• 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 belt-drive infinitely variable transmission is connected to a crankshaft of an engine through an electromagnetic powder clutch (1). The current to the clutch coil (8) is controlled by a control system (41) having an engine speed signal producing circuit (48, 49), a vehicle speed signal producing circuit (52, 53) and an arithmetic circuit (50) which controls the clutch current flowing through the clutch coil (8) in dependency on the engine speed signal and vehicle speed signal. The arithmetic circuit (50) operates to cut off the clutch current when the engine speed decreases to a predetermined value which is slightly higher than the engine stalling speed during shiftdown operation of the transmission.
    公开号:SU1384193A3
    申请号:SU833653102
    申请日:1983-10-06
    公开日:1988-03-23
    发明作者:Такана Тошино
    申请人:Ван Дорн Тронсмисси Б.В. (Фирма)；
    IPC主号:
    专利说明:

    This invention relates to a control system for an automatic transmission of a car having a continuously variable belt drive associated with an electromagnetic clutch containing magnetic powder.
    The purpose of the invention is to increase the reliability of the system.
    Fig. 1 shows a kinematic diagram of a continuously variable transmission with a belt drive and a clutch; 2 is a block diagram of a clutch control system; FIG. 3 is a graph illustrating the relationship between the engine speed and the speed of a vehicle having a conventional gearbox and a vehicle according to the invention.
    A step belt-driven automatic transmission includes (Fig. 1) a continuously variable transmission with a belt drive associated with device 2 for changing rotation, pulley device 3, differential 4 and oil pressure control system 5. A crankshaft 6 of an engine (not shown) is coupled to a drive element 7 of an electromagnetic clutch.
    8 with magnetic powder. Electromagnetic clutch includes a coil 9, placed in the annular driving element 10, the driven element
    11 with a gap between its outer surface and the inner surface of the driving element 10 and the chamber 12c with the magnetic powder, between the driving element 10 and the leading element 11. The chamber 12 is filled with a powder of magnetic material. The follower element 1 1 is fastened to the input shaft 13 of the transmission with a belt drive.
    A holder 14 is attached to the driving member 10, on which the release rings are electrically connected to the coil 9. A coil
    9 is driven by a control current from the control circuit passing through the brushes 15 and the various rings 16.
    Thus, when the magnetizing coil 9 is energized by the current, the driving element Yu is magnetized to provide a magnetic flux passing through the slave element 11. In this case, the magnetic powder accumulates in the gap by the magnetic flux and the slave 11 engages with
    ten
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    the driving element 10 by means of the powder on the other hand, when cutting off the clutch current, the driving and driven elements 10 and 11 are disengaged from each other.
    In the stepless gearbox 1, a device 2 is provided for changing the rotation of the drive shaft 13 to the gear and the secondary shaft 1 with the first shaft 17 of the gearbox 1.
    17 has a tip-shape and is located coaxially with the drive shaft.
    .-13. The device for changing the rotation 2 B contains a pinion gear 18 connected to the drive shaft 13 and the first gear pin 19 engaged in rotation with the secondary ones. shaft 17 for running in the rearward direction. Gear wheel
    18 is coupled to gear 19 via counter gear 20 and idler gear 21. The cam clutch 22 is mounted axially sliding on the secondary shaft 17 by means of a keyed joint. By shifting the cam clutch 22 from the neutral position and engaging with gear i8, the secondary shaft 17 is connected to the driving shaft 13 to establish a two-way forward, and when shifting the -1-clutch 22 in the opposite direction and engaging with gear 19, the rotation of the driving shaft 13 changes to reverse gear by means of gears 18-21 to establish a movement in the rearward direction.
    The secondary shaft 17 has an axial bore, D of which the drive shaft 23 of the oil pump is mounted. The drive shaft 23 of the oil pump is connected to the crankshaft 6. A fixed conic is mounted on the secondary shaft 17: a disk 24 and a movable conical disk 25 sliding axially on that shaft to form a driving pulley 26. A movable conical disk 25 is also installed with sliding in the cylinder 27 attached to the secondary shaft 17 to form a cylindrical chamber 28 as a servo-device operating under oil pressure, so that the movable conical disk 24 acts as a piston in the cylindrical chamber 28. Chamber 8 is reported a gear pump 29 through the duct 30 and a control system 5 operating at an oil pressure. Il ecTepe i-4atbiu pump 29 is driven from shaft 23.
