JPH1163016A - Clutch control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the operation responsiveness of a clutch operating device by supplying/exhausting air to/from a pressure room in a power cylinder via pilot electromagnetic valves which control the supply/exhaust of air with the operation of a solenoid operating part to switch a main valve. SOLUTION: Air in an air tank 46 is supplied via a double check valve 70 to a pressure room 12 in a power cylinder 2 for a clutch operating device and the air in the pressure room 12 is exhausted through an atmospheric pressure room 14 in the power cylinder 2. An air flow passage among the air tank 46, the pressure room 12 and the atmospheric pressure room 14 is switched by three pilot electromagnetic valves 102, etc. The first electromagnetic valve 102 is switched between a position, where the air tank 46 is connected to the pressure room 12, and a position, where the pressure room 12 is connected via an orifice to the atmospheric pressure room 14. The second electromagnetic valve shuts off communication between the pressure room 12 and the atmospheric pressure room 14. The third electromagnetic valve shuts off communication between the air tank 46 and the first electromagnetic valve 102. Three electromagnetic valves, etc., are stored in one housing 100, to which the double check valve 70 is fixed and integrally mounted on a car body.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch control system, and more particularly, to a fully automatic type or a fully automatic type in which a clutch is operated by supplying air to and exhausting from a power cylinder pressure chamber of a clutch operating device via an electromagnetic switching valve. The present invention relates to a semi-automatic clutch control system.

[0002]

2. Description of the Related Art First, the structure of a general clutch control system will be briefly described. FIG. 9 shows an example of a semi-automatic clutch control system.
The clutch operating device 1 of this clutch control system includes a power cylinder 2 and a hydraulic cylinder 4
And a control valve 6.

The power cylinder 2 has a power piston 10 slidably fitted in a cylinder shell 8. The power piston 10 partitions the inside of the cylinder shell 8 into a pressure chamber 12 and an atmospheric pressure chamber 14. doing. A piston rod 16 is fixed to the shaft center of the power piston 10 and moves forward and backward integrally.

[0004] The hydraulic cylinder 4 is provided in a cylinder body 20 formed in a main housing 18 for closing an opening of the cylinder shell 8. The free piston 2 is inserted into the cylinder hole 20a of the cylinder body 20.
2 and a hydraulic piston 24 are slidably disposed. The free piston 22 and the hydraulic piston 24 form a hydraulic chamber 26 inside the cylinder hole 20a.
It is partitioned into an intermediate chamber 28 and an atmosphere chamber 30. A spring 23 is provided between the free piston 22 and the hydraulic piston 24 so that the two pistons 22, 24
Are urged in opposite directions.

[0005] The control valve 6 is provided in a valve hole 31 formed in the main housing 18 and the valve housing 29. A valve lifter 32 is slidably fitted in the valve hole 31. The valve lifter 32 divides the inside of the valve hole 31 into a hydraulic pressure chamber 34, an exhaust chamber 35, and a variable pressure chamber 36, and is constantly urged toward the hydraulic pressure chamber 34 by a spring 37 disposed in the variable pressure chamber 36. I have. A passage 32 is provided in the valve lifter 32.
a, one end of the internal passage 32a is opened at the tip of the valve lifter 32 on the side of the variable pressure chamber 36, the other end is opened in the exhaust chamber 35, and is open to the atmosphere via the exhaust port 38. . The valve housing 2 of the valve hole 31
On the 9th side, a valve body 40 is arranged. The valve body 40 faces the valve lifter 32, and is urged by a spring 42 to be seated on a valve seat 44 when the control valve 6 is not operated. When the valve element 40 is seated on the valve seat 44, the connection between the variable pressure chamber 36 and the compressed air supply port 50 connected to the air tank 46 via the pipe 48 is shut off.

The hydraulic chamber 34 of the control valve 6 communicates with the hydraulic chamber 26 of the hydraulic cylinder 4 through a passage 52 formed in the main housing 18, and the hydraulic chamber 26 of the hydraulic cylinder 4 A passage 54 formed in 18 communicates with an inlet port 56.

