JPH0529409Y2 - - Google Patents

Description

[Detailed explanation of the idea]

[Industrial Field of Application] The present invention relates to an emergency running device for an automatic transmission system for a vehicle, and more particularly to an emergency running device for an automatic transmission system for a vehicle that has improved clutch engagement/disengagement control. [Prior Art] A mechanical automatic transmission system for a vehicle uses a piston-type clutch actuator to control engagement and disengagement of a clutch, and a gear shift unit to switch a gear train in a transmission to an arbitrary gear position.
The engine speed, clutch actuator, and gear shift unit are controlled by an automatic transmission controller. An example of such a device is disclosed in the specification and drawings of Japanese Patent Application No. 59-50747. It should be noted that the automatic transmission system for a vehicle described above is used particularly for a large vehicle. However, in this type of device, if an abnormality occurs particularly in the controller consisting of a microcomputer, it may become difficult to even move the vehicle to a shelter location. In order to cope with this problem, conventional vehicles have been proposed that are equipped with an emergency unit that can move the vehicle forward or backward at a predetermined gear. (Utility Model Application No. 61-70649) This emergency unit is connected in a branched state to the opening/closing circuit connecting the automatic transmission controller and each solenoid valve installed in the clutch actuator and gear shift unit, respectively. That is, it is connected to both actuators in parallel with the automatic transmission controller, and can drive these at any time. The clutch actuator is configured to engage the clutch at a constant slow speed for a constant time using a duty circuit and a timer circuit built into the controller and outputting a control signal at a predetermined duty ratio. controlled. Further, when the clutch is to be disengaged, the duty circuit is not used and the clutch is disengaged immediately. [Problems to be solved by the invention] By the way, in the emergency running device of the conventional automatic transmission system for vehicles as described above, the clutch is uniquely controlled to engage and disengage at a fixed time and at a fixed speed. Therefore, there is a problem that appropriate control depending on the situation cannot be performed, such as when the engine is at risk of stopping when a large load is applied at the time of starting, such as when starting on a slope. The present invention attempts to solve the above-mentioned problems, and in the clutch engagement/disconnection control,
Easy connection, slow release, and hold (fixing the clutch in a fixed position, such as in a half-clutch state)
An object of the present invention is to provide an emergency running device for an automatic transmission system for a vehicle, which allows a driver to arbitrarily perform clutch engagement/disengagement control manually. [Means for solving the problem] For this reason, the emergency running device of the automatic transmission system for a vehicle of the present invention
A pneumatic clutch actuator 13 that controls the operation of the clutch 2 interposed between the clutch 2 and an air supply that is connected to the air chamber 16 of the actuator and controls the supply of operating air to the same chamber to release the clutch. an exhaust control valve 25 that is connected to the air chamber and opens the air chamber to the atmosphere and engages the clutch; a gear shift actuator 30 that switches the gear of the transmission; In an automatic transmission system for a vehicle equipped with a control unit 42 that operates the above-mentioned air supply and exhaust control valves and the above-mentioned gear shift actuator, the control unit 42 is connected in parallel with the above-mentioned control unit, and when the control unit is abnormal, the above-mentioned supply The emergency engine unit 55 is equipped with an emergency engine unit 55 that manually operates the air and exhaust control valves and the gear shift actuator, and the emergency engine unit 55 has a manual multi-stage changeover switch 70,
In response to the operation of the switch, the air supply control valve is controlled to open until the clutch is brought from an engaged state to a fully released state, the transmission is controlled to be switched to a predetermined gear, and the clutch is fully released. Control circuits 72 and 73 for controlling the opening of the exhaust control valve from the time to the state immediately before engagement are connected in parallel to the manual multi-stage changeover switch for the air supply and exhaust control valves. a manual three-way automatic return switch 71; a first duty circuit 82 that is connected to one contact of the automatic return switch and controls opening/closing of the air supply control valve at a predetermined duty ratio by connecting/disconnecting the switch; The second duty circuit 83 is connected to the other contact point of the automatic return switch and controls opening and closing of the exhaust control valve at a predetermined duty ratio by opening and closing the switch. [Operation] According to the present invention, when an abnormality occurs in the control unit, the clutch operation can