JPH0113857Y2 - - Google Patents

Description

[Detailed Description of the Invention] a. Field of Industrial Application The present invention relates to an automatic clutch device for an automobile, and particularly to an electric/pneumatic control system in the same device.

b. Prior Art A conventional automatic clutch device will be briefly explained with reference to FIG. In the figure, 1 is a clutch lever;
Reference numeral 2 denotes a cylinder for operating the clutch lever 1, and the piston 4 disposed within the cylinder 2 and the clutch lever 1 are interconnected by a push rod 3 via a relay piston 7. There is. This piston 4 is always urged in the backward movement direction (in the direction of arrow b in FIG. 3) by a return spring 5 disposed in the atmospheric pressure chamber.

The cylinder 2 has a pressure chamber 6 inside the cylinder 2.
One end of a conduit 8 for supplying and discharging compressed air is connected thereto. A first solenoid valve 9 and a second solenoid valve 10 are connected in parallel to the other end of this conduit 8, and the first solenoid valve 9 is further connected to an air tank 12 through a conduit 11. connected to the second solenoid valve 1
0 is connected to an exhaust pipe 13. Compressed air is also supplied to the air tank 12 by an air compressor 30 driven by an engine (not shown).

The first and second solenoid valves 9 and 10 are each composed of a normally closed two-way solenoid valve, and only when the solenoid valves 9 and 10 are energized, the solenoid valves 9 and 10 are closed.
is starting to open. Therefore, when the first solenoid valve 9 is energized, compressed air from the air tank 12 is supplied to the pressure chamber 6 of the cylinder 2, and this pressure causes the piston 4 in the cylinder 2 to move forward in the direction a in FIG. The clutches are starting to break down. Furthermore, when the second solenoid valve 10 is energized, the compressed air in the pressure chamber 6 of the cylinder 2 is discharged to the outside from the pipe 13 connected to the exhaust port, and the piston 4 in the cylinder 2 moves back in the direction b in the figure. The clutch is now connected.

The first and second solenoid valves 9 and 10 are controlled to open and close by a controller 14. This controller 14 receives detection signals from two sensors 15 and 16 that detect the stroke position of the push rod 3, and a manual switch 17.
A clutch connection/disconnection command signal issued from the clutch is inputted. The above sensors 15, 16
Specifically, one sensor 15 is arranged to detect the position of the push rod 3 immediately before the clutch is disengaged, and the other sensor 16 is arranged to detect the position of the push rod 3 immediately after the clutch is fully engaged.

Next, the operation of the above-mentioned automatic clutch device is activated in the fourth step.
This will be explained with reference to the figures. First, to disengage the clutch, the manual switch 17 is operated to input a clutch disengagement command signal to the controller 14. When the clutch disengagement command signal is input to the controller 14, only the first electromagnetic valve 9 is energized (ON) and opened, and compressed air from the air tank 12 is supplied to the pressure chamber 6 of the cylinder 2. When compressed air is supplied to the pressure chamber 6 of the cylinder 2, the piston 4 within the cylinder 2 moves back in the direction a in FIG. 3, and the clutch is disengaged. At this time, the position where the clutch becomes half-clutched (4th
When the push rod 3 moves forward to a position indicated by reference numeral A in the figure, the sensor 15 detects this, and this detection signal is input to the controller 14. sensor 1
When the detection signal No. 5 is input to the controller 14, a timer built into the controller 14 is activated, and the first solenoid valve 9 is de-energized (OFF) approximately 0.3 seconds later.
The valve is closed.

When the clutch is disengaged in this manner, the transmission is operated, for example, from neutral to first gear.
After operating the transmission, when the clutch is to be connected again, the manual switch 17 is operated to input a clutch connection command signal to the controller 14.
When the clutch connection command signal is input to the controller 14, only the second solenoid valve 10 is turned on and opened, and the compressed air in the pressure chamber 6 of the cylinder 2 is discharged to the outside from the exhaust port pipe 13. . Pressure chamber 6
When the compressed air inside is discharged to the outside, the push rod 3 moves back in the direction b in FIG. 3, and the clutch is connected.

When the push rod 3 moves back to the position where the clutch connection is completed (indicated by the symbol B in FIG. 4), the sensor 16 detects this and the second solenoid valve 1 is activated.
0 is turned on for about 1.5 seconds and then turned off.
Then, the return movement of push rod 3 is completed.

