JPS61278629A - Automatic clutch device - Google Patents

Abstract

PURPOSE:To increase the return speed of a clutch through rapid incoming movement of the piston of a clutch actuator, by additionally providing an electromagnetic value, exhausting compressed air in an atmospheric pressure chamber to the outside, and an electromagnetic valve, feeding the compressed air to the atmospheric pressure chamber. CONSTITUTION:The one end of a line 21, through which compressed air is exhausted, is connected to an atmospheric pressure chamber 20 of a cylinder 2 of a clutch actuator, a third electromagnetic valve MGV 3 is coupled to the other end part of the line 21, and a pipe 22 for exhaust is connected to the third electromagnetic valve MGV 3. The one end of a line 23, through which different compressed air is fed, is connected to an atmospheric pressure chamber 20 of the cylinder 2, and a fourth electromagnetic valve MGV 4 and a fifth electromagnetic valve MGV 5 are coupled in parallel to the other end part thereof through a check valve CHV 1. The fourth electromagnetic valve MGV 4 is coupled to a compressed air source 10 through a line 25, and the fifth electromagnetic valve MGV 5 to the pressure chamber 6 side of the cylinder 2 through a line 24.

Description

DETAILED DESCRIPTION OF THE INVENTION a. Field of Industrial Application The present invention relates to an automatic clutch device for an automobile, and more particularly to an electric/pneumatic control system in the same device.

b. Prior Art A conventional automatic clutch device will be briefly explained with reference to FIG. In the figure, a clutch lever 12 is a cylinder of a clutch actuator for operating this clutch lever 1, and a piston 4 disposed within this cylinder 2 and the clutch lever 1 are connected to a relay piston 7. They are interconnected by bushing rods 3 via.

This piston 4 is always urged in the forward direction (in the direction of arrow a in FIG. 3) by an adjustment spring 5 disposed in a pressure chamber 6, and is constructed as a so-called constant contact type so as to be able to cope with wear of the clutch. ing.

The cylinder 2 is connected to one end of a conduit 8 that supplies and discharges compressed air to and from the pressure chamber 6 within the cylinder 2 .

At the other end of this conduit 8, there is a first solenoid valve MGVI and a second solenoid valve MGVI.
Solenoid valves MGV2 are connected in parallel, the first solenoid valve MGVI is further connected to an air tank 10 by a pipe 9, and the second solenoid valve MGV2 is connected to an exhaust pipe 11. In addition, the air tank 10 has an engine (
Compressed air is supplied by an air compressor 30 driven by an air compressor (not shown).

The first and second solenoid valves MGV1. Each of MGV2 is composed of a normally closed three-way solenoid valve, and the solenoid valves MGV1. Solenoid valve MG only when MGV2 is excited
ν1°MGV2 is opened. Therefore,
When the first solenoid valve MGVI is energized, compressed air from the air tank 10 is supplied to the pressure chamber 6 of the cylinder 2, and this pressure causes the piston 4 in the cylinder 2 to move forward in the direction a in FIG. It's starting to get cut off. Furthermore, when the second solenoid valve MGV2 is energized, the pressure chamber 6 of the cylinder 2
The compressed air inside is discharged to the outside from a pipe 11 connected to an exhaust port, and the piston 4 within the cylinder 2 moves back in the direction b in the figure, thereby connecting the clutch.

The first and second solenoid valves MGV1. MGV2 is
Opening/closing is controlled by a controller 12. This controller 12 receives detection signals from two sensors 13 and 14 that detect the stroke position of the bushing rod 3, as well as the accelerator opening, engine speed, vehicle speed, etc.
Detection signals from the transmission position, brake, etc. are input, these signals are compared and calculated, and a clutch engagement/disengagement command signal is output. The above sensor 13
．． 14 is configured such that one sensor 13 detects the position of the bushing rod 3 immediately before the clutch is disengaged, and the other sensor 14 detects the position of the bushing rod 3 immediately after the clutch is completely engaged.

Next, the operation of the automatic clutch device described above will be explained with reference to FIG. 4. First, when disengaging the clutch, consider the accelerator opening, engine speed, and vehicle speed.