be delicately controlled by manual operation. In other words, by operating the three-way automatic return switch, the first and second duty circuits can be operated to open and close the air supply and exhaust control valves at a predetermined duty ratio. The clutch can be engaged or released, or held in any position, and can be controlled as desired, and even in the event of a breakdown, the clutch can be controlled to suit the driving situation, ensuring that the disabled vehicle is moved to an evacuation location. be able to. Further, by operating a manual multi-stage changeover switch provided in parallel with the three-way automatic return switch, the clutch can be controlled to be completely released or immediately before being engaged. For this reason, the above-described duty control need only be used in areas that require delicate operation, and there will be no inconvenience such as an excessively long clutch engagement or release time. [Embodiment] An emergency running device for a vehicle automatic transmission system as an embodiment of the present invention will be explained below with reference to the drawings. Fig. 1 is a schematic configuration diagram showing the device connected to an engine, The figure shows the overall circuit diagram, Figure 3 is a circuit diagram of the main parts, Figure 4 is a front view showing the switch part, and Figure 5 shows the stroke of the air cylinder that connects and disconnects the clutch and the emergence unit. It is a graph showing the relationship with the passage of time during control. First, the overall structure of a vehicle automatic transmission system incorporating the emergency running device of the present invention will be outlined as shown in FIG. This system includes an engine (in this embodiment, a diesel engine will be explained as an example) 1,
The clutch 2 is connected to a transmission 3 which receives the rotational force of the engine 1 via a clutch 2. A fuel injection pump (hereinafter simply referred to as injection pump) 5 is attached to the engine 1 and connected to an output shaft 4 from the engine 1. A control rack 6 of the pump 5 has an electromagnetic actuator 7.
are connected. Note that an engine rotation speed sensor 8 is provided opposite to the output shaft 4 to generate an engine rotation speed signal. The clutch 2 is engaged with a clutch plate 11 that is normally pressed against the flywheel 10 by a diaphragm spring (not shown), and is slid in a direction (cross-sectional direction) b in which the clutch plate 11 is pulled away from the flywheel 10. Lever 12
It is composed of. An air cylinder 13, which serves as a pneumatic clutch actuator, is connected to the lever 12. The air cylinder 13 serves as a pneumatic clutch actuator that biases the clutch plate 11 in the cutting direction b and also disconnects the biasing force to adhere the clutch plate 11 to the flywheel 10. ing. A clutch rotation speed sensor 15 is provided opposite to the output shaft 14 of the clutch 2 to detect a clutch rotation speed signal. Air chamber 1 in air cylinder 13
An air passage 17 is formed extending from 6, and is connected to an air tank 18 as a high-pressure air source. Note that the reference numeral 19 indicates a starter, and the reference numeral 28 indicates a starter relay. An on-off valve 20 that opens and closes in conjunction with a main switch of the vehicle is interposed in the middle of the air passage 17, and an air cylinder control section 21 is interposed on the downstream side thereof. The air cylinder control unit 21 controls the supply of working air into the air chamber 16 to disconnect the clutch 2 (moves the clutch plate 11 in a direction b to separate it from the flywheel 10). Air supply electromagnetic valves 22 and 23 as
an exhaust electromagnetic valve 24 as an exhaust control valve for opening the air chamber to the atmosphere and bringing the clutch 2 into contact;
It consists of 25. The reason why the air supply electromagnetic valves 22, 23 and the exhaust electromagnetic valves 24, 25 are provided in duplicate is so that if one breaks down, the other can cover it. Further, air pressure sensors 26 and 27 for detecting internal air pressure are attached to the air cylinder 13 and the air tank 18. A gear shift unit 30 for changing the gear position is provided above the transmission 3, and the gear shift unit 30 operates a power cylinder (not shown) in response to a control signal from a control unit 42, which will be described later, to change the gear position. The first to sixth electromagnetic valves 31 to 3 serve as a control unit that switches the
6 (only one is shown in FIG. 1), and an air passage 37 for supplying working air from the air tank 18 to operate the power cylinder communicates with the power cylinder. Furthermore, the gear shift unit 30 is provided with a gear position detection sensor 38 that detects the gear position. A vehicle speed sensor 40 is provided opposite to the output shaft 39 of the transmission 3 to generate a vehicle speed signal. The electromagnetic actuator 7 of the injection pump 5 is connected to an engine controller 41 that controls the electromagnetic actuator 7 to adjust the rotation of the engine 1 . Each of the above sensors 8, 15, 26, 27, 38, 4
0 are connected to the control unit 42, respectively. This control unit 42 includes an engine controller 41, a starter relay 28, and each electromagnetic valve 22-25, 31-3.
