• 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:
    An electronic control system for a motor vehicle friction clutch and which has an electrical reference signal generator, an engine speed sensor and signal means, and a throttle position sensor which produces a signal indicative of throttle opening. The throttle signal is combined with the engine speed signal to form a modified engine speed signal and a comparator receives the modified engine speed signal and reference signal to produce an error signal derived from the two. A clutch position control is operated by the error signal to vary the state of engagement of the clutch to equalise the modified engine speed and reference signals.
    公开号:SU1237073A3
    申请号:SU813304150
    申请日:1981-07-07
    公开日:1986-06-07
    发明作者:Меллоуз Виндсор Гарри
    申请人:Аутомотив Продактс Плс (Фирма)；
    IPC主号:
    专利说明:

    The invention relates to a transport technique, in particular, to a clutch control system for automatically controlling the clutch of a driven disc of a friction clutch of a vehicle with a drive link when starting from zero speed.
    g
    The purpose of the invention is increased reliability.
    FIG. 1 is a schematic diagram of a transmission clutch control system; in fig. 2 is an electrical diagram of an engine speed sensor; in fig. 3 is an electrical circuit of a limiter with a trigger circuit; in fig. 4 is an electrical circuit for forming a phase enhancement; in fig. 5 is an electrical oscillator circuit; in fig. 6 is an electrical diagram of the modulus of the ratio of the pulse duration of the signal of the coupling position to the follow-up period; in fig. 7 is an electrical circuit of the output control unit; in fig. 8 is a graph of engine torque versus engine speed.
    The speed of the car's engine is recorded by sensor 1, which produces a voltage signal a proportional to the speed of the engine. A detailed diagram of the sensor is shown in FIG. 2 and is based on a magnetic probe connected with. Be the engine flywheel, and the transistor pump. The sensor is connected to comparator 2, which also receives a reference signal b from the generator 3 of the reference signal. This generator can be, for example, a potentiometer connected in parallel to the vehicle battery, so that the reference voltage is the same as the signal received from the sensor 1 at a certain engine speed, for example 1000 rpm.
    The throttle position transmitter 4, in the form of a variable potentiometer, generates a signal representing the degree of opening of the throttle. The signal is proportional to the closure of the throttles, i.e. with a weak opening of the throttle, the signal is maximum, and with full opening of the throttle, the signal in has a minimum value.
    The throttle position converter 4 is connected to the limiter 5 (Fig. 3), which allows the signal to change only in a limited interval,
    For example, 10-50% of the opening of throttles, Siggs in combined with the signal of the engine speed and in order to obtain a modified signal g speed
    engine
    Comparator 2 receives the modified reference signal g for comparison with the reference signal b and generates an error signal g, which
    steps into the clutch position control unit, which controls the operation of the actuator 6. The actuator 6 controls the clutch 7 of the car and has the principle of deist
    VIA is based on hydraulic pressure, but can be either pneumatic or electric.
    The clutch position control unit contains a comparator 8, which is received
    error signal d and takes back the signals from the movable transducer 9, which determines the position of the coupling. The signal coming out of the comparator 8 enters the circuit 10
    generating a phase gain, modulator 1 ratio of the pulse duration to the follow-up period and oscillator 12, respectively, and then used through the output unit 13 to control
    hydraulic valve 14, driven by the movement of the solenoid (Fig. 4-7 respectively). Hydraulic valve 14 controls hydraulic flow through hydraulic actuator
    6. The ratio of the pulse duration to the follow-up period for the signal entering the solenoid valve 14 determines the flow of water in the execute: a mechanism, and, therefore,
    the degree of adhesion of the clutch drive plate to the drive link (part). .
    The actuator 6 operates in such a way as to equalize the removal of the 1st back signal e with the error signal D. The actuator 6 sequentially occupies the position, determined by the error signal d and proportional to the magnitude of this signal.
    A trigger circuit 15 of the comparator is connected between the reference signal 6 and the modified engine speed signal g. The trigger scheme operates at (a + b), and modifies the throttle signal in together with the output signal W, as described below. At the output of the trigger circuit is installed diode 16.
    The clutch position control unit controls the actuator b, wherein the clutch takes different positions to change the degree of adhesion of the clutch drive plate to the drive link on the car engine (not shown) and thereby changes the speed of the engine g, which causes the modified signal cc motor speed approaches equality with reference signal b, and the error signal approaches zero, when signal r is less than reference signal b, the clutch is in the state of the decoupling, and when signal r is exceeding dit b, the error signal is changed its polarity and the clutch (load) of the vehicle engine, which leads to the fact that the engine speed is reduced and the obtained equality signals g b, where the error signal tends to zero priblizits.
    Consequently, for throttle opening during acceleration of the coupling will occur under the condition that g b. Since the clutch engages completely, the engine speed may rise above the reference speed, and the clutch control unit will maintain full clutch engagement.
