JPS63159146A - Device of forming compressed air for on-board pneumatic actuator - Google Patents

Abstract

PURPOSE:To refresh a dryer without reducing any amount of compressed air inside a main air tank, by providing such constitution as installing a sub-air tank between the drier and the main air tank so that the compressed air can be fed back to the drier as necessary. CONSTITUTION:A sub-air tank 64 capable of storing compressed air supplied from an air compressor 18 is installed between a drier 63 and a main air tank 17 in such an arrangement as allowing No.2 pressure switch 67 to shortcircuit the solenoid coil 66a of an exhaust solenoid valve 66 for a certain period of time as required. And the exhaust solenoid valve 66 is forcibly opened during the period of the shortcircuiting so as to force the compressed air inside the sub-air tank 64 to make counterflow to an exhaust passage through the inside of the drier 63 while discharging stagnant water staying in the drier 63 to refresh the drier 63. Therefore, the drier 63 can be refreshed without reducing any amount of compressed air inside the main air tank 17.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a compressed air generation device for a vehicle-mounted pneumatic actuator used, for example, in a vehicle height adjustment device or a transmission control device.

(Prior art) Conventionally, as a compressed air generation device for an on-vehicle pneumatic actuator as described above, an air compressor driven by an engine is generally used, and the compressed air from the air compressor is sent via air piping to a main air tank. A configuration is adopted in which the air is reserved in the main air tank and then supplied to a predetermined pneumatic actuator from the main air tank via air piping.

In the case of such a configuration, the compressed air supplied from the air compressor to the main air tank should be supplied to the main air tank from the viewpoint of preventing corrosion of metal equipment elements such as the air piping and various control valves, and from the viewpoint of ensuring that the compression pressure is constant. dehumidifying and drying is carried out through a
(See Publication No. 33010).

(Problem to be Solved by the Invention) However, since the above-mentioned air compressor normally sucks in outside air and pressurizes it, it is particularly difficult to use when the outside air is highly humid (for example, during rainy days) when it is installed in a car. (particularly), and generally when pressurized, moisture condenses, causing the problem that the moisture absorption function of the dryer becomes saturated.

In order to solve this problem, as suggested in the prior art described above, it is possible to adopt a configuration in which a portion of the compressed air stored in the main air tank is caused to flow back into the dryer to release saturated moisture into the atmosphere. It is the simplest. but,
It is inherently undesirable to reduce the compressed air pressure within the main air tank. Therefore, the discharge amount must be accurately controlled to be below a certain value, and the piping structure itself such as the control valve becomes complicated (a two-way passage is required). Also, prompt replenishment is essential.

(Means for Solving the Problems) The present invention was made for the purpose of solving the above problems, and includes an air compressor for generating compressed air, and dehumidifies the compressed air generated by the air compressor. Generating compressed air for a vehicle-mounted pneumatic actuator, which is stored in a main air tank through a dryer for use in the vehicle, and drives the vehicle-mounted pneumatic actuator by supplying compressed air from the main air tank to the vehicle-mounted pneumatic actuator. In the apparatus, a sub-air tank capable of storing compressed air from the air compressor is provided between the dryer and the main air tank, and the compressed air in the sub-air tank is configured to flow back to the dryer as necessary. It is something.

(Function) According to the above method, since the sub-air tank that supplies backflow compressed air to release saturated moisture from the dryer is installed separately from the main air tank, the compressed air pressure in the main air tank is reduced by the same amount. It becomes possible to refresh the dryer without any trouble.

(Embodiment) FIGS. 1 to 3 show a sub-transmission control device for a vehicle configured by applying a compressed air generation device for a vehicle-mounted pneumatic actuator according to an embodiment of the present invention.

In FIG. 1, reference numeral 1 indicates an automobile transmission to be controlled. This transmission l consists of a main transmission (details not shown) My that has a multi-speed gear stage (for example, 3 to 5 gears), and six sub-transmissions (details not shown) that have at least two gears. omitted)S
It is equipped with r.