6 are connected to each other. Furthermore, the control unit 42 includes a gear selection switch 46 of the change lever 45, a brake sensor 48 that outputs a high-level brake signal when the brake pedal 47 is depressed, and an A/V sensor that detects the amount of depression of the accelerator pedal 49. An accelerator load sensor 51 that outputs a signal of the amount of depression is connected via a D converter 50, and the control unit 42 reacts to the signals from these and the above-mentioned sensors, and the engine controller 41 , starter relay 28, each electromagnetic valve 22-25, 31-3
6, respectively. Note that there are various types of sensors other than the above-mentioned sensors, but they will be omitted here to simplify the explanation. An emergency unit 55 is connected in parallel to the control unit 42 for emergency movement of the vehicle when the control unit 42 fails and normal driving of the vehicle becomes impossible. Next, the circuit of the vehicle transmission system configured as described above is outlined as shown in FIG. 2. The control unit 42 mainly includes a control circuit 60 and first to fourth relay switches 61 to 4.
It consists of 64. The first to fourth relay switches 61 to 64 are connected in parallel, and one end is connected to the power supply 6 through a starter switch 65.
6, and the other end is connected to emergent unit 5.
Connected to the 5th side. The control circuit 60 includes each of the above-mentioned sensors 8,
15, 26, 27, 38, 40, 46, 48, 5
1 is connected (in FIG. 2, other sensors are omitted except for the accelerator load sensor 51). The accelerator load sensor 51 is connected to the control circuit 60 via a first contact portion 61a of a first relay switch 61. The first contact portion 61a is configured to directly connect the sensor 51 and the circuit 60 and connect the output side 60a of the circuit 60 to the engine controller 41 under normal conditions, and when the first relay switch 61 is excited, the sensor 51 and the engine controller 41 are directly connected. One end of each electromagnetic valve 22 to 25 of the air cylinder control section 21 that controls the operation of the air cylinder 13 is connected to the control circuit 60 via the second contact section (normally closed switch) 62a of the second relay switch 62.
One end of each of the electromagnetic valves 31 to 36 of the gear shift unit 30 is connected to the control circuit 60 via a third contact portion (normally closed switch) 63a of a third relay switch 63.
And each of the above electromagnetic valves 22 to 25, 31 to 3
The other end of the fourth relay switch 64 is connected to a power source via a fourth contact portion 64a of the fourth relay switch 64. The control unit 42 includes:
Emergent units 55 are arranged in parallel.
The emergency unit 55 is mainly composed of a manual multi-stage changeover switch 70, a three-way automatic return switch 71, a changeover switch circuit 72, and a clutch actuation circuit 73. In this embodiment, as shown in FIG. 4, a rotary switch is used as the manual multi-stage changeover switch 70, and a tumbler switch is used as the three-way automatic return switch 71. The rotary switch 70 is set to five forward speeds and five reverse speeds, and is grounded. In addition,
Forward gear is shifted to 2nd gear, and reverse gear is shifted to reverse gear. A changeover switch circuit 72 connected to this rotary switch 70 has the first to fourth relay switches 61 to 64, respectively, for forward 1 to 5 stages and reverse 1 to 5 stages.
