Starting apparatus for vehicle having electronic control clutch

Abstract: A starting apparatus is disclosed for a vehicle having an electronic control clutch (1). The clutch is engaged or disengaged by an electronically controlled actuator (4, 23) in accordance with output signals from various detecting means for detecting driving states such as engine and vehicle speeds, grasping of a gearshift knob and gearshift position. A starter cutout relay (41) having normally closed contacts (41b, 41c) is connected to an output terminal (24a) of an electronic control unit (24). One of the cutout relay contacts (41b) is connected to one end of a relay coil (43a) of a starter relay (43). The other end of said starter relay coil is connected to a power source (V) through a key switch (42). The other contact (41c) of the cutout relay is connected to a non-grounded-side contact (44a) of a neutral relay (44) connected to said power source in series together with a neutral switch (29') which is only closed when the gearshift is in its neutral position. Provided that the gearshift is in neutral, the key switch can start the engine whether the electronic control unit (23) for the clutch is operational or not.

Description: The present invention relates to a starting apparatus for a vehicle having a clutch which is engaged and disengaged by an actuator which is electronically controlled in accordance with output signals from various detection means which detect the driving states. The vehicle transmission is manually operated, and only the clutch is basically engaged or disengaged automatically in accordance with the state of the transmission and the driving state, and the clutch is also designed such that the clutch can be operated manually when the driver desires or when the clutch can not be operated automatically. FIG. 3 shows such an automatic clutch apparatus for a vehicle. In this apparatus, an intermediate cylinder 8 is disposed between a slave cylinder 4 connected to one end of a clutch release fork 3 which is turned around a fulcrum a in FIG. 3 and the other end of which pushes a clutch release bearing 2 of the friction clutch 1. A master cylinder 7 having a reservoir 6 for oil or other hydraulic fluid is operated by depressing a clutch pedal 5. The left and right ends of the intermediate cylinder 8 are connected to the slave cylinder 4 and the master cylinder 7 through pipes 9 and 10, respectively. In the intermediate cylinder 9, a first piston 11 having projections at its opposite ends is located at the master cylinder end, and a second piston 12 having a similar shape as that of the first piston 11 but longer than the first piston 11 is located towards the slave cylinder 4. In the intermediate cylinder 8, a right chamber 8a and a left chamber 8b are defined by the first and second pistons 11 and 12. The intermediate cylinder 8 has two openings which are respectively connected, through pipes 13 and 14, respectively, to an oil feed port 17a of a hydraulic pump 17, driven by a motor 16, through a check valve 18 and to an intake port 17b through a relief valve 18. Further, solenoid valves 19 and 19' bypassing the pipe 14 are connected, through a pipe 20, to a reservoir 21 which is connected to the left chamber 8b of the intermediate cylinder 8. The reference number 22 represents clutch stroke detecting means for detecting movement of the clutch release fork 3. Thus, the hydraulic clutch actuator 23 comprises the intermediate cylinder 8 having the reservoir 21,, the hydraulic pump 17 and its motor 16, the check valve 15, the relief valve 18, the solenoid valves 19, 19' and the pipes 13, 14 and 20. FIG.2 shows a control system for the automatic clutch apparatus shown in FIG. 3. In FIG. 2, the reference number 24 represents an automatic clutch control unit. Connected to the input side of the clutch control unit 24 are the clutch stroke detecting means 22, engine speed detecting means 25 for detecting the revolution speed of an engine ENG, vehicle speed detecting means 28 such as a transmission revolution speed sensor 26 and a vehicle speed sensor 27 for detecting the vehicle speed, gearshift position detecting means 29 for detecting the gearshift position, a neutral switch 29' for detecting the neutral position, shift knob grasp detecting means 31 for sensing the grasp of a shift knob 30 to detect an intention to, or an action of, gear shifting, a clutch automating switch 32 for detecting an intention to automating the clutch, a clutch pedal switch 33 having detecting means for detecting the pedal operation with a view to switching from automatic operation to manual operation, brake