JPS63225733A - Air pressure control valve of air clutch - Google Patents

Abstract

PURPOSE:To obtain an air pressure control valve of an air clutch which can facilitate operation of the clutch and has a short axial length to be easily mounted on an actual bar by controlling air pressure to the air clutch by hydraulic force from a clutch master cylinder. CONSTITUTION:When a clutch pedal 57 is stepped by disconnecting operation of a clutch, oil pressure in an oil pressure chamber 59 is gradually increased to press a cylindrical piston 72 in the reverse direction of an arrow A. When the hydraulic force of the oil pressure chamber 59 slides the cylindrical piston 72 to the right against the spring force of the first springs 76, 76a, the spring force of the springs 76, 76a are cancelled by hydraulic force acting on the piston 72, so that the second spring 77 is elongated, and the second cylindrical shaft 83 presses a rod portion 63b by the spring force of the spring 77. When the clutch pedal 57 is further stepped, oil pressure in the oil pressure chamber 59 is further increased and the amount of sliding to the right of the piston 72 is increased, so that the spring 77 is extended to its full length and the shaft 83 is pressed to a valve element 63 by the spring force of the third spring 78, thereby disconnecting the air clutch.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an air pressure control valve for an air clutch that controls air pressure supplied to an air clutch.

(Prior art and its problems) This type of air clutch is constructed as shown in FIG.

IFl of pneumatic equipment! In FIG. 4 showing an air clutch for an automobile, 10 is a flywheel on the engine side. This flywheel 10 has a clutch cover 1
A flag disc 18 is installed between the pressure plate 16 and the flywheel 10 by transmitting the contact force generated by the annular pneumatic actuator 14 (pneumatic device) of the clutch cover 12 to the pressure plate 16. It is designed to hold.

The clutch disc 18 is splined to an input 'N120 of a transmission (not shown) oriented downstream of the air clutch. A cylinder f* 24 is fitted onto the outer periphery of the input shaft 20 via a bush 22. The clutch cover 12 is fitted to the right end of the cylindrical shaft 24 in the drawing.

The left end portion of the cylinder shaft 24 is surrounded by a cover 26, and a chamber 28 is formed inside the cover 26.

Between the cover 26 and the cylinder shaft 24, there are two 1-A seals 30a.
30b are interposed, and air seals 30a to 30b are provided to prevent JA leakage, as will be described in detail later.

On the other hand, a control valve 32 operated by a clutch pedal 31 is connected to the cover 26, and the compressed air flowing from the compressor 34 through the pressure regulating valve 36 is controlled by the control valve 32 (inching valve) between the first seal 30a and the air seal 30b.
The passage 42 is made to flow from the inlet hole 40 of the cylinder shaft 24 through the gap 38 of the cylinder shaft 24. Further, an outlet hole 44 is connected to the left end of the passage 42, and the outlet hole 44 is connected to an air chamber 48 of the pneumatic actuator 14 through a passage 46 formed within the thickness of the clutch cover 12. .

In such a conventional example, the 1I11 control valve 32 is connected to the clutch pedal 31 by a rod, and the clutch cannot normally be operated by hydraulic pressure from the clutch master cylinder.

Further, a pressure control valve can be used as the control valve 32, but in this case, the normal pedal operation feeling in which the pedal depression force gradually becomes heavier as the depression 5 of the clutch pedal 31 becomes larger cannot be obtained, and the clutch Operation becomes difficult.

(Objective of the Invention) The present invention is capable of controlling air pressure to an air clutch using hydraulic pressure from a clutch master cylinder, making clutch operation easy, and having a short axial length that makes it easy to install the air clutch into an actual vehicle. The purpose is to provide a control valve.

(Structure of the Invention) (1) Technical Means The present invention has an air valve body that supplies air pressure from an air pressure source to an air clutch while adjusting the pressure in conjunction with a depression claw of a clutch pedal. The air clutch includes a first valve body that supplies air pressure to the air clutch when the clutch is connected, and a second valve body that is interlocked with the clutch pedal and releases the air pressure supplied to the air clutch when the clutch is disengaged, in the air valve body. In this pneumatic control valve, a first spring member is provided inside the n-shaped body fixed to the air valve main body, and the maximum force is generated by the action of the spring force of the first spring member and the air force acting on the diaphragm connected to the second valve body. The air pressure is set, and the second valve body and the mat are placed inside the cylindrical body.
A rod is provided that can freely slide in the state of the valve, and a piston that receives hydraulic pressure from a clap master cylinder that converts depression of the clutch pedal into hydraulic pressure is connected to this rod, and a piston is connected to the rod and the second valve body. A spring force transmission mechanism is provided in which the second and third spring members are arranged concentrically and actuated in series to transmit the spring force of the second and third spring members to the second valve body, This is a pneumatic control valve for an air clutch, characterized in that air pressure characteristics suitable for clutch control are obtained by adjusting the position of the piston that slides with hydraulic pressure from an interlocked clutch master cylinder.

