JPH0353953Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Field of Application] The present invention relates to a clutch operation control device for a vehicle that switches a clutch device in response to brake operation.

[Conventional technology and its problems]

Generally, brakes and clutches are designed to operate independently. For example, if a vehicle with a spring brake cylinder is operated with the clutch engaged, an excessive load will be applied to the engine and the clutch system will be damaged. The same applies to normal brake operation.

[Problem that the invention attempts to solve]

This invention was made in view of the above problems, and the engine,
It is an object of the present invention to provide a clutch operation control device for a vehicle that prevents an unnecessary increase in load on a clutch device.

[Means for solving problems]

The above purpose is to provide a conduit connecting an inching brake valve and a clutch switching valve, a branch conduit branching from the conduit and communicating with a compressed air storage tank, and a branch conduit that connects the inching brake valve to the inching brake valve. a first switching valve provided on the valve side and capable of switching between a communication position and a blocking position; a second switching valve provided on the branch pipe line capable of switching between a communication position and a blocking position; and a pressure formed therein. a brake cylinder that includes an elastic device that is compressed by supply of compressed air to the chamber and performs a braking action by the urging force of the elastic device in response to a decrease in pressure within the pressure chamber; and a pressure chamber of the brake cylinder and the first switch. and a pilot pipe connecting the valve and the second switching valve, respectively, so that when the pressure in the pressure chamber decreases, the first switching valve is switched to a blocking position and the second switching valve is switched to a communicating position. This is achieved by a clutch actuation control device for a vehicle.

[Operation] When the inching brake valve is operated when the pressure in the pressure chamber of the brake cylinder is at a normal level, compressed air is supplied to the clutch switching valve through the first switching valve in the communication position, and the clutch switching valve can be switched. Excessive loads on the engine are thus prevented and the clutch device is also protected from damage.

When the pressure in the pressure chamber of the brake cylinder decreases, a braking action is obtained by the urging force of the elastic device, but at this time, the first switching valve is switched to the blocking position and the second switching valve is switched to the communicating position, so that the compressed air storage tank and the second switching valve are switched to the communicating position. The clutch switching valve is directly connected, compressed air is supplied to the clutch switching valve, and the clutch is switched. Therefore, excessive loads on the engine are prevented and the clutch device is also protected from damage.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a clutch actuation control device for a vehicle according to an embodiment of the present invention will be described with reference to the drawings.

In Figure 1, service brake valve 1
The output ports of the inching brake valve 2 and the inching brake valve 2 are each connected to a double check valve 5, and the output of the double check valve 5 is led through a conduit 6 to a brake circuit (not shown). As is well known, the double check valve 5 selects the higher pressure of the outputs of the service brake valve 1 and the inching brake valve 2 and outputs it to the conduit 6 side. In addition, the input ports of the service brake valve 1 and the inching brake valve 2 are connected to a main compressed air tank 4, and this tank 4 is adapted to store compressed air within a predetermined pressure range by a compressor 3. .

The output port of the inching brake valve 2 is further connected via a line 7 and a first switching valve 8 to a clutch switching valve 14. A branch circuit 11 from the pipe line 7 is connected to the auxiliary tank 1 via the second switching valve 9.
Connected to 0. This auxiliary tank 10 is supplied with compressed air from the main tank 4 via a check valve 12 and a conduit 13, and is maintained at a predetermined pressure.

The main tank 4 is further connected via a line 16, a safety valve 15, and a line 17 to a spring cylinder 18, which will be described in detail later. Conduit 17
A pipe line 19 branching from the valve serves as a pilot pipe and is connected to the control ports of the first switching valve 8 and the second switching valve 9 described above. Also, the control port of the safety valve 15 mentioned above is connected to the pilot line 16.
It is connected to the pipe line 16 through the pipe a, and when the pressure in the pipe line 16 becomes less than a predetermined value, for example, 3 kg/cm ² , it changes from the communication state shown in the figure to the exhaust position where the pipe line 17 side is communicated with the atmosphere. It is configured. The first switching valve 8 and the second switching valve 9 take the positions shown in the figure when the pressure of compressed air supplied from the spring cylinder 18 side via the pilot pipe 19 is above a predetermined value. That is, the first switching valve 8 is in the communication position,
The second switching valve 9 is in the blocking position, but when the pressure of the compressed air from the spring cylinder 18 falls below a predetermined value, the first switching valve 8 is switched from the illustrated position to the blocking position, and the second switching valve 9 is in the communicating position. It is configured so that it can be switched to

Next, details of the spring cylinder 18 will be explained.