The main transmission MT is manually and directly switched by a shift lever 5 on the driver's seat side, but the sub-transmission ST is a sub-transmission provided on the transmission side by a sub-transmission switching actuator 4, which will be described later. By tilting the operating lever 2, the low range for low speed (L) can be set indirectly.
and high-speed range (H) and neutral range (N
) can be selectively switched to

The auxiliary transmission switching actuator 4 is constituted by, for example, the air pressure-responsive diaphragm 22 described above, and the tip of the operating rod 23 connected to the operating membrane 22a of the diaphragm 22 is connected to the auxiliary transmission operating lever. It is pivoted to the tilting end of 2. In the neutral state where the first pressure chamber 4A and the second pressure chamber 4B are open to the atmosphere, the sub-transmission switching actuator 4 moves the sub-transmission operating lever 2 to the N position (a neutral position). On the other hand, when pressurized air is introduced into the first pressure chamber 4A side, the auxiliary transmission control lever 2 is set to the N position (high range position), and pressurized air is introduced into the second pressure chamber 4B side. When this happens, the sub-transmission control lever 2 can be set to the L position (low range position). Air (compressed air) is introduced into the first pressure chamber 4A and the second pressure chamber 4B of the sub-transmission switching actuator 4 through the first branch air passage 26 of the air passage 26 made of metal piping.
A first electromagnetic switching valve 3 having an atmosphere open boat provided at A
! A second electromagnetic switching valve 32 having an atmosphere opening boat provided in the second branch air passage 26B is connected to the transmission controller 2.
This is done by controlling opening and closing as appropriate using electrical control signals from 0. In the state shown in FIG. 1, the first pressure chamber 4A and the second pressure chamber 4B are both opened to the atmosphere via the first electromagnetic switching valve 31 and the second electromagnetic switching valve 32, respectively, and The transmission switching actuator 4 is shown in a neutral state.

In addition, when switching the main transmission My and the auxiliary transmission St, a clutch (not shown) is provided between the output member on the engine side and the input member on the transmission I side (for example, the input shaft of the main transmission). (omitted) is connected/disconnected, but
This clutch engagement/disengagement operation is carried out by selectively pushing or pulling a clutch release fork 3 provided on the transmission l side by a main operation system X or a sub-operation system Y via a release cylinder 12, which will be described later.

The release cylinder 12 has a piston 12a as shown in the figure.
It consists of a hydraulic cylinder equipped with an oil chamber 12.
c is connected via a first oil passage 51 to a mask cylinder 13 for a clutch actuator, which will be described later. Further, the tip of the actuator 12b attached to the piston 12a is brought into abutting engagement with the clutch release fork 3, and when the piston 12a operates, the actuator 12b
2b, the clutch release fork 3 can be tilted as appropriate in the engagement/disengagement direction. Note that the clutch release fork 3 is always tilted and biased in the clutch connecting direction by a predetermined biasing means (not shown).

The clutch actuator mask cylinder 13 is
A first piston 54 and a second piston 55 are fitted in the cylinder tube 53 one after another and coaxially so that they can come into contact with each other, and the first piston 54
A first oil chamber 56 is formed between the first piston 54 and the end surface 53a of the cylinder tube 53, and a second oil chamber 57 is formed between the first piston 54 and the second piston 55. There is. Of these two oil chambers 56 and 57, the first oil chamber 56 is connected to the release cylinder through the first oil passage 51! The second oil chamber 57 is communicated with the oil chamber 11a of the clutch pedal master cylinder 11 interlocked with the clutch pedal 7 via the second oil passage 52.