The piston rod 16 of the power piston 10 penetrates a guide block 58 fitted in the cylinder hole 20a, further penetrates the free piston 22, and contacts one end face of the hydraulic piston 24. . In addition, the atmospheric chamber 3 of the hydraulic piston 24
A push rod 60 for clutch operation is provided on the end face on the zero side.
Is in contact. The other end of the push rod 60 (FIG. 9)
Is connected to a clutch outer lever (not shown). This push rod 60 is a first part (output rod of the clutch operating device) in the cylinder body 20.
62, and a second portion (a coupling member of the clutch outer lever) 64 protruding out of the cylinder body 20. A male screw 64a of the second portion 64 is screwed into a screw hole 66a of the adapter 66, and the adapter 66 is By rotating, the total length can be adjusted.

The compressed air supply port 50 of the control valve 6 is connected to the air tank 46 via a pipe 48, and the variable pressure chamber 36 is connected to one inlet port 70 a of the double check valve 70 via a pipe 68. It is connected. The other inlet port 70b of the double check valve 70 is connected to the air tank 46 via a pipe 72, an electromagnetic switching valve 74, and a pipe 76.
The outlet port 70c of the double check valve 70 is connected to the pressure chamber 12 of the power cylinder 2 via a pipe 78.

Further, an inlet port 56 of the main housing 18 is connected to an output pressure chamber 84a of a master cylinder 84 operated by a clutch pedal 82 via a pipe 80.

The electromagnetic switching valve 74 is controlled by a controller 77. At one position (non-operating position) of the electromagnetic switching valve 74, the pressure chamber 12 of the power cylinder 2 and the atmospheric pressure chamber 14 Is connected to the pipe 78, the double check valve 70 and the pipe 72 via the pipe 75 and the exhaust inlet 18a of the main housing 18, and when the operating position is switched, the pressure chamber 12 of the power cylinder 4 is enlarged. While shutting off from the air pressure chamber 14,
6 to an air tank 46.

The semi-automatic clutch operating device operates as follows. In the case of manual operation, when the clutch pedal 82 is depressed, the liquid in the output pressure chamber 84a of the master cylinder 84 is fed from the inlet port 56 to the hydraulic chamber 26 of the hydraulic cylinder 4 through the passage 54,
Further, it is sent to the hydraulic chamber 34 of the control valve 6 via the passage 52. Accordingly, the free piston 22 is moved rightward in FIG. 9 and the valve lifter 32 is pushed rightward in FIG.

When the valve lifter 32 operates, the tip of the valve lifter 32 abuts on the valve body 40 and the internal passage 32
a is closed and moves further to push the valve body 40 open. When the valve body 40 separates from the valve seat 44, the compressed air supply port 50 and the variable pressure chamber 36 communicate. Then, the air tank 4
The compressed air of No. 6 is supplied from the variable pressure chamber 36 to the pressure chamber 12 of the power cylinder 2 via the double check valve 70. The compressed air supplied to the pressure chamber 12 moves the power piston 10 rightward in FIG. When the power piston 10 moves forward, the piston rod 16 and the hydraulic piston 24 move to the right in the drawing,
The clutch operating push rod 60 is advanced. As the push rod 60 for clutch operation advances, a clutch outer lever (not shown) operates to disengage the clutch.

When the pedaling force of the clutch pedal 82 is released,
As the pressure in the hydraulic chamber 34 decreases, the valve lifter 32 returns to the state shown in FIG. Then, the internal passage 32a of the valve lifter 32 is opened, and the transformation chamber 36 is opened.
Is released from the exhaust chamber 35 and the exhaust port 38 to the atmosphere via the passage 32a, and releases the air in the pressure chamber 12 of the power cylinder 2 to the double check valve 70 and the control valve 6.
Is discharged to the atmosphere through the transformation chamber 36 of the above. Then, the power piston 10, the piston rod 16, the hydraulic piston 24, and the push rod 60 return to the state shown in FIG. 9, and the clutch outer lever returns to take over the clutch.