A diaphragm 21 is stretched near the left end inside the casing 20, and a service brake pressure chamber 2 is provided between the diaphragm 21 and the left end wall of the casing 20.
6 is formed. This is connected to the above-mentioned conduit 6 via an input connection hole 27. A piston 24 equipped with a seal ring is slidably fitted in the casing 20, and a safety pressure chamber 25 is formed between this piston 24 and the right end wall of the casing 20, which is connected to the input connection hole 28. via the above-mentioned conduit 1
7, that is, connected to the safety valve 15. The piston 24 is urged to the right by the strong spring 23, but in the illustrated state compressed air from the main tank 4 is being applied to the pressure chamber 25, so the piston 24 is pushed to the left, causing the spring 23 to As shown, it is in a compressed state. The spring 23 is received by a spring receiver 29 fixed to the casing 20 with a bolt. A push rod 22 is fixed to the center of the diaphragm 21, and a portion protruding from the casing 20 is connected to a wheel brake device (not shown).

Next, details of the switching valve 8 shown in FIG. 1 will be explained with reference to FIG. 2.

This main body or casing 30 has an input connection hole 31 connected to the above-mentioned pipe line 7 and an output connection hole 32 connected to the clutch valve 14 side. A lid 33 with a seal ring is screwed onto the upper part of the main body 30, and a control port, that is, a control hole 3 formed in this
4 is connected to the conduit 19 in FIG.
A piston 35 is attached to the spring 3 in the inner hole of the casing 30.
6, the piston 35 is pushed upward by the lid body 33 and is fitted in a slidable manner, and in the normal state shown in the figure, that is, when the pressure from the pipe line 19 is zero, the piston 35 comes into contact with the lid body 33, and is in this upper position. is regulated. A valve body 37 is disposed in the lower part of the inner hole, and is biased upwardly by a spring 38 whose one end is received by a spring receiver 39. 40 and blocks the input connection hole 31 side and the output connection hole 32 side. The spring receiver 39 has a trapezoidal cross-sectional shape, but small holes are formed in the center and periphery thereof.

Next, details of the second switching valve 9 in FIG. 1 will be explained with reference to FIG. 3.

This main body or casing 50 has a control port, that is, a control hole 53, an output connection hole 54.
are formed, and these are connected to the pipe line 19 and the clutch valve 14 side in FIG. 1, respectively. Further, the auxiliary tank 10 is connected to an input connection hole 51 formed in a lid 52 screwed into an opening at the top of the main body 50. A stepped piston 56 is slidably fitted into the inner hole of the casing 50, and is urged upward by a spring 57.
The spring 57 is received by a lid 55 screwed onto the lower opening of the main body 50. The upper position of the piston 56 is regulated by the large diameter portion of the piston 56 coming into contact with the inner wall portion 50a of the main body 50. A valve body 58 is arranged in the upper part of the inner hole, and this is connected to the spring 5.
9, and in the normal state shown, its downward position is regulated by abutting against the upper end surface of the piston 56. That is, the main body 50
It is spaced apart from a valve seat 60 formed on a part of the inner wall. The spring 59 is received by a spring receiver 60, and openings are formed in the center and periphery of the spring receiver 60. The figure shows a case where compressed air is not supplied to the input connection hole 53, and the communication position is not taken as shown in Figure 1, but the input control connection hole 53 is in the communication position. When compressed air is applied to the piston 53 from the pilot line 19, the piston 56 is pushed downward from the state shown in the figure, whereby the valve body 58 seats on the valve seat 60 and assumes the shutoff position as shown in FIG. It's becoming like that.

The vehicle clutch actuation control device according to the embodiment of the present invention is constructed as described above.
Explain the effects etc.

It is assumed that the vehicle equipped with this device is currently running. Compressed air from main tank 4 is pipe 1
6. The pressure is supplied to the pressure chamber 25 of the spring cylinder 18 through the safety valve 15, and the spring cylinder 18 is in the state shown. That is, strong spring 2
3 is in a compressed state as shown. Compressed air from the main tank 4 is supplied to the control connection holes 34, 53 of the first switching valve 8 and the second switching valve 9 via a safety valve 15 and a conduit 19, as shown in FIGS. 2 and 3. In the figure, the pistons 35 and 56 have moved downward from the upper position shown in the figure and have assumed the lower position. That is, in the first switching valve 8, the valve body 37 is pressed downward by the piston 35, and the input connection hole 31 and the output connection hole 32 are placed in communication with each other. Furthermore, in the second switching valve 9, the piston 56 has moved from the upper position shown in FIG. is blocking.

