JPS6323012B2 - - Google Patents

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to a control device for an electromagnetic clutch for a vehicle, and more particularly to a control device for an electromagnetic clutch for a vehicle for the purpose of alleviating shock during gear shifting.

[Conventional technology]

In an electromagnetic clutch for a vehicle, the driven member on the input side of the transmission is closely fitted to the drive member on the crankshaft side, which has a built-in coil, through an extremely small gap, and the clutch current is passed through the coil to connect the drive member to the drive member. The clutch current is cut off to release the constraint by the magnetic lines of force in the gear and the power is transmitted. cut off,
Furthermore, the clutch current is changed to cause slippage between the drive member and the driven member, and this slippage is used to start the vehicle without the need for clutch pedal operation, thereby facilitating driving operation.
This is already known as a publicly known technique. In this conventional electromagnetic clutch, the meshing of the gears of the transmission is changed and the control time is electrically varied in order to alleviate the shock that occurs when the clutch is reengaged. This conventional method of absorbing shock by shifting during reconnection of the clutch after the completion of shifting will be explained in terms of changes in clutch current characteristics with reference to FIG. The electromagnetic clutch is connected and disconnected by a shift lever switch provided on the shift lever, and the clutch slip control time is varied using the signal from the accelerator switch, which cuts the clutch current on and off when starting or stopping. In other words, at A in the figure, since no gear shifting is being performed, the clutch current Im is flowing and the clutch is directly connected, and as shown by signal B from the shift lever switch, which is the beginning of gear shifting, the clutch current is cut off and the clutch is engaged. Untie the bonds. When the gear shifting operation is completed, a clutch current In is applied as shown by C using a signal from the shift lever switch to reconnect the clutch, but the current In is made smaller than the current Im, and the current is controlled in two stages. This provides a sliding action to maintain the half-clutch state and prevent sudden shock from occurring. There are two types of time for this half-clutch current In to flow, t1 and t2. t1 is when the accelerator is depressed, that is, when accelerating, and t2 is when the accelerator is released, that is, when decelerating. . This t1
Alternatively, after the time t2 has elapsed, a current Im is applied as in D or E to directly connect the clutch.
The selection of the time during which current In is applied to the half-clutch is performed by an accelerator switch. As a result, when accelerating, the load is large, the half-clutch time is shortened to reduce clutch slippage, and during deceleration, the half-clutch time is lengthened to eliminate shocks caused by shifting. In addition, as an automated version of the friction plate type manual clutch, Japanese Patent Laid-Open Publication No. 52-27127 and Japanese Patent Laid-Open No.
There is a publication No. 55-76224.

[Problems to be solved by the invention]

In this way, with the conventional configuration, if you take your foot off the accelerator pedal (do not operate the accelerator switch) during deceleration, the clutch will be in a half-clutch state for the time indicated by t2 in Figure 6, and the shock during gear shifting will be alleviated. becomes. However, since gear shifting operations are performed by the related operations of the accelerator pedal and shift lever, if this operation is performed frequently or in a hurry, the accelerator switch may be activated even during deceleration. Gear operation may be performed at
(originally t2), the shock when the clutch reconnects is large, often causing discomfort to the driver. Also, when accelerating while downshifting during deceleration, the accelerator switch operates even during slow acceleration, shortening the half-clutch time, resulting in large inertia fluctuations in the vehicle body, and the shock caused by shifting becomes severe. It was hot. In view of the above-mentioned drawbacks, the present invention uses a shift lever switch, an acceleration detection means for detecting each state of acceleration or deceleration of the vehicle, and selects a half-clutch time depending on each condition to alleviate the shock during gear shifting. The present invention provides a control device for an electromagnetic clutch for a vehicle that is capable of controlling an electromagnetic clutch for a vehicle.

[Means to solve the problem]

In order to achieve the above object, the present invention provides that a crankshaft is integrally coupled to a drive member containing a coil through a drive plate, and a driven member of a transmission input shaft is closely fitted to the drive member via a gap. a shift signal that is output based on the operation of the shift lever of the transmission;
A clutch hold signal that is output based on the acceleration or deceleration state of the vehicle is input to the control circuit, and the clutch current from the control circuit is supplied to the coil, and the drive and driven member are integrally restrained by electromagnetic force. In an electromagnetic clutch for a vehicle that transmits power by shifting, a detection means for detecting acceleration or deceleration of the vehicle is provided, and the control circuit receives the shift signal and generates a zero level signal when the shift lever is operated. a charging circuit that outputs a reference voltage, a reference voltage generation circuit that outputs a predetermined comparison reference voltage based on a clutch hold signal that is output when the vehicle decelerates and accelerates, and an output signal from the charging circuit and the reference voltage generation circuit. and a comparator that compares and detects the output signal from the comparator based on the shift signal and the clutch hold signal during deceleration and acceleration during a gear change operation in which the shift lever is operated. Therefore, the electric current to the coil of the electromagnetic clutch is controlled so that the clutch engagement time during deceleration is longer than the clutch engagement time during acceleration.

