JPH05231445A - Clutch operating device for vehicle - Google Patents
Clutch operating device for vehicleInfo
- Publication number
- JPH05231445A JPH05231445A JP4029724A JP2972492A JPH05231445A JP H05231445 A JPH05231445 A JP H05231445A JP 4029724 A JP4029724 A JP 4029724A JP 2972492 A JP2972492 A JP 2972492A JP H05231445 A JPH05231445 A JP H05231445A
- Authority
- JP
- Japan
- Prior art keywords
- fluid pressure
- clutch
- shift
- shift operation
- cylinder
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D48/04—Control by fluid pressure providing power assistance
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/068—Control by electric or electronic means, e.g. of fluid pressure using signals from a manually actuated gearshift linkage
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10406—Clutch position
- F16D2500/10412—Transmission line of a vehicle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/314—Signal inputs from the user
- F16D2500/3146—Signal inputs from the user input from levers
- F16D2500/31466—Gear lever
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50203—Transition between manual and automatic control of the clutch
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/512—Relating to the driver
- F16D2500/5128—Driver workload reduction
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/70406—Pressure
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、エンジンおよび変速機
間に介設されるクラッチのレリーズフォークに、流体圧
の作用に応じて前記クラッチを動力遮断状態とする側に
レリーズフォークを作動せしめるシリンダが連結される
車両用クラッチ操作装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a release fork of a clutch provided between an engine and a transmission, and a cylinder for actuating the release fork to the side for cutting off the power of the clutch according to the action of fluid pressure. The present invention relates to a vehicle clutch operating device to which is connected.
【０００２】[0002]
【従来の技術】従来、かかる装置は、たとえば実公昭６
２−１４４２２号公報等により既に知られている。2. Description of the Related Art Conventionally, such a device has been disclosed in, for example, Jikken Sho 6
It is already known from Japanese Patent Publication No. 2-14422.
【０００３】[0003]
【発明が解決しようとする課題】上記従来のものでは、
車両運転者がクラッチペダルを踏込み操作するのに応じ
て、クラッチマスタシリンダからの流体圧をスレーブシ
リンダに作用させ、それに応じてスレーブシリンダがク
ラッチのレリーズフォークを動力伝達遮断側に駆動する
ようにしており、変速機のシフト操作にあたっては、シ
フトレバーの操作と、クラッチペダルの踏込み操作とが
必要であり、シフト操作が容易であるとは言い難く、ま
た特に大型車両ではクラッチペダルの操作に大きな操作
力を必要とする。SUMMARY OF THE INVENTION In the above conventional one,
In response to the vehicle driver's stepping on the clutch pedal, the fluid pressure from the clutch master cylinder acts on the slave cylinder, and the slave cylinder accordingly drives the release fork of the clutch to the power transmission cutoff side. The shift operation of the transmission requires the operation of the shift lever and the operation of depressing the clutch pedal, which makes it difficult to say that the shift operation is easy. Need power.
【０００４】本発明は、かかる事情に鑑みてなされたも
のであり、クラッチペダルの操作を不要とするとともに
シフト操作を極めて容易とした車両用クラッチ操作装置
を提供することを目的とする。The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle clutch operating device which does not require the operation of a clutch pedal and is extremely easy to perform a shift operation.
【０００５】[0005]
【課題を解決するための手段】上記目的を達成するため
に、本発明に従う装置は、エンジンの作動状態では常時
一定の流体圧を発生し得る流体圧供給源と、該流体圧供
給源ならびにリザーバと前記シリンダとの間の連通・遮
断を切換可能な流体圧制御弁手段と、シフトレバーの操
作状態を検出するシフト操作検出器と、該シフト操作検
出器の検出信号に応じて流体圧制御弁手段の作動を制御
する制御手段とを備える。In order to achieve the above object, a device according to the present invention comprises a fluid pressure source capable of constantly generating a constant fluid pressure in an operating state of an engine, the fluid pressure source and a reservoir. Fluid pressure control valve means capable of switching communication / shutoff between the cylinder and the cylinder, a shift operation detector for detecting an operation state of a shift lever, and a fluid pressure control valve according to a detection signal of the shift operation detector. Control means for controlling the operation of the means.
【０００６】[0006]
【実施例】以下、図面により本発明の実施例について説
明する。Embodiments of the present invention will be described below with reference to the drawings.
【０００７】図１および図２は本発明の一実施例を示す
ものであり、図１は本発明装置の概略構成図、図２は流
体圧制御弁手段の制御手順を示すフローチャートであ
る。1 and 2 show one embodiment of the present invention. FIG. 1 is a schematic configuration diagram of the device of the present invention, and FIG. 2 is a flow chart showing a control procedure of a fluid pressure control valve means.