detecting means 35 mounted to a brake pedal 34 for detecting the braking operation, an accelerator switch 36 for detecting operation of the accelerator pedal, accelerator opening amount detecting means 36', various detecting means such as parking brake detecting means 37 for detecting the operation of the parking brake. In addition to them, means 38 for detecting the opening of a door of the vehicle is also connected to the input side of the unit 24. Outputs of the clutch automatic control unit 24 are connected to the clutch hydraulic actuator 23, an indicator lamp 39 for displaying various states, a warning mechanism 40 such as a buzzer, and a controller (not shown) of the engine. FIG. 3 shows the state in which hydraulic pressure is applied to the slave cylinder 4 and the friction clutch 1 is engaged. From this state, if the gearshift is brought into neutral and the engine is started, and the automating switch 32 is turned ON (automatic) and the shift knob 30 is grasped to turn the shift knob grasp detecting means 31 ON to change gear, the hydraulic pump 17 is operated by the motor 16 to increase the hydraulic pressure, and the check valve 15 is opened to send the fluid into the intermediate chamber 8c of the intermediate cylinder 8 through the pipe 13. With this operation, the second piston 12 is pushed toward the left chamber 8b and the fluid in the left chamber 8b is sent to the slave cylinder 4 through the pipe 9. Therefore, the clutch release fork 3 is turned in the counterclockwise direction around the fulcrum a by the piston 4a, thereby pushing the release bearing 2 leftward to disengage the friction clutch 1. When the clutch stroke detecting means 22 detects that the piston 4a moves through a predetermined stroke, the power source to the motor 16 is cut to stop the hydraulic pump 17. In the process of disengaging the clutch 1 from its engaged state, the flow from the hydraulic pump 17 to the intermediate chamber 8c of the intermediate cylinder 8 is returned to the reservoir 21 through the solenoid valves 19 and 19' and the pipe 20. After the power source to the motor 16 is cut to stop the hydraulic pump 17, the solenoid valves 19 and 19' are opened while controlling the valves so as to adjust the speed of return of fluid from the slave cylinder 4 through the pipe 9 into the left chamber of the intermediate cylinder 8 under the action of the returning movement of the piston 4a leftward in FIG.3 through the clutch release fork 3. As a result, the second piston 12 which was located to the left side is pushed to the right in FIG. 3. Therefore, fluid in the intermediate chamber 8c is returned via the pipe 14 to the reservoir 21 through the solenoid valves 19 and 19' and the pipe 20. At that time, the solenoid valves 19 and 19' are, e. g. duty-controlled, so that the friction clutch 1 is engaged while controlling the returning speed of the second piston 12. In FIG. 3, if the clutch pedal 5 is depressed, the fluid in the master cylinder 7 is pushed leftward as viewed in FIG. 3, and is introduced into the right chamber 8a of the intermediate cylinder 8 through the pipe 10, thereby pushing the first piston 11. Then the first piston 11 pushes, through its projections, the second piston 12 leftward as viewed in FIG.3, the second piston 12 forces fluid in the left chamber 8b into the slave cylinder 4, thereby turning the clutch release fork 3 around the fulcrum a in the counterclockwise direction through the piston 4a so that the release bearing 2 is pushed leftward to disengage the friction clutch 1. In the process for disengaging the clutch 1 from its engaged state, the fluid in the intermediate chamber 8c of the intermediate cylinder 8 is returned to the reservoir 21 from the pipe 14 through the solenoid valves 19 and 19' and through the pipe 20. When the clutch pedal 5 is released, the piston 7a in the master cylinder 7 is returned rightward as viewed in FIG.3 by a spring in the master cylinder 7, and at the same time, the fluid in the slave cylinder 4 is returned to the left chamber 8b of the intermediate cylinder 8 through the pipe 9 by the returning movement of the piston 4a under the action of a spring in the friction clutch 1 acting through the release bearing 2 and the clutch release fork 3. The second piston 12 moves, assisted by the force of a spring, the first piston 11 rightward as viewed in FIG. 3, so that the friction clutch 1 is engaged. In a vehicle having the above-described automatic control unit for automatically controlling the clutch to engage or disengage in accordance with the driving state of the vehicle based on the output signal from the