JPH09112583A - Clutch interrupting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make clutch interruption by preferential manual operation possible with regard to a three-way valve switching respective oil pressure supply passages leading from a master cylinder or an air cylinder to the respective hydraulic actuation valves by forming the surface exposed to pressure of the three-way valve body larger on the master cylinder side. SOLUTION: A double check valve 69, which moves a valve body 65 on the basis of oil pressure difference between a master cylinder and an air master cylinder and which is a three-way valve for switching a first and a second oil pressure supply passages led from the master cylinder or the air master cylinder to respective hydraulic actuation valves, includes a valve body storage room 70 inside a central body 64c. The valve body storage room 70 is composed of a central swollen part 70c room connected to a third oil pressure port 68c, and a first and a second bores 70a, 70b on both side of the swollen part 70c. The first bore 70a is formed with a larger diameter than that of the second bore 70b and, likewise, the valve body 65, which is to be fitted in the bores 70a, 70b, has its first sliding part 65a formed with a larger diameter as compared with that of its second sliding part 65b.

Description

Detailed Description of the Invention

[0001]

The present invention relates to a clutch connecting / disconnecting device, and more particularly to a clutch connecting / disconnecting device capable of automating a vehicle clutch.

[0002]

2. Description of the Related Art Recently, there has been an increasing demand for automatic shifting of large vehicles such as buses and trucks. Since these vehicles generally have a large vehicle weight and a large payload, and use of a fluid torque converter such as that employed in a passenger car as a clutch type causes a large loss and is disadvantageous in terms of fuel efficiency, so in such a large vehicle, In particular, the friction clutch is turned on and off by automatic operation, the output of which is sent to a transmission, and this transmission is also automatically operated, thereby achieving automatic transmission. As a clutch intermittent device for automatically operating the clutch, a device provided with a booster (clutch booster) for intermittently operating the friction clutch by supplying and discharging air pressure is generally used.

On the other hand, when the vehicle is started, the operation of the clutch is delicate, and if the operation is to be performed by automatic control, the device becomes complicated and expensive. Therefore, only in this case, a manual operation using a clutch pedal is required. ) There is a system which can be operated so as to simplify the device and reduce the price (so-called semi-auto clutch system). In this case, the hydraulic pressure is supplied and discharged from the master cylinder by operating the clutch pedal, and the supply and discharge of the hydraulic pressure is performed to supply and discharge the pneumatic pressure to and from the booster.

[0004] By the way, at the time of automatic shifting except at the time of starting, air pressure is supplied / discharged to the booster without operating the clutch pedal. Further, when the air pressure is supplied, the booster pushes an internal power piston to operate the clutch in a disconnecting direction.

In the conventional configuration, a passage for sending hydraulic pressure from the master cylinder communicates with a hydraulic cylinder of a booster whose volume changes according to the movement of the power piston. That is, when clutch separation control is performed by the power piston without operating the clutch pedal, when the hydraulic piston (hydraulic piston) moves due to the pushing of the power piston, a negative pressure is generated in the hydraulic passage and air bubbles are mixed in, so that the clutch is disengaged. There is a possibility that the accurate operation of the is difficult.

In order to prevent such a negative pressure from occurring, Japanese Utility Model Publication No. 4-8023 discloses a mechanism for canceling a manual operation and an automatic operation at a hydraulic output portion of a booster.
The change in volume in the hydraulic passage during automatic operation is prevented. However, such a structural change of the booster has to employ a complicated structure with a small space in order to ensure the completeness of the seal and the like, which leads to an increase in cost, reliability and durability. Problems arise.

Therefore, the applicant of the present invention solves the above-mentioned problems by not changing the structure of the booster and operating the master cylinder not only by the clutch pedal but also by another driving means (pneumatic or hydraulic). I made a proposal for a clutch engagement and disengagement device. (Japanese Patent Application No. 7-176353)

[0008]

In order to solve the above problems, an air master cylinder for supplying hydraulic pressure by introducing air pressure is provided in addition to a normal master cylinder that works in conjunction with a clutch pedal. It is also conceivable to perform automatic clutch on-off control by controlling the introduction of air pressure into the cylinder.

