JPH0148417B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic clutch operating device for a vehicle, and more particularly to an automatic clutch operating device that automatically engages and engages the clutch at a desired speed.

Traditionally, transmissions for large vehicles include
There are manual transmission types and automatic transmission types that use a torque converter.The former has the advantage of being economical with low fuel consumption, but the gear change operation is troublesome and requires a lot of force. In addition, the latter requires foot operations to depress and release the clutch pedal, making driving operations complicated and causing driver fatigue. They had the drawback of high fuel consumption due to large power loss due to slipping, and large-sized models were very expensive. Therefore, we are looking forward to the emergence of an automatic transmission that can automatically perform the shift selection operation and clutch engagement operation of a normal manual transmission, but conventional technology does not allow for immediate practical use. has not been proposed. This is especially true for the clutch engagement operation, which requires an actuating device with extremely delicate adjustment capabilities similar to those used by a human foot. This is because what could have been done could not be realized.

Furthermore, Japanese Patent Laid-Open No. 54-102722 discloses an automobile clutch engagement control device in which the speed of disengagement and engagement of the clutch can be varied depending on the gear position of the transmission. In this example, all the control valves of the booster type master cylinder are composed of solenoid valves, so a total of five solenoid valves are required in order to obtain the speed changes of clutch disengagement and connection required in the conventional example. Moreover, since it requires a large number of complicated parts such as two micro-switches and a guide roller, the structure is complicated and there is a risk of lacking reliability, and as a result of the large number of parts required, the cost is high. There were flaws. In particular, using many solenoid valves that depend on electricity is disadvantageous in the event that an abnormality or failure occurs in the electrical system, so it is preferable to use a configuration that does not depend on electricity as much as possible, and that it does not require human foot operation. The realization of an automatic operating device that would enable easy clutch operation was long awaited.

The present invention has been made in order to eliminate the above-mentioned drawbacks of the prior art, and its purpose is to automatically perform delicate clutch engagement and disengagement operations, such as those performed by the human foot, automatically and at any speed. By making it possible to engage the clutch very smoothly and gently, or by making it possible to engage the clutch rapidly, it is possible to engage and disengage the clutch in a manner similar to that performed by the human foot. It is to be. Another purpose is to eliminate the use of a torque converter, thereby reducing power loss, facilitating driving operations, and reducing driver fatigue. Another purpose is to make the starting and gear shifting operations of the vehicle smoother, and when the clutch is disengaged, it can be disengaged quickly to prevent the clutch from becoming half-clutched more than necessary, and to improve the durability of the clutch. . Another purpose is to adopt a relay valve that operates based on the air pressure difference in each air passage, and to provide two large and small exhaust holes to change the amount of exhaust from the air chamber when the clutch is connected by selecting the exhaust hole. By making it possible to
The purpose is to simplify the structure by requiring only two electromagnetic valves that rely on electricity, thereby improving the reliability of the automatic clutch operation device and reducing costs. It is.

In short, the present invention (specific invention) provides an air chamber which is arranged in an air passage between the air chamber and an air supply hole, and which is arranged in an air passage between the air chamber and an air supply hole. An air supply solenoid valve that connects or shuts off the air passage, a small exhaust hole that exhausts air little by little to connect the clutch loosely, and an air passage arranged between the air chamber and the small exhaust hole. an exhaust solenoid valve provided in the air passage for communicating or blocking the air passage, and a throttle valve device disposed in the air passage between the electromagnetic valve and the air chamber to change the air passing area of the air passage. , a large exhaust hole that enables a large amount of rapid exhaust to quickly connect the clutch, and a relay that is disposed in an air passage between the air chamber and the large exhaust hole and connects or blocks the air passage. A valve is provided, and the throttle valve device adjusts the amount of air supplied to the air chamber or the amount of air exhausted from the air chamber, and the clutch is connected and connected at an arbitrary speed through the small exhaust hole, and the relay valve is opened. The clutch is characterized in that the clutch is configured to quickly connect the clutch by discharging air from the air chamber through the large exhaust hole. The present invention (second invention) also provides an air chamber in which the clutch is connected by allowing air to flow in, disconnecting the clutch, and discharging the air;
an air supply solenoid valve disposed in the air passage between the air chamber and the air supply hole for communicating or cutting off the air passage; and a small exhaust valve configured to exhaust air little by little in order to connect the clutch gently. an exhaust solenoid valve disposed in the air passage between the air chamber and the small exhaust hole for communicating or blocking the air passage; and an exhaust solenoid valve disposed in the air passage between the solenoid valve and the air chamber. a throttle valve device provided therein to change the air passing area of the air passage; a large exhaust hole that enables a large amount of rapid exhaust to rapidly connect the clutch; and a connection between the air chamber and the large exhaust hole. A relay valve is disposed in an air passage between the air chambers and connects or blocks the air passage, and an actuation device is configured to actuate the relay valve via the throttle valve device. The clutch is engaged and engaged at a desired speed through the small exhaust hole by adjusting the amount of air supplied to the air chamber or the amount of exhaust air from the air chamber, and the clutch is rapidly engaged by discharging the air from the air chamber through the large exhaust hole. Configure it so that it can be connected to
The present invention is characterized in that the relay valve is opened by rotating the actuating device, and the air from the air chamber is rapidly exhausted from the large exhaust hole.