In addition, during the return movement, the sensor 15 of the push rod 3,
The movement between 16 and 16 is controlled by the controller 14 according to the vehicle speed,
The opening and closing of the electromagnetic valve 10 is controlled according to the engine speed, shift position, etc., and smooth connection is achieved.

c Problems to be Solved by the Invention Although the conventional automatic clutch device operates as described above, the vehicle cannot be operated for a long time when the gear shift lever of the transmission is in a position other than neutral, for example, in reverse or in first gear. If the pressure in the compressed air source disappears or drops to a considerably low level due to neglect, etc., the clutch cannot be disengaged, which often causes trouble in starting the engine. For this reason, the push rod 3 of the automatic clutch device is made of two screw-connected parts, and the engine is started after manually rotating the screw part and moving the clutch lever 1 in the clutch disengagement direction, but the problem is that the workability is extremely poor. The dot was hot.

d. Means for solving the problems The present invention was made in view of the above points, and its purpose is to solve the problems of the automatic clutch device,
When the gear shift lever of the transmission is in a position other than neutral,
An object of the present invention is to provide an automatic clutch device that facilitates engine starting even when the pressure of a compressed air source disappears or decreases to a considerably low pressure.

The configuration of the present invention to achieve the above object includes: a cylinder into which a piston connected to a clutch lever is reciprocally inserted; and a first cylinder that supplies compressed air from a compressed air source to a pressure chamber in the cylinder.
an automatic clutch device comprising a solenoid valve, a second solenoid valve for discharging the compressed air in the pressure chamber to the outside, and a control means for controlling opening and closing of the first and second solenoid valves; A check valve provided between the air source and the first solenoid valve, and an auxiliary compressed air source connected between the check valve and the first solenoid valve and controlled by the control means. It is characterized by:

e. Embodiments Hereinafter, preferred embodiments of the present invention will be described in detail based on the drawings.

FIG. 1 shows an embodiment of the present invention, and shows a normal state in which the compressed air pressure in the air tank is higher than the brake pressure. Components that are the same as those of the conventional automatic clutch device shown in FIG. 3 are designated by the same reference numerals, and description thereof will be omitted. In FIG. 1, reference numeral 20 is an air compressor driven by a battery motor as an auxiliary compressed air source, and upon receiving a clutch disengagement command signal, is operated by a controller 18 for a certain period of time, for example, for a period of time to replenish the amount of air consumed by disengagement of the clutch. It is controlled as follows. The cylinder 2 is connected to one end of a conduit 8 for supplying and discharging compressed air to and from a pressure chamber 6 within the cylinder. A first solenoid valve 9 and a second solenoid valve 10 are connected in parallel to the other end of the pipe 8, and the first solenoid valve 9 receives compressed air from the check valve 21 through a pipe 11b. The exhaust pipe 13 is connected to the discharge port 27 and the second electromagnetic valve 10 . The output end of the auxiliary air compressor 20 is connected to the middle of the pipe 11b by a pipe 11c, and the compressed air supply port 26 of the check valve 21 is connected to an air tank as a compressed air source for the vehicle by a pipe 11a. 12.

As shown in FIG. 2, the check valve 21 has a valve portion 23 slidably disposed within a cylindrical space inside a valve body 22, and is biased in the d direction by a coil spring 24. ing. . 26 of valve body 22
is a compressed air supply port, 27 is a compressed air discharge port, 28
25 is an atmosphere through hole, and 25 is an O-ring. The coil spring 24 is set to a spring pressure that corresponds to the minimum pressure required for braking in the air tank 12 shared by the brake system, and when the air pressure at the supply port 26 exceeds the set pressure, the valve portion 23 closes the coil. It moves in the c direction against the spring pressure of the spring 24, and the supply port 26 and the discharge port 2
7 is open. Further, when the air pressure at the supply port 26 becomes lower than the set pressure, the valve portion 23 is moved in the d direction by the spring pressure of the coil spring 24, and the space between the supply port 26 and the discharge port 27 is closed. At any position, the discharge port 27 and the atmosphere penetration port 28 are sealed by an O-ring 25 and do not communicate with each other.

The controller 18 controls the opening and closing of the first and second solenoid valves 9 and 10, and also has two sensors 1 that detect the stroke position of the push rod 3.
In addition to signals 5 and 16, a detection signal from a sensor 19 and a clutch engagement/disengagement command signal issued from a manual switch 17 are input. Furthermore, the controller 18 has a built-in timer that controls the pressure detection signal of the air tank 12 and the operating time of the auxiliary air compressor 20.
Regarding the sensors 15, 16, and 19, the sensor 15 detects the position of the push rod 3 just before the clutch is disengaged, the sensor 19 detects the position of the push rod 3 when the clutch is completely disengaged, and the sensor 16 detects the position of the push rod 3 when the clutch is completely disengaged. The push rod 3 is arranged to detect the position of the push rod 3 immediately after being connected to the push rod 3.

Next, the operation of the above-mentioned automatic clutch device will be explained.