Further, a clutch actuator 8, which will be described later, is attached to the end of the clutch actuator mask cylinder 13 on the second piston 55 side. This clutch actuator 8 is composed of an air pressure-responsive diaphragm 9, similar to the auxiliary transmission switching actuator 4, and the diaphragm 9 is equipped with an actuator 8a.
is installed. This clutch actuator 8
is assembled to the clutch actuator mask cylinder 13 side with the tip of its actuator 8a connected to the outer end surface of the second piston 55 of the clutch actuator mask cylinder 13, and is connected to the pressure chamber 8A. By introducing and injecting pressurized air, the actuator 8a is configured to slide the second piston 55 of the clutch actuator mask cylinder 13 in the axial direction.

For example, in a song in which clutch pedal 7 is depressed -
High-pressure hydraulic oil is introduced into the second oil chamber 57 of the clutch actuator mask cylinder 13 via the second oil passage 52 from the Pegelda mask cylinder 1 Sumire, and the first piston 54 is displaced to the first oil chamber 56 side, and the hydraulic oil in the first oil chamber 56 is introduced into the oil chamber 12c of the release cylinder controller 2 via the first oil path 5M. Accordingly, the actuator 12b protrudes together with the piston 12a, and the clutch release fork 3 is tilted and displaced in the direction of clutch disengagement, thereby performing a clutch disengagement operation.

On the other hand, as will be described later, in connection with the operation of the auxiliary transmission switching actuator 4, air is introduced into the pressure chamber BA of the clutch actuator 8, and the actuator 8a protrudes integrally with the diaphragm 9. When the actuator 8a is displaced, the second piston 55 and the first piston 54 of the clutch actuator mask cylinder 13 are brought into contact with each other and integrated, and the second piston 55 and the first piston 54 are moved in the axial direction.
The clutch release fork 3 is tilted via the release cylinder 12 in the same way as with the main operating system X, thereby disengaging the clutch.

In FIG. 1, reference numeral 16 is a reserve tank for replenishing hydraulic oil.

On the other hand, the operation of the clutch actuator 8 is controlled by two branch air passages 25A of the air passage 25.

This is done by appropriately switching three switching valves 33, 34, and 35 provided in 25B. That is, the first branch air passage 25A is equipped with a third electromagnetic switching valve 33 having an atmosphere opening boat, and the second branch air passage 25B is equipped with a fourth electromagnetic switching valve 34 having a passage opening/closing function and an atmosphere opening boat. Two electromagnetic switching valves are provided, a fifth electromagnetic switching valve 35 having a boat. The control mode for each of the switching valves 35 is such that, when the clutch is disconnected, it is necessary to perform the disconnection operation as quickly as possible, so all three switching valves 33, 34, 35 are set to the open position, and the first branch Air passage 25A and the second
Pressurized air is introduced into the pressure chamber 8A side of the clutch actuator 8 from both branch air passages 25B, and the actuator 8a of the clutch actuator 8 is quickly moved in the direction of arrow n.

On the other hand, when operating the clutch, the operating speed is set to 2.
It can be set in stages. That is, when the engine speed (that is, vehicle speed) is high (in this embodiment, this is detected by whether or not the accelerator pedal 6 is depressed, which changes the engine speed as described later). Accordingly, it is necessary to quickly connect the clutch, and in this case, set the third solenoid switching valve 33 and the fifth solenoid switching valve 35 to the atmosphere-opening boat side, and at the same time, set the fourth solenoid switching valve 34. The clutch actuator 8 is set to the open position, and the air in the pressure chamber 8A of the clutch actuator 8 is quickly discharged from both the first branch air passage 25A and the second branch air passage 25B. On the other hand, when the engine speed (vehicle speed) is low, it is necessary to connect the clutch relatively slowly to soften the connection lock. The clutch actuator 8 is set in the closed position so that the air in the pressure chamber 8A of the clutch actuator 8 is relatively slowly discharged only from the first branch air passage 25A side.