The present invention will be explained below based on embodiments shown in the drawings. The clutch automatic operating device 1 according to the present invention includes:
It includes an air chamber 2, an air supply solenoid valve 3, a small exhaust hole 4, an exhaust solenoid valve 5, a throttle valve device 6, a large exhaust hole 7, a relay valve 8, and an actuating device 9. The air chamber 2 is connected to a clutch (not shown), and is configured to allow air to flow in to disconnect the clutch, and to discharge air to connect the clutch.

The air supply solenoid valve 3 is mounted on a housing 10, and includes an air supply hole 11 formed in the housing and an air passage 12 that is connected to the air supply hole and the air chamber 2.
The air passage is arranged between the air passage and the air passage, and is configured to communicate with or block off the air passage. Further, the valve body 13 of the air supply solenoid valve 3 is connected to the compression spring 1 through the seal member 14.
A valve seat 12 formed in the air passage 12 by 5
As shown in FIG. 2, the valve seat is closed by the valve body 13 when the air supply solenoid valve 3 is deenergized. A small exhaust hole 4 is formed in the housing 10, and is designed to exhaust air little by little in order to connect the clutch gently.

The exhaust electromagnetic valve 5 is mounted on the housing 10, and is disposed between the small exhaust hole 4 and an air passage 19 that is connected to the small exhaust hole and the air chamber 2, and allows the air passage to communicate with each other. Or it is designed to be blocked. Further, the valve body 20 of the exhaust electromagnetic valve 5 is pressed against a valve seat 4a formed in the small exhaust hole 4 by a compression spring 22 via a seal member 21.
As shown in FIG. 2, the valve seat is closed by the valve body 20 when the exhaust electromagnetic valve 5 is deenergized.

The throttle valve device 6 consists of a throttle valve 23 and a step motor 24, and the throttle valve 23 is connected to the inner periphery of a cylindrical portion 26 formed to intersect with an air passage 25 shared by the air passages 12 and 19. It is fitted into the surface 26a. The throttle valve 23 has a cylindrical shape and has a groove 23a formed in the center thereof with a width substantially equal to the inner diameter d of the air passage 25, and a pair of substantially semicircular valve bodies 23b sandwiching the groove. A motor shaft 24a of the step motor 24 is rotatably fitted into the cylindrical portion 26 and is fixed to the center of the throttle valve 23. Therefore, when the step motor 24 rotates, the throttle valve 23 also rotates, the gap between the valve body 23b and the air passage 25 changes, and the amount of air supplied to the air chamber 2 through the groove 23a or discharged from the air chamber 2 changes. It is now possible to adjust the displacement amount.

A large exhaust hole 7 is formed in the housing 10 to provide a large and rapid exhaust for rapid engagement of the clutch. The relay valve 8 is attached to the housing 10 and has a large exhaust hole 7 and an air passage 2 connected to the large exhaust hole and the air chamber 2.
8, so as to communicate or block the air passage. Also relay valve 8
The valve body 29 is connected to a valve seat 28 formed in the air passage 28 by a compression spring 31 via a seal member 30.
a, and the valve seat is closed by the valve body 29 in the state shown in FIG.

The actuating device 9 includes a throttle valve device 6 and a relay valve 8.
The valve device includes a valve device 32 disposed between a valve chamber 33, a valve body 34, and a compression spring 35.
It is made up of. The valve chamber 33 is connected to the large exhaust hole 7 and the air chamber 2 through air passages 36 and 37, respectively, and the valve body 34 is housed in the valve chamber 33. Further, the valve body 34 is pressed by a compression spring 35 against a valve seat 36a formed in the air passage 36 via a seal member 38. is blocked by. Further, the shaft portion 34a of the valve body 34 protrudes outward from the valve chamber 33, and its tip is arranged at a position where it comes into contact with a lever 40 implanted at the tip of the motor shaft 24a so as to intersect with the motor shaft. ing.