It is connected to five stages via diodes. The first to fourth electromagnetic valves 31 to 34 of the gear shift unit 30 are connected to the control circuit 60 and also to the changeover switch circuit 72. The reason why only the first to fourth electromagnetic valves 31 to 34 are connected to the switch circuit 72 is because it is only necessary to shift the gear position of the transmission 3 to the 2nd gear or reverse gear. The first electromagnetic valve 31 is connected to each of the second and third forward and backward stages of the switch circuit 72 via a diode. The second electromagnetic valve 32 is connected to each of the second, third and fourth forward and backward stages via a diode. The third electromagnetic valve 33 is connected to each of the third and fourth forward and backward stages via a diode. The fourth electromagnetic valve 34 is connected to the third and fourth forward stages via a diode. Furthermore, the first connection terminal A to the clutch actuation circuit 73 is connected to each of the first, second, third, and fourth forward and reverse clutches.
The second connection terminal B is connected to each of the forward and backward fifth stages via a diode. The tumbler switch 71 is normally located in a neutral position, and can be manually switched to one side or the other to switch to the third connection terminal C or the fourth connection terminal D.
is designed to be grounded. A clutch operating circuit 73 is connected to the first to fourth connection terminals A, B, C, and D, and this clutch operating circuit 73 is constructed as shown in FIG. 3. That is, the first connection terminal A is connected to the first timer circuit 80 and the capacitor 8
1 to the respective reset sections of the first duty circuit 82 and the second duty circuit 83. The output side of the first timer circuit 80 is connected to one input terminal of a first OR circuit 84 and also to one input terminal of a fourth OR circuit 85 . The second connection terminal B is connected to the other input terminal of the first OR circuit 84 and the second and third OR circuits 8
It is also connected to one of the input terminals of each of the terminals 6 and 87.
The output terminal of the first OR circuit 84 is the second timer circuit 88
The output side of the second timer circuit 88 is connected to one input terminal of a fifth OR circuit 89. The third connection terminal C is connected to the other input terminal of the second OR circuit 86 and is also connected to the reset section of the third timer circuit 92 via a capacitor 91. The output terminal of the second OR circuit 86 is connected to the first duty circuit 82 and to one input terminal of the first AND circuit 93. The output side of the first duty circuit 82 is connected to one input terminal of the second AND circuit 94. The fourth connection terminal D is connected to the other input terminal of the third OR circuit 87 and is also connected to the reset section of the third timer circuit 92 via a capacitor 95. The output terminal of the third OR circuit 87 is connected to the second duty circuit 83 and also to the other input terminal of the first AND circuit 93. The output side of the second duty circuit 83 is a third AND circuit 96
is connected to one input end of the The output end of the first AND circuit 93 is connected to the third timer circuit 92, and the output side of the third timer circuit 92 is connected to the other input end of each of the second and third AND circuits 94 and 96. . The output terminal of the second AND circuit 94 is connected to the other input terminal of the fourth OR circuit 85, and the output terminal of the third AND circuit 96 is connected to the other input terminal of the fifth OR circuit 89. . The output end of the fourth OR circuit 85 is connected to the base sides of the first and third transistors 100 and 101, respectively, and the output end of the fifth OR circuit 89 is connected to the base sides of the second and fourth transistors 102 and 101, respectively.
It is connected to each base side of 03. Each transistor 100, 101, 102, 10
Each collector side of 3 is connected to each electromagnetic valve 22, 23, 24, 25 of the control section 21, and each emitter side is grounded. Clutch actuation circuit 73 configured as above
Normally, a high level signal (hereinafter referred to as "H signal") is applied to each connection terminal A, B, C, D of (Hereinafter referred to as "L signal"
) is now applied. The first to third timer circuits 80, 88, 92 and the first and second duty circuits 82, 83 are respectively L
It is designed to start operating in response to a signal. Upon receiving the L signal, the first timer circuit 80 outputs an H signal for T ₁ second, which will be described later, and then
It is configured to output the original L signal. In response to the input of the L signal, the second timer circuit 88 outputs an H signal for T ₂ seconds, which will be described later, and then returns to the original L signal.
configured to output a signal. The third timer circuit 92 is activated by the input of the L signal, which will be described later.
