• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A vehicle transmission clutch control including an electronic logic control (1) which controls the transmission gear selection, a clutch position signal generator (16) responsive to vehicule operating parameters to produce a command signal (Sc) which operates a clutch control (22, 24, 25, 26, 27, 28, 29) to govern the engagement of the clutch. A clutch disengagement control (15) receives a gear change signal (Sd) from the logic control and produces an output signal (Se) that can override the command signal (Sc) to cause the control system to disengage the clutch (21). The output signal (Se) is caused to vary during a gear change and thereby alters the command signal (Sc) and cause the clutch engagement to vary over the gear change period.
    公开号:SU1179915A3
    申请号:SU823388085
    申请日:1982-01-29
    公开日:1985-09-15
    发明作者:Меловз Виндсор Гарри
    申请人:Аутомоутив Продактс Плс (Фирма)；
    IPC主号:
    专利说明:

    2. The control system according to claim 1 (characterized in that the deactivation control block is an integrating amplifier connected in series with the first and second resistors, parallel to the last of which a switch is connected. 3. The system according to claim 2, characterized in that said switch is a transistor, the base of which is connected to the output of the integrating amplifier, said resistors are connected in series and connected to the input of the integrating amplifier, and diodes connected in parallel through at least one of the specified resistors.
    This invention relates to controlling the clutch of a vehicle's transmission by electronic means. The purpose of the invention is to increase efficiency by ensuring quick operation of the system. Fig. 1 shows the proposed clutch control circuit; Fig. 2 shows a simple switching off circuit; in FIG. 3, you control circuit. The preferred option in Fig. 4 is a graph of the output signal versus time; on fig.Z -. plot of the clutch position versus time between a fully engaged position (FE) and a fully off position (FD) during clutch operation with a change in gear ratio, gears. The automatic transmission of the vehicle (Fig. 1) is controlled to select the gear ratio by the electronic logic controller 1. Logic controller 1 operates depending on the operating parameters of the transmission, and signals are supplied from the speed sensor 2 and the throttle position indicator 3 3. Logic controller 1 controls the selection of the appropriate gear ratio in the gearbox in accordance with the input signal to it, whereby gears are automatically selected. The gear ratio can also be set using the gear ratio selector lever (not shown) from which the prevailing input signal to the logic controller can also flow. When the logic controller 1 changes the gear ratio, the signal to disengage the clutch Sd is supplied to the controller 4 off. The engagement of the vehicle clutch 5 is accomplished by a clutch control loop. The control loop contains a comparator 6, which receives a command pulse Se for comparison with the feedback signal of the clutch position Sp supplied from the transmission displacement sensor 7, which responds to the clutch position. The command pulse Se is generated by the generator 8 of the control signal of the clutch position, it can be changed by the signal Se, which is the output of the off controller 4. The signal Be from the off controller 4 can suppress the command ig-puls Se from the generator 8 and, therefore, it determines the engagement state of the clutch. The output signal from the comparator 6 enters the phase shaper 9, which is inserted to ensure system stability, the gap modulator 10 and the oscillator 11, respectively, and then, through the signal output 12, it controls the solenoid valve 13, which controls the flow rate fluid in the hydraulic insulating device 14. The actuating device 14 actuates the clutch 5, and the marked part of the interval of the signal entering in determines the flow rate and, consequently, the pressure w dkosti actuator device 14 and therefore mu clutch ON position. Executive device 14 controls with a control loop that equalizes the two signals Se and Sp. Therefore, the clutch engagement position is determined by the magnitude of the signal Sc. When the vehicle is in motion and the clutch is fully engaged, the command pulse Se on the generator 8 of the clutch position signal is positive and the signal from the logic controller 1 is negative. Figure 2 shows the principle on which the shutdown controller 4 acts. Integrating: the circuit includes an amplifier 15 with an inverting input connected to the Sd signal of the logic controller, at the output of the amplifier there is a signal Se, which is added to the signal Sc (see