[Embodiment] An embodiment of the present invention will be described below with reference to the drawings. In this embodiment, the present invention will be explained by embodying an electromagnetic powder clutch, which is a type of electromagnetic clutch. In Figures 1 and 2, the electromagnetic powder clutch assembled into the transaxle type transmission will be explained in detail. Reference numeral 1 is the electromagnetic powder clutch, 2 is the 4-speed forward transmission, and 3 is the electromagnetic powder clutch. is the final gearbox. In the electromagnetic powder type clutch 1, a drive member 8 containing a built-in coil 7 is integrally connected to a crankshaft 5 from the engine via a drive plate 6 within a clutch case with a sealed structure. 10 are spline-fitted so as to be integrated in the rotational direction, and are closely fitted to the drive member 8 via a gap 11, and electromagnetic powder from the powder chamber 12 is accumulated in this gap 11. Further, a gear 13 is integrally connected to the drive member 8, and its cylindrical end is loosely fitted to the input shaft 9, and a slip ring 14 is inserted therein.
is attached, and a lead wire X is connected between the slip ring 14 and the drive member 8, and the slip ring 14 has a brush 16 connected to the lead wire Y, as detailed in FIG. It is held by a holder 17 and is in sliding contact with the coil 7 to supply power. With this configuration, the drive plate 6 and the drive member 8 rotate together with the crankshaft 5, and the electromagnetic powder sealed in the powder chamber 12 is appropriately gathered toward the inner peripheral surface of the drive member 8 by centrifugal force. There is. Therefore, from the lead wire Y to the brush 16,
When power is supplied to the coil 7 via the slip ring 14 and the lead wire X, the excitation of the drive member 8 generates lines of magnetic force around the driven member 10 as shown by the arrow, so that electromagnetic particles accumulate in the gap 11. The drive member 8 and the driven member 10 are integrated, and the engine power of the crankshaft 5 is transmitted to the input shaft 9. Next, in the transmission 2, first to fourth speed drive gears 18 to 21 are integrally provided to an input shaft 9 from the clutch 1, and an output shaft 22 is arranged parallel to the input shaft 9. There is a driven gear 2 in constant mesh with each of the above gears 18 to 21.
3 to 26 are rotatably fitted, two adjacent driven gears 23 and 24 are connected to the output shaft 22 by a synchronization mechanism 27, and driven gears 25 and 26 are connected to the output shaft 22 by another synchronization mechanism 28. Furthermore, a gear mechanism 29 for reversing is provided between the input and output shafts 9 and 22. In this way, by operating the change lever, the synchronizer 27
By integrally connecting the driven gear 23 to the output shaft 22, the power of the input shaft 9 is decelerated most by the gears 18 and 23 and taken out to the output shaft 22 to obtain the first speed. It will be done. Further, an output gear 30 is provided at the end of the output shaft 22.
is provided and meshes with the ring gear 32 in the differential device 31 of the final reduction gear 3, so that the power of the output shaft 22 of the transmission 2 is immediately transferred from the ring gear 32 to the side gear via the case 33, spider 34, and pinion 35. 36 and further transmitted to the drive wheels via the axle 37. Fig. 3 shows the configuration of the control circuit, and the input signal system includes a shift signal a generated when the shift switch is turned on when the shift lever (not shown) is operated, and a shift signal a generated when the gear shift switch is turned on when the shift lever (not shown) is operated. A clutch hold signal b is generated by turning on a clutch hold switch (described later) when the vehicle is depressed to about 4 degrees, and a vehicle speed signal c is generated by turning on a vehicle speed switch when a set speed is detected by a vehicle speed sensor (not shown). The signal can be judged and a clutch control signal can be output. The speed change signal a is applied to the base of a transistor 41 via an inverter 40, the emitter of the transistor 41 is grounded, and the collector is connected to a resistor 42 and a capacitor 43.
It is connected to a charging circuit 44 consisting of. Clutch hold signal b is applied to resistor 4 via inverter 45.
6, 47, and 48. Both outputs of the charging circuit 44 and the reference voltage generation circuit 49 are connected to respective input terminals of a comparator 50, and the output of the comparator 50 is connected to an AND gate 51 and a NAND gate 52, and the other input of the AND gate 51 A vehicle speed signal c is connected to the end. Reference numeral 53 denotes an oscillation circuit consisting of an inverter, a resistor, etc., and the output of the oscillation circuit 53 is connected to the other input terminal of the NAND gate 52. Both outputs of the AND gate 51 and the NAND gate 52 are connected to a NAND gate 54.
The output of and the speed change signal a are input to an AND gate 55, and the output of the AND gate 55 is connected to the base of a transistor 56. transistor 56