These three electromagnetic switching valves 33°, 34. on the Y side of the sub-operation system.
Similarly to the case of the two electromagnetic switching valves 31 and 32 provided on the auxiliary transmission switching actuator 4 side, the operation of 35 is entirely controlled based on the control signal from the transmission controller 20, and They are controlled in relation to each other. That is, when the auxiliary transmission switching actuator 4 is activated (i.e., during the auxiliary transmission switching operation), the first electromagnetic switching valve 31 and the second electromagnetic switching valve 32 on the auxiliary transmission switching actuator 4 side operate. In this case, the three electromagnetic switching valves 33, 34, and 35 on the Y side of the sub-operation system are also operated in an appropriate manner in conjunction with each other, and the clutch is connected and disconnected via the clutch actuator 8. .

In FIG. 1, reference numeral 41 is a side collision select switch that is provided at the hand of the shift lever 5 and sets the gear change range of the sub-transmission.
It has three setting ranges: (high range), N (neutral position where no range selection is performed), and low range (low range adapted to low speed driving). Further, reference numeral 42 denotes an accelerator switch attached to the accelerator pedal 6;
3 is a clutch switch attached to the clutch pedal 7, which detects the clutch engagement/disengagement state by the main operating system X. Furthermore, reference numeral 44 detects the actual shift range of the sub-transmission ST, and three ranges, HIN and L, are detected depending on the tilted position of the sub-transmission operating lever 2. Further, reference numeral 45 is an l-speed switch that detects that the main transmission My is set at the vehicle speed position, and reference numeral 46 is an oil temperature switch that detects the temperature of lubricating oil in the transmission l.

Further, reference numeral 47 is a clutch detect switch provided in the clutch actuator mask cylinder 13, and this clutch detect switch 47 directly detects the movement of the first piston 54 of the clutch actuator mask cylinder 13, thereby detecting the movement of the first piston 54 of the clutch actuator mask cylinder 13. Detects the presence or absence of clutch switching operation by Y. Also, code 48
is a pressure switch provided in the main air tank 17, and starting and stopping of the motor 19 that drives the air compressor 18 is controlled based on the air pressure in the main air tank 17 detected by this pressure switch 48.

The main air tank I7 compresses various pneumatic actuators such as the clutch actuator 8 and the auxiliary transmission switching actuator 4 to a predetermined pressure via the first to fifth electromagnetic switching valves 31 to 35 as described above. A reserve tank for supplying air, the air inlet is the first
, a second two check valves 61 and 62, and a dryer 63 for drying compressed air. Therefore, the compressed air discharged from the air compressor 18 is first transferred to the dryer 6.
3, and the check valve 61 of the apprentice 1 is dehumidified and dried. Second
The air is introduced into the main air tank 17 through the check valve 62 and stored therein. The dryer 63 is constructed of a moisture unidirectional adsorption type with a built-in moisture absorbent such as silica gel, and has a characteristic that its adsorption function becomes saturated when it adsorbs more than a certain amount of moisture. ing. Therefore, at the time of saturation, it is necessary to release the accumulated water to the outside by supplying compressed air to the adsorbent section in the opposite direction.

Reference numeral 64 is a sub-air tank provided exclusively for dryer refreshing, which is provided for the dryer 63.
Compressed air from the air compressor 18 is introduced from a stage before the first check valve 61 downstream. On the upstream side of the dryer 63, there is an exhaust passage 65 which bypasses the air compressor 18 and is used during dryer regeneration.
An exhaust solenoid valve 66 is provided in the exhaust passage 65.
is interposed. This exhaust electromagnetic valve 66 is operated by a second pressure switch 67 provided in the sub air tank 64.
When the FF signal is generated, the valve is opened to create a state where exhaust is possible. The second pressure switch 67 is the first pressure switch that allows the air pressure in the sub-air tank 64 to regenerate the dryer.
Turns OFF when the pressure exceeds the set pressure (e.g. 6 atmospheres).
, and the above air pressure is set to a lower second set pressure (
For example, when the pressure is below 4 atmospheres, the exhaust solenoid valve 66 is turned on and closed.