Fig.1). If the signal Sd is negative, then the output signal Se is amplified, n 15 is positive. Since the signal Sc is completely positive and the signal Se is positive, the clutch remains engaged. A diode 16, installed between the controller 4 and the signal point Sc, prevents the signal Se from flowing in both directions. When the logic controller 1 changes the gear ratio, the signal Sd is positive, thereby generating a signal to change the gear ratio, and therefore, the signal Se is negative, it suppresses the signal Ba, providing a negative signal at the input to the comparator 6 thereby causing the clutch 5 to immediately shut down. Since the clutch activation state depends on the magnitude of the command pulse Se, the clutch disengagement follows a change in the output signal of the amplifier, which suppresses the signal Se. Consequently, for the condition in which the signal Se becomes immediately negative (curve q in Fig. 4), the clutch must go from fully on to fully off. condition almost instantly. If capacitor 16 is installed parallel to the input and output of Yciler Jr 15, the amount at which the Se signal becomes negative depends on the charging time of the capacitor 16. The degree of change in the charge of the capacitor depends on the total resistance of the charging circuit of the capacitor. With low resistance (approximately 30 kPm), installed in series with amplifier 15, there is a quick, but not instantaneous change in curve b. If a large resistance of 17 (approximately 500 kΩ) is introduced into the circuit, then the rate of change of the capacitor charge decreases (curve c). Using switch 18 together with resistance 17, turning it on and off, you can change the shape of the output signal of the amplifier over time, for example, curve C shows the effect of resistance 17, which abruptly comes into operation in series with resistance 19 after a predetermined change in the output signal of the amplifier. Thus, by changing the resistance set in series to the amplifier 15, when the resistance 17 in the circuit is turned on or off, the form of the dependence of the coupling position on the time can be changed in accordance with the specified conditions. Clutch re-engagement occurs when the logic regulator signal Sd becomes negative, and then a change in the polarity of the charge of the capacitor occurs. FIG. 3 shows a more complex gear ratio control circuit. It has three successively located resistors 17, 19 (as in Fig. 2) and 20. Resistance 20 (approximately 10 kΩ) is less than resistance 19. Diodes 21 and 22 make it possible to short-circuit resistances 17 and 19, respectively, in the same current direction. The switch 18 is replaced by a transistor 23, which is turned off and on for a given potential difference on the amplifier 15. The point at which the transistor 23 is opened is determined by the total potential drop across the two diodes 24 and 25, as well as on the transistor 23, together with the resistance value 26, which is established between the output of the transistor and the amplifier 15. In the process of changing the gear ratio, when Sd is positive, at the beginning of the clutch release the rate of change of the charge of the capacitor
    16 depends solely on the resistance 2P, with the other resistances 17 and 19 shorted through diodes i 21 and 22, respectively,
    Since the resistance 20 is small, the shutdown occurs quickly in accordance with curve x in FIG. 5. When the Sd signal becomes negative, and the coupling starts to turn on again, the diodes 21 and 22 turn off and the resistances 17 and 19 go into operation.
    However, the transistor 23 is turned on. under the action of the potential difference r on the amplifier 15 and, therefore, the resistance of the capacitor charging circuit is determined only by the total resistance of 19 and 20 resistors. Therefore, the value of the positive output signal Se increases. c, the clutch begins to re-engage at a speed corresponding to the curve /, When the difference does not matter. 2
    the amplifiers on the amplifier 15 reaches the starting value, the transistor 23 is turned off and the large resistance 17 is switched on in the circuit, due to which the resistance of the capacitor charging circuit is now determined by the sum of the resistances 17, 19 and 20.
    adhesion slows down following curve 2 until it is fully engaged.
    The invention provides a reduction in time to turn on and off.
    coupling by using an electronic device that provides fast disc release when it doesn’t matter, and slow release during certain periods
    time, t, e, when the driven disc is slightly separated from the driving elements and moves in their direction for contacting the friction surfaces of the driving elements.