When the clutch is automatically operated, the controller 77 controls the electromagnetic switching valve 74 to operate.
And the air tank 46 is connected to the pressure chamber 12 of the power cylinder 2 via the electromagnetic switching valve 74 and the double check valve 70, and the compressed air of the air tank 46 is supplied to the pressure chamber 12 of the power cylinder 2 to change the power piston 10. The clutch is disengaged by operating the clutch outer lever with the push rod 60 for operating the clutch in the same manner as in the manual operation. When the electromagnetic switching valve 74 is reversed by the controller 77, the pressure chamber 12 of the power cylinder 2 is connected to the atmospheric pressure chamber 14 via the double check valve 70, the electromagnetic switching valve 74, the pipe 75 and the exhaust port 18a. The air in the pressure chamber 12 is discharged from the exhaust port 38 through the atmospheric pressure chamber 14, the exhaust passage 79 in the main housing 18, and the like, and the push rod 60 for operating the clutch returns to connect the clutch.

[0015]

As described above, when the clutch is automatically operated by a fully automatic clutch control system or a semi-automatic clutch control system, the supply and discharge of air to and from the power cylinder pressure chamber of the clutch operating device are not performed. , Via an electromagnetic switching valve,
Electromagnetic switching valves commonly used in these systems have been direct-acting or proportional. Therefore, since air is supplied to and discharged from the pressure chamber of the power cylinder through the valve passage inside the electromagnetic switching valve, the flow rate cannot be increased, and there is a problem in the operation responsiveness of the clutch operating device. Was. Further, if the valve passage is enlarged to improve the response, the coil of the solenoid valve becomes large, and the whole solenoid valve becomes large, which is not preferable.

The present invention has been made to solve the above-mentioned problems, and has as its object to provide a clutch control system including an electromagnetic switching valve having good operation response.

Further, in the above-mentioned semi-automatic clutch control system, when supplying air to the pressure chamber of the power cylinder through a double check valve or exhausting from the pressure chamber, control is performed by one electromagnetic switching valve. I was Systems for supplying and exhausting air with one electromagnetic switching valve in this manner have been widely known (Japanese Patent Application Laid-Open Nos. 7-16039, 7-98027, and 8).
-61395). In addition, those using electromagnetic switching valves for air supply and exhaust (Japanese Utility Model Laid-Open No. 4-7362),
Alternatively, a single electromagnetic switching valve is used to supply and exhaust air by operating a relay valve (Japanese Patent Laid-Open No. Hei 7-293589).
Etc. are already known.

By the way, in the clutch operating device, when starting the vehicle, it is necessary to connect the clutch slowly in order to prevent a shock, and it is preferable to connect the clutch faster during running than when starting. It has been difficult to perform such clutch control with a single electromagnetic switching valve.

Therefore, when the clutch is connected, the exhaust of air from the power cylinder pressure chamber is delayed so that a gradual connection electromagnetic switching valve for slowly connecting the clutch and the air is rapidly discharged from the power cylinder pressure chamber. A clutch control system using two solenoid-operated directional control valves for quick connection of a clutch has already been proposed.

A clutch control system using such two electromagnetic switching valves will be described with reference to FIG. Parts other than the solenoid valve will be described with reference to the configuration of FIG. In the example shown in FIG. 10, a first solenoid valve 86 and a second solenoid valve 88 are provided, and the first solenoid valve 86 supplies the air in the air tank 46 to the pressure chamber of the power cylinder 2 via the double check valve 70. 12 and a position where the air in the pressure chamber 12 is discharged to the atmospheric pressure chamber 14 through the orifice 87. Further, the second solenoid valve 88 cuts off the communication between the pressure chamber 12 and the atmospheric pressure chamber 14, and at the position where the two chambers 12, 14 communicate, the air from the pressure chamber 12 is quickly discharged to quickly release the clutch. To connect. The third solenoid valve 90 is a safety valve for preventing air from being supplied to the power cylinder 2 and disengaging the clutch when the first solenoid valve 86 fails. 86 and the communication is interrupted.