above-described various state detecting means, it is an object of the present invention to provide a starting apparatus capable of safely starting the engine only under a constant condition, capable of starting the engine even when the control unit is being repaired, and capable of diagnosing the trouble of the related detecting means, in view of the automating tendency of the vehicle clutch. To achieve the above object, there is provided a starting apparatus according to claim 1. IN THE DRAWINGS: FIG.1 is one example of a circuit diagram of a starting apparatus of a vehicle having an electronic control clutch of the present invention; FIG. 2 is a view showing a control system in a vehicle to which the starting apparatus for the vehicle having an electronic control clutch of the present invention is to be applied; and FIG.3 is a view showing one example of an automatic clutch apparatus for a vehicle. The present invention will be described in detail based on an example shown in FIG.1, together with FIGS.2 and 3. The clutch 1 is engaged and disengaged by the clutch hydraulic actuator 23 which is electronically controlled in accordance with output signals from the above-described various detecting means which detect the driving state. In accordance with the invention, a coil 41a of a starter cutout relay 41 having normally-closed contacts is connected to an output terminal 24a of the electronic control unit 24, one of the contacts 41b of the relay 41 is connected to one end of a relay coil 43a of a starter relay 43, the other end of the coil 43a being connected to a power source V through a key switch 42. The other contact 41c of the cutout relay 41 is connected to a non-grounded-side contact 44a of a neutral relay 44 connected between a neutral switch 29' connected to the power source and an input terminal 24b of the electronic control unit 24. A gear lever or stroke sensor 45 capable of detecting the neutral shift position of the transmission is connected to input terminals 24c, 24d and 24e of the electronic control unit 24. In FIG.1,, the reference symbols 43b and 43c represent contacts of the starter relay 43, and the reference symbol 44b represent the grounded-side contact of the neutral relay 44. In the case of the present invention, incorporated in the electronic control unit 24 is logic which stops the flow of electric current to the coil 41a of the starter cutout relay 41 when the neutral switch 29' and the gear stroke sensor 45 are normal, the neutral switch 29' is ON and the gear stroke sensor 45 indicates that the shift position of the transmission is in neutral, but supplies electric current to the coil 41a of the starter cutout relay 41 from the output terminal 24a of the electronic control unit 24, thereby opening the circuit between the contacts 41b and 41c so that the starter relay 43 is not operated when any of the neutral switch 29' or the gear stroke sensor 45 is abnormal, the neutral switch 29' is OFF or the shift position of the transmission is in other than the neutral. As described above, both the neutral switch 29' and the gear stroke sensor 45 are connected to the input terminal 24b, 24c and 24d of the electronic control unit 24. With this arrangement, in the electronic control unit 24, there is also incorporated logic for judging that the shift position is surely in neutral if both the neutral switch 29' and the gear stroke sensor 45 outputs signals indicating that the shift position is neutral is input from, and judging that either one of the neutral switch 29' and the gear stroke sensor 45 is abnormal if signals output from the neutral switch 29' and the gear stroke sensor 45 are different. Therefore, it is possible to judge that either one of the neutral switch 29' and the gear stroke sensor 45 is in an abnormal state. In the starter apparatus of the present invention having the above-described structure, when the neutral switch 29' and the gear stroke sensor 45 are normal, the neutral switch 29' is ON and the gear stroke sensor 45 indicates that the shift position of the transmission is in neutral, the neutral relay 44 closes from the dotted line to the solid line, and since no electric current flows to the coil 41a of the starter cut relay 41, its contact is kept in its normally-closed state. Therefore, if the key switch 42 is turned ON, current from the power source flows through the key switch 42, the coil 43a of the starter relay 43, and through the normally-closed contacts 41b and 41c of the starter cutout relay, and through the contacts 44a and 44b of the neutral relay 44, to ground. Therefore, the starter relay 43 closes the circuit between