【０００８】先ず図１において、車両に搭載されたエン
ジンＥと変速機Ｍとの間には、エンジンＥのクランク軸
１ならびに変速機Ｍの入力軸２間の動力接・断を切換可
能なクラッチＣが介設されており、該クラッチＣのリレ
ーズフォーク３には、シリンダ４が連結される。而し
て、シリンダ４が流体圧の作動により伸長作動してレリ
ーズフォーク３が駆動されると、クラッチＣは動力遮断
状態となり、またシリンダ４がその流体圧の解放により
縮小作動すると、クラッチＣは動力伝達状態となる。First, in FIG. 1, between the engine E and the transmission M mounted on the vehicle, a clutch capable of switching between power connection and disconnection between the crankshaft 1 of the engine E and the input shaft 2 of the transmission M. C is interposed, and a cylinder 4 is connected to the relays fork 3 of the clutch C. Thus, when the cylinder 4 is extended by the operation of the fluid pressure and the release fork 3 is driven, the clutch C is in a power-off state, and when the cylinder 4 is reduced by the release of the fluid pressure, the clutch C is released. The power is transmitted.
【０００９】シリンダ４には、流体圧供給源５ならびに
リザーバ６が流体圧制御弁手段７を介して接続される。
流体圧供給源５は、エンジンＥの作動状態では常時一定
の流体圧を出力可能なものであり、リザーバ６から作動
流体を汲上げるポンプ８と、該ポンプ８に接続されるア
キュムレータ９と、ポンプ８の作動のオン・オフを切換
える圧力スイッチ１０とを備える。而して、該流体圧供
給源５は、車両に装備されたアンチロックブレーキ制御
装置ＡＢＳの流体圧供給源と兼用することも可能であ
る。A fluid pressure supply source 5 and a reservoir 6 are connected to the cylinder 4 via fluid pressure control valve means 7.
The fluid pressure supply source 5 is capable of constantly outputting a constant fluid pressure in an operating state of the engine E, a pump 8 for pumping a working fluid from a reservoir 6, an accumulator 9 connected to the pump 8, and a pump. And a pressure switch 10 for switching ON / OFF of the operation of FIG. Thus, the fluid pressure supply source 5 can also be used as the fluid pressure supply source of the antilock brake control device ABS mounted on the vehicle.
【００１０】流体圧制御弁手段７は、流体圧供給源５お
よびシリンダ４間に介設される常閉型電磁弁１１と、シ
リンダ４およびリザーバ６間に介設される常開型電磁弁
１２とから成る。而して両電磁弁１１，１２が消磁状態
にあるときにはシリンダ４の流体圧が解放状態にあって
クラッチＣが動力伝達状態となっており、両電磁弁１
１，１２が励磁状態にあるとシリンダ４には流体圧供給
源５の流体圧が作用してクラッチＣは遮断状態となる。
また両電磁弁１１，１２を励磁状態とした後に、常閉型
電磁弁１１を消磁状態とするとともに、常開型電磁弁１
２を断続的に消磁すると、クラッチＣが半クラッチ状態
となる。The fluid pressure control valve means 7 includes a normally closed solenoid valve 11 provided between the fluid pressure supply source 5 and the cylinder 4 and a normally open solenoid valve 12 provided between the cylinder 4 and the reservoir 6. It consists of and. When both solenoid valves 11 and 12 are demagnetized, the fluid pressure in the cylinder 4 is released and the clutch C is in the power transmission state.
When 1 and 12 are in the excited state, the fluid pressure of the fluid pressure supply source 5 acts on the cylinder 4 to bring the clutch C into the disengaged state.
Further, after the both solenoid valves 11 and 12 have been energized, the normally closed solenoid valve 11 is demagnetized and the normally open solenoid valve 1
When 2 is intermittently demagnetized, the clutch C is in a half-clutch state.
【００１１】流体圧制御弁手段７における両電磁弁１
１，１２の作動はコンピュータから成る制御手段１３に
より制御されるものであり、該制御手段１３には、車両
運転者によるシフトレバー１４の操作状態を検出するシ
フト操作検出器１５、シフトレバー１４が中立位置にあ
るかどうかを検出する中立位置検出器１６、ならびに車
両走行速度を検出する走行速度検出器１７が接続され
る。而して制御手段１３は、前記各検出器１５，１６，
１７からの信号に応じて前記両電磁弁１１，１２の作動
を制御する。Both solenoid valves 1 in the fluid pressure control valve means 7
The operations of 1 and 12 are controlled by a control means 13 including a computer. The control means 13 includes a shift operation detector 15 and a shift lever 14 for detecting an operation state of the shift lever 14 by a vehicle driver. A neutral position detector 16 for detecting whether the vehicle is in a neutral position and a traveling speed detector 17 for detecting a vehicle traveling speed are connected. Thus, the control means 13 controls the detectors 15, 16 and
The operation of both solenoid valves 11 and 12 is controlled according to a signal from 17.