    When starting from zero speed, when the signal is in idle mode of the engine, the vehicle body is equal to some constant value, for example 11 V, and since a is very little r a little less than b, the clutch is completely uncoupled. As soon as the driver increases the opening of the throttles, the engine speed increases, and as the signals g and b become equal and, for example, 1000 rpm, the error signal goes to zero, and the clutch control unit (system) begins to ensure the clutch of the driven disc the leading Even engine car.
    When a vehicle is stationary, as soon as the throttle opens to ensure the car starts, it becomes less and, therefore, the engine speed signal must be larger before the clutch engages. This causes the engine speed to increase before the clutch engages. Therefore, if the car is loaded and is on a mountain, the clutch will not clutch until the engine develops sufficient torque to accelerate the load. FIG. 8 shows a graph of the output torque relative to the engine speed curves at various openings of throttles. Line A represents a fixed acceleration rate, and Line B a speed of acceleration that varies depending on the bridge DT to open the throttle, thereby providing a greater torque (output) of the engine when the clutch engages.
    When the car starts, in the initial position, when the clutch is released, the modified signal g is less than the reference signal b, so that the I5 trigger circuit receives a low input signal and it is in the closed state and isolated from the throttle signal due to diode 16. With a full the clutch coupling when r exceeds b, the trigger circuit opens and a positive signal appears at the output, which complements the throttle signal in a value equal to that which occurs with a small opening of the throttle. This is achieved by means of diode 1b. As a result, if the engine load increases after synchronization, for example, during a mountain start, the clutch will not slip until the engine speed drops below the initial clutch speed.
     vi /
    fig 2
    .L.l.il L
    I (ft ,,}.
    FIG 3
     L
    (ft ,,}.
    FIG 3
    ..j
    eight
    ff
    Phage L
    eleven
    FIG. five
    II
    {- -Fig. 6
    1t
    FIG. 7
    FIG. at
    Editor P, Tsitsika
    Compiled by A. Barykov
    Tehred L, Serdyukov Proofreader I. Muska
    3100/59
    Circulation 647 Subscription VNISh USSR State Committee
    for inventions and discoveries 113035, Moscow, Zh-35, Raushsk nab., 4/5
    Production and printing company, Uzhgorod, st. Project, 4
    权利要求:
    Claims (1)
    [1]
    154) ELECTRONIC CONTROL SYSTEM. A VEHICLE TRANSMISSION COUPLING having a battery containing an engine speed sensor connected to one input of the first comparator, a throttle valve position sensor made in the form of an adjustable resistor, a clutch stroke sensor connected to one of the inputs of the second comparator, the output of which is through the control unit the clutch and the solenoid-controlled valve is connected to the hydraulic control cylinder of the clutch, a generator of a reference electric signal, characterized in that, in order to increase the reliability of the work, it is equipped with a trigger trigger circuit of the comparator, a limiter, while the generator of the reference electrical signals is made in the form of a resistor connected in parallel with the battery of the vehicle and connected to the other input of the first comparator, both inputs of the trigger circuit of the comparator are connected to the first and second the inputs of the first comparator, and the throttle valve position sensor is connected to the input of the limiter, the output of which is with the output of the trigger circuit of the comparator, while the control unit The coupling contains a g oscillator, a phase amplifier formation circuit, a valve control unit, and a modulator of the ratio of the pulse width of the coupling position signal to the follow-up period, having one input connected to an oscillator, the other input of which is connected via the second comparator through the phase amplifier formation circuit, and the output of the modulator through the output valve control unit is connected to the hydraulic control cylinder of the coupling.
    类似技术:
    公开号 | 公开日 | 专利标题
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    US3752284A|1973-08-14|Acceleration and speed responsive electronic clutch controls
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    US4457411A|1984-07-03|Torque transmission device
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    JP2687956B2|1997-12-08|Control system of power transmission system having continuously variable transmission for automobile
    US4432445A|1984-02-21|Clutch control systems
    US4200175A|1980-04-29|Control device for a motor vehicle clutch
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    JPH0729569B2|1995-04-05|Automatic clutch controller
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    JPH07158667A|1995-06-20|Equipment and method of determining contact point of clutch
    US4401075A|1983-08-30|Automatic speed control for heavy vehicles
    US4516652A|1985-05-14|Apparatus for controlling the speed of an automobile
    US4653622A|1987-03-31|Creep prevention control device for automatic transmission apparatus for motor vehicles
    同族专利:
    公开号 | 公开日
    EP0043660B1|1986-04-23|
    GB2079888A|1982-01-27|
    AU543540B2|1985-04-26|
    AU7194681A|1982-01-14|
    ES8204101A1|1982-04-16|
    MX149734A|1983-12-14|
    ES503723A0|1982-04-16|
    GB2079888B|1983-12-07|
    JPS5747222A|1982-03-18|
    DE3174453D1|1986-05-28|
    JPS646050B2|1989-02-01|
    BR8104327A|1982-03-23|
    EP0043660A2|1982-01-13|
    EP0043660A3|1983-07-20|
    US4418810A|1983-12-06|
    引用文献:
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    GB8022348|1980-07-08|
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