JPS5850114Y2 - clutch booster - Google Patents

Description

[Detailed description of the invention] The present invention relates to a clutch booster for a vehicle, and in particular to a clutch booster that can prevent unsmooth latch engagement (shudder) due to torsional vibration during clutch operation. be.

When transmitting the rotational power of the engine to the transmission to start the vehicle, the clutch is supported by torsional vibrations in the drive system during the period when the pair of friction clutch plates are in complete frictional engagement. The vehicle body parts, especially the floor of the driver's cabin, may resonate and shake significantly up and down.

In such a case, the foot of the driver operating the clutch also vibrates, and this vibration acts on the clutch pedal as an operation input against the driver's will.

On the other hand, the conventional clutch booster has a sensitive response and operates according to the input fluctuation of 10H2, so if the fluctuation of the operation input due to the vibration is about 3Hz, the clutch booster will respond accordingly. Therefore, the clutch is repeatedly engaged and disengaged, which abnormally increases vibrations in the driver's cab, which not only causes discomfort to the driver and passengers, but also sometimes makes it impossible to operate the vehicle.

In this way, even if the driver is shaken up and down, the present invention
The present invention proposes a clutch booster in which the clutch is smoothly engaged without repeating engagement and disengagement.

First, the configuration of the present invention will be explained based on illustrated embodiments.

As shown in FIG. 1, the clutch booster includes a main body 21 having an elongated passage 18 extending in the vertical direction, a hydraulic cylinder device 53 connected to the upper end of the main body 21, and a hydraulic cylinder device 53 driven by the hydraulic cylinder device. The main body 21 includes a pneumatic control valve 60, a pneumatic cylinder device 61 connected in series to the lower end of the main body 21, and a hydraulic cylinder device 34.

Pressure fluid is supplied to the passage 18 from an inlet passage 14 of a pipe joint 120 rotatably connected to the lower end of the main body 21 with a plug 13, and the upper end of the passage 18 is closed with an air vent plug 22.

The hydraulic cylinder device 53 fits and supports a cylinder 20 connected to the passage 18 at the upper end of the main body 21, and a piston 19 is connected to the cylinder 20.
The range of motion of the piston 19 is restricted by a retaining ring 3 that is secured to the right end of the cylinder 20.

The rod 2 is connected to the piston 19, and thereby a pneumatic control valve 60, which will be described later, is operated.

The pneumatic cylinder device 61 has a cylinder 15 with a closed left end externally fitted and fixed to a cylindrical 72-inch on the left side of the flat end of the main body 21, and a piston 32 fitted inside to open the pressure chamber 30.
and an atmospheric chamber 33.

A seal ring 16 for sealing the sliding portion is held on the piston 32 via a leaf spring 31, and these are connected to each other by bolts 36 and nuts 42.

A rod 35 is coupled to the bolt 36, traverses the main body 21, and abuts against a piston 39, which will be described later.

The piston 36 is normally pressed against the end wall of the cylinder 15 by a spring 37 interposed between the main body 21 and the piston 32.

A pressure control valve 60 is connected to the pressure chamber 30 via a conduit 1T.
Pressurized air is supplied from the piston 32 to operate the piston 32.

The rod 35 is slidably supported by the main body 21, and a dust seal 38 and a seal member 11 are attached to this sliding portion, so that the space between the atmospheric chamber 33 and the passage 18 is sealed.

The hydraulic cylinder device 34 has a cylinder 10 facing the aforementioned cylinder 15 and threadedly supported on the main body 21 concentrically, and a piston 39 fitted inside the main body 21.
A rod 9 that abuts against the cylinder 10 is projected from the cylinder 10 to the outside and is connected to a known clutch, and a dustproof boot 8 is provided between the rod 9 and the outer end of the cylinder 10.
are combined to prevent dust from entering the sliding portion of the piston 39.

The air pressure control valve 60 is constructed as shown in FIG.

That is, on the right end side of the main body 21 that fits and supports the cylinder 20, there is an atmospheric chamber 4 that communicates with the atmosphere via an air purifier 47.
is configured, and the diaphragm 23 is further connected via the partition wall 48.
A reaction force chamber 50 and a pressure chamber 40 are separated from each other by
A valve 6 is fixedly supported on the diaphragm 23 and is operated by the piston 190 and rod 2 described above.

The diaphragm 23 abuts the end wall of the main body 21 forming the reaction force chamber 50 and the housing 2 forming the pressure chamber 40.
6 and are connected by bolts 24.

The housing 26 is provided with a partition wall 52 that defines the pressure chamber 40 , and a conduit fitting 28 having an inlet passage 29 is connected to the right end of the partition wall 52 .

A through hole 51 is provided in the partition wall 52, and a valve 7 for opening and closing the through hole 51 is pressed against the right side wall of the partition wall 52 by the force of a spring 27 interposed between it and the joint 28. There is.

