• 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 servo-assisted clutch and gear selection device for a motor vehicle gear box (6) has a gear preselection and a gear change controlled by the driver via the clutch pedal (1) and an indication for the driver when, after the gear shift, a gear is engaged in the gear box (6). A safety device (2) connected mechanically to the clutch pedal (1) restrains the actuated clutch pedal (position 12) when for the purpose of gear changing a gear is disengaged in the gearbox (6). The clutch pedal (1) is restrained until another gear is engaged in the gearbox. The driver can then execute the clutch engagement process in a known manner. The safety device (2) consists essentially of a restraining device which operates by interlocking and/or frictional engagement and clamps the piston rod (34) of the master cylinder (3) by means of a compressed air cylinder. Frictional and interlocking connection can, however, also be achieved by suitable configuration of the clamping elements to reduce the clamping force required, preferably by interlocking.
    公开号:SU1768027A3
    申请号:SU904743101
    申请日:1990-02-21
    公开日:1992-10-07
    发明作者:Лемп Иорберт；Петцольд Райнер
    申请人:Цанрадфабрик Фридрихсхафен Аг (Фирма)；
    IPC主号:
    专利说明:

    The invention relates to a device equipped with a servo-drive for engaging the clutch and gear for automobile gearboxes with a preliminary gear selection and initiating the gear change process when the driver presses the clutch pedal, as well as issuing a feedback message if the gearbox is engaged after switching. Such devices for engaging a gear, in which the driver or also the electronic device only selects the gear, and the gear shift is no longer carried out by the driver himself using the shift knob, but by auxiliary servo for clutch, are known in various designs, for example, in the following publications:
    - the standard of the nomenclature for the electro-pneumatic switching device (ES);
    - Easyshift - for gearbox with synchronizers F 43546 / RT 34000-8.85;
    - the nomenclature standard for an automated switching device with a preliminary selection (A / 5) for a gearbox with synchronizers F 32437 / RT 3431-8.85;
    - electronic-pneumatic switching device (EPS) for trucks of Daimler-Benz AG catalog number 6510302300, from 3.86;
    - Scania company materials, “Facilitation of computer-assisted switching, p.4, column 2. second paragraph.
    In the case of all these designs, the clutch and, therefore, the drive branch between the engine and the gearbox are opened and closed by the driver by depressing the clutch pedal. While when the driver engages the gear using the gear shift mechanism, the driver recognizes the gear shift on the basis of direct contact with the gearshift gears, when using the gearshift equipped with a servo drive, there is no information that occurs in conjunction with the operation of the gear lever and the gear shift mechanism. For timely servicing of the clutch, in particular for closing the clutch after the shift operation in the gearbox, acoustic, optical and haptic (recognizable by the sense of touch) feedback signals are known, the purpose of which is to enable the driver to immediately close the drive branch immediately after completion gear shift process. However, it is precisely this desire for the earliest possible closure of the drive branch that can also lead to difficulties. If the driver, without waiting, for example, for a return message on the transmission in the gearbox, closes the clutch when the gear is not engaged, then in this case the gearbox is in the neutral position. In this case, the drive branch is not closed, despite the fact that the clutch is in a locked state. In most cases, re-engaging the gear using the clutch pedal is even more difficult, since before performing the shift operation, it is necessary to synchronize the gearbox masses again. Thus, as a result of this principle, the acceleration of the shift process desired by the driver is slowed down or as a result of further erroneous maintenance operations, gear shifting becomes completely impossible.
    Therefore, the object of the invention is such an improvement of a servo-clutch in the restrictive part of paragraph 1, wherein the clutch in the restrictive part of paragraph 1, in which the clutch can only be closed after the complete shift operation.