As disclosed in Japanese Utility Model Publication No. 4-8023, if a mechanical three-way valve is used for switching the hydraulic pressure supply passages from the master cylinder and the air master cylinder, automatic switching can be achieved with a simple structure. You can

Here, the conventional three-way valve has a structure as shown in FIG. 5, in which the hydraulic ports a,
The hydraulic pressure from the master cylinder and the air master cylinder is introduced from b, the internal valve body c is moved based on the hydraulic pressure difference, one hydraulic port (b in the illustrated example) is closed, and the other (a in the illustrated example) is closed. When opened, the hydraulic pressure is derived from the hydraulic port a to the remaining hydraulic port d. And
When only one of the master cylinders is operated, only its hydraulic pressure is derived from the hydraulic port d.

However, such a conventional one adopts a symmetrical construction on the hydraulic ports a and b sides, and in particular, the valve body c is also formed to have a constant diameter and there is no priority relationship in its moving direction. Therefore, when a control trouble of the air master cylinder occurs, hydraulic pressure is transmitted as it is from the malfunctioning air master cylinder, and it is impossible to shift to manual operation, so that there is a problem that an accurate clutch on-off operation cannot be performed.

[0012]

DISCLOSURE OF THE INVENTION The present invention relates to a booster for dividing and operating a clutch by supplying air pressure, a hydraulically operated valve for opening and closing an air pressure supply path to the booster, and a clutch pedal operation. A master cylinder that interlocks to supply hydraulic pressure to the hydraulically actuated valve, an air master cylinder that supplies pneumatic pressure to the hydraulically actuated valve by introducing air pressure by pneumatic pressure supply control by a controller, the master cylinder and the air A first hydraulic pressure supply path extending from the master cylinder to the hydraulic pressure actuating valve and a second hydraulic pressure supply path extending from the air master cylinder to the hydraulic pressure actuating valve by moving a valve element based on a hydraulic pressure difference from the master cylinder; Which is a three-way valve for switching the pressure receiving surface that receives the hydraulic pressure from each master cylinder of the valve body,
And a three-way valve in which the master cylinder side is larger than the air master cylinder side.

According to this, the pressure receiving surface of the valve body of the three-way valve is
Since the master cylinder side is larger than the air master cylinder side, even if an unexpected hydraulic pressure is sent due to an air master cylinder control problem, the hydraulic pressure from the master cylinder will force the valve body to move. Therefore, the clutch can be disengaged by prioritized manual operation.

[0014]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 is an overall configuration diagram showing a clutch connecting / disconnecting device according to the present invention. The clutch connecting / disconnecting device 1 has pneumatic pressure supply means 2 for supplying pneumatic pressure. The pneumatic supply means 2
A compressor 3 which is driven by an engine (not shown) to generate air pressure (air pressure); an air dryer 4 for drying air from the compressor 3; an air tank 5 for storing air sent from the air dryer 4; 5
And a check valve 6 provided on the inlet side of the valve.
The air pressure from the air pressure supply means 2 is sent to a booster (clutch booster) 7, and the booster 7 operates the friction clutch 8 to the separating side (right side) A by supplying the air pressure. ing. The booster 7 will be described in detail later,
The hydraulic pressure is also supplied from the master cylinder 10 or the air master cylinder 42.

FIG. 2 is a vertical sectional view showing details of the booster 7. The booster 7 is configured in the same manner as the conventional one. As shown, the booster 7 has a cylinder shell 12 connected to its body 11,
2, a piston plate (power piston, booster piston) 13 is provided by a return spring 14 and urged toward the pneumatic pressure introduction side (left side in the figure). A pneumatic nipple 15 is attached to one end of the cylinder shell 12,
The air pressure nipple 15 forms an air pressure inlet to introduce air pressure from the air tank 5 through the air pressure pipe 34 (FIG. 1).
When air pressure is introduced, the piston plate 13 is pushed to the right, and when this happens, the piston plate 13 pushes the piston rod 16, the hydraulic piston 17, and further the push rod 18 to move the clutch lever 8a (Fig. 1). Push to the disengagement side A to disengage the clutch 8.