    77
    Scf vV A- r WWFI .Z
    FIG. four
    FIG.
    权利要求:
    Claims (3)
    [1]
    1. VEHICLE TRANSMISSION CLUTCH CONTROL SYSTEM, comprising an electronic logic control unit for selecting a gear ratio for a vehicle gearbox made with inputs connected to a vehicle speed sensor and a throttle position sensor, and a clutch position signal sensor in in the form of a generator, the output of which is connected to the clutch control unit, which includes an actuator, characterized in that, in order to increase efficiency by ensuring the speed of operation, it is equipped with a clutch release control unit connected directly to the output of the electronic control unit and directly through the diode to the input of the clutch control loop.
    [2]
    2. The control system according to claim 1, which differs * in that the clutch disengaging control unit is an integrating amplifier connected in series with the first and second resistors, in parallel with the last of which is connected a switch.
    [3]
    3. The system according to claim 2, characterized in that the switch is a transistor, the base of which is connected to the output of the integrating amplifier, these resistors are connected in series and connected to the input of the integrating amplifier, and diodes connected in parallel to at least one of the indicated Resistors.
    类似技术:
    公开号 | 公开日 | 专利标题
    SU1179915A3|1985-09-15|System for controlling vehicle transmission engagement
    EP0038113B1|1986-07-23|Clutch control apparatus
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    US4441471A|1984-04-10|Apparatus for regulating the idling rpm of internal combustion engines
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    SU1210655A3|1986-02-07|Electronic system for controlling vehicle transmission
    US4226295A|1980-10-07|Gear shift system and method with optional gas pedal controlled shaft initiation
    US4073204A|1978-02-14|Transmission-ratio-changer for multiple-transmission-ratio transmission arrangement
    US4355550A|1982-10-26|Torque control for internal combustion engines
    CN1959159B|2012-06-27|Control apparatus for continuously-variable transmission of vehicle
    US4955256A|1990-09-11|Transmission control apparatus, having means for determining the completion of a shifting action of a coupling device with pressure adjusting accumulator
    US4038889A|1977-08-02|Electronic transmission controller
    EP0251479B1|1990-08-16|Control systeem for controlling transmission fluid pressure
    US4507985A|1985-04-02|Apparatus for controlling a direct drive clutch for a vehicle automatic transmission
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    US6217469B1|2001-04-17|Control system for continuously variable transmission
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    US5413542A|1995-05-09|Clutch control system
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    US4535879A|1985-08-20|Control system for controlling the engagement of a pressure-operated actuator
    US5095434A|1992-03-10|Motor vehicle drive control system
    US4041809A|1977-08-16|Multiple-transmission-ratio transmission arrangement with gear-shift overlap action of automatically varied duration
    US5577980A|1996-11-26|Shift flare control
    GB2088007A|1982-06-03|Clutch Control Apparatus
    EP0058477B1|1986-08-13|Improvements in or relating to automatic transmissions
    同族专利:
    公开号 | 公开日
    DE3175236D1|1986-10-02|
    ES8302241A1|1982-12-16|
    AU7919282A|1982-08-05|
    AU548085B2|1985-11-21|
    BR8200491A|1982-11-30|
    EP0057322A2|1982-08-11|
    EP0057322A3|1983-11-02|