the contacts 44b and 44e to start the starter motor 46. Further, when either one of the neutral switch 29' and the gear stroke sensor 45 is in an abnormal state, or when the neutral switch 29' is OFF or the shift position of the transmission is in other than neutral, current flows from the output terminal 24a of the electronic control unit 24 to the coil 41a of the starter cut relay 41, thereby opening the circuit between the contacts 41b and 41c. Therefore, even if the key switch 42 is turned ON, since the circuit between the normally-closed contacts 41b and 41c of the starter cutout relay or the circuit between the contacts 44a and 44b of the neutral relay 44 is opened, electric current from the power source does not flow, and the starter motor 46 can not be started. If the electronic control unit 24 should be out of order, and even if the portion within the dotted line is removed for exchanging the electronic control unit 24, with the starting apparatus of the present invention, as long as the neutral switch 29' is normal, since the switch 29' is ON, the neutral relay 44 is closed from the dotted line to the solid line, and the starter cutout relay 41 is kept in its normally closed state. Therefore, by turning the key switch 42 ON, current from the power source flows through the key switch 42, the coil 43a of the starter relay 43, and through the normally-closed contacts 41b and 41c of the starter cutout relay, and between the contacts 44a and 44b of the neutral relay 44 to ground in the same manner as that described above. Therefore, the starter relay 43 closes the circuit between the contacts 44b and 44c so that the starter motor 46 can be started. In this case, it is necessary to operate the clutch 1 manually i.e. by means of the pedal 5. Therefore, in the starting apparatus for a vehicle having the electronic control clutch of the present invention, even if the electronic control unit 24 should be out of order and removed, as long as the neutral switch 29' is normal, since the switch 29' is ON, the neutral relay 44 is closed, and the starter cutout relay 41 is kept in its normally-closed state. Therefore, by turning the key switch 42 ON, it is possible to start the starter motor 46 through the starter relay 43, and by manually operating the clutch 1, the vehicle can be used as usual. In the starting apparatus, if signals from the neutral switch 29' and the gear stroke sensor 45 are included in the output signals of the above-described various detecting means, and if the starting apparatus is designed such that when the electronic control unit 24 judges that the output signals from the neutral switch 29' and the gear stroke sensor 45 are different, the signal is output so as to operate the starter cutout relay 41, it is possible to sense the abnormality of the neutral switch 29' and the gear stroke sensor 45.

Claims: A starting apparatus of a vehicle having an electronic control clutch (1) in which said clutch is engaged or disengaged by an electronically controlled actuator (4, 23) controlled by an electronic control unit (24) in accordance with output signals from various detecting means (22, 25, 27, 28, 29, 29',31, 32, 33, 35, 36, 37) for detecting driving state, wherein a starter cutout relay (41) having normally closed contacts (41b, 41c) is connected to an output terminal (24a) of the electronic control unit (24), one of said cutout relay contacts (41b) is connected to one end of a relay coil (43a) of a starter relay (43), the other end of said starter relay coil being connected to a power source (V) through a key switch (42), and the other contact (41c) of said cutout relay is connected to a non-grounded-side contact (44a) of a neutral relay (44) connected to said power source in series together with a neutral switch (29'), which is only closed when the gearshift is in neutral. A starting apparatus for a vehicle having an electronic control clutch according to claim 1, wherein signals from said neutral switch (29') and a gear stroke sensor (45) are included in said output signals of said various detecting means, and when said electronic control unit (24) judges that said signals output from said neutral switch (29')and said gear stroke sensor (45) are different, said electronic control unit outputs a signal for operating said starter cutout relay (44).

Inventors: ARAI HIROYUKI, HAYASHI MASAHIKO, IMAI JUNICHI, KOBAYASHI KAZUHIKO, ARAI, HIROYUKI, HAYASHI, MASAHIKO, IMAI, JUNICHI, KOBAYASHI, KAZUHIKO
Applicants: ISUZU MOTORS LTD, TRANSTRON INC, ISUZU MOTORS LIMITED, TRANSTRON INC.
Application year: 1999
Main classification: F02N11
IPC codes: F02N11, F16D48