On the other hand, a hydraulic passage 20 is formed inside the body 11, and the hydraulic inlet of the hydraulic passage 20 is formed by a hydraulic nipple 19. One end of a hydraulic pipe 54 is connected to the hydraulic nipple 19. The hydraulic passage 20 includes a hole 21 formed at one end (lower end) of the body flange portion 11a, a hydraulic cylinder (hydraulic cylinder) 22 that accommodates the hydraulic piston 17 (formed on the body cylinder portion 11b), and a hydraulic cylinder. It is mainly formed by the control hole 23 on the other end (upper end) side communicating with the lick cylinder 22 via the small hole 23a. When the hydraulic pressure is introduced from the hydraulic nipple 19, the hydraulic pressure reaches the control hole 23 through the passage and pushes the control piston 24 rightward along the control cylinder 25. As described in detail later, the control valve portion 7a (hydraulic valve) for controlling the pneumatic supply to the booster 7 is provided on the upper end side of the body flange portion 11a.
Is formed.

The control valve portion 7a is defined by a control body portion 26 protruding rightward. The control body portion 26 is formed with a control chamber 27 and a pneumatic port 28 that coaxially communicate with the control cylinder 25. The control section 27 of the control piston 24 is provided in the control chamber 27.
However, a poppet valve 30 is slidably accommodated in the pneumatic port 28. Nipple 3 in pneumatic port 28
The nipple 31 is provided with a pneumatic piping 67.
(FIG. 1) is connected and air pressure is always supplied.

Normally, the poppet valve 30 is biased to the left by pneumatic pressure and a poppet spring 32, and closes a communication port 33 that connects the control chamber 27 and the pneumatic port 28. Therefore, the air pressure from the nipple 31 is cut off at the position of the poppet valve 30. However, when hydraulic pressure is supplied from the hydraulic piping 54, the control unit 29 of the control piston 24 pushes the poppet valve 30 to the right to open the communication port 33. When this happens, the air pressure that has entered the control chamber 27 from the communication port 33 is
The cylinder shell 12 enters the above-described cylinder shell 12 through a pneumatic pipe 34 (indicated by a phantom line) communicating with the control chamber 27, and acts on the pneumatic action surface 13a on the left side of the piston plate 13 to push it to the right. Is operated to the dividing side.

Here, the booster 7 can operate the clutch 8 for a predetermined stroke in accordance with the magnitude of the supplied hydraulic pressure. That is, for example, when the hydraulic pressure is increased by a relatively small value, the piston plate 13 is pushed to the right by the above-described pneumatic action, and in conjunction with this, the hydraulic piston 17 is pushed to the right by a predetermined stroke. . Then, the volume of the hydraulic passage 20 increases and the hydraulic pressure in the control hole 23 decreases. When this happens, a balance state occurs in which the poppet valve 30 closes the communication port 33 while the control unit 29 of the control piston 24 presses the poppet valve 30. The control room 27 and the pneumatic piping 3
4, and a predetermined air pressure is maintained in the air pressure introducing chamber 12b on the air pressure acting surface 13a side of the piston plate 13, the piston plate 13 is held at a predetermined stroke position, and the clutch 8 is set at a predetermined half clutch position. Hold.

When the hydraulic pressure is completely released, the control hole 2
3, the control piston 24 is returned to the leftmost home position as shown. In this case, the control unit 29 is separated from the poppet valve 30, and the open port 36 provided inside the control unit 29 communicates with the control room 27 and the like. Then, most of the retained air pressure passes from the open port 36 through the atmospheric pressure port 39 to the atmosphere chamber 1 on the side opposite to the air pressure introduction chamber 12b.
2a, the air pressure that pushed the piston plate 13 to the right by this, this time the return spring 14
In cooperation with, push it to the left side on the opposite side to operate the clutch 8 to the connecting side (left side) B. The remaining air pressure is released to the atmosphere through the breather 37.

