JP2530065Y2 - Automatic clutch device for vehicles - Google Patents

Description

[Detailed description of the invention]

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic clutch device for a vehicle, which is provided between an engine of the vehicle and a transmission, and connects and disconnects transmission of rotation of the engine to the transmission.

[0002]

2. Description of the Related Art Conventionally, automatic transmissions have been developed which add various sensors and actuators to a mechanical clutch and a multi-gear transmission to automatically perform a shift operation.

In such a transmission, the actuator constituting the automatic clutch need not always be driven at a constant stroke speed at the time of a shift operation of the vehicle or the like. hand,
For example, it is required to connect the clutch gently in a low speed range and quickly in a high speed range.

[0004] As a technology corresponding to this, "Automotive Technology" Vol. 41, no. 4, 1987,
On page 513, there is described an automatic clutch device for a vehicle in which a solenoid valve having a large-diameter orifice and a solenoid valve having a small-diameter orifice are arranged in parallel in a fluid pressure passage from a hydraulic clutch actuator.

In this automatic clutch system for a vehicle, a solenoid valve having a small diameter orifice is selectively operated when the clutch is slowly connected, and a solenoid valve having a large diameter orifice is selectively operated when the clutch is quickly connected. Things.

However, in such an automatic clutch device for a vehicle, the clutch merely moves from the disengaged position of the clutch to the contact position at a constant stroke speed determined by the exhaust pressure flow rate of the solenoid valve having a small diameter orifice. If you try to make the half clutch fully effective and make a smooth connection,
There was a problem that the operating time of the clutch had to be long.

In order to solve this problem, the present applicant has proposed an automatic clutch device shown in FIG. 3 as Japanese Utility Model Application No. Hei 3-18719. In this automatic clutch device for a vehicle, a manual air circuit 3 and an automatic control air circuit 4 are connected in parallel to a clutch booster 1 via a double check valve 2,
An electromagnetic valve 6 composed of a three-way valve having a small orifice 5 and a solenoid valve 8 composed of a two-way valve having a large orifice 7 are arranged in the air circuit 4 for automatic control.

When the clutch is disengaged, the solenoid valve 6 composed of the three-way valve is turned on, air from the air reservoir is supplied to the clutch booster 1 to disengage the clutch, and when the clutch is disengaged, 2 The air pressure in the clutch booster 1 is discharged by turning on the solenoid valve 8 composed of a way valve and turning off the three-way valve solenoid valve 6.

[0009]

In the above-mentioned automatic clutch device for a vehicle in which the mechanical clutch is used, the clutch disk is worn as it is used. Before the disk was worn, the clutch was disconnected in the stroke range L of the clutch booster 1 as shown in FIG. 4A, but the clutch was disconnected in the stroke range L of the clutch booster 1 as shown in FIG. The dead band moves up.

In order to cope with this, the automatic clutch device of the vehicle is designed to perform a full stroke in consideration of the wear amount, that is, a full stroke including the operation range of FIG. When the clutch is connected, the piston 1 of the clutch booster 1
Zero will have to move an extra amount.

For this reason, it takes a long time to connect the clutch due to the overstroke of the piston, so that the clutch cannot be momentarily connected. SUMMARY OF THE INVENTION It is an object of the present invention to solve the above-mentioned problems in the conventional automatic clutch device for a vehicle, eliminate the overstroke of the clutch, and reduce the clutch engagement time.

[0012]

According to the present invention, a manual air circuit and an automatic control air circuit are connected in parallel to a clutch booster via a double check valve, and a small orifice is connected to the automatic control air circuit. When a solenoid valve consisting of a three-way valve having a large size orifice and a solenoid valve consisting of a two-way valve having a large orifice are arranged side by side and the clutch is disengaged,
In an automatic clutch device for a vehicle that supplies air from an air reservoir to a clutch booster through a three-way valve, a solenoid valve is provided between the air reservoir and the three-way valve. And a control unit that controls opening and closing of the piston of the clutch booster based on a signal of the clutch stroke sensor so as to match a required stroke amount.

[0013]

The automatic clutch device for a vehicle according to the present invention simultaneously turns on the three-way solenoid valve and the solenoid valve provided between the solenoid valve and the air reservoir when the clutch is disengaged, and the stroke reaches a predetermined value A. At this time, the latter solenoid valve is turned off, and if the total stroke amount L is L> A, the three-way solenoid valve is turned on / off, or if L <A, the latter solenoid valve is turned on / off. By doing, L =
Control to A.