    MX150260A|1984-04-05|
    JPS57151436A|1982-09-18|
    ES509197A0|1982-12-16|
    US4518064A|1985-05-21|
    EP0057322B1|1986-08-27|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB820395A|1956-10-08|1959-09-16|Gen Motors Corp|Improved control systems for variable-speed power transmission mechanisms for motor vehicles|
    US3134470A|1959-10-19|1964-05-26|Elmeg|Clutch control system|
    FR1354984A|1963-01-30|1964-03-13|Renault|Reacceleration process on an automatic transmission with interruption of torque for vehicles|
    FR1397316A|1964-03-11|1965-04-30|Renault|Improvements in automatic transmission methods and devices for vehicles|
    JPS4820348B1|1968-10-30|1973-06-20|
    JPS4842130B1|1970-03-18|1973-12-11|
    DE2036732C3|1970-07-24|1979-05-23|Robert Bosch Gmbh, 7000 Stuttgart|Arrangement for the synchronized shifting of step change transmissions in vehicles|
    DE2124024C2|1971-05-14|1982-06-16|Daimler-Benz Ag, 7000 Stuttgart|Device for regulating the actuation force of a switching element in automatically switched multi-step transmissions|
    DE2209447C2|1972-02-29|1974-03-14|Voith Getriebe Kg, 7920 Heidenheim|Hydraulic switching device with switching pressure control for a powershift transmission|
    DE7213158U|1972-04-08|1972-08-31|Leffer H Gmbh|
    JPS5333809B2|1973-12-14|1978-09-16|
    GB1449543A|1974-01-08|1976-09-15|Ford Motor Co|Automatic clutch control system|
    JPS5336652B2|1975-05-12|1978-10-04|
    JPS5313059A|1976-07-20|1978-02-06|Nissan Motor Co Ltd|Parallel shaft type transmission|
    JPS61206B2|1978-01-27|1986-01-07|Daikin Mfg Co Ltd|
    EP0003592B2|1978-02-15|1985-02-06|Anglo American Corporation of South Africa Limited|Gear ratio selection apparatus|
    JPS5749407B2|1978-04-17|1982-10-21|
    DE2833961C2|1978-08-03|1989-04-27|Volkswagen Ag|
    US4373619A|1980-04-07|1983-02-15|Grad-Line, Inc.|Transmission control system|GB2093134B|1981-02-12|1985-02-13|Automotive Prod Co Ltd|Regulating fluid pressure in the control system of an automatic transmission|
    DE3245405A1|1982-12-08|1984-06-14|Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover|FOREIGN POWERED TRANSMISSION WITH GEAR LOCK|
    JPS60161222A|1984-01-31|1985-08-22|Fuji Heavy Ind Ltd|Electromagnetic clutch controller for car|
    DE3404156C2|1984-02-07|1987-10-15|Daimler-Benz Ag, 7000 Stuttgart, De|
    FR2572689B1|1984-11-07|1989-09-15|Renault|CLUTCH AUTOMATION DEVICE|
    FR2581058B1|1985-04-24|1995-07-07|Valeo|METHOD OF AUTOMATICALLY OPERATING A CLUTCH STOPPER AS A FUNCTION OF THE SPEEDS OF THE SHAFTS COUPLED BY AN ASSOCIATED CLUTCH|
    GB8723547D0|1987-10-07|1987-11-11|Automotive Prod Plc|Clutch control|
    US4883037A|1988-02-17|1989-11-28|Automotive Products Plc|Throttle control system|
    US4831985A|1988-02-17|1989-05-23|Mabee Brian D|Throttle control system|
    GB9219101D0|1992-09-09|1992-10-21|Automotive Products Plc|A clutch control system|
    US6341680B1|1997-09-13|2002-01-29|Honda Giken Kogyo Kabushiki Kaisha|Electric-power-assist transmission and its control method|
    DE19915566A1|1998-06-17|1999-12-23|Luk Getriebe Systeme Gmbh|Motor vehicle with automatic torque transfer system enables reliable detection of intention to change gear irrespective of acceleration and deceleration process|
    IT1320553B1|2000-07-25|2003-12-10|Magneti Marelli Spa|VEHICLE CLUTCH CONTROL DEVICE.|
    DE10159267B4|2000-12-14|2015-01-15|Schaeffler Technologies Gmbh & Co. Kg|Method for position control of a clutch actuator|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    GB8103325|1981-01-30|
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