    Due to the location of the protective device in the area of the clutch pedal and keeping this pedal in the pressed position until the gear is switched on, the transmission is easily prevented from shifting to the neutral position. If the clutch pedal is intentionally released, the driver’s foot is not affected by the return force, as a result of which the driver can immediately recognize the service error and correct it. In particular, he can always gently carry out the start-up process, since his leg remains in the open position of the clutch pedal or leaves this open position only for a short time or a short distance. Additional devices for the soft engagement of the clutch are not required even in case of erroneous maintenance, since the driver will immediately recognize the error and not only in the initial position of the clutch pedal.
    In order to ensure that the clutch pedal returns when the vehicle is parked without the gear engaged, it is necessary to connect the protective device to the handle of the controller, which does not change its position in the forward mode in order to shift gears.
    The protective device may be a locking device with a power and / or geometric closure and is actuated by electrical or hydraulic actuating units, preferably by compressed air. Compressed air operation is preferred because a compressed air source for the clutch servo system is already available. It is also particularly preferable, for example, to make fixing or clamping surfaces in the form of saw teeth, since with a small amount of clamping forces on the basis of a geometric closure, quite high return forces are achieved with respect to the clutch pedal and, if there are sufficiently small Teeth, clamping can be carried out in almost any position clutch pedals.
    The invention is not limited to a combination of features of the claims. The specialist has at his disposal further expedient combinational possibilities of points and individual signs of points arising from the statement of the problem.
    The purpose of the invention is to increase the reliability.
    Figure 1 presents a diagram of a servo-equipped clutch device, equipped with a protective device in the area of the clutch pedal; figure 2 - presents a diagram of a protective device made as a locking device with a power or geometric circuit, driven by a working medium; Fig. 3 shows a diagram of a fixing device with a power or geometric closure driven by a magnet.
    Between the drive engine 1 and the gearbox 2 of the vehicle of FIG. 1, there is a clutch 3, which is driven by the clutch pedal 4 with auxiliary force. For this purpose, the clutch pedal 4 is mechanically connected to the sensor cylinder 5. From the latter, a pressure line 6 passes to a displacement cylinder 7 for clutch 3 and a pressure line 8 to a control valve 9, which is connected through a pneumatic line 10 to a source 4 of a working medium and through the pneumatic line 12 is connected to the transfer cylinder 7. The next pneumatic line 13 passes from the source 11 of the working medium to the protective device. 14 denotes an electronic unit that is connected via electrical lines 15, 16, 17 to at least a gearbox, an actuator 18, and a protective device 19. The actuator 18 is primarily a multi-position switch or lever that allows movement in forward movement position D, reverse movement K and neutral position N. In FIG. 2, the protective device 19 is shown as a locking device 20 with a force and / or geometric closure. The clamping or fixing pressure is applied by means of a cylinder 21 driven by a working medium, preferably a pneumatic cylinder, which can be connected to a source of working medium магнитного 1 by a line 23 or a deaeration line of this magnetic valve. The pedal 1 by the piston rod 24 is connected to the cylinder-sensor 5. In Fig. 3, the protective device is made as a locking device 25 with a force and geometric closure, the clamping elements 26 on the piston rod and the pads 28 are made in the form of saw teeth and are secured by means of a clamp electromagnets 29 blocking with geometrical closure. Due to the relatively small teeth of the clamping elements, clamping with force and geometrical closure can take place throughout the entire travel path. Due to the suitable choice of the profile of the clamping elements, the clutch pedal 4 can be locked in the depressed position with the application of relatively small clamping forces. The clutch pedal is in the resting position 30 or in the actuating position 31. A switch 32 is connected to the transmission box.
    The principle of operation of the clutch is as follows.
    When depressing the clutch pedal 4 and withdrawing it from the resting position 30 in the cylinder sensor 5, the working medium is transferred via line 6 and 8 to the displacement cylinder 7 of the clutch 5 and to the control valve 9. As a result, the deaeration line of the control valve is closed and compressed air is directed from source 11 of the working medium along line 10, 12 to the moving cylinder. Compressed air shunts the return spring of the displacement cylinder 7 and the clutch closing springs 3 not shown and opens the latter.