The valve 6 includes a stem 6d that protrudes from the pressure chamber 40 into the through hole 51, and a stem 6c that protrudes from the reaction chamber 50 into the atmospheric chamber 4 through the through hole 62 of the partition wall 48. A passage 6b connecting the pressure chamber 40 and the reaction force chamber 50 inside the
6a.

The stem 6d is normally separated from the valve 7 by a spring 25 interposed between the diaphragm 23 and the partition wall 52.

The tip of the rod 2 described above is connected to the stem 6c, and a valve 45 is slidably supported on the rod 2, and the valve 45 receives the force of a spring 43 interposed between the end wall of the cylinder 20 and is pressed against the end of the stem 6c by.

The through hole 62 through which the stem 6c passes has a sufficiently large inner diameter and is opened and closed by a valve 45.
Separately from the through hole 62, the partition wall 48 is provided with an orifice or throttle passage 46 that constantly connects the atmospheric chamber 4 and the reaction force chamber 50.

A conduit (not shown) is connected to the joint 28, by means of which the inlet passage 29 is connected to a source of air pressure, so that when the valve 7 is opened, pressurized air enters the pressure chamber 40, and from this pressure chamber 40 further flows as shown in FIG. The pressure chamber 30 of the pneumatic cylinder arrangement is supplied via the conduit 17 shown.

Next, the operation of the clutch booster described above will be explained.

When pressurized fluid is supplied to the passage 18 via the inlet passage 14 from a hydraulic pressure generating device (not shown) operated by a clutch pedal, that is, a mask cylinder device, this hydraulic pressure is applied to the cylinder 20.
act on the left end surface of the piston 19 that fits into the piston 19 to push it to the right.

The rod 2 and the valve 6 are pushed to the right by the piston 19 against the force of the spring 25, and the stem 6d collides with the valve 7, causing it to retreat against the force of the spring 270.

Therefore, the valve 60 passage 6b is closed by the valve T, and the pressure chamber 40 and the inlet passage 29 are connected via the passage 51, and pressurized air enters the pressure chamber 40, and the conduit 17
The air enters the pressure chamber 30 of the cylinder 15 through the air, and the pressure of this pressurized air pushes the piston 32 to the right against the spring 37.

Therefore, the piston 39 is pushed to the right by the rod 35, and the clutch is disengaged via the rod 9.

In addition, as the valve 6 moves to the right in the above operation, the valve 4
5 is pressed against the partition wall 48 by the spring 43 and closes the passage 62.

When the clutch is connected, when the depression force on the clutch pedal is gradually weakened, the valve 6 and the piston 19 are gradually returned to the left by the force of the spring 250.

Further, the valve 7 is pushed back by the spring 27 and the through hole 51 is closed, and at the same time, the passage 6b is opened and connected to the pressure chamber 40.

At this time, since the valve 45 still closes the passage hole 62, the pressure in the pressure chamber 40 is released to the reaction force chamber 50 via the passages 6b and 6a, but the reaction force chamber 50 is only in the throttle passage 46. Since it communicates with the atmospheric chamber 4, the pressure in the pressure chamber 40 is immediately transferred to the reaction force chamber 50.
The pressure in the reaction force chamber 50 is released to equilibrium with the pressure in the reaction chamber 50, but the pressure at this time is sufficiently higher than the atmospheric pressure by 1. 4, the pressure in the pressure chamber 40 also gradually decreases.

Therefore, the valve 6 supported on the diaphragm 23 is replaced by the valve 7
When the pressure in the pressure chamber 40 is balanced with that in the reaction force chamber 50 even if the stem 6c is separated from the valve 45, its leftward movement is suppressed. The through hole 62 is closed by the force of the spring 43.

Then, the pressure in the reaction chamber 50 is gradually released to the atmospheric chamber 4 through the throttle passage 46, and the valve 6 is slowly moved to the left together with the diaphragm 23 by the force of the spring 25, and the pressure in the pressure chamber 4
0 pressure gradually decreases.

Then, as the valve 6 moves backward to the left, the stem 6c moves toward the valve 45.
At this time, the valve 45 is pushed back from the partition wall 48 and the through hole 62 is opened, and at this time the pressure in the reaction force chamber 50 is completely released to the atmospheric chamber 4, and the pressure chamber 40 also becomes atmospheric pressure.

Accordingly, the pressure in the chamber 30 of the pneumatic cylinder device also decreases, and the spring 37 moves the piston 32 back to the left, so that the clutch release force that was applied to the known pressure plate in the clutch gradually decreases and is replaced by the known pressure plate. The force of the spring brings the pressure plate into frictional engagement with the clutch disc, completing smooth engagement of the clutch.

Note that the hydraulic pressure from the inlet passage 14 also acts on the left end surface of the piston 39, so that in the event of a pressure loss accident in the air pressure source, the clutch can be operated only by the hydraulic pressure.

The operation of the present device has been described above, but since the delay in opening the valve 45 when the clutch is connected is only a short time,
There is no problem with its responsiveness for normal clutch operation.

