JPH0461984B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Technical Field The present invention relates to a solenoid valve device for controlling an air cylinder for automatically operating a vehicle clutch, etc. In particular, the present invention relates to a solenoid valve device for controlling an air cylinder for automatically operating a vehicle clutch, etc. The present invention relates to a solenoid valve device for controlling an air cylinder, which has an emergency control valve built into the solenoid valve body that can supply and discharge air to and from the air cylinder even in the event of an emergency, which facilitates piping and saves space.

Conventional technology Conventionally, an automatic transmission transmission was developed to provide a vehicle that is easy to drive and has low fuel consumption similar to a car equipped with a manual transmission transmission. The development of automatic transmissions that can automatically shift gears using devices is progressing, but since such transmissions do not use a torque converter, they do not require a mechanical clutch. Needed. Therefore, there is a need for an actuating device that can engage and disengage the clutch, sometimes silently and sometimes rapidly, as needed, in the same way as human foot operation. An actuating device that can operate the clutch is difficult to obtain in the prior art, and a solenoid valve is used to delicately control the air passage, but even if this solenoid valve malfunctions, the clutch can be engaged and disconnected. Moreover, at present, it is not possible to realize a solenoid valve device for air cylinder control that is simple and compact in structure and has easy piping.

Furthermore, Japanese Patent Application Laid-Open No. 57-195924 discloses a clutch control device for a composite clutch type multi-stage gear transmission, but the conventional example requires the use of a plurality of clutches as an essential component. , the structure differs from the present invention in that the clutch is operated by hydraulic pressure, and also includes a plurality of air supply control solenoid valves, exhaust control solenoid valves, and their related operations as in the present invention. The present invention does not disclose any emergency control valve, and is an invention that is completely different in structure and operation and effect from the present invention.

Purpose The present invention has been made in order to eliminate the above-mentioned problems of the prior art, and its purpose is to control the opening and closing of the air supply passage to the air cylinder in the solenoid valve body, and to provide the necessary throttle. Multiple solenoid valves for air supply control, which control the opening and closing of the exhaust passage from the air cylinder, and multiple solenoid valves for exhaust control, which provide the necessary throttling effect, and even if these solenoid valves fail. An emergency control valve capable of supplying and discharging air to an air cylinder is provided to perform extremely delicate air supply and discharge control comparable to human foot operation, for example, when operating the clutch of a vehicle. In addition, even if part or all of the solenoid valve fails, air can be supplied and discharged from the air cylinder by manual operation, and the vehicle can be driven by operating the clutch to connect or disconnect. It is to do so. Another purpose is to simplify the structure of the solenoid valve device for air cylinder control by incorporating the emergency control valve into the solenoid valve body, making it more compact and easier to install piping, and making it easier to fit into narrow spaces. The purpose is to be able to attach it to the

Configuration In short, the present invention is a solenoid valve device that controls air supplied to and discharged from an air cylinder for automatically operating a vehicle clutch, etc., which controls the opening and closing of an air passage to the air cylinder for connecting and disconnecting the clutch. a plurality of normally-closed air supply control solenoid valves that open the air passage when supplied with power and close the air passage when the supply of power is stopped; a plurality of normally open exhaust control solenoid valves arranged to control opening and closing of the air passages to the air cylinders, and closing the air passages when supplied with power and opening the air passages when the supply of power is stopped; If these solenoid valves fail, the air cylinder is arranged so that air can be supplied and discharged from the air cylinder, and when the power supply to the air supply control solenoid valve and the exhaust control solenoid valve is stopped, manual operation in one direction is performed. By operation, the air passage and the air cylinder are connected to each other, and air is supplied to the air cylinder via the air supply control solenoid valve, and the air cylinder is operated to the clutch disconnection side, and the air cylinder is operated in the other direction. Emergency control provided with a valve mechanism that manually opens and closes the air cylinder so as to exhaust the air in the air cylinder through the air passage and the exhaust control solenoid valve and operate the air cylinder to the clutch connection side. The emergency control valve is characterized in that the emergency control valve is built in a solenoid valve body whose air passage is controlled to open and close by the plurality of solenoid valves.