The first solenoid valve 86 has a first port 86a.
Is connected to the air tank 46 via the pipe 91, the third solenoid valve 90 and the pipe 76, and the second port 86b is connected to the power cylinder 2 via the pipe 72 and the double check valve 70.
And the third port 86c is connected to the atmospheric pressure chamber 14 of the power cylinder 2 through the orifice 87 and the pipe 75. When the first solenoid valve 86 is off (the state shown in FIG. 10), the pressure chamber 12 of the power cylinder 2 is shut off from the air tank 46 side and communicates with the atmospheric pressure chamber 14; It is disconnected from the atmospheric pressure chamber 14 and connected to the air tank 46. In addition,
The third solenoid valve 90 has a first port 90a connected to the air tank 46 via a pipe 76 and a second port 90b connected to the first solenoid valve 8.
6, the first port 86a and the third port 90c are sealed. In the off state shown in FIG. 10, the air tank 46 and the first solenoid valve 86 are shut off. The valve 86 is connected.

In the second solenoid valve 88, the first port 88a joins the double check valve 70 via the pipe 92, and the second port 88b joins the downstream side of the orifice 87 of the first solenoid valve 86, and the atmospheric pressure chamber 14 and the third port 88c is sealed. When the second solenoid valve 88 is in the OFF state shown in FIG. 10, the pressure chamber 12 and the atmospheric pressure chamber 14 of the power cylinder 2 are shut off. When the second electromagnetic valve 88 is turned ON, the pressure chamber 12 and the atmospheric pressure chamber 14 are connected. Then, the air in the pressure chamber 12 is
It discharges more rapidly than when discharging from the solenoid valve 86.

As described above, the two electromagnetic switching valves 86, 88
In the clutch control system using (three electromagnetic switching valves including the safety valve 90), when the clutch is disengaged, the first solenoid valve 86 and the third solenoid valve 90 are turned on to release the air in the air tank 46 from the power cylinder 2 To the pressure chamber 12 to operate the clutch operating device 1. When the clutch is slowly connected, all the electromagnetic switching valves 86, 88 and 90 are turned off as shown in FIG. Then, the air in the pressure chamber 12 is discharged from the double check valve 70 to the atmospheric pressure chamber 14 through the orifice 87 of the first solenoid valve 86, so that the clutch operating device 1 slowly returns to the non-operating state and connects the clutch. I do.

Also, at the time of sudden connection, the second electromagnetic switching valve 88
Just turn on. Then, the air in the pressure chamber 12 is discharged from the double check valve 70 through the orifice 87 of the first electromagnetic switching valve 86 to the atmospheric pressure chamber 14, and
It is discharged to the atmospheric pressure chamber 14 through the second electromagnetic switching valve 88,
The clutch is quickly connected.

In the conventional configuration using two or three electromagnetic switching valves 86, 88, 90 as described above, these electromagnetic switching valves, double check valve 70, etc. are arranged separately from clutch operating device 1. Therefore, there is a problem that the mounting properties are poor such as individually requiring a mounting bracket. In addition, there is another problem that responsiveness is not good because the air piping connecting the components is long.

Accordingly, a second object of the present invention is to provide a clutch control system provided with an electromagnetic switching valve having excellent mountability to a vehicle.

[0027]

A clutch control system according to the present invention switches a flow path by operating an electromagnetic valve, supplies and exhausts air to and from a pressure chamber of a power cylinder of a clutch operating device, and operates the clutch operating device. In particular, air is supplied to the pressure chamber of the power cylinder through a pilot-type solenoid valve that controls the supply and exhaust of air by operating a solenoid operating section and switches a main valve. It is designed to supply and discharge.

Further, the clutch control system according to the second aspect of the present invention provides a first solenoid valve having an orifice provided in an exhaust-side passage, which can cut off communication between an air tank and a power cylinder pressure chamber; Three pilot-type solenoid valves, a second solenoid valve capable of opening the chamber to the atmosphere, and a third solenoid valve for shutting off communication between the air tank and the first solenoid valve, are housed in one housing; A double check valve provided in a passage between the first solenoid valve and the power cylinder pressure chamber is attached to the housing and integrated.