Now, when the driver's cab vibrates due to shudder that occurs in the drive system, and vibrations of 3 Hz or more are applied to the driver's foot that operates the clutch pedal, the response of conventional clutch boosters is sensitive as described above. , even input fluctuations of about 10 Hz, the clutch is repeatedly connected and disconnected, which doubles the vibration.

On the other hand, according to the present invention, even if the opening operation of the valve 6 is started as described above, the valve 45 closes the through hole 62 for a certain period of time, so that, for example, when the driver presses the clutch pedal against his/her will due to vibrations. Even if an input of 3 Hz or higher is applied to the clutch, the valve 45 does not open the through hole 62, so the pneumatic cylinder device 61 and the hydraulic cylinder device 34 do not respond, and the clutch is not repeatedly connected and disconnected.

Therefore, even if the driver vibrates the clutch pedal against his/her will due to vibrations in the driver's cab, the clutch will not be repeatedly engaged and disconnected, so the vibrations in the driver's cab will not be doubled. , driving operations can be performed smoothly.

In the embodiment shown in FIG. 3, a stem 6C of the valve 6 is slidably supported in an airtight manner via a seal ring 49 with respect to a partition wall 48 that partitions the atmospheric chamber 4 and the reaction force chamber 50.

A passage 6e connecting the atmospheric chamber 4 and the reaction force chamber 50
t 6b ) 6a is provided so that the passage 6e is gradually closed by the partition wall 48 as the valve 6 moves to the right.

Further, a valve 57 is coupled to the valve 7 via a rod 56 to open and close the end of the passage 6b.

In this embodiment, when the valve 6 moves to the left following the piston 19 during the clutch engagement operation, the passage hole 51 is closed by the valve 7, and then the valve 6 separates from the valve 57 and moves to the left. The pressure chamber 40 and the reaction force chamber 50 communicate with each other through passages 6b and 6a of the valve 6.

At this time, the passage 6e of the valve 6 is inside the partition wall 48, and the atmospheric chamber 4
It is not open.

Therefore, the pressure in the reaction chamber 50 is slowly released to the atmospheric chamber 4 through the throttle passage 46, and accordingly, when the valve 6 gradually moves to the left and the passage 6e opens into the atmospheric chamber 4, the passage 6e opens into the atmospheric chamber 4. Since the pressure in the pressure chamber 40 and the reaction force chamber 50 is rapidly released to the atmospheric chamber from 6e, the clutch connection operation is completed in the same manner as in the above embodiment.

In this embodiment as well, since there is a slight time delay when the passage 6e of the valve 6 opens into the atmospheric chamber 4 when the clutch is connected, there is no problem with the responsiveness during normal clutch operation.

On the other hand, even if an input of, for example, 3 Hz or higher is applied to the clutch pedal due to body vibration caused by shudder occurring in the drive system, it will be absorbed during the period when the passage 6e of the valve 60 opens to the atmospheric chamber 4. The clutch is not repeatedly connected and disconnected.

Therefore, it is possible to prevent the occurrence of abnormal vibrations in the driver's cab that are doubled due to repeated engagement and disengagement when the clutch is engaged, and it is possible to perform driving operations smoothly.

As described above, according to the present invention, since the throttle passage is provided between the reaction force chamber and the atmospheric chamber in the pneumatic control valve, there is a slight time delay in the clutch connection operation, which is indicated by the solid line in Fig. 4. Even when an operation input associated with such high frequency vibrations is applied, the operation output is as shown by the broken line, and smooth driving operation can be performed without repeating the clutch connection and disconnection.

[Brief explanation of the drawing]

Fig. 1 is a longitudinal cross-sectional view of a clutch booster according to the present invention, Fig. 2 is a longitudinal cross-sectional view of the main part of the same device, and Fig. 3 is the same as Fig. 2 according to the second embodiment of the present invention. The vertical sectional view and FIG. 4 are diagrams illustrating the operation of the device of the present invention. 4.33...Atmospheric chamber, 6,7...Valve,
14,29...Entrance passage, 15,20...
...Cylinder, 19゜32.39 ...Piston, 21 ...Body, 23 ...Diaphragm, 30,40 ...Pressure chamber, 34゜53 ...
... Hydraulic cylinder device, 45 ... Valve, 46.
... Throttle passage, 50 ... Reaction force chamber, 60.
...Pneumatic control valve, 61...Pneumatic cylinder device.

Claims (1)

[Scope of utility model registration request] A pneumatic control valve driven by a hydraulic cylinder device is provided in the middle of a passage connecting an air pressure source and a pneumatic cylinder device for actuating the clutch, and the pneumatic control valve is connected to a pressure chamber connected to the pneumatic cylinder device. and a reaction force chamber, and the pre-air pressure chamber is selectively connected to one of the air pressure source and the reaction force chamber, and the atmospheric chamber is adjacent to the reaction force chamber. A restriction passage is provided in a partition wall that partitions the atmospheric chamber and the reaction chamber, and a valve that communicates with and shuts off the reaction chamber and the atmospheric chamber in conjunction with the air pressure control valve is provided. A clutch booster characterized in that it is provided with a clutch booster.