The present invention will be explained below based on embodiments shown in the drawings. An air cylinder control solenoid valve device 1 according to the present invention is a solenoid valve device that controls air supplied to and discharged from an air cylinder for automatically operating a vehicle clutch, etc. solenoid valve 2
, a plurality of exhaust control solenoid valves 3, and an emergency control valve 4
The emergency control valve 4 is built into a solenoid valve body 5 whose air passage P is controlled by a plurality of solenoid valves 2 and 3. Multiple solenoid valves for air supply control 2
In FIG. 1, the first air supply control solenoid valve 11 is disposed on the lower side of the solenoid valve body 5 in the figure, and the second air supply control solenoid valve 11 is disposed on the upper side of the solenoid valve body 5 in the figure. the third air supply control solenoid valve 12, the fourth air supply control solenoid valve 13, and the fourth
These air supply control solenoid valves are all normally closed type. The first air supply control solenoid valve 11 has an air passage P of 0.7 mmφ, for example, and the second air supply control solenoid valve 12 has an air passage P of 9 mm, for example.
φ is used, and the third air supply control solenoid valve 13
For example, a valve having an air passage P of 2 mmφ is used, and a valve having an air passage P of 1.4 mmφ, for example, is used for the fourth air supply control solenoid valve 14.

The exhaust control solenoid valve 3 consists of a first exhaust control solenoid valve 21, a second exhaust control solenoid valve 22, and a third exhaust control solenoid valve 23, all of which are of the normally open type. The first exhaust control solenoid valve 21 and the second exhaust control solenoid valve 22 have an air passage P of 6 mmφ, for example, and the third exhaust control solenoid valve 23 has an air passage P of 0.7 mmφ, for example. is used.

The solenoid valve body 5 is formed with an air port 5a to which an air pipe 6 connected to an air tank (not shown) is connected, and an air passage 5b extending straight from the air port is formed, and the right end of the air passage in the figure is formed. is equipped with a nozzle 8 that protrudes toward the emergency control valve 4 and has an air passage 8a formed in the center, and an air passage 5c is formed parallel to the air passage 5b below in the figure. , these air passages 5b and 5c are controlled to be in a communicating state or in a closed state by respective electromagnetic valves 2 and 3. The air passage 5c extends to the right side of the solenoid valve body 5 in the figure, opens at the air gear gallery 5d, and communicates with the cylinder chamber 5e which communicates with the air gear gallery. Further, an air passage 5f for exhaust is formed further below the air passage 5c in the figure, and the air passage communicates with the air gear gallery 5d and the air passage P of the third exhaust control solenoid valve 23. There is.

In addition, the first air supply control solenoid valve 11 and the second air supply control solenoid valve 12 are arranged to face each other across the air passage 5b, but in order to save space, both solenoid valves Air passage P controlled by a valve
The solenoid valves 11 and 12 are arranged three-dimensionally, and are configured so that different controls are performed by the respective electromagnetic valves 11 and 12.

An emergency control valve 4 is built into the solenoid valve body 5, and an outer piston 9 is accommodated in a cylinder chamber 5e formed in the solenoid valve body 5 so as to be able to reciprocate.
, an inner piston 10 reciprocably housed on the left side of the partition wall 9a of the outer piston in the figure, and a compression spring 1 that presses and urges the outer piston 9 to the left in the figure.
5, a compression spring 16 that presses the inner piston 10 leftward in the figure from the partition wall 9a, and a valve that is fixed to the inner piston 10 and contacts the tip 8b of the nozzle 8 to close the air passage 8a of the nozzle. A diagram of the body 18, the piston rod 20 fixed to the partition wall 9a of the outer piston 9 with a nut 19, the lid member 24 for slidably supporting the piston rod and sealing the cylinder chamber 5e, and the outer piston 9. a retainer 25 attached to the inner peripheral surface of the middle left end for pressing the inner piston 10 against the compression spring 16 in an emergency; a sealing member 26 for the outer piston;
In an emergency, the air gear rally 5 is activated by the outer piston 9.
A seal member 28 is provided to cut off communication between the cylinder chamber 5e and the cylinder chamber 5e.

In the outer piston 9, a plurality of communication holes 9b are formed in the partition wall 9a, and a plurality of communication holes 9d are formed in the thin cylindrical portion 9c to which the retainer 25 is attached. It is configured to be able to move from the left end state shown in FIG. 1 to the right end state shown in FIG. 3.

The inner piston 10 has the above-mentioned valve body 18 mounted on its wall portion 10a, and a plurality of communication holes 10b are formed in the wall portion. The valve body 18 of the inner piston 10 is normally connected to the nozzle 8.
The air passage 8a and the cylinder chamber 5g in the outer piston 9 are configured to be disconnected from each other.

Further, air ports 5h are formed at two locations in the cylinder chamber 5g of the electromagnetic valve body 5 to which an air pipe 30 connected to the air cylinder 29 is connected.

The air cylinder 29 constitutes an actuating device for, for example, connecting and disconnecting the clutch of a vehicle, and a piston 31 is housed inside the air cylinder so as to be able to freely reciprocate. (not shown).

