JPS60249736A - Overheat preventing apparatus for electromagnetic clutch - Google Patents
Overheat preventing apparatus for electromagnetic clutchInfo
- Publication number
- JPS60249736A JPS60249736A JP59104224A JP10422484A JPS60249736A JP S60249736 A JPS60249736 A JP S60249736A JP 59104224 A JP59104224 A JP 59104224A JP 10422484 A JP10422484 A JP 10422484A JP S60249736 A JPS60249736 A JP S60249736A
- Authority
- JP
- Japan
- Prior art keywords
- clutch
- engine
- rotation sensor
- electromagnetic clutch
- torque
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/064—Control of electrically or electromagnetically actuated clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/102—Actuator
- F16D2500/1021—Electrical type
- F16D2500/1022—Electromagnet
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30406—Clutch slip
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3042—Signal inputs from the clutch from the output shaft
- F16D2500/30426—Speed of the output shaft
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3067—Speed of the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/31—Signal inputs from the vehicle
- F16D2500/3108—Vehicle speed
- F16D2500/3111—Standing still, i.e. signal detecting when the vehicle is standing still or bellow a certain limit speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/316—Other signal inputs not covered by the groups above
- F16D2500/3166—Detection of an elapsed period of time
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/51—Relating safety
- F16D2500/5104—Preventing failures
- F16D2500/5106—Overheat protection
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/7042—Voltage
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70452—Engine parameters
- F16D2500/70454—Engine speed
Landscapes
- Physics & Mathematics (AREA)
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Electromagnetism (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Arrangement Of Transmissions (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、車両の伝動系に用いられる電磁式クラッチの
過熱防止装置に関し、特に車両が停止又は極低速状態で
クラッチが連続して滑り続ける場合に対処するものに関
する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an overheat prevention device for an electromagnetic clutch used in a vehicle transmission system, and particularly to a device for preventing the clutch from continuously slipping when the vehicle is stopped or at an extremely low speed.
車両用電磁式クラッチに関しては、本件出願人による例
えば特開昭56−131430号公報により提案されて
おり、摩擦クラッチの代りに電磁式クラッチを用い、発
進及び変速時にクラッチ操作を自動化してイーシトライ
ブ化を図る構成になっている。Regarding electromagnetic clutches for vehicles, the present applicant has proposed, for example, Japanese Patent Application Laid-Open No. 56-131430, which uses an electromagnetic clutch instead of a friction clutch and automates clutch operation at the time of starting and shifting to create an easy drive. The structure is designed to achieve this.
ここで、電磁式クラッチの発進制御は、一般にクラッチ
トルクがエンジンの回転速度に対し成る関数の関係を持
つようにクラッチ電流を制御しており、かかる発進時の
クラッチトルク立上り特性とエンジントルクの関係を示
すと第1図のようになる。このトルク曲線において両者
が交叉する点Aよりもエンジンの回転速度が低い領域で
は、エンジントルクTE とクラッチトルクTCが、T
E>Tcの関係になることから、クラッチは滑っており
、所謂ハーフクラッチ状態になっている。Here, in the start control of the electromagnetic clutch, the clutch current is generally controlled so that the clutch torque has a functional relationship with the engine rotation speed, and the relationship between the clutch torque rise characteristic and the engine torque at the time of start is as follows. Figure 1 shows this. In a region where the engine speed is lower than point A where the two intersect on this torque curve, engine torque TE and clutch torque TC are
Since the relationship E>Tc, the clutch is slipping and is in a so-called half-clutch state.
