JPS625956Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a clutch control device for an automatic vehicle equipped with a transmission with a torque converter.

Conventionally, the following problems have been pointed out in automatic vehicles.

(1) Since the clutch is engaged when starting the engine, resistance from the transmission is added, especially in cold weather, resulting in poor starting performance.

(2) Attempting to shift the shift lever to the low position (hereinafter referred to as the ``L position''), drive position (hereinafter referred to as the ``D position''), or reverse (back) position (hereinafter referred to as the ``R position''),
When the shift lever is gripped, the clutch disengages after a predetermined period of time, so if the shift lever is shifted between the time the shift lever is grasped and the clutch is disengaged, the shift lever may not be able to shift to the specified shift position or the shift Operations become difficult.

Therefore, as shown in Figure 1, the shift position of the shift lever is set to the neutral position (hereinafter referred to as the "N position").
That's what it means. ) or the parking position (hereinafter referred to as the "P position").In addition, an inhibitor switch 1 is provided that closes (turns on) only when the vehicle is in the parking position (hereinafter referred to as the "P position"), and opens (turns off) when the accelerator pedal is depressed, and closes (turns on) otherwise. accelerator switch 2
and a shift lever switch 3 which closes (turns on) when the shift lever is grasped and opens (turns off) when the shift lever is released are provided in series with each other, and furthermore, these accelerator switch 2, shift lever switch 3, and inhibitor switch 1 are provided. By connecting them in parallel and opening and closing these switches 1 to 3,
It has been considered that the electromagnetic hydraulic clutch control member 4 is actuated, the hydraulic clutch is disconnected (turned off) when the excitation coil 4a is energized, and the hydraulic clutch is connected (turned on) when the excitation coil 4a is de-energized. There is.

In addition, numeral 5 in Fig. 1 is a battery, 6 is a fusible link, 7 is an ignition switch,
8 is a diode, and 9 is an engine starting circuit.

In the clutch control device as shown in FIG. 1, when the inhibitor switch 1 is closed (on), the excitation coil 4a of the hydraulic clutch control member 4 is excited, as shown in FIGS. 2a to 2e. Since the hydraulic clutch is disengaged (turned off), the driver then moves the shift lever to D.
When starting after shifting the vehicle to the L position or the L position, the hydraulic clutch starts to engage when the shift operation is completed and the hand is released from the shift lever, or when the accelerator pedal is depressed.

By the way, there is a delay in the hydraulic circuit from when the hydraulic clutch control member 4 is no longer energized and the hydraulic clutch starts to engage until it actually engages.
It takes about 0.7 seconds. [See section A in Figure 2 e] Therefore, if the shift operation is performed quickly,
In other words, if you press the accelerator pedal as soon as the shift operation is completed, the engine will temporarily enter a racing state as shown in section A in Figure 2 e due to the delay in the hydraulic circuit, and then Since the hydraulic clutch is engaged, there is a problem in that a shock occurs at point B.

This invention attempts to solve these problems, and in addition to performing appropriate on/off control of the clutch depending on the shift position of the shift lever, it also enables the clutch to be turned on and off even if the accelerator pedal is depressed immediately after the shift operation is completed. It is an object of the present invention to provide a clutch control device for an automatic vehicle that prevents the occurrence of such problems.

For this reason, the clutch control device for an automatic vehicle of the present invention, in an automatic vehicle having a hydraulic clutch, includes an inhibitor switch that closes only when the shift lever is in the neutral position or the parking position.
An accelerator switch is connected in parallel to the inhibitor switch and opens when the accelerator pedal is depressed, and closes otherwise.An accelerator switch is connected in parallel to the inhibitor switch and in series with the accelerator switch and closes when the shift lever is grasped and released. In addition to being equipped with a shift lever switch that opens,
An electromagnetic fluid pressure clutch control member whose energized and de-energized states are controlled by the opening and closing operations of the above-mentioned inhibitor switch, accelerator switch, and shift lever switch, and which disconnects the fluid pressure clutch in the energized state and connects the fluid pressure clutch in the de-energized state. The fluid pressure clutch control member is connected to the accelerator switch and the shift lever switch in order to control the engagement and disconnection of the fluid pressure clutch only by the inhibitor switch until the shift operation by the shift lever is completed. It is characterized in that a control switch is interposed between the two, and a control circuit for controlling opening and closing of the control switch is provided.