The electromagnetic valve main body 5 is also formed with a mounting portion 5i for mounting on a vehicle, and mounting holes 5j are formed at, for example, four locations.

Effects The present invention is configured as described above, and its effects will be explained below. First, referring to FIG. 1, we will explain the case where air is supplied from the air pipe 6 to the air cylinder 29, and the piston 31 is moved upward in FIG. 1 to disengage the clutch. The air enters the air passage 5b of the solenoid valve main body 5, and when a signal is input to the normally closed air supply control solenoid valve 2, these solenoid valves are activated and each air passage P is opened. After being opened and moderately throttled by the first to fourth air supply control solenoid valves 11, 12, 13, and 14, the air flows into the air passages 5c as shown by arrow B, and then flows to the right in the figure. , and flows into the air gear gallery 5d, then enters the inner piston 10 through the communication hole 9b of the outer piston 9 as shown by the arrow C, enters the cylinder chamber 5g through the communication hole 10b, and from there flows into the cylinder chamber 5g as shown by the arrow C. It enters the air port 5h as shown by D, then passes through the air pipe 30 as shown by arrow E, enters the air cylinder 29, and enters the piston 3.
1, the piston rod 32 protrudes from the air cylinder 29, and the clutch is disengaged. In this case, the speed at which the clutch is disengaged is delicately controlled by the first to fourth air supply control solenoid valves 11, 12, 13, and 14, and the operation is performed as smoothly as a human foot. In this case, since the signal is also input to the normally open type exhaust control solenoid valve 3, all solenoid valves close their air passages, and the air passages 5c and 5f are connected to the solenoid valves 21, 2.
It does not communicate with exhaust ports 2 and 23 (not shown). Therefore, no exhaust is performed.

Next, the exhaust state will be explained with reference to FIG.
In the exhaust state, no signal is input to the air supply control solenoid valve 2, and therefore all the air supply control solenoid valves close their air passages P, so communication from the air passage 5b to the air passage 5c is cut off. The air supplied from the air pipe 6 through the air port 5a can no longer flow anywhere and stops within the air passage 5b.

On the other hand, since the signal is no longer input to the exhaust control solenoid valve 3, all the exhaust control solenoid valves open their air passages, and the air passage 5c, the first exhaust control solenoid valve 21, and the second exhaust control solenoid valve 3 open their air passages. The exhaust air port of the solenoid valve 22 communicates with the air passage 5f and the third
It communicates with the air port of the exhaust control solenoid valve 23 to be in an exhaust state. Therefore, the air that had been supplied to the cylinder chamber on the lower side in the figure of the piston 31 of the air cylinder 29 flows into the air pipe 30 as the piston 31 moves in the direction of arrow F, and then flows into the air port 5h as shown by arrow G. The air flows through the communication hole 10b of the inner piston 10 as shown by the arrow H, further passes through the communication hole 9b of the outer piston 9, and flows from the air gear rally 5d into the air passages 5c and 5f, respectively, as shown by the arrow I. The gas is exhausted from valves 21, 22, and 23 as shown by arrow J. In this case, each of the exhaust control solenoid valves 21, 22, 23 performs an appropriate throttling action, so that the piston 31 of the air cylinder 29 moves rapidly or quietly, and the clutch is moved rapidly or slowly via the piston rod 32. The clutch is connected to the clutch, and delicate control is performed similar to the clutch connection operation performed by the human foot.

Next, the operation of the emergency control valve 4 when a part or all of the air supply control solenoid valve 2 and the exhaust control solenoid valve 3 fail will be explained with reference to FIG. If the solenoid valves 2 and 3 are out of order, for example, each air passage P will not open even if a signal is input to the solenoid valve 2 for air supply control, and the solenoid valve 3 for exhaust control will not open.
In this case, the air passage P is not closed even if a signal is input. Therefore, in such a case, the air cylinder 29 cannot be automatically operated, so for example, the driver operates a manual lever (not shown) provided on the driver's seat and pulls the manual lever. As a result, as shown in FIG. 3, the piston rod 20 moves rightward in the figure from the state shown in FIG. 1 to the state shown in FIG. As a result, the outer piston 9 moves to the maximum stroke in the same direction via the partition wall 9a, and the compression spring 15 is compressed, while the inner piston 10 moves to a certain extent because the compression spring 16 that biases it is stretched. Until the amount of movement of the outer piston 9, the valve body 18 remains at the tip 8b of the nozzle 8.
It remains in contact with the However, when the outer piston 9 moves to its maximum stroke as shown in FIG. 18 is separated from the tip 8b of the nozzle 8. As a result, air pipe 6
The air that has been supplied to the air passage 5b from the nozzle 8 passes through the air passage 8a of the nozzle 8, enters the cylinder chamber 5g as shown by arrow K, flows into the air pipe 30 from the air port 5h, and flows into the air cylinder 29 as shown by arrow L.
flow inside. As a result, even if all the air supply control solenoid valves 2 and the exhaust air control solenoid valves 3 are out of order, air will be supplied to the air cylinder 29 and the clutch can be disengaged. After performing the gear shifting operation, the clutch is connected and the vehicle can be driven.

