit 30 and a detection signal from the half-clutch state detection circuit 32. He is trying to excite the excitation coil 15b.

In the above embodiment, the gear switch 26 uses a neutral switch already installed in the transmission to detect that it is not in the neutral position, but it is also possible to use a gear switch that directly detects that it is in the shift position. Of course, it may be provided.

As explained above, according to the clutch control device for an automobile according to the present invention, in addition to the clutch switch that detects that the shift knob is squeezed, a gear switch that detects that the gears of the transmission are engaged is provided. By connecting the clutch as soon as a shift operation is performed and the gears of the transmission are engaged, the driver does not have to consciously release his/her hand from the shift knob immediately after the shift is completed, and the driver does not have to consciously remove his or her hand from the shift knob, which is normally done. You can start and change gears while holding the
By matching driving operations to the driver's natural behavior, it is possible to facilitate and improve driving operability. Moreover, since it is possible to eliminate the time delay in shift timing, it is also possible to improve driving performance.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, in which Fig. 1 is a general schematic diagram, Fig. 2 is a block diagram of the control circuit, and Fig. 3 is a block diagram of the control circuit.
The figure is an electric circuit diagram showing a specific circuit of the control circuit, and FIG. 4 is an operation explanatory diagram. DESCRIPTION OF SYMBOLS 1... Engine, 1a... Output shaft, 2... Transmission, 2a... Input shaft, 3... Clutch, 7... Clutch release fork (intermittent operation member), 10
...Diaphragm device, 14...Three-way solenoid valve, 1
5... Holding valve, 16... Control device, 24... Clutch switch, 25... Shift lever, 25a...
...Shift knob, 26..., Gear switch, 27...
...control circuit.

Claims (1)

[Claims for Utility Model Registration] (1) An actuator that operates a clutch engagement operation member provided between the output shaft of the engine and the input shaft of the transmission in the clutch connection direction, and a control that controls the operation of the actuator. a clutch switch that detects that the shift knob is pressed; a gear switch that detects that the gears of the transmission are engaged; and a device that receives an activation signal from the clutch switch and then receives an activation signal from the gear switch A clutch for an automobile, comprising: a control circuit for generating an output signal from the control circuit; and applying an output signal from the control circuit to the control device to operate a clutch engagement/disconnection operation member in a clutch connecting direction. Control device. (2) The clutch control device for an automobile according to claim 1, wherein the gear switch detects that the shift lever is in the shift position. (3) The clutch control device for an automobile according to claim (1), wherein the gear switch detects that the transmission is not in the neutral position.