T It is configured to output the original L signal after outputting the H signal for ₃ seconds. Here, the above T ₁ second means that when the emergency unit 55 operates, the air supply solenoid valve 2
By continuously opening 2 and 23, the clutch plate 11
is the time required for the air cylinder 13 to move the clutch plate 11 in the cutting direction b from the state where it is completely adhered to the flywheel 10 to the completely disconnected state where it is quickly and completely separated. Incidentally, for the sake of safety, a certain margin a shown in FIG. 5 is provided for the time _T1 . The above T ₂ seconds is the time required for the clutch plate 11 to move from a completely disconnected state to a position immediately before contacting the flywheel 10 by continuously opening the exhaust electromagnetic valves 24 and 25. . The above T ₃ seconds means that the clutch plate 11 is moved in the tangential direction a at the respective duty ratios of the first or second duty circuits 82 and 83.
When moving the clutch plate 11 in the tangential direction a from the position immediately before the contact to the fully engaged state, and in the sectional direction b from the fully engaged state to the completely disengaged state. This is the time required to complete the process. Note that the moving speed of the clutch plate 11 at this time is appropriately set according to each duty ratio. The first and second duty circuits 82, 8
3, by inputting the L signal, the above arbitrary first and second
It is configured to output an H signal with a duty ratio. The automatic transmission system configured as above is
In normal times, even if the starter switch 65 is turned on, the first to fourth relay switches 61 to 64 are not energized, and the control unit 42 controls the control section 21 of the air cylinder 13 and the gear shift unit 30. If running using the normal circuit becomes impossible due to a failure of the control unit 42, etc., the emergency unit 55 will be used for running. In this case, first, turn the rotary switch 70 from OFF to the first stage of forward or backward. As a result, the first to fourth relay switches 61 to 64 are excited, and the first contact 61a is connected to the accelerator load sensor 5.
1 and the engine controller 41 are directly connected, and the fourth contact 64a is pushed toward the starter switch 65 side. Further, the second contact 62a is opened and the third contact 63a is opened to disconnect the control circuit 60 from the control section 21 and gear shift unit 30. At the same time, the first
An L signal is output to the connection terminal A, the first timer circuit 80 is activated, and this timer circuit 80 outputs T ₁
The H signal is output for only a second, and the first duty circuit 82 and the second duty circuit 83 are reset. The H signal from the first timer circuit 80 passes through the fourth OR circuit 85 and operates the first and third transistors 100 and 101 for _T1 seconds. As a result, the air supply electromagnetic valves 22 and 23 are energized and opened, and the clutch plate 11 is quickly separated from the flywheel 10, resulting in a completely disconnected state. Move the rotary switch 70 forward or backward.
When turned to the first gear, the first gear of the gear shift unit 30
The two electromagnetic valves 31 and 32 are excited and the gear is returned to neutral. Move the rotary switch 70 forward or backward.
When turned to the third stage, the first and second solenoid valves 31 and 32 are turned, and when moving forward, the third and fourth solenoid valves 33,
34, when the vehicle is in reverse, the third electromagnetic valve 33 is energized and the 2nd gear or reverse gear position is selected. Move the rotary switch 70 forward or backward.
When turned to the gear position, the first electromagnetic valve 31 is de-energized and shifted to the second gear or reverse gear. Move the rotary switch 70 forward or backward.
When turned to the third step, the energization of the second, third, and fourth solenoid valves 32, 33, and 34 and the output of the L signal to the first connection terminal A are turned off when moving forward, and the second and third solenoid valves are turned off when moving backward. The energization of the valves 32 and 33 and the output of the L signal to the first connection terminal A are cut off. and,
An L signal is output to the second connection terminal B. This L signal is input to the first OR circuit 84, and the second,
It is also input to 3-OR circuits 86 and 87. In the first OR circuit 84, before the rotary switch 70 is set to the fifth stage, _T1 seconds have elapsed during which the H signal is output, and the L signal is input from the first timer circuit 80. The first OR circuit 84 outputs the L signal at the same time as the input of the L signal from the second connection terminal B.