(2) As the hydraulic pressure that moves to the piston increases when the clutch pedal is depressed, the biasing force of the spring force transmission II 3 mechanism against the second valve body becomes weaker, and the air pressure to the air clutch gradually decreases. Get properties.

Since the spring force transmission mechanism has the second and third spring members arranged concentrically, the length in the axial direction is shortened, the flow of the air pressure control valve is short, and it is easy to install it on an actual vehicle.

(Example) In FIG. 1 showing a pneumatic control valve adopting the present invention,
Portions with the same reference numerals as in FIG. 4 indicate the same or equivalent portions.

In FIG. 1, the air pressure control valve (inching valve) controls the air pressure supplied to the air clutch from the passage 55 of the air valve body 54 using the air pulp body 54 on the left side and the control mechanism 56 on the right side. ing. Furthermore, the control mechanisms 5 and 6 are connected to the clutch pedal 57 by 3! ! It is comprised of a hydraulic chamber 59 to which hydraulic pressure from a moving master cylinder 58 is supplied, and a spring section 60 that reduces the spring force generated as the hydraulic pressure in the hydraulic chamber 59 increases, as will be described in detail later. .

First, the conventionally well-known air valve main body 54 has a body 6.
1, a first valve body 62, a second valve body 63, and a diaphragm 64. A passage 65 is open at the left end of the body 61 in the figure, and a pipe 65a is connected to the passage 65.
A compressor 34 and a tank 35 are connected via. The first valve body 62 is connected to the valve seat 6 by a compression coil spring 66.
The second valve body 6 is in pressure contact with the second valve body 7 due to the spring force from the spring portion 60 (described in detail later) (which changes depending on the depression of the pedal 57).
3 is pushed in the direction of the arrow, the first valve body 62 opens, allowing compressed air from the compressor 34 to flow in the direction of the arrow B, and connecting the air clutch.

A passage 63a is formed inside the second valve body 63,
A compression coil spring 68 pushes the diaphragm 64 connected to the second valve body 63 in the reverse Δ direction. Further, the exhaust hole 69 communicates with the atmosphere. Therefore, when the pressure in the passage 55 becomes too high, the diaphragm 64 pushes the second valve element 63 in the opposite direction to close the passage 63a.
A part of the air pressure supplied to the air clutch from the exhaust hole 69 is released in the direction of arrow C.

A cylindrical body 70 is in close contact with the right end surface of the body 61, and the spring portion 60 is housed inside this cylindrical body 70. Further, a cylinder 7 is provided on the right end surface of the cylindrical body 70.
1 is fixed, and a cylindrical piston 72, that is, a slave piston, is slidably fitted inside this cylinder 71. J5.70a is an air type brake oil.

A rod 73 is slidably fitted through the gap 171a of the cylinder 71, and the right end of the rod 73 is connected to the piston 7.
It's stuck at 2. 738 is a screw cup, and 73b is a seal.

The right end surface of the cylindrical piston 72 is located in a chamber 74, and the cylindrical piston 72 can be moved rightward within this chamber 74. The right end surface of the graduation 74 is closed with a lid 74a, and the 17
4a is fixed to the ring 75.75ar Niji cylinder 71 across the half ring of the split ring 74b, and the rings 75.75a are connected with bolts 75b. Further, the chamber 74 communicates with the atmosphere through a passage 74G.

Next, the structure of the spring part 60 will be explained.
．． 76a (all are first spring members), a second spring 77 (second spring member), a third spring 78 (third spring member), and the like. First, the first spring 76.76a disposed at the outermost periphery is located between the flange 79a of the spring receiver 79, which will be described in detail later, and the cylinder 71. 71
It is interposed between the spring receiver 80 and the spring receiver 80 that is in pressure contact with the spring a.