    The output shaft 31 is arranged parallel to the second shaft 17. The stationary conical disk 32 is formed on the output shaft 31 coaxially with the movable conical disk 25, and the disk cone 1 is mounted slidably on the shaft 31. The other conical disk 33 has a cylindrical part 34 in which cylinder 35, attached to the output shaft 31, engages. The chamber 36, bounded by the sliding conical disk 33 and the cylinder 36, communicates with the gear pump 29 through the channel 37 and the control circuit 5 operating under oil pressure. The drive belt 38 is engaged with the drive pulley 26 and the driven pulley 39 "
    Pinion shaft 40 is attached to shaft 31, which is in engagement with gear 41 on intermediate shaft 42. Output gear 43, attached to the shaft 42, engages with the on-board gear by the lowering gear 44. The rotation of the on-board downshift gear 44 is transmitted to axis 45 and 46 drive wheels via differential device 47.
    A variety of input signals are provided to control circuit 48, i.e. signal from the selector lever, indicating the position of the selector lever (not shown), from switch 49 to the running and reversing switch and switch 50 to the standing and neutral position, ignition pulse signal from the ignition coil 51, vehicle speed signal from the speed sensor 52, a signal on the accelerator pedal position, indicating the degree of accelerator pedal depression from the acceleration switch 53, and a throttle signal indicating the throttle from the throttle switch 54. The switch is in the position and II reverse and turns on when the selector lever moves to the running position or reverse position, and switch 50 to the stand or neutral position is turned on when the selector lever moves to the standing or neutral position. Signal and ignition plug from coil 51 in 0
    five
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    The heat wave takes the form of a wave and is fed to a circuit 55 of a pulse generator, which outputs pulses in proportion to the speed of the engine. The output pulses from the pulse generator circuit 55 and the signal from the acceleration switch 53 are fed to a start alarm circuit 56, which signals the start of the vehicle operation. Computational circuit 57 outputs an output signal having a predetermined starting characteristic depending on a signal, from signals from circuit 56 and switch 49 in the position of the travel and rear travel. This output signal is fed to the clutch coil control circuit 58, which supplies the clutch current to the coil 9. Thus, the clutch is brought into engagement to start the vehicle. Further, the speed signal from the vehicle speed sensor 52 is supplied to the computing circuit 57 through the vehicle speed evaluation circuit 59 and the clutch coupling input and engagement circuit 60 so that the computing circuit 57 outputs a signal to maintain the coupling current in a stable state. Thus, the clutch is held in the engaged state when the vehicle speed reaches a predetermined value after the vehicle has started. This state is also maintained at LOW-rate of engine speed until the engine has died out. The signal from the throttle switch 54 is supplied to the pulse generator circuit 55 through a characteristic equalization circuit 61, which outputs a signal to gradually increase the clutch current at a high engine idling speed. A signal from the switch 50 to the parking position or the neutral position is fed to the coil control circuit 58: to disconnect the coupling current within the parking position or to the neutral position. The system works as follows.
    When the selector lever is moved to the running or reverse position when starting the car to switch the clutch of the continuously variable transmission, the engine speed is increased by pressing the accelerator pedal, the coupling current flows depending on the output signal of the drawing circuit 57 so that the electromagnetic clutch 8 with the magnetic powder engages in accordance with the three (a) statistics, showing 1P1b line L in fig.Z. In the process of driving along line a, n, the camera 36 of the driven pulley 39 introduces oil under pressure so that the gear ratio is at the maximum value. When the control conditions of the car reach a predetermined value, the oil under the engine is supplied to the chamber 28 of the driving pulley 26. The section for entering the oil in chamber 28 is larger than the portion of chamber 36. Thus, the gear ratio gradually decreases, respectively, as the speed of the car increases. on fig.Z). When the gear ratio reaches its maximum value, as indicated by line b in fig. 3, it is no longer reduced. When the car is slowed down with a minimum gear ratio, the engine speed decreases as well as the speed of the car while maintaining the same gear ratio.