次いで、第2図により電磁式クラッチを用いた駆動系全
体について考察する。エンジンEのエンジントルクをT
E、クラッチCのクラッチトルクをTC1串輪Wの駆動
トルクをTw、路面にの負荷トルクをTRとすると(但
し、TV、TRはクラッチ軸上に換算された値)、上記
ハーフクラッチ領域の各部トルクの関係は、
TE> Tc 、 Tc = TV
となる。また、第1図の点Aよりエンジン回転速度の高
いクラッチ接続領域では、
7E<Tc 、 Tw =TE
となる。即ち、車輪にエンジントルクT8 と等しい駆
動トルクTwが発生する。ここでTW>Tぺの場合には
車両が走行可能である。Next, the entire drive system using an electromagnetic clutch will be considered with reference to FIG. The engine torque of engine E is T
E, the clutch torque of clutch C is TC1, the driving torque of spit wheel W is Tw, and the load torque on the road surface is TR (however, TV and TR are values converted onto the clutch shaft), then each part of the above half clutch area. The torque relationship is as follows: TE>Tc, Tc=TV. Furthermore, in the clutch connection region where the engine rotation speed is higher than point A in FIG. 1, 7E<Tc, Tw=TE. That is, a driving torque Tw equal to the engine torque T8 is generated at the wheels. Here, if TW>Tpe, the vehicle can run.
一般に摩擦クラッチ等の機械式クラッチでは、クラッチ
トルクTCが1,5〜2.OTE に設定されているの
で、クラッチ接続領域では、常にTE=TwでありN
TE ≦Tr の場合にはエンストして走行不能がドラ
イバに認識され得る。Generally, in a mechanical clutch such as a friction clutch, the clutch torque TC is 1.5 to 2. Since it is set to OTE, in the clutch connection area, TE = Tw and N
If TE≦Tr, the engine may stall and the driver may recognize that the vehicle is unable to run.
ところで、電磁式クラッチではクラッチトルクTCがエ
ンジン回転速度の関数になっているため、Tw≦T、の
場合にエンジン回転が低下すると、それに伴いクラッチ
トルクTOも低下し、このため第1図の点Aで、Tc=
TE’=Tw≦TI? の状態でバランスすることがあ
る。このとき、上述のようなエンストは生じないで、車
両が停止又は極低速状態にあってクラッチが連続して滑
り続け、これによりクラッチの発熱量が急激に増大して
焼損するという事態を招く。By the way, in an electromagnetic clutch, the clutch torque TC is a function of the engine speed, so when the engine speed decreases when Tw≦T, the clutch torque TO also decreases, and therefore the point in Figure 1 At A, Tc=
TE'=Tw≦TI? It may be balanced in the state of At this time, the engine stall as described above does not occur, but the clutch continues to slip while the vehicle is stopped or at an extremely low speed, resulting in a situation where the amount of heat generated by the clutch increases rapidly and burns out.
かかる現象は電磁式クラッチに限らず、エンジンの回転
速度でクラッチトルクの制御を行うクラッチに特有のも
のであり、このクラッチを用いた伝動系の弱点になって
いる。This phenomenon is not limited to electromagnetic clutches, but is unique to clutches that control clutch torque based on engine rotational speed, and is a weak point of transmission systems using this clutch.
尚、電磁式クラッチの焼損防止に関しては、従来例えば
特開昭56−60733号公報の先行技術があるが、こ
れはセカンド発進を繰返す場合に対処す把もので、本発
明の技術思想とは異っている。Regarding the prevention of electromagnetic clutch burnout, there is a prior art, for example, Japanese Patent Application Laid-Open No. 56-60733, but this is intended to deal with cases where second starts are repeated, and is different from the technical idea of the present invention. ing.
本発明は、このような電磁式クラッチを用いた伝動系に
特有な問題点に鑑み、車両が停止又は極低速状態でクラ
ッチが連続して滑り続ける際のクラッチの焼損を未然に
防止するようにした電磁式クラッチの過熱防止装置を提
供することを目的とする。In view of the problems peculiar to transmission systems using such electromagnetic clutches, the present invention aims to prevent clutch burnout when the clutch continues to slip continuously when the vehicle is stopped or at extremely low speed. The purpose of the present invention is to provide an overheating prevention device for an electromagnetic clutch.