Hereinafter, a clutch control device for an automatic vehicle as an embodiment of the present invention will be explained with reference to the drawings.
Figures a to e are the time charts.

Now, the vehicle equipped with this device is configured as an automatic vehicle having a hydraulic (fluid pressure) clutch, and this vehicle is further equipped with a transmission equipped with a torque converter using the hydraulic clutch. To change the transmission,
A shift lever is provided inside the vehicle.

This shift lever can shift its shift position to N, P, L, D, and R positions.

By the way, the inhibitor switch 1 is connected to the positive terminal of the battery 5 via a fusible link 6 and an ignition switch 7.

As mentioned above, this inhibitor switch 1 is
This is a switch that closes (turns on) only when the shift lever is in the N or P position, and is connected to the engine starting circuit 9.

Furthermore, an accelerator switch 2 is connected to the positive terminal of the battery 5 in parallel to the inhibitor switch 1 via a fusible link 6 and an ignition switch 7. Here, as described above, the accelerator switch is a switch that opens (turns off) when the accelerator pedal is depressed and closes (turns on) otherwise, and is provided on the accelerator pedal.

Furthermore, a shift lever switch 3 is connected in series to the output end of the accelerator switch 2.
As a result, the shift lever switch 3 is connected in parallel with the inhibitor switch 1.

As mentioned above, the shift lever switch 3 is a switch that closes (turns on) when the shift lever is gripped and opens (turns off) when released, and is provided on the knob of the shift lever.

The output end of the inhibitor switch 1 is connected to the excitation coil 4a of the electromagnetic hydraulic (fluid pressure) clutch control member 4 via a diode 8, and the output end of the shift lever switch 3 is also connected to the hydraulic clutch via a diode 10. It is connected to the excitation coil 4a of the control member 4.

This hydraulic clutch control member 4 disengages the hydraulic clutch when the excitation coil 4a is energized, and connects the hydraulic clutch when the excitation coil 4a is de-energized. , it actually takes about 0.7 seconds, which is the same as in the case of the conventional device described above.

By the way, a normally closed control switch 11 is interposed between the shift lever switch 3 and the excitation coil 4a of the hydraulic clutch control member 4, and a control circuit 12 for controlling the opening and closing of this control switch 11 is further provided. ing.

That is, a normally open switch 13 is provided in the electromagnetic relay R1 that is switched in conjunction with the control switch 11, and these switches 11 and 13 are connected to the excitation coil 14 of the electromagnetic relay R1.
By energizing or demagnetizing the magnets, they are switched in conjunction.

One end of the switch 13 is connected to the output end of the shift lever switch 3, and the other end is grounded via an excitation coil 14.

Further, one end of the switch 13 is connected to the electromagnetic relay R2.
The excitation coil 14 is connected to the other end of the excitation coil 14 through a normally open switch 15 and a diode 16 .

Note that the switch 15 is the inhibitor switch 1.
When the excitation coil 17 of the electromagnetic relay R2 connected to the output terminal of the electromagnetic relay R2 is energized, it closes, and when it is demagnetized, it opens.

Therefore, if the driver starts operating the shift lever without pressing the accelerator pedal with the inhibitor switch 1 in the N or P position,
At the beginning, as shown in Figures 4a-c,
Since inhibitor switch 1, accelerator switch 2 and shift lever switch 3 are all on, battery 5, fusible link 6, ignition switch 7, accelerator switch 2, shift lever switch 3, switch 15, diode 16 and excitation A closed circuit consisting of coil 14 is formed to close switch 13 and open control switch 11.

Since the switch 13 is closed in this way, a closed circuit consisting of the battery 5, fusible link 6, ignition switch 7, accelerator switch 2, shift lever switch 3, switch 13 and excitation coil 14 is formed. , thereby performing a shift operation and setting the inhibitor switch 1.
is turned off and switch 15 is turned off,
A self-holding circuit is formed in which the excitation coil 14 continues to be excited.