(i) When the pressure of the air tank is normal When the air pressure of the air tank 12 is normal, that is, when the pressure required for braking is maintained, the valve part 23 in the check valve 21 moves in the direction c to supply the compressed air. The port 26 and the discharge port 27 are open, and in the case of clutch disengagement, the push rod 3 moves forward to the position (fourth position) where the clutch is completely disengaged.
The sensor 19
The first solenoid valve 9 is energized until the clutch is detected, and the clutch is disengaged. The clutch engagement operation is the same as described above. Further, the auxiliary air compressor 20 is operated for a predetermined period of time upon receiving a clutch disengagement signal, and replenishes the air tank 12 with the amount of air consumed by the clutch device. Note that if the pressure becomes excessively high based on the pressure detection signal of the air tank 12, the operation is controlled to be stopped.

(ii) In the event of an abnormality in which the air tank pressure has decreased When the air pressure in the air tank 12 decreases, especially when it becomes lower than the minimum pressure required for the brake system, the valve portion 23 in the check valve 21 responds to the spring pressure of the coil spring 24. As a result, the compressed air is moved in the direction d, so that the space between the compressed air supply port 26 and the discharge port 27 is closed, and the clutch system is separated from the brake system. In this case, the auxiliary air compressor 20 is motor-driven with electric power from the battery according to commands from the controller 18, and the clutch disengagement and engagement are performed in the same manner as described above. That is, in the case of clutch disengagement, the auxiliary air compressor 20 operates in response to the clutch disengagement command signal, compressed air is supplied to the pressure chamber 6 of the cylinder 2 via the solenoid valve 9, and the forward movement of the push rod 3 is detected by the sensor 19. The first solenoid valve 9 is de-energized and closed by the controller 18, and the clutch is disengaged.

In the case of clutch engagement, the above operations (i) and (ii) are similar to those described above.

Since the auxiliary air compressor 20 is operated in response to the clutch disengagement signal, it can constantly replenish the air consumption including leakage in the automatic clutch device, which is extremely effective when using a clutch actuator with a large capacity loss. It is.

In addition, if the set pressure of the check valve 21 is set higher than the minimum pressure required for the brake system, in the unlikely event that a failure occurs in the clutch system and a large amount of air is consumed, the check valve 21 will be in the closing direction. The actuation isolates the clutch system and protects the brake system since it is maintained at the minimum pressure required for braking.

Although the auxiliary air compressor used in this implementation is an air compressor driven by a motor using electric power from a battery, it is also possible to apply other types of air compressors that do not rely on a motor or that are driven by something other than a battery. . It goes without saying that the present invention is not limited to the above-mentioned embodiments, but may be implemented by means of other modes that perform equivalent functions.

f Effect As is clear from the above description, according to the present invention, compressed air is supplied from a compressed air source to a cylinder into which a piston connected to a clutch lever is inserted so as to be able to reciprocate, and to a pressure chamber within the cylinder. An automatic clutch device comprising a first solenoid valve, a second solenoid valve for discharging compressed air in the pressure chamber to the outside, and a control means for controlling opening and closing of the first and second solenoid valves, a check valve provided between the compressed air source and the first solenoid valve; a check valve connected between the check valve and the first solenoid valve;
In addition, since the vehicle is equipped with an auxiliary compressed air source controlled by the control means, the pressure in the vehicle's compressed air source may disappear or drop to a considerably low level while the gear shift lever of the transmission is in a position other than neutral. Even in this case, there is an effect of making it easier to start the engine.

It also allows the automatic clutch system to use a clutch actuator with a large loss capacity, and has the effect of protecting the brake system against failures in the clutch system.

[Brief explanation of the drawing]

FIG. 1 is an explanatory diagram of an automatic clutch device according to an embodiment of the present invention, FIG. 2 is a sectional view illustrating the operation of a check valve, and FIGS. 3 and 4 are diagrams showing a conventional automatic clutch device. FIG. 3 is an explanatory diagram of the automatic clutch device, and FIG. 4 is a time chart showing the control status of the solenoid valve. 11a, 11b, 11c...pipe line, 18...controller, 19...sensor, 20...auxiliary air compressor, 21...check valve, 22...valve body,
23...Valve part, 24...Coil spring, 25...O
Ring, 26... Compressed air supply port, 27... Compressed air discharge port, 28... Atmospheric penetration port.

Claims (1)

[Claims for Utility Model Registration] (1) A cylinder in which a piston connected to a clutch lever is reciprocally inserted, and a first solenoid valve that supplies compressed air from a compressed air source to a pressure chamber within the cylinder. an automatic clutch device comprising: a second electromagnetic valve for discharging compressed air in the pressure chamber to the outside; and a control means for controlling opening and closing of the first and second electromagnetic valves; A check valve provided between the first solenoid valve, and an auxiliary compressed air source connected between the check valve and the first solenoid valve and controlled by the control means. Features an automatic clutch device. (2) An automatic clutch device according to paragraph (1) of the utility model registration claim, wherein the auxiliary compressed air source is a battery-powered motor-driven air compressor.