The first spring 76,76a is in a substantially expanded state when the valve is opened as shown in the figure, but is contracted. 1st spring 76.76
The spring constant of a is strong enough to define the maximum air pressure between clutch connections at which no hydraulic pressure acts on the hydraulic pressure '3!59.

Next, the second spring 77 and the third spring 78 are held concentrically and the spring force of both is operated in the zero row, thereby forming the spring force transmission mechanism 81 that transmits the spring force to the rod portion 63b of the second valve body 63. explain. The spring force transmission lff1f7Ii81 is composed of a first cylindrical shaft 82, a second fiI shaft 83, a third n-shaft 84, the spring bearing 79, and the like. First, the first cylinder is secured to the left end of the rod 73 by a split ring 73a.
*82 slides together with the rod 73 when the rod 73 slides in the opposite direction due to the hydraulic pressure acting on the hydraulic chamber 59, and presses the clutch portion 79b of the spring receiver 79 in the opposite direction A. ing.

A second cylindrical shaft 83 that is slidably fitted to the outer periphery of the first cylindrical shaft 82
is connected to the rod part 63b at the left end, and the end face 83
a and the flange portion 84a of the third cylinder shaft 84.
The spring 77 is contracted. This second spring 7
7 is strongly compressed to a substantially fully compressed state in the open state shown in FIG.

Further, the spring constant of the second spring 77 is weaker than the first spring 76, 76a, but stronger than the third spring 78, and it is better to arrange the second spring 77, which has a relatively strong spring constant, at the innermost circumference. It is easy to arbitrarily set the spring characteristics of the spring 77.

Further, a third cylindrical shaft 84 is fitted onto the outer periphery of the second fI shaft 83 so as to be slidable in the axial direction, and the third spring 78 is fitted between the stepped portion 84b and the flange portion 79b of the spring receiver 79. It has been intervened. When the 1/8 valve is in operation, the third spring 78 is also compressed to a substantially fully compressed state like the second spring 77, so that the flange portion 79b and the flange portion 84a are in contact with each other, and the flange portion 79b directly pushes the flange portion 84a. It has become.

As described above, the spring constant of the first spring 76, 76a is set to be the strongest, the spring constant of the second spring 77 is set to be medium, and the spring constant of the third spring 78 is set to be the weakest.

Next, the effect will be explained. In the clutch/connected state shown in FIG. 1, the clutch pedal 57 is naturally not depressed, and the oil pressure V
Hydraulic pressure does not work on 59. Therefore, the cylindrical piston 72 is moved to the leftmost position. In this state, the second stage
The spring force of the ring 77 and the third spring 78 is canceled by the spring force of the first spring 76.76a, and the second cylinder shaft 83 is pushed in the direction of the arrow by the spring force of the first spring 76.76a, and the rod m63b The second valve body is in pressure contact with the second valve body 6
3 is pressed against the first valve body 62.

The second valve body The second valve body 63 is pushed in the opposite direction by the pressure of the chamber 90 acting on the die A7 flamm 64, and the second valve body 63 is pushed in the opposite direction by the air pressure of ~90 The pushing saw is the urging force of the second cylinder shaft 83, that is, the first spring 76.
When the spring force of 76a is overcome, the second valve body 63 moves to the first valve body 6.
2, the valve is opened, a portion of the compressed air is released into the atmosphere in the direction of arrow C, and the air pressure supplied to the air clutch from the passage 55 is regulated.

Due to the pressure regulating action of the first spring 76.76a when the clutch is connected, the characteristic X shown in FIG. Maximum air pressure P
1 is set. Therefore, as in the conventional case, the pipe 65a
There is no need to provide a pressure regulating valve V in the middle.

- When the clutch pedal 57 is depressed by the clutch disengagement operation, the oil pressure in the hydraulic chamber 59 gradually increases, pushing the pressure-receiving surface cylindrical piston 72a of the cylindrical screw 72 in the opposite direction. The hydraulic pressure in this hydraulic chamber 59 is the first spring 76.7.
When the cylindrical piston 72 is slid to the right by overcoming the spring force of the first spring 76, 76a, the spring force of the first spring 76, 76a is canceled by the hydraulic pressure acting on the pressure receiving surface cylindrical piston 72a,
The spring 77 expands, and the spring force of the second spring 77 causes the second cylindrical shaft 83 to push the rod portion 63b.

In this operating state of the second spring 77, a relatively steep characteristic x1 occurs in the characteristic X shown in FIG. 2 in the range of 81 to S2.