The control circuit between the first and second pressure switches 48, 67, the air compressor motor 19, and the exhaust electromagnetic valve 66 is shown as an equivalent circuit as shown in FIG.

That is, the reference numeral 48 is the above-mentioned first pressure switch, and the first pressure switch 48 is connected to the above-mentioned motor! A relay coil L of a relay RL for controlling the closing of the exhaust electromagnetic valve during operation is connected in series. On the other hand, the relay contact (a contact) P of the relay RL and the electromagnetic coil 66a of the exhaust electromagnetic valve 66 are connected in series in parallel to this circuit.

Further, the motor 19 for driving the air compressor 18 is inserted in series with the first energy switch 48. For example, the first pressure switch 48 is turned off when the air pressure in the main air tank 17 reaches a first set pressure (for example, 9 atmospheres) or higher, and is turned off when the air pressure reaches a second set pressure lower than that. (for example, 7 atmospheres) or lower, it turns on.

Therefore, if the air pressure in the main air tank 17 decreases and becomes lower than the second set pressure, then the first
Pressure switch 48 is turned on to energize relay coil L, and during the air compressor driving period, which will be described later, relay contact P of relay RL is closed to energize the electromagnetic coil of exhaust solenoid valve 66 to open the exhaust solenoid valve 66. While closing the valve,
The motor 19 is driven to operate the air compressor 18 and supply dry compressed air to the main air tank 17 and the sub air tank 64. On the other hand, as a result, the air pressure within the main air tank 17 increases and the air pressure inside the main air tank 17 increases.
When the pressure exceeds the set pressure, the first pressure switch 48 switches to O.
It becomes FF and stops driving the motor 19.

On the other hand, as a result of the above, the air pressure in the sub-air tank 64 also increases, and compressed air having a pressure equal to or higher than the first set pressure is stored in the sub-air tank 64 as well.

The second pressure switch 67 is provided to short-circuit the electromagnetic coil 66a of the exhaust solenoid valve 66 for a certain period of time as necessary, and forcibly opens the exhaust solenoid valve 66 only during the short-circuit time. and the above sub air tank 64
The compressed air inside the dryer 63 is passed through the dryer 63 and flows back into the exhaust passage 65 to release the accumulated moisture inside the dryer 63 and refresh the dryer 63.

The detection signals of the switches 41 to 48.67 are respectively input to the transmission controller 20 as control signals for the vehicle drive system. The detection signals from the detect switch 44 and the clutch detect switch 47 are used as control signals for the clutch actuator 8, as described later, and the detection signal from the accelerator switch 42 is used as a judgment signal for the connection speed when the clutch is connected, as described above. be done.

Incidentally, the operation of the clutch actuator 8 is necessary when the sub-transmission ST is operated as described above, and when the clutch disengagement operation is not performed by the driver of the main operation system X. This state is detected by the switches 41, 43, 44, and 47 in six combinations a to r shown in FIG. 3, respectively.

That is, first, in the first aspect a, the subliquid select switch 41
is set to (L) range (i.e., the driver
) range), the side collision detection switch 44 indicates the (H) range (i.e.,
The auxiliary transmission is currently set to the (H) range).
In this case, the clutch switch 43 is outputting an OFF signal (indicating that the clutch is connected when the foot is removed from the clutch pedal), so in this case, the main operating system X is not being operated. , indicates a state in which it is necessary to disengage the clutch with the sub-operation system Y to shift the sub-transmission from the (H) range to the (L) range.

In addition, the second aspect is that even though the driver requests the (L) range, the auxiliary transmission is currently set to the (N) range, and the clutch is still connected. In this case, it is necessary to disengage the clutch using the auxiliary operation system Y to shift the auxiliary transmission from the (N) range to the (L) range.