この目的のため本発明は、エンジン回転センサとクラッ
チ出力側の回転センサの信号により車両が停止又は極低
速状態でクラッチが滑っていることを検出し、この状態
が所定の時間持続した場合にエンジンストップし、更に
種々の付帯的行為を行うことを要旨とするものである。For this purpose, the present invention detects that the clutch is slipping when the vehicle is stopped or at an extremely low speed using signals from an engine rotation sensor and a rotation sensor on the clutch output side, and when this condition continues for a predetermined period of time, the engine The purpose is to stop the operation and perform various incidental actions.
以下、図面を参照して本発明の一実施例を具体的に説明
する。Hereinafter, one embodiment of the present invention will be specifically described with reference to the drawings.
第3図において、本発明が適用される電磁式クラッチを
用いた車両の伝動系等について説明すると、符号1はエ
ンジンであり、このエンジン動力が電磁式クラッチ2@
、変速機3、プロペラ軸4、デフ装置5等を介し駆動輪
6に伝達すべく#l@される。そして、クラッチ操作を
自動化した制御系として、シフトレバ−7にI!される
シフトレバ−スイッチ8とエンジン回転センサ9が制御
回路10を介して電磁式クラッチ2に回路構成され、変
速時クラッチ電流を制御してクラッチの接断を行うよう
になっている。また、本発明による過熱防止の制御系と
して、更に上記エンジン回転センサ9と共に電磁式クラ
ッチ2の出力側に設けられる回転センサ11を有する。In FIG. 3, to explain the transmission system etc. of a vehicle using an electromagnetic clutch to which the present invention is applied, reference numeral 1 is an engine, and the engine power is transmitted to the electromagnetic clutch 2@
#l@ to be transmitted to the drive wheels 6 via the transmission 3, propeller shaft 4, differential device 5, etc. Then, as a control system that automates clutch operation, I! is applied to shift lever 7. A shift lever switch 8 and an engine rotation sensor 9 are connected to the electromagnetic clutch 2 via a control circuit 10, and the clutch current is controlled during gear shifting to connect and disconnect the clutch. Further, as a control system for preventing overheating according to the present invention, a rotation sensor 11 is further provided on the output side of the electromagnetic clutch 2 together with the engine rotation sensor 9.
第4図において、制御回路10はエンジン回転センサ9
の信号がコンパレータ12で分圧回路13の設定値と比
較され、エンジン回転速度NEが第1図のA点よりやや
低い回転速度N1に対し、N、≧N1の場合に出力を生
じる。また、回転センサ11の信号がコンパレータ14
で分圧回路15の設定値と比較され、クラッチ出力側の
回転速度NWがNw=0又は設定された車速Nzに対し
て、NW≦N2の場合に出力を生じるようにされ、これ
らのコンパレータ12.14の出力側がANDゲート1
6を介しタイマ17に接続される。タイマ17は信号が
入力した後タイマ設定時間toに達すると出力を生じる
もので、ANDゲート16とタイマ17の出力側がAN
Dゲート18を介してリレー回路19の駆動トランジス
タ28に接続される。リレー回路19は2つのリレー2
0.21と警報ランプ22を有し、一方のリレー20は
クラッチ電流制御回路23を介して接続される電磁式ク
ラッチのコイル24をバッテリー側に接続し、他方のリ
レー21はイグニッションコイルの回路25及びスター
タソレノイド回路2Gを切るようになっている。そして
、リレー21はイグニッションスイッチ27を−Hオフ
することで、回路25.26を接続した状態に戻る。In FIG. 4, the control circuit 10 includes an engine rotation sensor 9
The signal is compared with the set value of the voltage dividing circuit 13 by the comparator 12, and an output is generated when the engine rotational speed NE is N≧N1 for a rotational speed N1 that is slightly lower than the point A in FIG. Also, the signal from the rotation sensor 11 is transmitted to the comparator 14.
These comparators 12 .14 output side is AND gate 1
6 to the timer 17. The timer 17 generates an output when the timer setting time to is reached after the signal is input, and the output sides of the AND gate 16 and the timer 17 are connected to the AN
It is connected to a drive transistor 28 of a relay circuit 19 via a D gate 18 . Relay circuit 19 has two relays 2
0.21 and a warning lamp 22, one relay 20 connects the electromagnetic clutch coil 24 connected via the clutch current control circuit 23 to the battery side, and the other relay 21 connects the ignition coil circuit 25. and starter solenoid circuit 2G. Then, the relay 21 returns to the state where the circuits 25 and 26 are connected by turning off the ignition switch 27 by -H.