This state is maintained until the end of the shift operation.
When the accelerator switch 2 or the shift lever switch 3 is opened, this holding state is released.

In this manner, the control switch 11 is turned off until the shift operation by the shift lever is completed, so that the hydraulic clutch is controlled to engage and disconnect only by the inhibitor switch 1.
In other words, when inhibitor switch 1 is on,
The hydraulic clutch is connected, but when the inhibitor switch 1 is turned off, the excitation coil 4a of the hydraulic clutch control member 4 becomes de-energized, as shown in FIG. When the accelerator pedal is then depressed, as shown in FIG. 4e, the hydraulic clutch is already engaged, so no shock occurs.

In addition, in order to prevent incomplete excitation of the excitation coil 14 when the shift operation is extremely fast, a temporarily rechargeable capacitor 18 is provided, and this capacitor 18 is connected to the electromagnetic relay R1 along with the diode 16. Promote excitation start.

Further, a diode 19 is provided to delay the return time of the electromagnetic relay R1 so that the self-holding state of the electromagnetic relay R1 is not released due to chattering of the shift lever switch 3 or the like.

Furthermore, since the control of the hydraulic clutch during the shifting operation is performed by the inhibitor switch 1, the opening/closing point of the inhibitor switch 1 is selected to be the position at which the synchronization mechanism of the transmission begins to operate.

As described in detail above, according to the clutch control device for an automatic vehicle of the present invention, a control switch is interposed between the hydraulic clutch control member and the accelerator switch and the shift lever switch, and the control switch is interposed between the hydraulic clutch control member and the accelerator switch and the shift lever switch. With a simple configuration that includes a control circuit that controls opening and closing, the hydraulic clutch can be connected and disconnected only by the inhibitor switch until the shift operation using the shift lever is completed, so that the clutch can be opened and closed depending on the shift position of the shift lever. In addition to being able to perform proper clutch on/off control, it also reliably prevents shock from occurring even when the accelerator pedal is depressed after a shift operation, and has the advantage of ensuring smooth driving.

[Brief explanation of the drawing]

Figures 1 and 2 show a clutch control device in a conventional automatic vehicle. Figure 1 is its electric circuit diagram, Figures 2 a to e are its time charts, and Figures 3 and 4 are the clutch control devices of the present invention. This figure shows a clutch control device for an automatic vehicle as an embodiment, and FIG. 3 is an electric circuit diagram thereof, and FIG.
~e is the time chart. 1... Inhibitor switch, 2... Accelerator switch, 3... Shift lever switch, 4... Electromagnetic hydraulic (fluid pressure) clutch control member, 4a...
Excitation coil, 5...Battery, 6...Fusible link, 7...Ignition switch, 8...
...Diode, 9...Engine starting circuit, 10...
...Diode, 11... Control switch, 12...
Control circuit, 13...Switch, 14...Exciting coil, 15...Switch, 16...Diode, 1
7... Excitation coil, 18... Capacitor, 19...
...Diode, R1, R2...Electromagnetic relay.

Claims (1)

[Scope of utility model registration request] In an automatic vehicle with a hydraulic clutch, there is an inhibitor switch that closes only when the shift lever is in the neutral position or parking position, and an accelerator that is connected in parallel to the inhibitor switch and opens when the accelerator pedal is depressed and closes otherwise. a shift lever switch that is connected in parallel to the inhibitor switch and in series to the accelerator switch to open when the shift lever is gripped and to open when the shift lever is released; An electromagnetic fluid pressure clutch control member is provided, which is controlled to be energized or de-energized by the opening/closing operation of the energized state, and disconnects the fluid pressure clutch in the energized state and connects the fluid pressure clutch in the de-energized state, thereby completing the shift operation using the shift lever. A control switch is interposed between the fluid pressure clutch control member and the accelerator switch and shift lever switch in order to control the engagement and disconnection of the fluid pressure clutch only by the inhibitor switch until A clutch control device for an automatic vehicle, comprising a control circuit for controlling opening and closing of the control switch.