Therefore, the overstroke of the clutch booster is prevented, and the clutch engagement time is shortened.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, an embodiment of the present invention will be described with reference to FIGS. 1 and 2. In FIG.

The automatic clutch device for a vehicle according to this embodiment is
The outer lever 11 of the clutch for intermittently operating the mechanical clutch is connected to the piston rod 12 of the clutch booster 1, and when air pressure is introduced into the cylinder 9 of the clutch booster 1, the piston 10 is pushed and the piston rod 12 , The outer lever 11 rotates, and the clutch is disengaged.

A clutch pedal 13 which is operated by stepping on a foot is connected to a master cylinder 14. When the clutch pedal 13 is depressed, a hydraulic pressure supplied to the clutch booster 1 from the master cylinder 14 is applied via a relay piston 15. The diaphragm 16 is pushed, and connects the air reservoir side and the air booster side of the manual air circuit 3.

As a result, air pressure is supplied from the air reservoir to the clutch booster 1 through the double check valve 2, and the piston rod 12 is extended by the power assist force to disconnect the clutch.

When the clutch pedal 13 is released, the oil pressure in the clutch booster 1 is returned to the master cylinder 14, so that the return operation of the diaphragm 16 shuts off the air reservoir side of the air circuit 3 and at the same time the exhaust port on the clutch booster 1 side. open.

As a result, the air booster 1 connects the clutch by contracting the piston rod 12 while discharging the internal air pressure from the exhaust port. The depression of the clutch pedal 13 is detected by the clutch pedal switch 17. Is done.

The operation amount of the outer lever 11 for operating the clutch is determined by the clutch stroke sensor 1
The output is input to a control circuit 19, which is a control unit to which an operating condition such as the engine speed is input.

Further, the clutch booster 1 has a large-diameter orifice 7 in the double check valve 2 in the automatic control air circuit 4 in parallel with the manual air circuit 3.
A solenoid valve 8 composed of a way valve, a solenoid valve 6 composed of a three-way valve having a small diameter orifice 5, and a solenoid valve 20 connected to an airy arbor are connected in series.

The solenoid valve 6 shuts off the solenoid valve 20 and the clutch booster 1 and discharges the pressure in the clutch booster 1 to the atmosphere through the small-diameter orifice 5. The two operations are switched between the case where the booster 1 is in the conductive state.

The solenoid valve 8 is a two-way valve that cuts off the large diameter orifice 7 for exhausting the pressure in the clutch booster 1 to the atmosphere and the clutch booster 1 and switches the connection. This is a two-way valve that switches between the solenoid valve 6 and the air reservoir, and switches between disconnection and disconnection.

The solenoid valves 8, 6, and 20 are operated by the output of the control circuit 19, and the control circuit operates according to the flowchart of FIG. When the clutch is to be disengaged, in step S1, the solenoid valve 6 and the solenoid valve 20 are turned on while the solenoid valve 8 is kept off, and the air pressure of the air reservoir is introduced into the clutch booster 1 to be operated. Push the piston rod 12 and push the outer lever 1
Move the clutch in the direction to disengage with one rotation.

The operation of the clutch at this time is detected by the clutch stroke sensor 18, and the detected amount is input to the control circuit 19 as step S2.
1 and step S2 are repeated.

Then, when the control circuit 19 reaches the clutch disengagement position E, the control circuit 19 outputs to the solenoid valve 20 in step S3, turns off the solenoid valve 20, and shuts off the supply of the compressed air from the air reservoir. At this time, a comparison between the stroke amount A detected by the clutch stroke sensor 18 and the above-described stroke range L necessary for disengaging the clutch is performed as step S4.

As a result, if the stroke amount A is equal to the stroke range L, the process proceeds to step S9.
If A <L, the process proceeds to step S5, and if L <A, the process proceeds to step S7.

In step S5, a slight amount of air pressure in the clutch booster 1 is exhausted by turning on and off the electromagnetic valve 6, and the clutch stroke sensor 1
In step S6 where the detection amount of 8 is input, steps S5 to S6 are repeated until L = A, and when L = A, the process proceeds to step S9.

In step S7, the air pressure of the air reservoir is introduced into the clutch booster 1 by turning on and off the solenoid valve 20, and the same procedure as in step S6 is repeated until L = A in step S8. S7 ~
8 is repeated, and when L = A, the aforementioned step S
Move to 9.