[0029]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to an embodiment shown in the drawings. FIG. 1 is a front view showing an entire clutch control system according to an embodiment of the present invention,
FIGS. 2 to 5 show solenoid valves for supplying and discharging air to and from the pressure chamber 12 of the power cylinder 2 of the clutch operating device 1 provided in the clutch control system. FIG. 2 shows three solenoid valves. FIG. 3 is a front view of the solenoid valve assembly in which the valves 102, 104, and 106 are accommodated in one housing 100, FIG.
FIG. 5 shows three solenoid valves 102, 104, and 10.
6 is a longitudinal sectional view of a first solenoid valve 102 of FIG. In addition,
In the following description, the same parts as those in the configuration of FIG.

The solenoid valves 102, 10 used in this example
4 and 106 are of a pilot type. The configuration of the first solenoid valve 102 will be described.
The main valve section 108 for switching the flow path of the air supplied to and discharged from the power cylinder 2 is provided.
Is a solenoid operation unit 112 that operates the valve piston 110 of FIG. The main valve unit 108 is connected to the housing 1
The valve piston 110 is slidably fitted in the valve hole 101 of the valve piston 110 and urged toward the solenoid operating portion 112 by a spring 114.
And a valve 120 that is arranged to face the valve seat 118 and is urged by a spring 116 to be seated on the valve seat 118.

Inside the valve piston 110, there is formed an air passage 110a composed of an axial passage and a radial passage. One end of the air passage 110a is connected to the valve 1
The valve piston 110 has an opening at an end on the side thereof, and the other end opens into an annular groove 110b formed on the outer periphery of the valve piston 110. A chamber 122 on the spring 114 side of the valve piston 110
Is connected to the double check valve 70 through the passage 100b.
To the pressure chamber 12 of the power cylinder 2, and the outer peripheral annular groove 110 b of the valve piston 110
0c is connected to the atmospheric pressure chamber 14 of the power cylinder 2. An orifice 10 is provided in the passage to the atmospheric pressure chamber 14.
7 are provided (see FIG. 6). Also, the valve 120
The third solenoid valve 1 is connected to the inside of the chamber 124 through the passage 100a.
06 and the air tank 46.

The valve piston 110 moves forward and backward by introducing or discharging air into a working pressure chamber 126 formed on the bottom surface thereof. Room 1
The introduction and discharge of air to and from the air conditioner 26 are controlled. The solenoid operating section 112 is provided with an upper valve 130 and a lower valve 132 which are opened and closed by the operation of the plunger 128. When the plunger 128 is at the upper non-operating position as shown in FIG. Close the working pressure chamber 126 to open the passage 100 from the air tank 46.
In addition, the lower valve 132 is opened to open the working pressure chamber 126 to the atmosphere via the exhaust passage 134. In this state, the valve piston 110 is
In the inoperative position shown in the figure. When the plunger 128 is pulled downward in FIG. 5 by the excitation of the solenoid, the lower valve 132 is closed and the operating pressure chamber 12 is closed.
6 from the exhaust passage 134 and the upper valve 1
30 is opened to connect the working pressure chamber 126 to the air tank 46. When air from the air tank 46 is introduced into the working pressure chamber 126, the valve piston 110 moves upward in FIG. 5 and pushes up the valve 120 to separate from the valve seat 118.

The second solenoid valve 104 and the third solenoid valve 106
Has a configuration similar to that of the first solenoid valve 102, so the specific configuration is not shown. However, as shown in FIG. 6, the main valves 104b and 106b are switched by the operation of the solenoid operation units 104a and 106a, respectively. The air passage is opened and closed. The second solenoid valve 104 shuts off the pressure chamber 12 and the atmospheric pressure chamber 14 of the power cylinder 2 when the main valve portion 104b is in an off state, and operates the solenoid. When the main valve 104b is turned on by the operation of the portion 104a, the pressure chamber 12 and the atmospheric pressure chamber 14
And communicate with. In the third solenoid valve 106, when the main valve 106b is off as shown in the drawing, the air tank 4
6 and the first solenoid valve 102 are shut off, and the solenoid operating unit 1
When the main valve 106b is turned on by the operation of 06a, the air tank 46 is connected to the first solenoid valve 102.