Detection signals from the transmission position, brake, etc. are input to the controller 12, and comparison calculations are performed within the controller 12, and the controller 12 outputs a clutch disengagement signal. When a clutch disengagement command signal is output from the controller 12, only the first solenoid valve MGVI is energized (ON).
When the valve is opened, compressed air from the air tank 10 flows into the cylinder 2.
is supplied to the pressure chamber 6 of. When compressed air is supplied to the pressure chamber 6 of the cylinder 2, the piston 4 in the cylinder 2
It moves forward in the direction a in the figure, and the clutch is disengaged. At this time, when the bushing rod 3 moves forward to the position immediately after the clutch is disengaged (indicated by the symbol C in FIG. 4), this is detected by the sensor 1.
3 is detected, and this detection signal is input to the controller 12. When the detection signal of the sensor 13 is input to the controller 12, the first electromagnetic valve MGVI is de-energized (OFF) and closed.

When the clutch is disengaged in this manner, the transmission is automatically operated from neutral to first gear, for example by a transmission operating actuator. When the clutch is connected again after operating the transmission, when a clutch connection command signal is output from the controller 12, only the second solenoid valve MGV2 is turned on and opened, and the pressure chamber 6 of the cylinder 2 is The compressed air is discharged to the outside from the exhaust port pipe 11. When the compressed air in the pressure chamber 6 is discharged to the outside, the bushing rod 3 moves back in the direction b in FIG. 3, and the clutch is connected. When the bushing rod 3 moves back to the position where the clutch connection is completed (indicated by symbol e in FIG. 4), the sensor 14 detects this, and
After the second *m valve MGV2 is further turned ON and the return movement of the bushing rod 3 is completed, the second solenoid valve 2 is turned OPP.

C0 Problems to be Solved by the Invention Conventional automatic clutch devices operate as described above, but on the other hand, when the car is running, the gear shift operation by the driver is directly controlled by the movement of the gear shift lever installed near the driver's seat. Alternatively, the information may be transmitted indirectly to the transmission through a link mechanism, and a transmission device housed within the transmission may select the desired gear train and move the coupling sleeve or gear to perform gear changes. The direct operation method, in which the gear shift lever is directly attached to the transmission, allows smooth and reliable operation, but vibration noise from the transmission side is likely to occur.This is impossible because gears with different rotational speeds are meshed during gear shifting operation. If you do so, a large vibration noise will be generated. Then, when I was about to engage the gear, I disengaged the clutch again.
A double clutch, which artificially synchronizes the rotational speeds of gears that mesh with each other, is often used.

In the automatic clutch device as well, when the controller determines that it is necessary to synchronize the rotational speeds, a signal is output that causes the clutch actuator to perform the same operation as the "double clutch j" described above.

However, in the case of the above-mentioned "r double clutch", the conventional automatic clutch device has a problem in that the return time of the clutch actuator, that is, the time from the completion of the speed change operation until the clutch is reconnected is quite long.

d1 Means for Solving Problems The present invention was made in view of the above points, and its purpose is to solve the problems of the automatic clutch device and to solve the problems by rapidly moving the piston of the clutch actuator back. The object of the present invention is to provide an automatic clutch device that allows quick return of the connected clutch.

The structure of the present invention for achieving the above object includes a cylinder in which a piston connected to a clutch lever is inserted so as to be able to reciprocate, and a first cylinder that supplies compressed air from a compressed air source to a pressure chamber in the cylinder. an automatic clutch device comprising a solenoid valve, a second solenoid valve that discharges compressed air in the pressure chamber to the outside, and a control means that controls opening and closing of the first and second solenoid valves, wherein the cylinder a third solenoid valve that discharges compressed air from an atmospheric pressure chamber in the cylinder to the outside; and a fourth solenoid valve that supplies compressed air from a compressed air source to the atmospheric pressure chamber of the cylinder; The fourth electromagnetic valve is characterized in that its opening and closing are controlled by the control means.

e. Examples Hereinafter, preferred embodiments of the present invention will be described in detail by way of example based on the drawings.

FIG. 1 shows an embodiment of the present invention. The same members as those of the conventional automatic clutch device shown in FIG. In FIG. 1, one end of a conduit 21 for exhausting compressed air is connected to an atmospheric pressure chamber 20 of a cylinder 2 of a clutch actuator. A third solenoid valve MGV3 is connected to the other end of the pipe 21, and an exhaust pipe 22 is connected to the third solenoid valve MGV3. Also,
One end of a pipe 23 for separately supplying compressed air is connected to the atmospheric pressure chamber 20 of the cylinder 2, and a check valve co is connected to the other end.
A fourth solenoid valve MGV4 and a fifth solenoid valve MGV5 are connected in parallel via Vt (the connection direction is as shown). The fourth electromagnetic valve MGV4 is connected to the air tank 10 as a compressed air source of the vehicle through a conduit 25.
The solenoid valves MGV5 are each connected to the pressure chamber 6 side of the cylinder 2 by a pipe 24.