The emitter is grounded, one end of the coil 7 is connected to the collector, and a commutation circuit 57 consisting of a diode and a resistor is connected to both ends of the coil 7. Next, FIG. 4 shows the vicinity of the accelerator mechanism, and the bracket 70 fixed to the vehicle body is formed by bending thin sheet metal.
A support shaft 71 is rotatably supported on the support shaft 7.
A U-shaped arm 72 is fixed to 1.
An accelerator pedal 73 is attached to the tip of the arm 72. Further, as detection means for detecting acceleration and deceleration states, a pair of cams 74 and 75 are fixed at the center of the support shaft 71 at a distance, and a pair of cams 74 and 75 are fixed to the support rod 76 fixed in the bracket 70. An accelerator switch 77 and a clutch hold switch 78 are opposed to the cams 74 and 75, respectively. This arm 72 is always biased clockwise in the figure by a spring (not shown), and is rotated counterclockwise by pressing the accelerator pedal 73 with the foot. In FIG. 4, the accelerator pedal 73 is in the normal stopped position shown by , and the accelerator pedal 73 is not depressed. When the accelerator pedal 73 is slightly depressed, the cam 74 moves to the accelerator switch 7.
7 to turn on the accelerator switch 77,
Further, when the accelerator pedal 73 is depressed and the accelerator pedal 73 is at the position shown in the figure, which is about 1/4 to 1/3 of the total stroke, the cam 75 pushes the clutch hold switch 78, turning the clutch hold switch 78 on. Next, the operation of this embodiment will be explained with reference to the timing chart of FIG. The gear shift signal a is a signal that becomes low level only when shifting gears by operating the shift lever, and the clutch hold signal b is a signal that is activated by the cam 75 when the clutch hold switch 78 is activated when the accelerator pedal 73 is depressed by about 1/4 to 1/3. The vehicle speed signal c is a signal that becomes high level when the vehicle is pushed, and the vehicle speed signal c is a signal that becomes high level when the vehicle speed exceeds a predetermined value, for example, 15 km/h. When the accelerator pedal 73 is depressed and the gear is shifted when the vehicle speed is equal to or higher than the set vehicle speed. The speed change signal a changes from high level to low level, is converted to high level by inverter 40, and turns on transistor 41. Therefore, the capacitor 43 of the charging circuit 44 is discharged, and the charging circuit 4
The output of comparator 50 drops to zero level and the output of comparator 50
is output to. The clutch hold signal b is at a high level, but is inverted by an inverter 45, becomes a low level, and is applied to a resistor 46, and a resistor 48
, and this dropped signal b' becomes the comparison reference voltage of the comparator 50. Comparator 50 compares both signals b' and d, and outputs a high level signal when signal d is lower than signal b'. When a high level signal is input to the AND gate 51, the vehicle speed signal c
Since is at a high level, the AND gate 51 outputs a high level signal as shown by g. Furthermore, since the high-level signal from the comparator 50 and the pulse wave from the oscillation circuit 53 indicated by f are input to the NAND gate 52, the NAND gate 52 outputs a pulse wave indicated by i, which is reversed from the pulse wave f. I will do it. Therefore, only when the signals g and i are combined and both signals are at high level, the NAND gate 54
outputs a low level signal, and the NAND gate 54
transmits the output indicated by j to the AND gate 55. At this time, the speed change signal a is sent to the other end of the AND gate 55.
While a low level signal is being input, the output of the AND gate 55 is at a low level, and the transistor 56 is turned off. When the speed change operation is completed and the speed change signal a changes from a low level to a high level, the AND gate 55 outputs only the high level portion of the signal j, turns on and off the transistor 56 as shown by k, and sends a pulse to the coil 7. A periodic current of wave f is passed. As a result, a half-clutch current smaller than the rated current flows through the coil 7, and the electromagnetic powder clutch 1 transmits torque while causing the driven member 10 to slide. When the speed change signal changes from low level to high level, inverter 4
0 turns off transistor 41 and capacitor 4
3 is released from the short state, and the capacitor 43 is charged via the resistor 42. Therefore, the voltage of the signal d from the charging circuit 44 gradually increases in a parabolic manner, and when the voltage becomes higher than the signal b' from the reference voltage generation circuit 49, the comparator 50 outputs a low level signal. The output changes as shown by m in FIG. Therefore, the output g of the AND gate 51 also becomes a low level, the NAND gate 54 becomes a high level, and together with the shift signal, which is a high level signal, the AND gate 55 becomes a high level state, turning on the transistor 56, and causing the coil 7 to directly connects the electromagnetic powder clutch 1 by passing the rated current. When the accelerator pedal 73 is not pressed and the gear is shifted when the vehicle speed is higher than the set value. When the accelerator pedal 73 is not depressed, the clutch hold signal b is at a low level, and a high level signal is applied from the inverter 45 to the resistor 46, so that the reference voltage generating circuit 49 controls the accelerator pedal as shown by b''. The comparator 50 uses a signal at a higher level than the signal b' when the pedal 73 is depressed as a reference voltage.