The three pilot solenoid valves 102, 1
The operation of 04 and 106 will be described. When the clutch operating device 1 is in a non-operating state, the first to third solenoid valves 10
2, 104, 106 solenoid operation units 112, 10
As shown in FIG. 6, the main valve portions 108, 104b, and 106b do not operate and are in the OFF position because the exhaust passages 134 (others are not shown) are opened without energizing the 4a and 106b. is there. Therefore, the third solenoid valve 106 shuts off the air tank 46 and the first solenoid valve 102 and the first solenoid valve 10
2, a pressure chamber 12 of the power cylinder 2 is connected to a double check valve 70, a passage 100b inside the housing 100,
The air passage 110 a in the valve piston 110, the passage 100 c in the housing 100, and the orifice 107 communicate with the atmospheric pressure chamber 14 of the power cylinder 2 through the second passage.
The electromagnetic valve 104 shuts off the double check valve 70 on the pressure chamber 12 side and the atmospheric pressure chamber 14.

When the clutch operating device 1 is operated to disengage the clutch, as shown in FIG.
Is turned on to connect the air tank 46 and the first solenoid valve 102, and the first solenoid valve 102 is also turned on. The operation of the first solenoid valve 102 will be described with reference to FIG.
When the solenoid operating portion 112 of the solenoid valve 102 is energized, the plunger 128 moves downward to close the lower valve 132 to the exhaust passage 134 and open the upper valve 130 to connect the air tank 46 to the working pressure chamber 126.
The air pressure introduced into the working pressure chamber 126 causes the valve piston 110 to move upward. First, the tip of the valve piston 110 comes into close contact with the valve 120, closes the air passage 110a in the valve piston 110, and further rises. The valve 120 is pushed up and is separated from the valve seat 118.
When the air passage 110a in the valve piston 110 is closed and the valve 120 is opened, the pressure chamber 12 of the power cylinder 2 is shut off from the atmospheric pressure chamber 14 and the air tank 4
6, and air is supplied to operate the clutch operating device 1 to disengage the clutch.

When the clutch is disconnected and then reconnected, for example, when the clutch is slowly connected when the vehicle starts, the first solenoid valve 102 and the third solenoid valve 106 are on and the second solenoid valve 104 is off. From the state of FIG.
As shown in FIG. 6, the first and third solenoid valves 102, 10
6 is also turned off. When the current of the solenoid operating portion 112 of the first solenoid valve 102 is cut off and the plunger 128 returns to the state shown in FIG.
00d and is connected to the exhaust passage 134,
The valve piston 110 is moved by a spring 114 as shown in FIG.
Is returned to below. When the valve piston 110 returns, the valve 120 also returns.
8 to cut off the communication between the air tank 46 and the pressure chamber 12 of the power cylinder 2,
Is further lowered to open the internal air passage 110a, and the pressure chamber 12 and the atmospheric pressure chamber 14 of the power cylinder 2 communicate with each other. At this time, since the second solenoid valve 104 remains off, the pressure chamber 12 passing through the second solenoid valve 104 and the atmospheric pressure chamber 1
4 is blocked. Therefore, the air discharged from the pressure chamber 12 of the power cylinder 2 only passes through the orifice 107 of the first solenoid valve 102, so that the air is gradually discharged, and the push rod 60 of the clutch operating device 1 is also returned slowly. Are loosely connected.

When the clutch is immediately connected after the clutch is disengaged as shown in FIG. 7, the first and third solenoid valves 102 and 106 are turned off and the second The solenoid valve 104 is turned on. In this state, since the first solenoid valve 102 is in the state shown in FIG. 5, the air in the pressure chamber 12 of the power cylinder 2
Atmospheric pressure chamber 14 passes through orifice 107 of solenoid valve 102
Is discharged to Further, since the second solenoid valve 104 is turned on, the double check valve 70 is removed from the pressure chamber 12.
The air discharged through the second solenoid valve 104
Is discharged to the atmospheric pressure chamber 114 via the The flow path passing through the second solenoid valve 104 can discharge air at a larger flow rate than the flow path of the first solenoid valve 102 having the orifice 107, so that the clutch operating device 1 can be returned quickly, and the clutch can be disengaged. Can be connected quickly.