このように構成されることから、通常の串両走行開始の
場合は、エンジン回転の上昇により電磁式クラッチ2の
クラッチトルクも高くなって接続し、これによりエンジ
ン動力が直ちに伝達して制御回路10のコンパレータ1
4の出力がLレベルになる。そこで、駆動トランジスタ
28がオフしてリレー回路19を非通電し、警報ランプ
22は消灯し、リレー20は開動作し、リレー21は閉
動作しており、変速時シフトレバースイッチ8とエンジ
ン回転センサ9の信号で回路23により電磁式クラッチ
2のクラッチ電流が制御されて自動的にクラッチの接断
を行う。Because of this configuration, when the normal two-wheel drive starts, the clutch torque of the electromagnetic clutch 2 increases due to the increase in engine rotation, and the electromagnetic clutch 2 is connected, so that the engine power is immediately transmitted to the control circuit 10. Comparator 1 of
The output of No. 4 becomes L level. Therefore, the drive transistor 28 is turned off to de-energize the relay circuit 19, the alarm lamp 22 is turned off, the relay 20 is opened, the relay 21 is closed, and the shift lever switch 8 and engine rotation sensor are 9, the circuit 23 controls the clutch current of the electromagnetic clutch 2 to automatically connect and disconnect the clutch.
一方、坂道発進等において路面による大きい負荷トルク
が駆動輪6に作用し、このためエンジン回転と共にクラ
ッチトルクの上昇が抑えられ、電磁式クラッチ2がハー
フクラッチ状態で滑っている場合は、クラッチ出力側の
回転センサ11の信号が零又は極低速になる。そこで、
AN、Dゲート16の出力がHレベルになってタイマ1
7をセットすることになり、タイマ設定時間to以上こ
の状態が持続すると、A N Dゲート18によりトラ
ンジスタ28がオンしてリレー回路19に通電する。そ
のため、警報ランプ22が点灯し、リレー21により回
路25が遮断してエンジンストップし、回路26が遮断
してエンジンストップ後直ちにスタータ駆動することを
防止する。また、リレー20により電磁式クラッチ2の
コイル24にバッテリー電圧が印加されて接続状態に保
持され、車両の後退を防止する。On the other hand, when starting on a slope, etc., a large load torque due to the road surface acts on the drive wheels 6, and this suppresses the increase in clutch torque with the engine rotation. If the electromagnetic clutch 2 is slipping in a half-clutch state, the clutch output side The signal from the rotation sensor 11 becomes zero or extremely low. Therefore,
The output of AN and D gates 16 becomes H level and timer 1
7, and if this state continues for longer than the timer setting time to, the transistor 28 is turned on by the A N D gate 18 and the relay circuit 19 is energized. Therefore, the alarm lamp 22 lights up, the circuit 25 is cut off by the relay 21 to stop the engine, and the circuit 26 is cut off to prevent the starter from being driven immediately after the engine stops. Further, battery voltage is applied to the coil 24 of the electromagnetic clutch 2 by the relay 20 to maintain the connected state, thereby preventing the vehicle from moving backward.
以上の説明から明らかなように、本発明によると、電磁
式クラッチを用いた車両の伝動系において、車両発進時
車両が停止又は極低速状態でクラッチが連続して滑り続
【ブると、自動的にエンジンストップするので、この場
合のクラッチの焼損が未然に防止される。またこのとき
、警報ランプ22の点灯によりかかる異常を知ることが
でき、エンジンストップ後、直ちにスタータ駆動しない
のでクラッチの保護が一層確実化し、クラッチの接続状
態により安全性も確保され得る。As is clear from the above description, according to the present invention, in a vehicle transmission system using an electromagnetic clutch, when the clutch continuously slips when the vehicle is stopped or at an extremely low speed when the vehicle is started, Since the engine will stop automatically, the clutch will be prevented from burning out in this case. Further, at this time, such an abnormality can be known by lighting the warning lamp 22, and since the starter is not driven immediately after the engine is stopped, protection of the clutch can be further ensured, and safety can also be ensured by the connected state of the clutch.