When the clutch pedal 57 is further depressed, the hydraulic pressure in the five hydraulic chambers further increases, the amount of rightward sliding of the cylindrical piston 72 also increases, and the second spring 77 eventually becomes fully extended.
The second cylinder shaft 83 is pressed against the second valve body 63 by the spring force of the third spring 78 .

In this state, a gradual characteristic x2 occurs in the range from 82 to S3 in FIG. In addition, clutch pedal 5 until this S3
7 is depressed, the cylindrical piston 72 slides all the way to the right, and the air clutch is disengaged.

As described above, the first spring 76, 76aS and the second spring 77 are set so that the spring constant becomes gradually weaker.
, m3 spring 18 is switched depending on how quickly the clutch pedal 57 is depressed, so that when the air clutch is engaged F'f from the disengaged state, conversely, the stroke S is large as shown in Fig. 2. 82~
In the range of S3, P is gradually increased by characteristic x 2, and S
After passing through Y in which both the first spring 76, 76a and the second spring 77 are actuated in the vicinity of 2, the air pressure P suddenly rises according to the characteristic x 1, and the air clutch is completely connected at the maximum air pressure P1.

Therefore, it is possible to prevent the problem that the air clutch suddenly disengages with a slight stroke S of the latch pedal 57, which is common with conventional air clutches using pressure control valves.

Also, by adjusting the spring constant of the first spring 76, 76a, the maximum air pressure P1 is reduced to P2, and by adjusting the spring constant of the second spring 77, third spring 78, etc., the characteristics within the adjustment range M can be adjusted. ×3 to ×6 are obtained.

Furthermore, the depression force of the clutch pedal 57 is increased by the first spring 76.
．． Due to the spring force of the clutch pedal 76a, as shown in FIG. 3, which is a graph of the stroke Sp of the clutch pedal 57 versus the pedaling force T, the clutch pedal 57 exhibits characteristic 2, which increases linearly as the stroke S increases. 57's pedal force T becomes heavier as the pedal stroke increases.
It becomes a feeling of control.

(Effects of the Invention) As described above, in the 11 pneumatically controlled valves of the air clutch according to the present invention, a control mechanism 56 is provided to control the opening and closing of the second valve body 63, and the depression of the clutch pedal 57 is converted into hydraulic pressure. The control mechanism 56 includes a hydraulic chamber 59 communicating with the clutch master cylinder 58, and a spring section 60 that generates an urging force to close the second valve body 63 in conjunction with the pressure of the hydraulic chamber 59. A cylinder 72 having a pressure receiving surface cylindrical piston 72a facing the hydraulic chamber 59 is slidably provided in the cylinder 71 of 60. A first spring 76 , 76 a (first spring member) is provided within the cylindrical body 70 and is biased against the hydraulic pressure from the piston 72 a and determines the maximum air pressure. A cylindrical piston 72 that receives hydraulic pressure from a clutch master cylinder 58 that converts the depression of the clutch pedal 57 into hydraulic pressure is connected to this rod 73, and this rod 73 and the above-mentioned between the second valve body 63 and the second valve body 63.
, the third springs 77, 78 (second and third spring members) are arranged concentrically and actuated in series, and the spring forces of the second and third springs 77, 78 are transmitted to the second valve body 63. A spring force transmitter 81 is provided, and a second nth axis is arranged so as to obtain air pressure characteristics suitable for clutch control depending on the position of the cylindrical piston 72 that slides with the hydraulic pressure from the clutch master cylinder 58 linked to the clutch pedal 57. Since the urging force of 83 is gradually weakened, the following effects are achieved.

The clutch pedal 57 and the pneumatic control valve can be mounted as is in a vehicle having a normal master cylinder 58 without connecting the clutch pedal 57 and the pneumatic control valve with a rod as in the conventional case. Furthermore, although the second spring 77 and the third spring 78 are held concentrically in a double layered manner by the spring force transmission mechanism 81, the spring force of the two springs is actuated in series by the spring force transmission mechanism 81. The length of the control section 56 can be shortened compared to the conventional one, and the length of the entire pneumatic control valve can be shortened by that much, and the pneumatic control valve can be easily mounted on an actual vehicle.

When the clutch is engaged, the stroke S is in the large range of 82 to S3 ([R-C is the characteristic x 2
to gradually increase P, and near S2, the second spring 7
7. After Y in which both the third springs 78 are activated, the air pressure P suddenly decreases to one level with the characteristic x 1, and the air clutch is completely connected at the maximum air pressure P1 to obtain the characteristic X. Can be done.