Further, in the third mode C, the sub-transmission is set to the range (L) requested by the driver, but the clutch detect switch 47 is in the OFF state (that is, the clutch is disconnected by the sub-operation system Y). (i.e., immediately after the shift of the auxiliary transmission from the (N) range or (H) range to the (I,) range is completed,
(The clutch is still disengaged.)

Therefore, this case shows a state in which it is necessary to operate the clutch actuator 8 to the clutch connection side to connect the clutch.

Note that the fourth mode d to the sixth mode f are modes when the driver issues a request for the (H) range, and these states are the same as the first to third modes a to C above. Since it is basically the same as , its explanation will be omitted.

By the way, in the above case, the transmission controller 20
When a sub-transmission switching command is issued from the auxiliary transmission St, and the switching on the sub-transmission St side is not completed yet, the clutch is maintained in the disengaged state by the clutch actuator 8 of the sub-operation system Y, as described above. However, if the clutch is actually disengaged by the driver even during the above-mentioned switching, there is no need to actuate the clutch actuator 8. In this case, the transmission controller 20 controls the output of the clutch switch 43. Based on this, it is determined whether the driver has disengaged the clutch and the operation of the clutch actuator 8 is stopped. On the other hand, even if the operation of the clutch actuator 8 is temporarily stopped in this way, if the clutch is returned again before the switching of the auxiliary transmission St is completed (
clutch connection), connect it to the clutch switch 43 above.
The clutch actuator 8 is immediately detected and the clutch actuator 8 is immediately reactivated, and the clutch is disengaged under the original control of the sub-operation system Y.

Next, the operation control of the sub-transmission ST by the sub-operation system Y will be explained with reference to the flowchart shown in FIG. In the flowchart of FIG. 3, the left half of the flow (step Sl-step 514) is the fourth mode of shifting the above-mentioned auxiliary transmission from the (L) range to the (H) range among the shift modes shown in FIG. d to the sixth aspect f, and the right half of the flow (step S1, step S1
Steps 4 to 525) move the sub-transmission to the (H) range.
(L) First mode a to third mode C of shifting to range
This is the flow in which the control operations are common. Therefore, only the left half of the flow described above will be representatively explained here, and the explanation of the right half of the flow will be omitted.

First, it is determined which shift range the driver requests at the time of control start (step 81). In the cases of the fourth aspect d to the sixth aspect f, the attitude select switch 41 is set to the (H) range as described above in all cases, and the driver requests the (H) range. (See Figure 3).

Next, in step S2, it is determined in which range the sub-transmission is currently set, and whether or not a shift is necessary is determined. Since the auxiliary transmission has not actually been shifted to the (H) range and needs to be shifted (i.e., the state of the fourth mode d), it shifts to the shift side flow from step 83 onward, while conversely, the opening degree The output of the detect switch is (L
) range, that is, the (H) range or the (N) range, the flow shifts to step S8.

If it is determined in step S2 that the auxiliary transmission remains in the (L) range, the shift operation from (L) to (H) is not performed immediately, but the above-mentioned range state is indicated as a preliminary step. First, it is confirmed whether the deputy detect switch 44 is operating normally. That is, in step S3, it is determined whether the opening detecting switch 44 is outputting a signal indicating the (H) range, and if it is outputting a signal indicating the H) range, it is determined that the opening detecting switch 44 is malfunctioning. It is determined that a warning is occurring, performs a predetermined warning operation, cancels all of the following control flows, and completes the control.

On the other hand, if the opening detect switch 44 is outputting the (L) range signal, it is determined that the opening detect switch 44 is operating normally, and the process moves to the following step. As mentioned above, the driver has requested the (H) range, but the auxiliary transmission is still in the (L) range.
) range and it is necessary to perform a shift operation immediately, so it is necessary to disengage the clutch.