In the booster 7, reference numeral 38 denotes a sealing member for separating the cylinder chamber 12a and the hydraulic cylinder 22 from each other in an oil-tight manner, reference numeral 40 denotes an atmospheric pressure port, and reference numeral 41 denotes an air vent for hydraulic oil when loosened. Breeder.

As shown in FIG. 1, the hydraulic pipe 54 includes a shuttle valve, which is a three-way valve, or a double check valve (hereinafter referred to as D.
CV) 69, and two more hydraulic lines 43, 44 extend from the DCV 69, one 43 for the master cylinder 10 and the other 44 for the air master cylinder 4
2 is connected. Especially master cylinder 10 and booster 7
The hydraulic pipes 43 and 54 that connect to each other form a first hydraulic supply passage, and the hydraulic pipes 44 and 54 that connect the air master cylinder 42 and the booster 7 form a second hydraulic supply passage. Then, these hydraulic pressure supply paths are appropriately switched by the DCV 69.

The master cylinder 10 has a normal structure, that is, when the driver operates the clutch pedal 9, the internal piston moves via the push rod 49, thereby supplying and discharging the hydraulic pressure from the hydraulic pressure supply section 53. To do.

FIG. 3 is a vertical sectional view showing the structure of the air master cylinder 42. This is similar to the booster 7 above,
The pneumatic pressure sent from the pneumatic pipe 62 pushes the internal pneumatic piston 45. As a result, the hydraulic piston 46 is pushed through the rod 48, the hydraulic oil in the hydraulic chamber 50 is compressed, and the hydraulic pressure is supplied to the hydraulic pipe 44. Since the pneumatic piston 45 has a larger diameter than the hydraulic piston 46, a boosting effect is exerted. The pneumatic piston 45 is biased toward the return side by the return spring 47, and the inside of the pushing side (right side) chamber of the pneumatic piston 45 is breathed to the outside by the exhaust port 51.

A check valve mechanism 55 is provided between the rod 48 and the hydraulic piston 46, and a rear side (left side) of the hydraulic piston 46 is an oil chamber in which hydraulic oil of normal pressure (about atmospheric pressure) is stored. It is 56. The oil chamber 56 is the oil passage 60.
Is connected to an oil supply nipple 57 that forms an oil supply port. When the hydraulic piston 40 is located at the left side original position as shown in the drawing, the check valve mechanism portion 55 communicates the oil chamber 56 with the hydraulic chamber 50 and sets the working oil in the hydraulic chamber 50 to the normal pressure. On the other hand, when the hydraulic piston 46 is pushed to the right,
The oil chamber 56 and the hydraulic chamber 50 are shut off to allow pressurization of the hydraulic oil in the hydraulic chamber 50.

The refueling nipple 57 is connected to the refueling pipe 5.
9b, and supplies or replenishes the hydraulic oil in the reservoir tank 58 shown in FIG. 1 to the oil passage 60 and the oil chamber 56 through the pipe 59b. Although the volume of the oil chamber 56 changes due to the movement of the hydraulic piston 46, the hydraulic oil is appropriately supplied and discharged in the oil supply nipple 57 in accordance with the change in the volume.

The refueling nipple 57 has a pressing mechanism 71.
And the pressurizing mechanism 71 appropriately pressurizes the hydraulic oil in the oil passage 60 and the oil chamber 56 only when the hydraulic piston 46 is in the original position. The rod 48 is slidably inserted into the seal member 61, and the seal member 61 is press-fitted and fixed to seal the oil chamber 56 and the pneumatic piston 45 pushing side chamber.

As shown in FIG. 1, the reservoir tank 58
Is also connected to the oil supply nipple 10a of the master cylinder 10 via another oil supply pipe 59a. This allows
The reservoir tank 58 is connected to both the master cylinder 10 and the air master cylinder 42, and supplies hydraulic oil to both of them appropriately.

The DCV 69 utilizes the hydraulic pressure difference from the master cylinder 10 and the air master cylinder 42 to
The hydraulic pressure supply path is automatically and mechanically switched.