    Simultaneously with the operation of the clutch pedal and its withdrawal from the resting position 30 to the executive position 31, the gearbox 2 is transferred, as is known, to the neutral position and the gear is engaged, again selected on the basis of a preliminary selection or electronic circuit. During the time when no gears are engaged in the gearbox 2, the protective circuit 19 is activated with the switch 32 and the clutch pedal is held in the actuating position 31. As shown in FIG. 2, this possibility is achieved using the locking device 20 with the power · And / or geometric closure, which fixes, for example, the piston rod 24. Information that no gears are engaged in the gearbox is transmitted through switch 32 and electronic unit 14 or also directly to magnesium the valve 22, and then it is carried out by means of a pneumatic cylinder 21. Using the switch 32, it is also possible to turn on the electromagnet 29 via the electronic unit 14 or directly, which causes the clamping and locking with geometrical closure of the clamping elements 26. During the clamping time of the protective device 19 the driver no longer feels the effort to return the clutch pedal. Due to this, he can easily determine that no gears are engaged in the gearbox, which reliably prevents the clutch pedal from returning ^ When the gear is engaged in the gearbox, the activation of the magnetic valve 22 or electromagnet 29 is canceled and both are returned to their original position, for example , under the influence of a spring, which is used to eliminate the clamp. The driver can now re-engage the clutch in the usual way and, depending on the need, return the clutch pedal to the idle position 30 faster or slower. In addition to the gearshift process to be carried out, the clutch pedal 3 can also be set to the resting position 30 by actuating the actuator 18, while the protective device 19 is shunted in the neutral position in order to enable the vehicle to be parked without the gear engaged.
    权利要求:
    Claims (5)
    [1]
    Claim
    1. A device for engaging the clutch and transmission, comprising a servo for the gearbox of the car with a preliminary selection and a shift gear initiated by the driver by depressing the clutch pedal, and with a reverse signaling for the driver if the gear is turned on after switching in the gearbox, as well as the protective gear a device located between the clutch pedal and the clutch slave cylinder, preventing the clutch from engaging if the gear is not engaged in the gearbox, characterized in that , in order to increase reliability in operation, it is equipped with a protective device mechanically connected to the clutch pedal, made in the form of a blocking device with a power and / or geometric circuit, with the ability to control it with an electronic unit, while the included clutch pedal is first released to return to its original position if the signal is transmitted to the electronic unit by means of a switch, after which the transmission is engaged in the gearbox, or if by means of an actuator connected to the electronic unit gears shifted to its neutral position.
    [2]
    2. Device pop. 1, characterized in that the actuator is an automatic transmission control lever or a switch for shifting to forward, reversing or to the neutral position in which the vehicle is started.
    [3]
    3. The device according to claim 1, wherein the locking device is arranged to hold it in a pressed position with power and / or geometric closure by means of a cylinder driven by the working fluid.
    [4]
    4. The device according to claim 1, with the fact that the locking device is arranged to hold it in a pressed position with a force and geometric closure by means of an electromagnet.
    [5]
    5. The device according to claim 4, characterized in that the pads and the connecting rod for forming a locking device with a geometric closure have a surface respectively made in the form of saw teeth.
    类似技术:
    公开号 | 公开日 | 专利标题
    SU1768027A3|1992-10-07|Clutch and transmission switching device
    US5370449A|1994-12-06|Electrically operated parking brake system
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    US5080207A|1992-01-14|Servo-assisted gear selector
    JP4747083B2|2011-08-10|Shifting position for transmission
    KR870001977A|1987-03-28|Shift control method and device of automatic transmission for vehicle
    US5038901A|1991-08-13|Clutch control system in which the clutch actuation is initiated by control of the gear shift lever
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    GB9002198D0|1990-03-28|Motor vehicle gearshift mechanism
    JP2007502948A|2007-02-15|Electro-pneumatic switching device
    US5910067A|1999-06-08|Final drive gear ratio selection system for a harvester
    US3171300A|1965-03-02|Control for a main and auxiliary transmission system
    US3655018A|1972-04-11|Clutch control system for motor vehicles
    US4625841A|1986-12-02|Power-assisted transmission having a gear shift suppressing arrangement
    EP0718142B1|1999-06-09|Gearshift control system
    US2848988A|1958-08-26|Safety starter actuating device
    KR100200112B1|1999-06-15|Accelerator transmission
    AU712686B2|1999-11-11|Four-position switch for shift assist system
    KR100250268B1|2000-04-01|Gear shifting structure
    US1127581A|1915-02-09|Clutch-control and gear-shifting apparatus.