The third solenoid valve MGV3 is a normally open type, and the fourth and fifth solenoid valves MGV4. MGV5 is composed of normally closed nitrogen solenoid valves, and solenoid valve MGV3 closes only when each solenoid valve is energized, and solenoid valve MGV4゜MG
V5 opens.

The controller 26 is connected to the first to fifth solenoid valves MGV.
In addition to controlling the opening and closing of I to MGV5 and detecting the stroke position of the bushing rod 3, the stroke position signal from the stroke sensor 27 and the signal from the select lever 15 are also transmitted. , brake signals, etc. are input, and a comparison calculation is performed to perform optimal automatic clutch control.

Next, the operation of the automatic clutch device including the clutch actuator described above will be explained with reference to Table 1 and FIG. Table 1 shows the open/close state of each solenoid valve for each clutch operation, (ON) and (OFF) indicate the excitation to the solenoid valve,
Indicates de-energized.

Table 1 In this operating state, the clutch disengagement command signal is sent to the controller 26.
When the output is output from the cylinder 2, only the solenoid valve MGVI is energized and opened, and the compressed air in the air tank 10 is supplied to the pressure chamber 6 of the cylinder 2 of the clutch actuator, and this pressure causes the piston 4 in the cylinder 2 to move as shown in FIG. The clutch is then moved forward in direction a to disengage the clutch.

At this time, when the bushing rod 3 moves forward to the position immediately after the clutch is disengaged (indicated by symbol C in Fig. 4), the stroke position of the bushing rod 3 is detected by the stroke sensor 27 linked to the clutch lever 1. , this detection signal is input to the controller 26. When this signal is input to the controller 26, the solenoid valve MGVI is de-energized (OF
F), the valve is closed, and the supply of compressed air to the pressure chamber 6 is stopped.

In this operating state, when solenoid valve MGVI closes in operation A above, the clutch disengaged state is maintained, and each solenoid valve is de-energized (OFF) and solenoid valve MGV1. l'1GV2.
MGV4 and MGV5 are closed, and solenoid valve MGV3 is open.

In this operation B, the transmission is automatically operated, for example from neutral to first gear, by a transmission operating actuator.

This operating state is when the clutch is engaged again after the transmission operation in operation B above, and when the clutch engagement command signal is output from the controller 26, only the solenoid valve MGV5 is energized. (ON), the valve is opened. Due to this operation, there is naturally a pressure difference between the pressure chamber 6 where compressed air exists in the cylinder 2 and the atmospheric pressure chamber 20, so the solenoid valve MGV
The check valve CHVI connected to the cylinder 5 is therefore opened, and the compressed air in the pressure chamber 6 of the cylinder 2 flows through the magnetic valve MG.
V5. Check valve CHVI.

Atmospheric pressure chamber 20 of cylinder 2. It is exhausted to the atmosphere via the solenoid valve MGV3 and the exhaust pipe 22. When the compressed air in the pressure chamber 6 is discharged to the atmosphere, the piston 4 is moved back in the direction b by the return force from the clutch side, and the bushing rod 3 also moves in the same direction, and the clutch is half-opened by the detection signal from the stroke sensor 27. The position where the clutch condition starts (
(indicated by d in FIG. 4).

In operation C, only the solenoid valve MGV5 is energized (ON) and opened by a command from the controller 26 after the clutch operation described in a is completed based on the detection signal of the stroke sensor 27. Therefore, the compressed air in the pressure chamber 6 of the cylinder 2 is discharged in the same manner as described above, and the piston 4 further moves back due to the return force from the clutch side, thereby bringing the clutch into contact.

The above shows the pressure chamber 6 of cylinder 2 after opening the solenoid valve MGV4.
Although the embodiment has been shown in which the compressed air inside is discharged to the atmosphere, the same operation can be performed by opening the solenoid valve MGV2 instead of the solenoid valve MGV5.

2jJ'' Month 1m above This operating state is in the process of the bushing rod 3 moving back and the clutch being connected, after the stroke sensor 27 detects the position where the clutch starts to become half-clutched, the controller 26 controls the solenoid valve MGV5 at a certain time interval. This is to enable the clutch to be connected smoothly.

Similarly to the latch operation C, the same operation can be performed by using the t-magnetic valve MGV2 instead of the 11-magnetic valve MGV5.