As described above, in the present embodiment, the pilot type solenoid valves 102, 1 are replaced with a conventional direct acting type solenoid valve or the like.
Since the coils 04 and 106 are used, a large flow path area can be secured without increasing the size of the solenoid coil and the like, and the responsiveness of the operation of the clutch operating device 1 can be improved.

Further, in this embodiment, the three solenoid valves 102, 104, and 106 are housed in one housing 100, and a double check valve 7
0 are attached, and these three solenoid valves 102, 104,
106 and the double check valve 70 as a unit,
Attached to the vehicle body, clutch operating device 1 and air tank 4
6 and the like via piping. Therefore, the mountability to the vehicle is improved. Also, the number of components such as piping and mounting brackets can be reduced.

In the above embodiment, a semi-automatic clutch control system has been described. However, it is needless to say that the present invention can be applied to a fully automatic clutch control system. In the case of a fully automatic type, a double check valve is not required.

[0041]

As described above, according to the present invention, the flow path is switched by the operation of the solenoid valve, air is supplied to and discharged from the pressure chamber of the power cylinder of the clutch operating device, and the clutch operating device is operated. In a clutch control system for connecting and disconnecting a clutch, the operation of a solenoid operating unit controls the supply and exhaust of air to supply and exhaust air to and from a pressure chamber of the power cylinder via a pilot-type solenoid valve that switches a main valve. With this configuration, a large flow path can be secured without increasing the size of the solenoid valve, and the operation responsiveness of the clutch operating device can be improved.

According to the clutch control system of the second aspect of the present invention, the communication between the air tank and the power cylinder pressure chamber can be cut off, and the first solenoid valve having an orifice in the exhaust side passage is provided with The three solenoid valves of a second solenoid valve capable of opening a cylinder pressure chamber to the atmosphere and a third solenoid valve for shutting off communication between an air tank and the first solenoid valve are housed in one housing. In addition, by attaching a double check valve provided in a passage between the first solenoid valve and the power cylinder pressure chamber to the housing, the mountability to a vehicle body can be improved. Members such as brackets and piping can be reduced.

[Brief description of the drawings]

FIG. 1 is a front view of a clutch control system according to one embodiment of the present invention.

FIG. 2 is a front view of a solenoid valve assembly used in the clutch control system.

FIG. 3 is a view as seen in the direction of arrow III in FIG. 2;

FIG. 4 is a view taken in the direction of arrow IV in FIG. 2;

FIG. 5 is a longitudinal sectional view of a first solenoid valve.

FIG. 6 is a schematic circuit diagram of a clutch control system using three solenoid valves.

FIG. 7 shows a different operating state of FIG. 6;

FIG. 8 is a view showing still another operation state of FIG. 6;

FIG. 9 is a sectional view of a clutch operating device of a general clutch control system.

FIG. 10 is a diagram illustrating a configuration of three solenoid valves used in a conventional clutch control system.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Clutch operating device 2 Power cylinder 12 Pressure chamber 46 Air tank 70 Double check valve 100 Housing 102 Solenoid valve 104 Solenoid valve 106 Solenoid valve 107 Orifice 108 Main valve 112 Solenoid operation part

Claims (2)

[Claims] 1. A clutch control system for switching a flow path by operating an electromagnetic valve, supplying and discharging air to and from a pressure chamber of a power cylinder of a clutch operating device, and connecting and disconnecting a clutch by operating the clutch operating device. A clutch control system for supplying and discharging air to and from a pressure chamber of the power cylinder via a pilot-type solenoid valve that controls supply and discharge of air by operating a solenoid operating unit and switches a main valve. 2. A first solenoid valve capable of shutting off communication between an air tank and a power cylinder pressure chamber and having an orifice in an exhaust side passage, and a second solenoid valve capable of opening the power cylinder pressure chamber to the atmosphere. And the air tank and the first
The three pilot-type solenoid valves of the third solenoid valve that shuts off the communication with the solenoid valve are housed in one housing, and
The clutch control system according to claim 1, wherein a double check valve provided in a passage between the first solenoid valve and the power cylinder pressure chamber is attached to the housing.