    JP2603265Y2|2000-03-06|Automatic transmission for vehicles
    JPH0749077Y2|1995-11-13|Clutch operating device
    RU1784021C|1992-12-23|Device for control over fixed-ratio transmission of vehicle
    KR0113816Y1|1998-04-11|Auto-clutch
    同族专利:
    公开号 | 公开日
    WO1989001881A1|1989-03-09|
    EP0386007A1|1990-09-12|
    DE3827725A1|1989-03-02|
    EP0386007B1|1991-07-31|
    BR8807669A|1990-06-19|
    DE3864026D1|1991-09-05|
    US5056632A|1991-10-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US2508263A|1943-12-17|1950-05-16|Deere Mfg Co|Fluid pressure control mechanism|
    GB598153A|1944-09-01|1948-02-11|Saurer Ag Adolph|An improved control arrangement for toothed-wheel change-speed gear|
    US3011357A|1955-02-10|1961-12-05|Fichtel & Sachs Ag|Clutch-controlled automatic gear shifting mechanism|
    SE415872B|1979-09-03|1980-11-10|Saab Scania Ab|ARRANGEMENTS TO LOCATE A VEHICLE COUPLE|
    DE3151416C2|1981-12-24|1985-06-05|Daimler-Benz Ag, 7000 Stuttgart|Device for locking the engagement of a clutch of a motor vehicle|
    EP0082893A1|1981-12-29|1983-07-06|Volvo Car B.V.|Control device for a gear-box|
    US4603765A|1984-07-02|1986-08-05|Volvo Car B.V.|Means for maintaining clutch disengagement where transmission is neutral|
    DE3536559A1|1984-10-17|1986-04-24|Zahnradfabrik Friedrichshafen|Clutch operating device|SE469608B|1990-03-12|1993-08-02|John Lennart Axelsson|DEVICE FOR MOTOR-DRIVEN VEHICLES CONTAINS SEMI-AUTOMATIC CLOCK AND CONNECTION OF DRIVE|
    US5148899A|1991-11-22|1992-09-22|Ford Motor Company|Method and apparatus for locking out the clutch of a manual transmission|
    DE4228797A1|1992-08-29|1994-03-03|Porsche Ag|Switching device of a motor vehicle transmission|
    GB2296543B|1994-12-24|1998-12-23|Massey Ferguson Sa|Gearshift control system|
    DE19503137C1|1995-02-01|1996-09-26|Fichtel & Sachs Ag|Actuating device, in particular for a vehicle|
    JP2867959B2|1996-06-04|1999-03-10|三菱自動車エンジニアリング株式会社|Transmission control device for vehicle transmission|
    JP3424577B2|1998-09-01|2003-07-07|トヨタ自動車株式会社|Vehicle drive control device|
    US6648113B1|2002-03-11|2003-11-18|Ford Global Technologies, Llc|Clutch pedal locking assembly|
    US7011197B2|2003-02-18|2006-03-14|Labout Andrew M|Clutch control system and method|
    US20050109141A1|2003-11-25|2005-05-26|Devore James H.|Automated mechanical transmission system|
    DE102007023955A1|2007-05-23|2008-11-27|Zf Friedrichshafen Ag|Device for actuating a switching element of a transmission device|
    DE102017205397A1|2017-03-30|2018-10-04|Audi Ag|Coupling device for a motor vehicle and method for operating a coupling device|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE3728057|1987-08-22|
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