Then, the throttle valve device 6 adjusts the amount of air supplied to the air chamber 2 or the amount of air exhausted from the air chamber 2, the clutch is engaged and engaged at a desired speed through the small exhaust hole 4, and the relay valve 8 is opened to remove the air from the air chamber 2. It is constructed so that air can be exhausted from the large exhaust hole 7 and the clutch can be quickly engaged. Furthermore, by rotating the actuating device 9, the relay valve 8 is opened and the air from the air chamber 2 is rapidly exhausted from the large exhaust hole 7.

The present invention is configured as described above, and its operation will be explained below. First, air chamber 2
The case where the clutch is disengaged by letting air flow in as shown by arrow B will be explained. As a premise, the exhaust solenoid valve 5 is closed. If you want to disengage the clutch quickly, rotate the step motor 24 to fully open the throttle valve 23. In other words, rotate the throttle valve so that the groove 23a of the throttle valve is in the horizontal direction in FIGS. 2 and 4 to release the air. The air passage area of the passage 25 is maximized and the air supply solenoid valve 3 is energized. Then, the valve body 13 is attracted to the right in FIG. 2 against the spring force of the compression spring 15 and becomes open, and the air supplied from the air tank to the air supply hole 11 passes through the air passage 25. The air rapidly flows into the air chamber 2 as shown by arrow B, the pressure of the air in the air chamber rises rapidly, and the clutch is rapidly disengaged.

If you want to disengage the clutch at an arbitrary speed, rotate the step motor 24 as shown by arrow C and arbitrarily throttle the air passage area of the air passage 25 using the throttle valve 23, and do the same thing as when disengaging the clutch rapidly. , the air supply solenoid valve 3 is energized and opened. Then, the air supplied from the air tank to the air supply hole 11 as shown by arrow A flows into the air chamber 2 as shown by arrow B through the air passage 25, but the air passage 25 for the air is arbitrarily controlled by the throttle valve 23. Since it is throttled, the pressure of the air in the air chamber 2 increases at an arbitrary speed, and the clutch is also disengaged at an arbitrary speed.

Next, a case will be explained in which the air is discharged from the air chamber 2 as shown by arrow D and the clutch is connected. As a premise, the air supply solenoid valve 3 is closed. When it is desired to quickly connect the clutch, the step motor 24 is rotated as shown by arrow C, and the shaft 34a of the valve body 34 of the valve device 32 is pushed upward by the lever 40 against the spring force of the compression spring 35. do. Then, the valve device 32 becomes open, and the high pressure air filling the air passage 28 is transferred to the other air passages 37, 3.
6 and is discharged to the outside from the large exhaust hole 7, the pressure of the air near the air passage 28 rapidly decreases, and the valve body 29 of the relay valve 8 is activated by the pressure of the compression spring 31 due to the pressure of the discharged air. The relay valve 8 is pushed toward the right in FIG. 2 against the spring force.
The valve is opened, and air is also discharged from the air passage 7a through the large exhaust hole 7 as shown by arrow E. As a result, a large amount of air is rapidly discharged from the air chamber 2, the pressure of the air in the air chamber drops rapidly, and the clutch is rapidly engaged.

Like when switching from 3rd gear to 4th gear,
If you want to connect the clutch at a fairly fast speed,
The step motor 24 is rotated as shown by arrow C to fully open the throttle valve 23 to maximize the air passage area of the air passage 25, and at the same time, the exhaust electromagnetic valve 5 is energized and the valve body 20 is compressed by the spring force of the compression spring 22. In FIG. 2, suction is applied to the right direction in the figure. Then, the exhaust solenoid valve 5 becomes open, and air flows from the air chamber 2 through the fully open air passage 25 in the direction of arrow F.
The pressure of the air in the air chamber 2 drops and the clutch is engaged at a fairly rapid rate.

When it is desired to connect the clutch at an arbitrary speed, the step motor 24 is rotated and the air passage area of the air passage 25 is arbitrarily throttled by the throttle valve 23, and the clutch is connected at a considerably high speed. The exhaust electromagnetic valve 5 is excited and opened. Then, from the air chamber 2 to the air passage 25
Air is discharged from the small exhaust hole 4 in an amount corresponding to the air passing area as shown by the arrow F, the pressure of the air in the air chamber 2 slowly decreases, and the clutch is connected at an arbitrary speed.