    Unlike centrifugal clutches, electromagnetic clutches with magnetic powder can be adjusted, regardless of engine speed. Therefore, the electromagnetic clutch is held in engagement until the engine speed drops to a very low speed Vj, somewhat higher than the engine speed at which the engine stalls. This regulation is carried out by the circuit 57, depending on the signals from the ignition coil 51 and the vehicle speed sensor 52. When the engine speed drops to Vj (point P |), as indicated by the dotted line, the gear ratio gradually increases and the clutch leaves the engagement point at point Pj, at which the engine speed decreases at the maximum gear ratio.
    When switching the selector lever to stand or to neutral position, a signal from switch 55 to stand position or neutral position actuates the clutch coil control circuit 58 to cut off the clutch current and disengage.
    five
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    electromagnetic coupling with magnetic powder. Accordingly, the clutch 7 is held in the uncoupled position even under conditions of high speed, HafipHMep when the throttle is operating. When the selector lever is shifted to the control position of the characteristics equalization circuit 61, it is triggered depending on the signal from the throttle switch 54 with the smooth engagement of the clutch when starting the car.
    A magnetic powder magnetic clutch in combination with a beltless variable gearbox is completely disengaged from the stationary or neutral position by adjusting the clutch current, thus avoiding various inconveniences when the engine is idling in the event of centrifugal clutches. In addition, since the disengagement of the electromagnetic clutch does not depend only on the engine speed and can be regulated by the clutch current, point i
    Ka R
    start with a shift down can
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    be reduced to the lowest possible level. Although point P is shown in FIG. 3, located near line a ,, the blow caused by a sharp deceleration, can be avoided by placing point P j near line b.
    On this basis, there are many advantages in the proposed design, for example, a large steering range with a low gear ratio, reduced fuel consumption and noise reduction.
    权利要求:
    Claims (2)
    [1]
    1. A clutch control system for an automobile including a drive pulley, a pulley, a belt that meshes with both pulleys, and a device for automatically changing the working diameters of both pulleys, containing a clutch between the crankshaft and the drive shaft. a transmission shaft, which differs from the fact that, in order to increase the reliability of the coupling work, the coupling is made electromagnetic with the control coil, while the control system is equipped with a frequency signal generation circuit in crankcase
    the motor shaft, a motor speed signal generation circuit including a car speed sensor, an acceleration switch connected to the accelerator pedal by a forward and reverse position switch, a parking and neutral position switch and a computational circuit configured to control the current pass coil control through the clutch, depending on the speed signal of the car, the engine crankshaft speed signal and the switch positions day and back, stationary and neutral position, as well as with the possibility of current shutdown when the engine speed changes a value exceeding the value of the engine speed at which it stalls when the gear is shifted from higher to lower, the computational scheme includes pulse generator unit, start signaling unit, engine speed estimator unit, meshing unit, arithmetic unit, characteristics leveling unit, clutch control coil drive unit, sig sensor Ignition pulse of the ignition coil, accelerator pedal position sensor, engine cranking frequency sensor, forward and reverse position switch, stationary and neutral position switch, throttle sensor, which is connected through the equalizer to the first input of the pulse generator unit, the second input of which is connected to the ignition pulse signal sensor to the ignition pilot, the output of the pulse generator unit is connected to the first input of the alarm unit about the start, W The rear input is connected to the accelerator pedal position sensor, and the output is connected to the first input of the arithmetic unit, the second input of which is connected via serially connected input unit and the vehicle speed estimator to the engine speed sensor, and the third input of the arithmetic unit is connected to the position switch
    forward and reverse, the output of the arithmetic unit is connected to the first input of the clutch control coil drive unit, the second input of which is connected to the parking position and neutral switch, and the output of the clutch control coil drive unit is connected to the clutch coil.
    [2]
    2. System A. Clause 1, characterized in that the electromagnetic clutch includes a driving ring element associated with the engine crankshaft, a control coil located in the driving ring element, a driven element,
    .based to the input shaft of the transmis- sion, and a chamber containing a powder of magnetic material, placed between the rear and the follower.