Therefore, it is possible to prevent the problem of the air clutch suddenly becoming intermittent due to the slight movement of the latch pedal 57, which tends to occur with air clutches using conventional pressure control valves, and the clutch operation becomes easier. .

Further, the depression force of the clutch pedal 57 is determined by the first spring 76.
．． Due to the spring force of 768, as shown in FIG. 3, which is a graph of the stroke sp of the clutch pedal 57 versus the depressing force T, the characteristic 2 increases linearly as the stroke S increases, so that the depressing force of the clutch pedal 57 increases. It is possible to provide the driver with a natural clutch operation feeling in which the pedal force T becomes heavier as the pedal force T increases.

[Brief explanation of the drawing]

Fig. 1 is a vertical new view showing the pneumatic-11111 valve adopting the present invention, Fig. 2 is a graph showing the air pressure characteristics, Fig. 3 is a graph showing the characteristics of pedal depression force, and Fig. 4 is the conventional example. FIG. , 54... air valve body, 56...
...Control mechanism, 59...Hydraulic chamber, 60...Spring part,
72... Cylindrical piston, 73... Rod, 76.7
6a...first spring, 77...second spring, 78...third spring, 81...spring force transmission 31
41 Structure Patent Applicant Daikin Seisakusho Co., Ltd. Procedural Amendment (Method) 1. Indication of TB 1986 Patent Application No. 56146 2, Name of the invention ■Accrudge pneumatic control valve 3, Relationship to the case of the person making the amendment Patent applicant address 2-9-4 Higashitenma, Kita-ku, Osaka No. Chiyoda Building East Building 7th Floor (No. 530) 5. Date of Amendment Order (Date of Shipment) May 260, 1985
(1) Figure 4 of the drawings will be corrected as per the attached amended drawings. 8. List of attached documents (1) Amended drawings...1 or more copies

Claims (2)

[Claims] (1) The first valve has an air valve body that supplies the air pressure from the air pressure source to the air clutch while adjusting the pressure in conjunction with the amount of depression of the clutch pedal, and supplies the air pressure from the air pressure source to the air clutch when the clutch is connected. and a second valve body which releases the air pressure supplied to the air clutch when the clutch is disengaged in conjunction with the clutch pedal, in the air clutch air pressure control valve provided in the air valve body, the second valve body is fixed to the air valve body. Inside the cylindrical body there is a first
A spring member is provided, and the maximum air pressure is set by the action of the spring force of the first spring member and the air force acting on the diaphragm connected to the second valve body, and the state related to the second valve body is set within the cylindrical body. A slidable rod is provided, a piston that receives hydraulic pressure from a clutch master cylinder that converts the amount of depression of the clutch pedal into hydraulic pressure is connected to this rod, and between this rod and the second valve body, A spring force transmission mechanism is provided which operates the second and third spring members in series while arranging them concentrically and transmits the spring force of the second and third spring members to the second valve body, and is linked to the clutch pedal. A pneumatic control valve for an air clutch, characterized in that air pressure characteristics suitable for clutch control are obtained by the position of the piston that slides with hydraulic pressure from a clutch master cylinder. (2) The spring force transmission mechanism includes a first cylindrical shaft connected to the rod, and a second cylindrical shaft slidably fitted to the outer periphery of the first cylindrical shaft and connected to the second valve body. A third cylindrical shaft that is slidably fitted to the outer periphery of the second cylindrical shaft; and a substantially cylindrical spring receiver that is further slidably fitted to the outer periphery of the third cylindrical shaft and has flanges at both ends. The end face of the first cylindrical shaft is brought into contact with the first flange portion of the spring receiver, and a second spring member is disposed between the second cylindrical shaft and the third cylindrical shaft, so that the end face of the first cylindrical shaft is substantially fully engaged when the valve is opened. A third spring member is compressed in a compressed state, and a third spring member is compressed in a substantially fully compressed state between the third cylindrical shaft and the first flange portion of the spring bearing when the valve is opened, and the second flange portion of the spring bearing is compressed. The first spring member is connected to the first spring member so that the spring force of the first spring member is applied to Claim 1, wherein the piston slides to extend the second and third spring members sequentially under hydraulic pressure, thereby gradually weakening the biasing force on the first cylinder shaft. Air clutch pneumatic control valve.