As described above, according to the present invention, the amount of air supplied to the air chamber 2 or the amount of air exhausted from the air chamber is adjusted by the throttle valve device 6, and the clutch is connected and connected at an arbitrary speed through the small exhaust hole 4. 8 is opened by the actuating device 9, air from the air chamber 2 is discharged through the large exhaust hole 7, and the clutch can also be rapidly engaged.

Since the present invention is constructed and operates as described above, it is possible to automatically perform the delicate engagement and disengagement operations of the clutch that are performed with the human foot, so that the clutch can be engaged very smoothly and gently. It is also possible to engage the clutch rapidly, which has the effect of making it possible to engage and engage the clutch in a manner similar to that performed with the human foot. Further, since the use of a torque converter is not required, driving operation becomes easier while reducing power loss, and the driver's fatigue can be reduced. In addition, the starting and gear shifting operations of the vehicle become smoother, and when the clutch is disengaged, it can be disengaged quickly and the clutch is not left in a half-clutch state more than necessary, which has the effect of improving the durability of the clutch. In addition, a relay valve is used that operates based on the air pressure difference in each air passage, and two large and small exhaust holes are provided so that the amount of exhaust from the air chamber when the clutch is connected can be changed by selecting the exhaust hole. As a result, the number of solenoid valves that depend on electricity is reduced to just two, which has the effect of simplifying the structure.As a result, the reliability of the automatic clutch operation device has been improved compared to the conventional example. This has the effect of significantly improving the performance and reducing costs.

[Brief explanation of drawings]

The drawings relate to embodiments of the present invention, and FIG. 1 is a perspective view of an automatic clutch operating device, FIG. 2 is a vertical cross-sectional view of essential parts of the automatic clutch operating device, and FIG. 3 is a perspective view of an automatic clutch operating device. FIG. 4 is a perspective view showing the passage relationship, and FIG. 4 is a longitudinal sectional view of the throttle valve. 1 is a clutch automatic operation device, 2 is an air chamber, 3 is a solenoid valve for air supply, 4 is a small exhaust hole, 5 is a solenoid valve for exhaust, 6 is a throttle valve device, 7 is a large exhaust hole, 8 is a relay valve, 9 is an actuating device, 11 is an air supply hole, 1
2, 19, 25, and 28 are air passages, respectively.

Claims (1)

[Scope of Claims] 1. An air chamber in which air is introduced to disconnect a clutch and discharge air to connect the clutch, and an air passage disposed in an air passage between the air chamber and the air supply hole. an air supply solenoid valve that connects or shuts off the air supply; a small exhaust hole that allows exhaust to flow little by little to connect the clutch loosely; and an air passageway between the air chamber and the small exhaust hole. an exhaust solenoid valve that connects or blocks the air passage; a throttle valve device that is disposed in the air passage between these solenoid valves and the air chamber and changes the air passing area of the air passage;
a large exhaust hole that enables a large amount of rapid exhaust to quickly connect the clutch; and a relay valve that is disposed in an air passage between the air chamber and the large exhaust hole and that connects or blocks the air passage. and adjusting the amount of air supplied to the air chamber or the amount of air exhausted from the air chamber by the throttle valve device to connect and disconnect the clutch at an arbitrary speed through the small exhaust hole, and open the relay valve. An automatic clutch operating device characterized in that the clutch is configured to rapidly connect the clutch by discharging air from the air chamber through the large exhaust hole. 2. An air chamber configured to allow air to flow in, disconnect the clutch, and connect the clutch by discharging the air, and an air passageway between the air chamber and the air supply hole, which connects or blocks the air passageway. An air supply solenoid valve, a small exhaust hole that allows exhaust to be discharged little by little in order to connect the clutch loosely, and an air passage provided between the air chamber and the small exhaust hole and communicating with the air passage. an exhaust solenoid valve that is turned on or shut off; a throttle valve device that is disposed in an air passage between these solenoid valves and the air chamber and that changes the air passing area of the air passage;
a large exhaust hole that enables a large amount of rapid exhaust to quickly connect the clutch; and a relay valve that is disposed in an air passage between the air chamber and the large exhaust hole and that connects or blocks the air passage. and,
an actuating device configured to actuate the relay valve via the throttle valve device; the throttle valve device adjusts the amount of air supplied to the air chamber or the amount of air exhausted from the air chamber to pass through the small exhaust hole; The clutch is engaged and engaged at an arbitrary speed,
The clutch is configured to be rapidly connected by discharging air from the air chamber through the large exhaust hole, and the relay valve is opened by rotating the actuating device to discharge air from the air chamber. An automatic clutch operating device characterized in that the clutch is configured to rapidly exhaust air from a large exhaust hole.