The timer circuit 88 is activated. And this second
After outputting an H signal for T ₂ seconds, the timer circuit 88 returns to an L signal and operates the second and fourth transistors 102 and 103 via the fifth OR circuit 89 for T ₂ seconds. As a result, the exhaust solenoid valve 2
4 and 25 are energized and opened, and the clutch plate 11 is rapidly moved in the tangential direction a until just before contacting the flywheel 10. Next, the first or second duty circuit 8
2 and 83, the clutch plate 11 is loosely bonded to the flywheel 10. That is, the tumbler switch 71 is turned to the on side to output the L signal to the fourth connection terminal D. At this time, since the tumbler switch 71 is automatically returned, it outputs an L signal only while it is turned to the engaged side. The L signal output to the fourth connection terminal D is input to the reset section of the third timer circuit 92, and this circuit 92
is reset and input to the third OR circuit 87. The third OR circuit 87 has already received the L signal from the rotary switch 70 side, and when the L signal is input from the fourth connection terminal D, it outputs the L signal. This L signal is input to the second duty circuit 83 and also to the first AND circuit 93. The second duty circuit 83 outputs an H signal to the third AND circuit 96 at a second duty ratio in response to the input of the L signal. The first AND circuit 93 normally has 2
An H signal is input to the two input terminals, and an H signal is output.When an L signal is input from the third OR circuit 87, an L signal is output from the output terminal. Then, the third timer circuit 92 is activated by the input of the L signal, and the second and third AND circuits 94 and 96 are activated.
T After outputting the H signal for ₃ seconds, it returns to the L signal.
As a result, the third AND circuit 96 outputs the H signal at the second duty ratio for T ₃ seconds, and
Transistors 102 and 103 are operated to control opening and closing of exhaust electromagnetic valves 24 and 25. Then, the compressed air in the air chamber 16 of the air cylinder 13 slowly passes through the air chamber 16 through the exhaust electromagnetic valves 24 and 25, which are controlled to open and close at the second duty ratio. Glue it to the Yutsukuri flywheel 10. If the tumbler switch 71 is returned to the neutral position on the way, the L from the fourth connection terminal D to the third OR circuit 87 is connected.
The input of the signal is stopped, the operation of the second duty circuit 83 is stopped, and the movement of the clutch plate 11 in the tangential direction a is stopped, resulting in a half-clutch state. After this, if the connection is to be made completely, the tumbler switch 71 is turned back to the on side to output an L signal to the fourth connection terminal D, and the third timer circuit 92 is reset to perform the same operation as described above. At this time, the clutch plate 11 is completely adhered to the flywheel 10.

[Effect of idea]

As detailed above, according to the emergency running device of the automatic transmission system for vehicles of the present invention, when an abnormality occurs in the control unit, it is possible to delicately control clutch operation by manual operation. . In other words, by operating the three-way automatic return switch, the first and second duty circuits can be operated to open and close the air supply and exhaust control valves at a predetermined duty ratio. The clutch can be engaged or released, or held in any position, and can be controlled as desired, and even in the event of a breakdown, the clutch can be controlled to suit the driving situation, ensuring that the disabled vehicle is moved to an evacuation location. be able to. Further, by operating a manual multi-stage changeover switch provided in parallel with the three-way automatic return switch, the clutch can be controlled to be completely released or immediately before being engaged. For this reason, the above-described duty control need only be used in areas that require delicate operations, and there are advantages such as no inconvenience such as an abnormally long clutch engagement or release time.