') 9yfil=jL milk factory This operation is performed from the clutch disengaged state! J, magnetic valve-GVI
De-energize (OFF) to close the valve, energize (ON) solenoid valve MGV3, close the valve, and solenoid valve MGV2. MG
V4. MGV5 is turned on (ON) to open each valve. In this way, the compressed air from the air tank lO is 1
Pass through the magnetic valve MGV4 to actuator cylinder 2.
The air flows into the atmospheric pressure chamber 20, causes the piston 4 to rapidly move back in the direction b, and rapidly connects the clutch connected via the bush loft 3. At this time, the compressed air existing in the pressure chamber 6 of the cylinder 2 is N, and the magnetic valve MGV2. It is exhausted to the atmosphere through the exhaust pipe 11. At this time, when the air pressure in the pressure chamber 6 instantaneously becomes higher than the air pressure in the atmospheric pressure chamber 20 due to the rapid return movement of the piston 4, the check valve CHVI connected to the solenoid valve MGV5 is opened. The peak air pressure is absorbed into the atmospheric chamber 20 side, and the return movement of the piston, that is, the connection of the clutch is smoothly and quickly returned.

When the automobile is running, if the sequence of clutch operations is controlled by the controller 26, smooth running can be achieved. Therefore, FIG. 2 is a time chart showing the clutch operation with a bush loft of 30 strokes in each state of the vehicle running as time passes.

In FIG. 2, each operation of the clutch at the time of starting the vehicle is indicated by the above reference numerals, and the clutch operation B indicates the case where the shift lever is shifted from neutral to, for example, first speed.

(II) shows a case of normal gear shifting while the vehicle is running, and shows a gear shifting from, for example, second gear to third gear after clutch operation.

(m) is when a double clutch is required while the vehicle is running;
For example, when you want to shift from 4th gear to 3rd gear, first disengage the clutch, shift the gear lever to neutral position, match the rotational speeds of the 3rd gear gear and the transmission output shaft gear, and then move the gear lever to 3rd gear. and shift gears. In this case, by applying the clutch operation E described above when connecting the clutch, it becomes possible to shorten the time Tt for connecting the clutch as much as possible, thereby shortening the time T required for double clutching. I can do it.

In addition, if the diameter of the pipe line 23.25 that connects the solenoid valve MGV4 is selected to be larger than the pipe diameter of the other pipe lines, the time required for the double-acting operation to connect the clutch in the clutch operation E can be shortened. It's even more effective.

Note that the present invention is not limited to the above embodiments,
Second and fifth solenoid valves MGV2. MGV5 in one
It is possible to integrate the solenoid valve into the solenoid valve, and it is possible to make the second solenoid valve also have the function of the fifth solenoid valve. It goes without saying that means of other modes that perform the same function may also be used.

r. Effects As is clear from the above description, according to the present invention, compressed air is supplied from a compressed air source to a cylinder into which a piston connected to a clutch lever is inserted so as to be able to reciprocate, and a pressure chamber within the cylinder. a first electromagnetic valve that supplies compressed air; a second electromagnetic valve that discharges compressed air in the pressure chamber to the outside;
And the second 1! An automatic clutch device comprising: a control means for controlling opening and closing of a magnetic valve; and a fourth solenoid valve that supplies compressed air from This has the effect of shortening the time required to connect the clutch of an automatic clutch device connected via a rod. In particular, the time required for double clutching when the vehicle is running can be shortened, and drivability can be improved.

[Brief explanation of the drawing]

Fig. 1 is an explanatory diagram of an automatic clutch device according to an embodiment of the present invention, Fig. 2 is a time chart showing the clutch operation status in each state of automobile running, and Figs. 3 and 4 are diagrams showing a conventional automatic clutch device. 3 is an explanatory diagram of the automatic clutch device, and FIG. 4 is a time chart showing the control status of the solenoid valve. 20...Atmospheric pressure chamber, 21.23.24.25...
- Pipeline, 22... Exhaust pipe, 26... Controller, 27... Stroke sensor, CHVI... Check valve.

Claims (1)

[Scope of Claims] A cylinder in which a piston connected to a clutch lever is reciprocally inserted; a first electromagnetic valve that supplies compressed air from a compressed air source to a pressure chamber in the cylinder; An automatic clutch device comprising a second solenoid valve that discharges compressed air to the outside, and a control means that controls opening and closing of the first and second solenoid valves, wherein the compressed air in the atmospheric pressure chamber in the cylinder a third solenoid valve for discharging the air to the outside, and a fourth solenoid valve for supplying compressed air from a compressed air source to the atmospheric pressure chamber of the cylinder, and the third and fourth solenoid valves are configured to control the An automatic clutch device characterized in that opening and closing are controlled by means.