Output to. From this, when the speed change signal a changes from a low level to a high level and the voltage of the output signal d from the charging circuit 44 gradually increases, the output signal e of the comparator 50 changes from a high level to a low level. It is at position n where both signals b'' and d are at the same level that the signal e changes to a high level. Therefore, the time until the output signal e of the comparator 50 changes after the end of the gear shift becomes longer, and during that time, a pulse wave is output from the AND gate 55, and the half-clutch time becomes longer. .This comparator 50
The changes in the signal due to the output of are g, i, j,
k and Ic are indicated by dashed lines. Next, FIG. 7 shows another embodiment of the acceleration detecting means, in which a throttle shaft 81 is pivotally supported in a suction pipe 80 of a carburetor, and a throttle valve is attached to the throttle shaft 81 in the suction pipe 80. 82 is fixed. A half-moon-shaped wire drum 83 is fixed to the throttle shaft 81 outside the suction pipe 80, and an accelerator wire 84 is wound around the outer periphery of the wire drum 83. Further, a slider 85 is fixed to the tip of the throttle shaft 81, and a resistor 87 wound around the outer circumference of a circular ring 86 is brought into contact with the slider 85. This ring 86
is made of an insulating material such as plastic.
It is located concentrically with the throttle shaft 81.
Terminals 88 and 89 are fixed to two places on the ring 86, and a resistor 87 is attached to these terminals 88 and 89.
Both ends of are connected. FIG. 8 shows the signal processing circuit from FIG. 7, in which an amplifier 90 is connected to the contact 85, and a differential circuit 91 is connected to the output of the amplifier 90. A determining circuit 92 is connected to this differentiating circuit 91, and the output of this determining circuit 92 is taken out as a high or low acceleration detection signal. Next, to explain this embodiment, the accelerator wire 84 is pulled in conjunction with the accelerator pedal, rotates the throttle shaft 81 and the throttle valve 82 via the wire drum 83, and supplies a large amount of air-fuel mixture to the engine. to accelerate. This rotation by the throttle shaft 81 causes the slider 85 to follow at the same time, changing the position where the slider 85 contacts the resistor 87, and varying the voltage input to the amplifier 90. The voltage input to the amplifier 90 is amplified by the amplifier 90 and input to the differentiating circuit 91 to differentiate the voltage fluctuation so that the throttle shaft 81 has a positive or negative potential depending on the acceleration direction or deceleration direction. Output. The judgment circuit 92 extracts only the signal in the acceleration direction from among the signals transmitted from the differentiation circuit 91, and outputs a high level signal when the signal changes in the acceleration direction. The output signal 93 of this judgment circuit 92 is inputted to b in FIG. 3, and operates in the same manner as the clutch hold switch 78. FIG. 9 shows still another embodiment of the acceleration detection means, in which an intake pipe 97 is provided to communicate between the carburetor 95 and the engine 96,
A negative pressure switch 98 is installed on the side wall of the intake pipe 97, and an exhaust pipe 99 is connected to the exhaust port of the engine 96. Figure 10 shows this negative pressure switch 98.
The internal hollow cylinder 100 is airtightly separated into a pressure chamber 102 and a switch chamber 103 by a diaphragm 101.
The switch chamber 103 and the switch chamber 103 are airtightly separated, the pressure chamber 102 is communicated with the intake flow path of the suction pipe 97, and the switch chamber 103 is pressurized with atmospheric pressure. A coil spring 104 is inserted into the pressure chamber 102, and the coil spring 104 and the diaphragm 1
An operating body 105 is interposed between 01 and 01. In addition, a diaphragm 101 is installed in the switch chamber 103.
A microswitch 106 is provided which is operated by a microswitch 106 . The operation by this negative pressure switch 98 is
When the negative pressure 7 is shallow (when the accelerator pedal is depressed), the pressure difference between the pressure chamber 102 and the switch chamber 103 is small, and the coil spring 104 causes the actuating body 10 to
5 is turned on by pressing the micro switch 106, and when the negative pressure is deep (when the accelerator pedal is released), the pressure difference is large, so the diaphragm 101 is turned on.
As a result, the coil spring 104 is compressed, and the micro switch 106 is turned off. Therefore, the output of the microswitch 106 becomes a signal for detecting the deceleration state. The output signal of this microswitch 106 is inputted to b in FIG. 3, and performs the same operation as the clutch hold 78.