Service brake valve 1 in the above condition
When the brake pedal is depressed, the pressure is supplied to the brake circuit via the double check valve 5 and the conduit 6, and normal braking is applied. Also inching brake valve 2
When you step on the button, the compressed air will cause pipe 7,
Compressed air is supplied to the clutch valve 14 through the first switching valve 8 to switch the clutch, and compressed air is supplied to a brake circuit (not shown) through the double check valve 5 to apply the desired inching brake. That is, when the inching brake is applied, the clutch is automatically switched. Next, suppose that the pressure of the compressed air in the main tank 4 drops for some reason, that is, when the pressure in the pipe line 16 drops below a predetermined value, this activates the safety valve 15 via the pilot pipe line 16a. The illustrated communication position is then switched to the exhaust position. That is, the compressed air from the pressure chamber 25 in the spring cylinder 18 is transferred to the input hole 2.
8. Exhausted to the atmosphere via line 17. As a result, the pressure to the control input holes 34 and 53 of the first switching valve 8 and the second switching valve 9 communicating with the pressure chamber 25 of the spring cylinder 18 decreases.
In the switching valve 8, the piston 35 moves upward and assumes the illustrated position, and the valve body 37 seats on the valve seat 40. That is, the input connection hole 31 and the output connection hole 32 are cut off. Further, in the second switching valve 9, the pressure to the control input hole 53 decreases, so the piston 56 moves upward and takes the position shown in the figure, causing the valve body 58 to leave the valve seat 60. As a result, the input connection hole 51
The auxiliary tank 10 communicates with the output connection hole 54, and compressed air is supplied from the auxiliary tank 10 to the clutch valve 14 through the input connection hole 51, the output connection hole 54, and the conduit 11, whereby the clutch device is automatically switched. become.

On the other hand, in the spring cylinder 18, the pressure in the pressure chamber 25 decreases, and the spring force of the spring 23 causes the piston 24 to move to the right in the figure. That is, the push rod 22 moves to the right, and the brake is applied by the spring force of the spring 23.

As mentioned above, even when the inching brake is operated, or when the brake is applied by the spring force of the spring 23 of the spring cylinder, the clutch valve 14 is automatically switched, so there is no possibility of applying an excessive load to the engine or Damage to the clutch device is prevented.

Although the embodiments of the present invention have been described above, the present invention is of course not limited thereto, and various modifications can be made based on the technical idea of the present invention.

For example, in the above embodiment, the auxiliary tank 10 was provided between the second switching valve 9 and the main tank 4, but this may be omitted and the main tank 4 may be directly connected to the second switching valve 9. .

Further, the spring cylinder 18 is not limited to the illustrated structure, and various known brake cylinders can be applied.

〔Effect of the invention〕

As described above, according to the vehicle clutch operation control device of the present invention, no excessive load is applied to the engine during any braking operation, and damage to the clutch device can be prevented.

[Brief explanation of the drawing]

FIG. 1 is a piping system diagram of a vehicle clutch actuation control device according to an embodiment of the present invention, FIG. 2 is a sectional view showing details of the first switching valve in FIG. 1, and FIG. FIG. 3 is a cross-sectional view showing details of the switching valve. 8...First switching valve, 9...Second switching valve, 14...
...clutch valve.

Claims (1)

[Scope of utility model registration request] a pipe line connecting the inching brake valve and the clutch switching valve; a branch pipe branching from the pipe line and communicating with the compressed air storage tank; and a branch pipe line connected to the inching brake valve side than the branched part of the pipe line a first switching valve that is switchable between a communicating position and a blocking position; a second switching valve that is provided in the branch pipe and that is switchable between a communicating position and a blocking position;
A brake cylinder that includes an elastic device that is compressed by supplying compressed air to a pressure chamber formed inside and performs a braking action by the urging force of the elastic device in response to a decrease in pressure within the pressure chamber, and the pressure of the brake cylinder. a pilot pipe connecting the chamber and the first switching valve and the second switching valve, respectively, and when the pressure in the pressure chamber decreases, the first switching valve is placed in a cutoff position and the second switching valve is communicated. A vehicle clutch actuation control device that is configured to switch between different positions.