However, as mentioned above, this clutch disengagement operation may be performed directly by the driver by operating the clutch pedal 7 of the main operation system X, or indirectly by the auxiliary operation system Y. Moreover, since the sub-operation system Y may be directly disconnected by the driver during operation, first, in step S4, the output of the clutch switch 43 of the main operation system The state of depression is determined based on this.

As a result of the determination in step S4, the clutch pedal 7
is closed (clutch switch ON), that is, when the driver depresses the clutch and the main operation system X is in the operating state, first, the clutch actuator 8
OFF, and also determines whether the clutch is actually disengaged (continuation of disengagement) (step S7). If the clutch is disengaged, it means that the shift is possible, so the above-mentioned auxiliary transmission is immediately switched off. By operating the switching actuator 4, the sub-transmission (
It is shifted from the L) range to the (H) range (step S6). On the other hand, if the clutch pedal is once depressed but then immediately released again and the clutch is currently in the connected state (NO) (clutch switch 0FF), - the clutch is disengaged by the right side operating system Y. It is determined that an operation is necessary, and the determination up to step 5l-84 is repeated again in the next cycle.

Then, in the determination in step S4 in the next cycle, if it is determined that the clutch pedal 7 is still released and the clutch is not depressed by the driver (in the case where it was depressed once but then returned to its original position) ( YES)
Assuming the operation of the clutch actuator 8 of the sub-operation system Y, actual clutch disengagement is further determined in step S5 just to be sure.

As a result of the determination, if the clutch is actually in the disengaged state, it is determined that the shift operation is possible as described above, and the sub-transmission switching actuator 4 is actuated to switch the sub-transmission to (L). Shift from range to (H) range (described above). However, although the driver pressed the clutch in step S4 of the previous cycle, it was only temporary and was immediately returned to normal position. If it is determined that the clutch actuator 8 is not disengaged, the clutch actuator 8 that was previously turned off is immediately reactivated to disengage the clutch (step 5).
14) Perform a shift operation from the (L) range to the (H) range of the auxiliary transmission that is in the middle of the above-mentioned switching (proceed to step S6 in the next cycle).

On the other hand, in step S2, the side collision detection switch output is (
If it is determined that it is not in the L) range, the opening detect switch output is in the (H) range, the shift operation has already been completed (i.e., sixth mode f), and the opening detect switch output is in the (H) range. There are two cases that can be considered: a state in which the sub-transmission is in the (N) range and the sub-transmission has not yet been shifted to the (H) range (fifth aspect e).

First, in step S8, if it is determined that the output of the sub-liquid detect switch 44 is not in the (H) range, that is, if it is determined that it is in the (N) range, it is immediately determined whether or not the clutch is disengaged. Step S5
), if the clutch is disengaged, immediately (L) → (H
) is performed (step S6), but if the clutch is not yet disengaged, the clutch actuator 8 is activated to disengage the clutch (step 514).
, After that, a (L)-(H) shift operation is performed (step S6).

On the other hand, if it is determined in step S8 that the output of the sub-change detect switch 44 is in the (H) range,
Since the shift operation of the auxiliary transmission has already been completed, it is determined whether the clutch is still connected. That is, it is determined in step S9 whether the clutch pedal 7 is released, and if the clutch pedal 7 is released (that is, at least the main operating system X is in the clutch connected state), the sub operating system Y Since there is a possibility that the clutch is disengaged, it is determined in step SlO whether the clutch is actually still disengaged.

If the result of the judgment is that the clutch is still disengaged, the clutch will be engaged, but in that case, the clutch engagement speed should be selected according to the actual vehicle speed, as explained earlier. Therefore, first, in step Sll, it is determined whether or not the accelerator pedal 6 is released, and if the accelerator pedal 6 is released, that is, when driving at low speed,
sets the fourth switching valve 34 to the closed position and slowly connects the clutch (step 512). On the contrary,
When the accelerator pedal 6 is not released, that is, when the vehicle is traveling at high speed, the fourth switching valve 34 is set to the open position and the clutch is quickly connected (step 513).