【Effect of the invention】

Since the present invention is configured as described above, a charging circuit that inputs a gear shift signal and outputs a zero level signal when the shift lever is operated, and a predetermined comparison based on the clutch hold signal that is output when the vehicle decelerates and accelerates. The control circuit is equipped with a reference voltage generation circuit that outputs a reference voltage and a comparator that compares and detects the output signal from the charging circuit and the output signal from the reference voltage generation circuit. Since the current to the coil of the type clutch is controlled, the clutch engagement time during deceleration and acceleration can be changed during speed change operation. During a speed change operation, the clutch engagement time during deceleration is made longer than the clutch engagement time during acceleration, so that the shift shock that occurs when downshifting during deceleration can be alleviated. A simple electric circuit allows the clutch engagement time to be set depending on the operating state, and since no special additional equipment is required, the control system can be organized compactly.

[Brief explanation of the drawing]

Fig. 1 is a sectional view showing an electromagnetic powder clutch embodying the present invention, Fig. 2 is a sectional view taken along the Z-Z line in Fig. 1, and Fig. 3 is an electric circuit showing an embodiment of the present invention. , FIG. 4 is a perspective view showing the vicinity of the accelerator, FIG. 5 is a timing chart showing changes in signals at various parts in FIG. 3, FIG. 6 is a graph showing changes in clutch current, and FIG. 7 is a diagram showing other embodiments. Perspective view shown, No. 8
9 is a partial sectional view showing still another embodiment, and FIG. 10 is a sectional view of the negative pressure switch in FIG. 9. 1... Electromagnetic powder clutch, 5... Crankshaft,
6... Drive plate, 7... Coil, 8...
Drive member, 9...Transmission input shaft, 10...
Driven member, 11...gap.

Claims (1)

[Scope of Claims] 1. A crankshaft is integrally connected to a drive member containing a coil through a drive plate, and a driven member of a transmission input shaft is closely fitted to the drive member through a gap, A shift signal output based on the operation of the shift lever of the transmission and a clutch hold signal output based on the acceleration or deceleration state of the vehicle are input to the control circuit, and the clutch current from the control circuit is supplied to the coil. In an electromagnetic clutch for a vehicle that transmits power by integrally restraining a drive and a driven member using electromagnetic force, a detection means for detecting acceleration or deceleration of the vehicle is provided, and the control circuit includes: A charging circuit inputs the shift signal and outputs a zero level signal when the shift lever is operated, and a reference voltage generation circuit outputs a predetermined comparison reference voltage based on the clutch hold signal output when the vehicle decelerates and accelerates. and a comparator that compares and detects the output signal from the charging circuit and the output signal from the reference voltage generation circuit, and when the shift lever is operated to perform a speed change operation, the speed change is performed during deceleration and acceleration. The current to the coil of the electromagnetic clutch is controlled by the output signal from the comparator based on the clutch hold signal and the clutch hold signal, so that the clutch engagement time during deceleration is longer than the clutch engagement time during acceleration. A control device for a vehicle electromagnetic clutch characterized by a longer clutch.