    29
    Bh
    FL / g3
    Compiled by A. Barykov Editor L. Zaitseva Tehred M. Dvdyk Proofreader D. Kundrik
    Order 1354/57 Edition 558 Subscription
    VNIIPI USSR State Committee
    for inventions and discoveries 113035, Moscow, Zh-35, Raushsk nab ,, d.4 / 5
    Production and printing company, Uzhgorod, Projecto st., 4
    irtp. cp-8a
    类似技术:
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    同族专利:
    公开号 | 公开日
    AT21359T|1986-08-15|
    AU1988483A|1984-04-19|
    JPH0581769B2|1993-11-16|
    US4605112A|1986-08-12|
    DE108507T1|1984-09-13|
    EP0108507A1|1984-05-16|
    AU546632B2|1985-09-12|
    JPS5969563A|1984-04-19|
    DE3365326D1|1986-09-18|
    CA1193342A|1985-09-10|
    AR240360A1|1990-03-30|
    EP0108507B1|1986-08-13|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE1155680B|1961-07-28|1963-10-10|Bosch Gmbh Robert|Control device for a clutch for motor vehicles that can be engaged and disengaged with the aid of an electromagnet|
    US4109772A|1975-10-17|1978-08-29|Deere & Company|Vehicular single shaft gas turbine engine power system|
    NL165821C|1976-02-09|1981-05-15|Doornes Transmissie Bv|INFLATABLE VARIABLE TRANSMISSION.|
    IT1159899B|1978-07-13|1987-03-04|Fiat Spa|TRANSMISSION UNIT FOR MOTOR VEHICLES|
    NL7811192A|1978-11-13|1980-05-16|Doornes Transmissie Bv|METHOD AND APPARATUS FOR CONTROLLING A VARIABLY TRANSMISSION OF A MOTOR VEHICLE.|
    JPS6358127B2|1980-11-19|1988-11-15|Fuji Heavy Ind Ltd|
    JPS6329144B2|1980-11-27|1988-06-13|Nippon Denso Co|
    US4488625A|1981-05-01|1984-12-18|Toyo Kogyo Co., Ltd.|Clutch control system for automobiles|JPH0625568B2|1984-01-31|1994-04-06|富士重工業株式会社|A clutch control device for a continuously variable transmission with an electromagnetic clutch.|
    JPH0647350B2|1984-03-13|1994-06-22|三菱自動車工業株式会社|Continuously variable transmission for automobiles|
    USRE34023E|1984-03-30|1992-08-11|Dana Corporation|Power takeoff speed control assembly|
    JPS60236824A|1984-05-09|1985-11-25|Sanden Corp|Compressor driving controller of air conditioner for automobile|
    JP2570666B2|1984-09-29|1997-01-08|日本精工株式会社|Control device for toroidal type continuously variable transmission having electromagnetic powder clutch|
    JPS61249833A|1985-04-30|1986-11-07|Fuji Heavy Ind Ltd|Hydraulic control unit for four-wheel driving device|
    JPH0548381B2|1985-06-29|1993-07-21|Fuji Heavy Ind Ltd|
    JPH0657508B2|1985-11-18|1994-08-03|富士重工業株式会社|Controller for continuously variable transmission|
    US4782934A|1986-01-07|1988-11-08|Fuji Jukogyo Kabushiki Kaisha|Control system for a continuously variable transmission|
    JPH0686189B2|1986-03-31|1994-11-02|富士重工業株式会社|Control device for automatic clutch for vehicle|
    JP2721964B2|1986-03-31|1998-03-04|富士重工業株式会社|Clutch control method for electromagnetic clutch|
    EP0321621B1|1987-12-23|1993-03-24|Honda Giken Kogyo Kabushiki Kaisha|Continuously variable automotive transmission|
    DE10334930A1|2003-07-31|2005-02-24|Zf Friedrichshafen Ag|Operating method for vehicle automatic transmission, ending shift-in with open clutch when speed is below limit value|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    JP57178022A|JPH0581769B2|1982-10-09|1982-10-09|
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