The structure is as shown in FIG. DCV
69 has a spool-shaped valve body 65 slidable inside the valve body 64. The valve body 64 has a divided structure, that is, the first and second end bodies 64a and 64b are screwed and attached to opposite ends of the central body 64c.

Here, "first" and "a" are members on the master cylinder 10 side on the right side in the figure, and "second" and "b" are members on the air master cylinder 42 side on the left side in the figure, “Third” and “c” indicate the central member between them.

A first hydraulic port 68a is provided on the first end body 64a, and a second hydraulic port 6 is provided on the second end body 64b.
8b are formed coaxially. A hydraulic pipe 43 reaching the master cylinder 10 is connected to the first hydraulic port 68a, and a hydraulic pipe 44 reaching the air master cylinder 42 is connected to the second hydraulic port 68b. The first and second hydraulic ports 68 are provided inside the central body 64c.
A valve accommodating chamber 70 that communicates with a and 68b, and a third hydraulic port 68c that communicates orthogonally to the valve accommodating chamber 70 are defined. The hydraulic pipe 54 leading to the booster 7 is connected to the third hydraulic port 68c. The valve body accommodating chamber 70 has a central bulge portion 70c connected to the third hydraulic port 68c,
The first and second end bodies 6 are provided on both sides of the bulging portion 70c.
First and second bore portions 70 coaxially extending to 4a and 64b
a, 70b.

In particular, the first bore portion 70a is the second bore portion 70.
The valve body 65 is formed to have a diameter larger than that of b and slides on them.
Also in the above, the first sliding portion 65a forming the substantially right half has a larger diameter than the second sliding portion 65b forming the substantially left half.

In the valve body 65, the first and second sliding portions 6
The insides of 5a and 65b each have an independent first and second
The oil passages 74a and 74b are sectioned. The oil passages 74a and 74b are provided with center holes 75a and 75b bored from the opposite side toward the center side and a radial hole 7 penetrating in the radial direction.
6a, 76b.

In the DCV 69, the hydraulic pressure supply passage is switched as follows. The illustrated state is when hydraulic pressure is sent from the master cylinder 10. At this time, the valve body 65 is moved to the left side by hydraulic pressure and the second end body 64 is moved.
abut on b. In this case, the first hydraulic port 68a communicates with the first bore portion 70a, the first oil passage 74a, the bulging portion 70c, and the third hydraulic port 68c, so that the hydraulic pipes 43 and 54 communicate with each other and the master cylinder 10 The hydraulic pressure from actuates the booster 7 to the dividing side A. On the other hand, at this time, since the diameter hole 76b of the second oil passage 74b is closed by the second bore portion 70b, the second and third hydraulic ports 68b, 68 are provided.
The hydraulic pressure does not move due to the interruption between c.

On the other hand, when the oil pressure is sent from the air master cylinder 42, the valve body 65 is moved to the right and is brought into contact with the first end body 64a. This connects the second and third hydraulic ports 68b, 68c, and
The hydraulic port 68a is blocked, the hydraulic pipes 44 and 54 are communicated, and the hydraulic pressure from the air master cylinder 42 is sent to the booster 7 at this time.

If the clutch pedal 9 is operated to operate the master cylinder 10, the manual disengagement of the clutch 8 is achieved. On the other hand, if the air pressure supply to the air master cylinder 42 is controlled, the clutch 8 is automatically disengaged. Is achieved.

This pneumatic pressure supply control is achieved by controlling ON / OFF of the electromagnetic switching valve 78 provided in the pneumatic pipe 62 by the controller 72 incorporated in the computer. Switching valve 78
Means that when it is ON, the upstream side (air tank 5 side) and the downstream side (air master cylinder 42 side) are connected to allow air pressure supply, and when it is OFF, the upstream side is shut off and the downstream side is opened to the atmosphere, The air pressure of the air master cylinder 42 is discharged to the outside. Therefore, when the switching valve 78 is turned on, the hydraulic pressure is supplied from the air master cylinder 42 to disconnect the clutch 8, and when the switching valve 78 is turned off, the hydraulic pressure is returned to the air master cylinder 42 and the clutch 8 is connected. .