On the other hand, if it is determined in step SIO that the clutch is connected, it is determined that the shift operation of the auxiliary transmission from the (L) range to the (H) range has been completed, and the next shift operation is performed. Be prepared.

Further, if it is determined in step S9 that the clutch pedal is not released, since the clutch connection operation by the main operation system X is currently in progress, no special control is performed and the next shift is performed. Prepare for operation.

In the above embodiment, the sub air tank 64 was installed in a manner that bypassed the air supply path from downstream of the dryer 63 to the main air tank I7 via the check valve 61, but the sub air tank 64 As another embodiment, for example, as shown in FIG. 5, it may be interposed in the air supply path to the main air tank 17.

(Effects of the Invention) As explained above, the present invention includes an air compressor for generating compressed air, stores the compressed air generated by the air compressor in a main air tank via a dryer for dehumidification, and In a compressed air generation device for a vehicle-mounted pneumatic actuator, which drives the vehicle-mounted pneumatic actuator by supplying compressed air from a main air tank to the vehicle-mounted pneumatic actuator,
A sub-air tank capable of storing compressed air from the air compressor is provided between the dryer and the main air tank, and the compressed air in the sub-air tank is configured to flow back to the dryer as necessary. It is something.

According to the present invention, since the sub-air tank that supplies backflow compressed air to release saturated moisture from the dryer is installed separately from the main air tank, the dryer can be refreshed without reducing the compressed air pressure of the main air tank to the same extent. It becomes possible.

[Brief explanation of the drawing]

FIG. 1 is an overall system diagram of a control device for a sub-transmission of an automobile equipped with a compressed air generation device for an on-vehicle pneumatic actuator according to an embodiment of the present invention, and FIG. 2 is a diagram of the sub-transmission shown in FIG. 3 is a flowchart of the control operation of the gearbox control device, and FIG. 3 is a diagram showing the combination of various switch operations when the clutch actuator, etc. of the auxiliary transmission control device shown in FIG. FIG. 5 is a control circuit diagram of a compressed air generating device which is a main part of an apparatus according to an embodiment of the invention. FIG. 5 is a system diagram of another embodiment of the invention. l... Yutaka Transmission 2... Sub-transmission operating lever 3... Clutch release fork 4... Sub-transmission switching actuator 5... Φ shift lever 6... ...Accelerator pedal 7...Clutch pedal 8...Clutch actuator 11...Clutch pedal mask cylinder 12-- and first release cylinder 13...For clutch actuator Mask cylinder 14...Second release cylinder 17...Main air tank 18...Air compressors 31-35...First to fifth electromagnetic switching valves 4K...
Opening select switch 47.48...Pressure switch 61.62...Check valve 63...Dryer 64...Sub air tank 66...Exhaust solenoid valve/: Transmission 2: Sub-transmission Operation lever 3: Clutch release fork 4! :#111 Transmission switching actuator 5
: Shift lever O : Accelerator pedal 7 : Clutch pedal lq : 2nd release cylinder 17 : Main air tank 1g : Air compressor 3/~35 : 7th to S electromagnetic switching valves/ : Side collision select switch 17, no. 2: Pressure switch O/, I! 2: Check valve 63: Dryer 6q: Sub air tank 6O: Exhaust solenoid valve

Claims (1)

[Claims] 1. Equipped with an air compressor for generating compressed air, the compressed air generated by this air compressor is stored in a main air tank via a dehumidifying dryer, and the compressed air from this main air tank is sent to an in-vehicle pneumatic actuator. In the compressed air generation device for a vehicle-mounted pneumatic actuator, which drives the pneumatic actuator by supplying compressed air, a sub air tank capable of storing compressed air from the air compressor is provided between the dryer and the main air tank. A compressed air generating device for a vehicle-mounted pneumatic actuator, characterized in that the compressed air in the sub-air tank is configured to be able to flow back into the dryer as required.