M1図はトルク特性を示す図、第2図は伝動系のトルク
作用状態を示す図、第3図は本発明が適用される車両の
伝動系と制御系を示す構成図、第4図は本発明による装
置の一実施例を示す回路図である。
2・・・電磁式クラッチ、9・・・エンジン回転センサ
、10・・・制御回路、11・・・回転センサ、12.
14・・・コンパレータ、1G、 18・・・ANDゲ
ート、17・・・タイマ、19・・・リレー回路、20
.21・・・リレー、22・・・警報ランプ、25・・
・イグニッションコイル回路、26・・・スタータソレ
ノイド回路。
特許出願人 富士重工業株式会社
代理人 弁理士 小 橋 信 浮
量 弁理士 村 井 進
第 1 回
第2図Fig. M1 is a diagram showing the torque characteristics, Fig. 2 is a diagram showing the torque action state of the transmission system, Fig. 3 is a configuration diagram showing the transmission system and control system of a vehicle to which the present invention is applied, and Fig. 4 is a diagram showing the present invention. 1 is a circuit diagram showing an embodiment of a device according to the invention; FIG. 2... Electromagnetic clutch, 9... Engine rotation sensor, 10... Control circuit, 11... Rotation sensor, 12.
14... Comparator, 1G, 18... AND gate, 17... Timer, 19... Relay circuit, 20
.. 21...Relay, 22...Warning lamp, 25...
・Ignition coil circuit, 26...Starter solenoid circuit. Patent Applicant Fuji Heavy Industries Co., Ltd. Agent Patent Attorney Makoto Kobashi Ukiyo Patent Attorney Susumu Murai 1st 2nd Diagram
Claims (1)
ン回転センサと、クラッチ出力側の回転センサの信号に
より車両が停止又は極低速状態でクラッチが滑っている
ことを検出し、この状態が所定の時間持続した場合に少
なくともエンジンストップするように構成したことを特
徴とする電磁式クラッチの過熱防止装置。In a vehicle transmission system that uses an electromagnetic clutch, signals from the engine rotation sensor and the rotation sensor on the clutch output side detect that the clutch is slipping when the vehicle is stopped or at an extremely low speed, and this condition is detected for a predetermined period of time. An overheat prevention device for an electromagnetic clutch, characterized in that it is configured to at least stop the engine if the overheating continues.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP59104224A JPS60249736A (en) | 1984-05-22 | 1984-05-22 | Overheat preventing apparatus for electromagnetic clutch |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP59104224A JPS60249736A (en) | 1984-05-22 | 1984-05-22 | Overheat preventing apparatus for electromagnetic clutch |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS60249736A true JPS60249736A (en) | 1985-12-10 |
Family
ID=14374987
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP59104224A Pending JPS60249736A (en) | 1984-05-22 | 1984-05-22 | Overheat preventing apparatus for electromagnetic clutch |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS60249736A (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2010065795A (en) * | 2008-09-12 | 2010-03-25 | Mitsubishi Heavy Ind Ltd | Method and device for diagnosis of clutch failure of industrial vehicle |
CN104176057A (en) * | 2013-05-22 | 2014-12-03 | 宝马股份公司 | Method and device for detecting an enduring operation of a clutch pedal |
-
1984
- 1984-05-22 JP JP59104224A patent/JPS60249736A/en active Pending
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2010065795A (en) * | 2008-09-12 | 2010-03-25 | Mitsubishi Heavy Ind Ltd | Method and device for diagnosis of clutch failure of industrial vehicle |
CN104176057A (en) * | 2013-05-22 | 2014-12-03 | 宝马股份公司 | Method and device for detecting an enduring operation of a clutch pedal |
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