As described above, the master cylinder 10, the hydraulic pipes 43 and 54, the DCV 69, the booster 7, the pneumatic supply means 2, and the pneumatic pipes 62, 67 and 34 are operated by the clutch pedal 9 to operate the clutch pedal. 8 constitutes a manual interrupting means for performing manual interrupting.

On the other hand, the pneumatic supply means 2 and the pneumatic pipes 62, 6
7, 34, air master cylinder 42, hydraulic piping 44, 5
The DCV 69, the booster 7, the switching valve 78, and the controller 72 constitute an automatic connecting / disconnecting means for automatically connecting / disconnecting the clutch 8.

The pneumatic pipe 67 is branched at a branch 63 between the air tank 75 and the switching valve 78 of the pneumatic pipe 62 connecting the air tank 5 and the air master cylinder 42. The air tank 75 branches 63, the control valve portion 7a,
Pneumatic piping 62, 67, 34 connecting the pneumatic nipples 15 in order
Form an air pressure supply path to the booster 7.

Further, the controller 72 includes a clutch 8
A clutch stroke sensor 88 provided in the vehicle, an emergency switch 73 for stopping the control when a control trouble occurs, and the like are connected.

The clutch connecting / disconnecting device 1 is adapted to interlock with a transmission (not shown) provided separately therefrom. The transmission is configured to perform automatic shifting, that is, when the shift position is selected by the manual shift lever, the shift signal by the electric switch is transmitted to the controller 7.
2, the actuator (not shown) is operated,
Substantial gear shifting operation is performed instead of the driver's operation.

Next, the operation of the above apparatus will be described.

First, the clutch 8 is included in the outline of automatic shifting.
Automatic intermittent operation will be described. When the driver performs a shift operation, a shift signal is input to the controller 72, and the controller 72 turns on the switching valve 78 accordingly.
Then, the air master cylinder 42 is passed through the pneumatic piping 62.
Pneumatic pressure is supplied to the clutch 8. As a result, the clutch 8 is disengaged as described above. After that, the shift operation of the transmission is completed by the actuator, the switching valve 78 is turned off, the air pressure of the air master cylinder 42 is released to the atmosphere, and the clutch 8 is released.
Perform the connection operation of to complete the shift.

In particular, in the above structure, the clutch 8 is automatically disengaged by operating the air master cylinder 42, which is different from the master cylinder 10, to prevent the generation of negative pressure in the hydraulic passage. doing.

That is, referring to FIG. 2, there is conventionally no air master cylinder 42, and another pneumatic pipe is connected to the pneumatic nipple 15 of the booster 7, and the pneumatic pressure from this pneumatic pipe is used. By the supply control, the piston plate 13 is pushed without operating the master cylinder 10. However, in this case, the hydraulic piston 17 is moved to the right in conjunction with the piston plate 13, so that the volume of the hydraulic cylinder 22 filled with the hydraulic oil is increased, which causes the hydraulic passage 20 and the hydraulic pipe 54 to have a larger volume. Negative pressure is generated in the above (collectively referred to as hydraulic path), air bubbles are mixed in the hydraulic oil, and there arises a problem that accurate manual operation of the clutch 8 becomes difficult.

Therefore, in the present apparatus 1, when the clutch 8 is automatically disengaged, the air master cylinder 42 is operated to pressurize the inside of the hydraulic passage to supply pneumatic pressure to the booster 7. As a result, it is possible to prevent the pressure in the hydraulic passage from becoming negative, and to prevent trouble.

Next, the manual on-off operation of the clutch 8 is performed by depressing or returning the clutch pedal 9 to supply or discharge the hydraulic pressure from the master cylinder 10 and operate the booster 7 as described above. Here, the switching valve 78 is turned off and the air master cylinder 42 is not operated. Also at this time, since the inside of the hydraulic passage is pressurized, the negative pressure does not occur.

In this way, the automatic and manual engagement / disengagement of the clutch 8 is achieved. With this configuration, the above-mentioned conventional problems are solved as follows.