Thus, the stroke range L of the clutch booster 1 and the operation of the outer lever 11 of the clutch necessary to disengage the clutch can be matched.

Next, a clutch connection command is issued in step S9.
Is output to the solenoid valve 8 and the solenoid valve 6 in step S10, and the solenoid valve 6 is turned on and the solenoid valve 8 is turned off.

For this purpose, the solenoid valve 8 has a large-diameter orifice 7 and the solenoid valve 6 has a small-diameter orifice 5 to discharge the pressure air in the clutch booster 1 to the atmosphere, and the pressure in the clutch booster 1 is reduced. .

Then, the operating state of the clutch due to the pressure drop is detected by the clutch stroke sensor 18, and the detected amount is input to the control circuit 19 as step S11. Until the time is reached, steps S10 and S11 are repeated.

Steps S10 and S11 are repeated until the clutch reaches the half-clutch state.
As described above, the large-diameter orifice 7 and the small-diameter orifice 5
The operation of the clutch booster 1 is promptly performed by the rapid discharge of the pressure air from the clutch.

If it is detected in step S11 that the vehicle has reached the position B, the operation proceeds to step S12, where the control circuit 19 instructs the solenoid valve 8 to turn it off, and the control signal from the large-diameter orifice 7 The exhaust of the pressurized air in the clutch booster 1 is stopped, and only the exhaust from the small-diameter orifice 5 of the solenoid valve 6 is performed. To do.

The operation of such a clutch is described in step S1.
At 3, the clutch stroke sensor 18 detects and inputs this to the control circuit 19, and repeats steps S12 and S13 until the clutch is in the connected state, whereupon the clutch stroke sensor 18 reaches the position C. At this point, the process proceeds to step S14.

In step S14, the solenoid valve 8 is turned on again to exhaust the clutch booster 1 by the large-diameter orifice 7, and the operation of the clutch booster 1 is completed promptly. In step S15, the clutch booster 1 is moved to the initial position. Steps S14 and S14 until the clutch stroke sensor 18 detects the return to D.
15 is repeated, and when returning to the position D, this flowchart ends.

In this embodiment, as described above, if the stroke amount A of the clutch is set in the control circuit 19 in accordance with the wear of the clutch disk, the outer lever 11 is set in accordance with the wear of the clutch disk. The operating range of the clutch booster 1 for operating the above can be set.

Accordingly, the operating range of the clutch booster 1 is set to the minimum, so that the conventional overstroke is not required, and the clutch engagement time for the overstroke is shortened.

[0041]

As described above, according to the present invention, by setting the operating range of the clutch booster in accordance with the wear of the clutch, an overstroke in consideration of the wear of the clutch is not required.

For this reason, the operating range of the clutch booster is set to the minimum necessary for disengaging the clutch, so that the stroke required for disengaging the clutch is reduced.
The engagement time of the clutch is reduced.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of an embodiment of the present invention.

FIG. 2 is a flowchart of a control circuit according to the first embodiment;

FIG. 3 is a configuration diagram of a conventional automatic clutch device for a vehicle.

FIG. 4 is a diagram showing a change in a stroke of a clutch due to wear of a clutch disk of a mechanical clutch.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Clutch booster 2 Double check valve 3 Manual air circuit 4 Air circuit for automatic control 5 Small diameter orifice 6 Solenoid valve 7 Large diameter orifice 8 Solenoid valve 10 Piston 18 Clutch stroke sensor 19 Control circuit 20 Solenoid valve

Claims (1)

(57) [Scope of request for utility model registration] An electromagnetic circuit comprising a three-way valve having a small orifice connected to a manual air circuit and an automatic control air circuit in parallel with a clutch booster via a double check valve. An automatic clutch for a vehicle in which a valve and an electromagnetic valve consisting of a two-way valve having a large orifice are juxtaposed, and when the clutch is disconnected, air from an air reservoir is supplied to a clutch booster via an electromagnetic valve consisting of a three-way valve. In the apparatus, an electromagnetic valve is provided between the air reservoir and an electromagnetic valve composed of a three-way valve, and opening and closing control is performed on the three solenoid valves so that the piston of the clutch booster matches a required stroke amount based on a signal from a clutch stroke sensor. An automatic clutch device for a vehicle, comprising a control unit connected to the vehicle.