Therefore, in order to connect the clutch in an emergency, the air in the air cylinder 29 is exhausted in the same manner as shown in FIG. Since it is always open unless input is made, it is possible to exhaust air even in an emergency in the same manner as shown in FIG. Therefore, for this purpose, the driver must press the piston rod 20 of the emergency control valve 4 to the left in the figure from the state shown in FIG. 3, and then return to the state shown in FIG. 2 to perform the evacuation operation.

As described above, according to the present invention, even if the air supply control solenoid valve 2 and the exhaust control solenoid valve 3 fail, the air cylinder 2 for clutch operation
Since air can be supplied and discharged from the clutch 9, the clutch can be connected and disconnected, and the vehicle can be driven. In addition, the emergency control valve 4 is connected to the solenoid valve body 5.
Since it is built in, piping is very easy, and the air cylinder control solenoid valve device 1 is made compact, making it easy to install it in a vehicle.

Effects Since the present invention is constructed and operates as described above, the solenoid valve body is provided with a plurality of air supply control valves that control the opening and closing of the air supply passage to the air cylinder and provide the necessary throttling effect. A solenoid valve, multiple exhaust control solenoid valves that control the opening and closing of the exhaust passage from the air cylinder and provide the necessary throttling effect, and supply and exhaust air to and from the air cylinder even if these solenoid valves fail. Since the system is equipped with an emergency control valve that can be used, for example, when operating the clutch of a vehicle, it has the effect of being able to perform very delicate air supply and discharge control comparable to human foot operation. Even if some or all of the solenoid valves fail, air can be supplied and discharged from the air cylinder by manual operation, so the vehicle can be driven by operating the clutch to connect or disconnect. In addition, since the emergency control valve is built into the solenoid valve body, the structure of the solenoid valve device for controlling the air cylinder can be simplified, making it more compact and piping easier, and can be easily installed even in narrow spaces. You can get the effect that you can.

[Brief explanation of drawings]

The drawings relate to embodiments of the present invention; FIG. 1 is a cross-sectional view of an air cylinder control solenoid valve device showing the air supply state, FIG. 2 is a similar cross-sectional view showing the exhaust state, and FIG. 3 is an emergency FIG. 3 is a cross-sectional view of the emergency control valve showing the air supply state at the time of the emergency control valve. 1 is a solenoid valve device for air cylinder control, 2 is a solenoid valve for air supply control, 3 is a solenoid valve for exhaust control, 4 is an emergency control valve, 5 is a solenoid valve body, 5b, 5c, 5f, P
is an air passage, and 29 is an air cylinder.

Claims (1)

[Claims] 1. In a solenoid valve device that controls air supplied to and discharged from an air cylinder for automatically operating a vehicle clutch, etc., the solenoid valve device is arranged so as to be able to control the opening and closing of an air passage to the air cylinder for connecting and disconnecting the clutch. a plurality of normally-closed air supply control solenoid valves that open the air passage when supplied with electricity and close the air passage when the supply of electricity stops; a plurality of normally open exhaust control solenoid valves that are arranged to control the opening and closing of the passages and close the air passages when supplied with power and open the air passages when the supply of electricity stops;
If these solenoid valves fail, they are arranged so that air can be supplied and discharged from the air cylinder, and when power supply to the air supply control solenoid valve and the exhaust control solenoid valve is stopped, manual operation in one direction is provided. The air passage and the air cylinder are connected in communication, and air is supplied to the air cylinder through the air supply control solenoid valve, and the air cylinder is operated to the clutch disconnection side, and the manual operation in the other direction is performed. an emergency control valve provided with a valve mechanism that opens and closes by manual operation so as to exhaust the air in the air cylinder through the air passage and the exhaust control solenoid valve and operate the air cylinder to the clutch connection side; A solenoid valve device for controlling an air cylinder, characterized in that the emergency control valve is built in a solenoid valve body whose air passages are controlled to open and close by the plurality of solenoid valves.