That is, referring to FIG. 5, conventionally, the valve element c has a constant diameter, and there is no priority relationship in the moving direction of the valve element c.
Therefore, when a control trouble of the air master cylinder, that is, a failure or failure of the control system occurs, the hydraulic pressure from the malfunctioning air master cylinder is transmitted as it is, and there is a problem that an accurate clutch on-off operation cannot be performed.

Therefore, in the DCV 69 of the present apparatus 1, as shown in FIG. 4, the first sliding portion 65a (on the master cylinder 10 side) of the valve body 65 has a large diameter and the second sliding portion 65b (air). The master cylinder 42 side) has a small diameter, and a priority relation is given to the moving direction of the valve body 65 so that the hydraulic pressure from the master cylinder 10 is preferentially sent to achieve the priority manual operation at the time of control trouble.

That is, according to the structure of the valve body 65, the pressure receiving surface that receives the hydraulic pressure from the master cylinder 10 is the end surface 77a of the first sliding portion 65a and the end surface 79a of the center hole 75a.
Similarly, the pressure receiving surface that receives the hydraulic pressure from the air master cylinder 42 is also the end surface 77b of the second sliding portion 65b and the tip surface 79b of the center hole 75b. In these comparisons, although the areas of the tip surfaces 79a and 79b of the center holes 75a and 75b are equal to each other, the end surface 77a of the first sliding portion 65a has a larger area than the end surface 77b of the second sliding portion 65b. Even when the hydraulic pressure is applied, the valve body 65 is positively moved toward the air master cylinder 42 side.

Therefore, from this fact, the air master cylinder 42 gives irregular and unexpected hydraulic pressure due to malfunction,
Alternatively, even when the supply of hydraulic pressure is not stopped, manual disengagement of the clutch 8 can be immediately and preferentially performed by depressing the clutch pedal 9. After this, the automatic operation is stopped by the emergency switch 73, and the clutch can be engaged / disengaged only by the manual operation.

In this way, the backup at the time of control trouble is compensated by such a configuration, the safety and reliability are enhanced by the addition of the fail-safe function, and if necessary,
This is convenient because it is also possible to intentionally shift to manual operation during automatic operation.

Although the preferred embodiments of the present invention have been described above, the present invention can be implemented in various forms other than the above-mentioned forms.

[0058]

The present invention exhibits the following excellent effects.

(1) Even when a clutch control trouble occurs, the manual operation can be executed prior to the automatic operation, and the reliability is improved.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a clutch connecting / disconnecting device according to the present invention.

FIG. 2 is a vertical sectional view showing a booster.

FIG. 3 is a vertical sectional view showing an air master cylinder.

FIG. 4 is a vertical sectional view showing a three-way valve.

FIG. 5 is a vertical sectional view showing a conventional three-way valve.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Clutch connecting / disconnecting device 7 Booster device 7a Control valve section (hydraulic actuated valve) 8 Clutch 9 Clutch pedal 10 Master cylinder 34, 62, 67 Pneumatic piping (pneumatic supply path) 42 Air master cylinder 43, 44, 54 Hydraulic piping (Hydraulic supply path) 65 Valve body 69 Double check valve (three-way valve) 72 Controller 77a, 77b End surface (pressure receiving surface) 79a, 79b Tip surface (pressure receiving surface)

Claims (1)

[Claims] 1. A booster device that divides and operates a clutch by supplying air pressure, a hydraulically actuated valve that opens and closes an air pressure supply path to the booster device, and a hydraulically actuated valve that operates in conjunction with clutch pedal operation. A master cylinder that supplies oil pressure, an air master cylinder that supplies air pressure to the hydraulically actuated valve by introducing air pressure by air pressure supply control by a controller, and a hydraulic pressure difference between the master cylinder and the air master cylinder. A three-way valve that moves a valve body to move a first hydraulic pressure supply path from the master cylinder to the hydraulically operated valve and a second hydraulic pressure supply path from the air master cylinder to the hydraulically operated valve. The pressure receiving surface of the valve body that receives the hydraulic pressure from each master cylinder includes a three-way valve in which the master cylinder side is larger than the air master cylinder side. Clutch discontinuity device to collect.