[Brief explanation of the drawing]

1 to 5 show an emergency running device of an automatic transmission system for a vehicle as an embodiment of the present invention. FIG. 1 is a schematic configuration diagram showing the device connected to an engine, and FIG. is its entire circuit diagram,
Fig. 3 is a circuit diagram of the main part, Fig. 4 is a front view showing the switch part, and Fig. 5 shows the stroke of the air cylinder that connects and disconnects the clutch and the passage of time during control by the emergency unit. It is a graph showing a relationship. DESCRIPTION OF SYMBOLS 1... Engine, 2... Clutch, 3... Transmission, 4... Output shaft of engine 1, 5... Fuel injection pump, 6... Control rack, 7... Electromagnetic actuator, 8... Engine rotation speed sensor,
10... Flywheel, 11... Clutch plate,
12...Lever, 13...Air cylinder as clutch actuator, 14...Output shaft, 15
...Clutch rotation speed sensor, 16...Air chamber of air cylinder 13, 17...Air passage, 18...Air tank, 20...Opening/closing valve, 21...Air cylinder control unit, 22, 23...For air supply Solenoid valve, 2
4, 25...Exhaust electromagnetic valve, 26...Air pressure sensor for air cylinder 13, 27...Air pressure sensor for air tank 18, 30...Gear shift unit, 31-36...1st to 6th electromagnetic valve, 37 …
...Air passage, 38...Gear position detection sensor, 39
... Output shaft, 40 ... Vehicle speed sensor, 41 ... Engine controller, 42 ... Control unit, 45 ... Change lever, 46 ... Gear selection switch, 47 ... Brake pedal, 48 ...
Brake sensor, 49... Accelerator pedal, 50
... A/D converter, 51 ... Accelerator load sensor, 55 ... Emergency unit, 60 ...
Control circuit, 61 to 64...1st to 4th relay switch, 61a to 64a...1st to 4th welding point, 65...Starter switch, 66...Power supply,
70... Rotary switch as a manual multi-stage changeover switch, 71... Tumbler switch as a three-way automatic return switch, 72... Changeover switch circuit, 73... Clutch actuation circuit, 80... First
Timer circuit, 81...capacitor, 82...first
Duty circuit, 83...second duty circuit,
84...first OR circuit, 85...fourth OR circuit,
86...Second OR circuit, 87...Third OR circuit,
88...Second timer circuit, 89...Fifth OR circuit, 91...Capacitor, 92...Third timer circuit, 93...First AND circuit, 94...Second AND circuit, 95...Capacitor, 96...Third AND circuit, 100...First transistor, 101...
...Third transistor, 102...Second transistor, 103...Fourth transistor.

Claims (1)

[Claims for Utility Model Registration] A pneumatic clutch actuator 13 that controls the operation of a clutch 2 interposed between a vehicle engine 1 and a transmission 3, and a pneumatic clutch actuator 13 that is connected to an air chamber 16 of the actuator. air supply control valves 22 and 23 that control the supply of operating air to release the clutch; and an exhaust control valve 25 that is connected to the air chamber and opens the air chamber to the atmosphere to engage the clutch.
A vehicular automatic transmission system comprising: a gear shift actuator 30 for switching gears of the transmission; and a control unit 42 for operating the air supply and exhaust control valves and the gear shift actuator, respectively. An emergency unit 55 is provided which is connected in parallel with the control unit and manually operates the air supply and exhaust control valves and the gear shift actuator in the event of an abnormality in the control unit. A manual multi-stage changeover switch 70 controls the air supply control valve to be opened until the clutch is brought from the engaged state to the fully released state in accordance with the operation of the switch, and controls the transmission to be switched to a predetermined gear. and control circuits 72 and 73 for controlling the opening of the exhaust control valve until the clutch is brought from a fully released state to a state immediately before being engaged; A manual three-way automatic return switch 71 is connected in parallel with the changeover switch, and the air supply control valve is opened and closed at a predetermined duty ratio by connecting and disconnecting the switch, which is connected to one contact point of the automatic return switch. A second duty circuit 83 is connected to the other contact point of the automatic return switch and controls opening and closing of the exhaust control valve at a predetermined duty ratio by opening/disconnecting the switch. An emergency running device for an automatic transmission system for a vehicle, characterized by: