Clutch control

• US 4,576,263 A
• Filed: 03/23/1984
• Issued: 03/18/1986
• Est. Priority Date: 03/23/1984
• Status: Expired due to Fees

• Current Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Original Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Inventors: Holmes, Russell C., Lane, E. James, Markyvech, Ronald K.
• Primary Examiner(s): Krizmanich, George H.
• Application Number:
  US06/592,505
• Time in Patent Office: 725 Days
• Field of Search: 192/0.044, 192/0.052, 192/0.076, 192/0.09, 192/0.092, 192/3.58, 192/103 R, 192/30 W, 192/82 T
• US Class Current: 477/72
• CPC Class Codes: B60W 2050/143 Alarm means
• CPC Class Codes: B60W 2510/0291 Clutch temperature
• CPC Class Codes: B60W 2510/0604 Throttle position
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2510/1015 Input shaft speed, e.g. turbine speed
• CPC Class Codes: B60W 2540/12 Brake pedal position
• CPC Class Codes: B60W 2540/16 Ratio selector position
• CPC Class Codes: F16D 2500/30406 Clutch slip
• CPC Class Codes: F16D 2500/3067 Speed of the engine
• CPC Class Codes: F16D 2500/30806 Engaged transmission ratio
• CPC Class Codes: F16D 2500/30808 Detection of transmission in neutral
• CPC Class Codes: F16D 2500/30816 Speed of the input shaft
• CPC Class Codes: F16D 2500/31426 Brake pedal position
• CPC Class Codes: F16D 2500/3144 Accelerator pedal position
• CPC Class Codes: F16D 2500/31453 Accelerator pedal position threshold, e.g. switch
• CPC Class Codes: F16D 2500/31466 Gear lever
• CPC Class Codes: F16D 2500/7041 Position
• CPC Class Codes: F16D 2500/7043 Clutch temperature
• CPC Class Codes: F16D 2500/7101 Driver alarm
• CPC Class Codes: F16D 43/25 controlled by thermo-responsive elements
• CPC Class Codes: F16D 48/066 : Control of fluid pressure, e.g. using an accumulator F16D48/062, F16D48/068 take precedence

Abstract

An automatic clutch control system for controlling a vehicle master clutch (14) drivingly interposed a throttle controlled engine (12) and a change gear transmission (10) having a clutch protection portion (70) to prevent the clutch from destructively overheating due to excessive slipping is provided. The clutch protection portion (70) includes a device for maintaining a variable parameter simulating clutch operating temperature (110) and devices (104 and 116) for causing said variable parameter to be increased and decreased, respectively, at first and second rates selected to simulate clutch heating and cooling rates, respectively. A signal generating device (126) is responsive to the simulated value exceeding a predetermined limit to generate a clutch protection output singal (84) effective to cause the clutch to be operated in a non-slipping, preferably fully engaged, mode of operation. The devices (104 and 116) for causing the numerical value to be increased or decreased are actuated in response to sensed and/or calculated inputs (72, 74, 76, 78 and 82). The device (126) for generating the clutch protection signal may be reset to a non-signal generating condition in response to selected sensed and/or calculated inputs thereto.

Claims

1. An automatic control system for automatically operating a vehicle master clutch interconnected between a throttle controlled engine and a change gear transmission, said control system including means for receiving sensed or calculated input signals indicative of clutch, engine and transmission operating conditions and means for providing output signals to command the operation of said clutch to a first fully engaged condition, a second fully disengaged condition and a third partially engaged condition, said control system including means for simulating the current operating temperature of the clutch operating surfaces including means for increasing the simulated temperature at a first rate in response to predetermined sensed excessive clutch slippage conditions and means for decreasing the simulated temperature at a second rate in response to the absence of said predeterined excessive sensed clutch slippage conditions.

2. The automatic clutch control system of claim 1 additionally comprising means for commanding the clutch to be placed in one of said fully engaged or a fully disengaged conditions if the simulated current operating temperature exceeds a predetermined value.

3. The automatic clutch control system of claim 2, wherein said clutch is caused to assume the fully engaged condition thereof in response to said simulated current operating temperature exceeding said predetermined value.

4. The automatic clutch control system of claim 3, wherein said input signals indicative of clutch, engine and transmission operating conditions include a signal indicative of throttle position, a signal indicative of the difference between engine speed and transmission input shaft speed, and a signal indicative of the engaged condition of the transmission.

5. The automatic control system of claim 4, wherein said sensed excessive clutch slippage conditions comprise the presence of signals indicating the sensed throttle position exceeds the predetermined percentage of wide open throttle, the difference between engine speed and transmission input shaft speed exceeds a predetermined value and the transmission is engaged in a gear ratio.

6. The automatic control system of claim 5, wherein the absence of said predetermined conditions comprises the absence of any one of said signals indicating said throttle position exceeds said predetermined percentage of wide open throttle, said difference between engine speed and transmission input shaft speed exceeds said predetermined value or said transmission is engaged in a gear ratio.

7. The automatic control system of claim 2, wherein said first rate varies, proportionally with the magnitude of the difference between the engine speed and transmission input shaft speed.

8. The automatic control system of claim 5, wherein said means for simulating current clutch operating temperature has a maximum value and a minimum value and said means for increasing said simulated temperature is disabled when said simulated value reaches its maximum value and said means for decreasing said simulated temperature is disabled when said simulated value is at its minimum value.

9. The control system of claim 8, wherein said signal causing said clutch to be fully engaged is discontinued when said simulated clutch operating temperature reaches its minimum value.

10. The automatic clutch control of claim 5, wherein said input means include a signal indicating the presence or absence of the operator'"'"'s foot upon the vehicle throttle and said signal commanding said clutch to be fully engaged is discontinued when the operators throttle is released.

11. An override protection control system for an automatic clutch control of the type automatically controlling a vehicle master clutch drivingly interposed a throttle controlled engine and a change gear transmission, said master clutch having a first fully engaged mode, a second fully disengaged mode and a third partially engaged mode, said automatic clutch control having an information processing unit for receiving a plurality of input signals including (1) an input signal indicative of engine speed and (2) and input signal indicative of throttle controlling means position, said processing unit including means for processing said input signals in accordance with predetermined logic rules and for generating operational output signals whereby said master clutch is operated in accordance with said logic rules, said override control system comprising;

means for maintaining an override value indicative of simulated current clutch friction surface operating temperature including means for increasing said override value in response to first sensed conditions at a first rate, means for decreasing said override value in response to second sensed conditions at a second rate and means for generating an override output signal when said override value equals a predetermined reference value.

12. The override protection control system of claim 11, wherein said override output signal will cause said clutch to assume said first operational mode thereof.

13. The override protection control system of claim 12, wherein said first rate is a rate proportional to a selected clutch friction surface heating rate and said second rate is a rate proportional to a clutch friction surface cooling rate.

14. The override protection control system of claim 13, including means for receiving additional input signals including (3) a signal indicative of transmission input shaft speed and (4) a signal indicative of the state of engagement of said transmission, said first conditions including the presence of signals indicating (5) that current throttle position is greater than a predetermined percentage of maximum throttle position, (6) that the difference between engine speed and transmission input shaft speed exceeds a predetermined value and (7) that the change gear transmission is not in neutral.

15. The override protection control system of claim 14, wherein said second set of condition includes the absence of a signal indicating (5) throttle position is greater than a predetermined percentage of maximum throttle position, (6) the difference between engine speed and transmission input shaft speed is greater than a predetermined value, or (7) the transmission is not in neutral.

16. The override protection control system of claim 14, wherein said first rate is variable with the magnitude of the difference between engine speed and transmission input shaft speed.

17. The override protection control system of claim 16, including means to receive an input signal (8) indicative of the operator completely releasing the throttle control means and means for disabling said means for generating said override signal in response to sensing operator fully releasing the throttle control means.

18. The override protection control system of claim 17, wherein sensing of said input signal indicative of operator release of said throttle control means will not vary said override value.

19. The override protection control system of claim 14, including means (9) for sensing engagement of the vehicle brake and means in response to receipt of said input signal indicating application of said vehicle brake for disabling said means generating said override signal.

20. The override protection control system of claim 14, wherein in said means for increasing said override value is disabled in response to actuation of said means for generating said override control signals.

21. The override protection control system of claim 14, wherein said override value has a preset maximum value and a preset minimum value, said means for generating an override output signal actuated when said override value equals said maximum value.

22. The override protection control system of claim 21 wherein said preset maximum value equals said predetermined reference value.

23. The override protection control system of claim 21, including means to disable said means for decreasing said override value when said override value equals said minimum value.

24. The override protection control system of claim 21, wherein said change gear transmission is an automatic mechanical transmission and including means for receiving an additional input signal (10) indicative of initiation of a transmission upshift gear change and means in response to receiving said signal indicative of initiation of a transmission upshift for resetting said override value to said minimum value.

25. The override control system of claim 24, including means for disabling said means for generating said override signal in response to said override signal equalling said minimum value.

26. The override protection control system of claim 12, including means responsive to said override signal for actuating an alarm device.

27. The override control system of claim 13, including means for sensing an ambient vehicle component operating temperature and said first and second rates are variable in accordance with said sensed vehicle component operating temperature.

28. An improved automatic clutch control system of the type automatically controlling a vehicle master clutch interposed a throttle controlled engine and a change gear transmission, said master clutch having a first fully engaged operational mode, a second fully disengaged operational mode and a third partially engaged operational mode, said automatic clutch control system having an information processing unit for receiving a plurality of input signals including (1) an input signal indicative of engine speed, (2) an input signal indicative of throttle controlling means position, (3) an input signal indicative of transmission input shaft speed and (4) an input signal indicative of the shifted condition of the transmission, said processing unit including means for processing said input signals in accordance with predetermined logic rules and for generating output signals whereby said master clutch is operated in accordance with said logic rules, said improvement comprising;

means for calculating a simulated current master clutch operating temperature including means for maintaining a simulated numerical value indicative of the simulated current clutch operating temperature, means for increasing said simulated numerical value at a first predetermined rate in response to input and/of calculated signals indicating that the throttle position is greater than a predetermined percentage of wide open throttle, the difference between engine speed and transmission input shaft speed is greater than a predetermined value and that said transmission is not in neutral, means for decreasing said simulated numerical value at a second predetermined rate in response to the absence of at least one of said sensed and/or calculated signals indicating that the throttle position exceeds said predetermined percentage of wide open throttle, that engine speed exceeds transmission input shaft speed by said predetermined value or that said transmission is not in neutral.

29. The improved automatic clutch control system of claim 28 further including means responsive to said simulated numerical value equaling a predetermined reference value for causing said control system to generate a clutch protection output signal.

30. The improved automatic control system of claim 29 wherein said clutch protection output signal is effective to command operation of said clutch in the first operational mode thereof.

31. The improved automatic clutch control system of claim 29 wherein said first rate is a rate selected to simulate the rate of heating of said master clutch in the presence of the conditions indicated by the presence of the signals enabling said means to increase said numerical value and said second rate is a rate proportional to the cooling rate of said master clutch in the absence of any one of the conditions enabling said for increasing said numerical value.

32. The improved automatic clutch control system of claim 31, said central processing unit additionally receives (5) an input signal indicative of vehicle operator release of the throttle control means and includes means responsive to receipt of said signal indicative of operator release of said throttle control means effective to disable said means for generating said clutch protection output signal.

33. The automatic control system of claim 32, including means responsive to said simulated numerical value equalling a minimum value for causing said means for generating said clutch protection output signal to be reset in a non-output signal generating condition.

34. The automatic control system of claim 33, wherein said means responsive to said simulated numerical value equalling said reference value continues to generate said clutch protection output signal until reset.

35. The automatic control system of claim 34, wherein said means responsive to said simulated numerical value equalling said reference value is a latch device having a setting input responsive to the presence of a signal thereat for setting said device to generate said output signal and a reset input responsive to a signal thereat for causing said device to be reset to a non-output signal generating condition.

36. The automatic clutch control system of claim 34 wherein said means for maintaining said simulated numerical value is an up-down counter device having an up count input and a down count input, said counter device responsive to a signal at said up input to increase said numerical value and responsive to a signal at said down input for decreasing said numerical value.

37. The automatic clutch control system of claim 36, wherein said up-down counter device is a digital device which will increase and decrease the numerical value maintained therein by a single digit, respectively, in response to a pulse received at the up count and down count, respectively, input thereof.

38. The automatic clutch control system of claim 37, wherein said up count input is connected to a first periodic pulse generated device having a first pulse generating frequency proportional to said first rate and said down count input is connected to a second periodic pulse generating device having a second pulse generating frequency proportional to said second rate.

39. The automatic clutch control system of claim 38, wherein said up-down counter has a reset input and is responsive to a signal thereat for resetting the numerical value maintained therein to said minimum value.

40. The automatic clutch control system of claim 39, wherein said processing unit additionally receives (6) an input signal indicative of a command initiating an upshift of said transmission and includes means responsive to receipt of said input signal for causing a signal to be present at said reset input of said up-down counter.