【００１２】シフト操作検出器１５は、車両運転者がシ
フト操作を実行するときに押圧操作すべく、たとえばシ
フトレバー１４における把持部１４ａに設けられるもの
であり、押圧操作に応じてハイレベルの信号を出力す
る。また中立位置検出器１６は、シフトレバー１４が中
立位置にあるときにハイレベルの信号を出力するもので
ある。The shift operation detector 15 is provided, for example, on the grip portion 14a of the shift lever 14 so as to be pushed when the vehicle driver performs a shift operation. The shift operation detector 15 has a high level signal in response to the push operation. Is output. The neutral position detector 16 outputs a high level signal when the shift lever 14 is in the neutral position.
【００１３】制御手段１３では、両電磁弁１１，１２の
制御手順が、図２で示すように予め設定されており、第
１ステップＳ１では、車両運転者がシフト操作を行なお
うとしているかどうか、すなわちシフト操作検出器１５
が押圧操作されているかどうかが確認される。而してシ
フト操作を行なおうとしているときには、第２ステップ
Ｓ２において、流体圧制御弁手段７の常閉型電磁弁１１
が開弁されるとともに常開型電磁弁１２が閉弁される。In the control means 13, the control procedure of both solenoid valves 11 and 12 is preset as shown in FIG. 2, and in the first step S1, it is determined whether the vehicle driver is going to perform a shift operation. That is, the shift operation detector 15
It is confirmed whether or not is pressed. When the shift operation is about to be performed, the normally closed solenoid valve 11 of the fluid pressure control valve means 7 is operated in the second step S2.
Is opened and the normally open solenoid valve 12 is closed.
【００１４】第３ステップＳ３では、シフト操作が実行
中であるか否か、すなわち車両運転者がシフト操作検出
器１５から手を離しているかどうかが確認され、シフト
操作を実行中であるときには、第１ステップＳ１に戻
り、シフト操作が完了しているときには第４ステップＳ
４に進む。この第４ステップＳ４では、中立位置検出器
１６がハイレベルの信号を出力しているか否か、すなわ
ちシフトレバー１４が中立位置にあるかどうかが判断さ
れ、中立位置にあるときには第５ステップＳ５に進ん
で、常閉型電磁弁１１が閉弁されるとともに常開型電磁
弁１２が開弁される。また中立位置ではないと判断され
たときには第４ステップＳ４から第６ステップＳ６に進
み、この第６ステップＳ６では、走行速度検出器１６で
検出された車両走行速度Ｖが一定値たとえば１０ｋｍ／
ｈ未満であるか否かが判断され、１０ｋｍ／ｈ以上であ
ったときには第５ステップＳ５に、また１０ｋｍ／ｈ未
満であったときには第７ステップＳ７に進む。In the third step S3, it is confirmed whether or not the shift operation is being executed, that is, whether or not the vehicle driver is releasing the shift operation detector 15, and when the shift operation is being executed, Returning to the first step S1, when the shift operation is completed, the fourth step S1
Go to 4. In the fourth step S4, it is determined whether or not the neutral position detector 16 outputs a high level signal, that is, whether or not the shift lever 14 is in the neutral position, and when it is in the neutral position, the fifth step S5 is performed. Then, the normally closed solenoid valve 11 is closed and the normally open solenoid valve 12 is opened. When it is determined that the vehicle is not in the neutral position, the process proceeds from the fourth step S4 to the sixth step S6. In the sixth step S6, the vehicle traveling speed V detected by the traveling speed detector 16 is a constant value, for example, 10 km /
Whether it is less than h is determined, and if it is 10 km / h or more, the process proceeds to a fifth step S5, and if it is less than 10 km / h, the process proceeds to a seventh step S7.
【００１５】第７ステップＳ７では、常閉型電磁弁１１
が閉弁されるとともに常開型電磁弁１２が断続的に開弁
（チョッピング）作動せしめられ、次の第８ステップＳ
８で予め定めた時間が経過したと判断されたときに、第
９ステップＳ９で常開型電磁弁１２が開弁される。In the seventh step S7, the normally closed solenoid valve 11
Is closed and the normally open solenoid valve 12 is intermittently opened (chopping), and the following eighth step S
When it is determined that the predetermined time has elapsed in 8, the normally open solenoid valve 12 is opened in the ninth step S9.
【００１６】次にこの実施例の作用について説明する
と、車両発進時には車両運転者がシフト操作検出器１５
を押圧しながらシフトレバー１４を操作するのに応じて
シリンダ４に流体圧が作用してクラッチＣが遮断状態と
なり、シフトレバー１４を所望の前進位置に操作してシ
フト操作検出器１５から手を離すと、流体圧制御弁手段
７において常閉型電磁弁１１が閉弁するとともに常開型
電磁弁１２がチョッピング作動することによりクラッチ
Ｃが半クラッチ状態となり、そのチョッピング作動が所
定時間経過した後に常開型電磁弁１２が開弁することに
より、クラッチＣが動力伝達状態となり、変速機Ｍにお
いて低速段の歯車列が確立し、車両が円滑に発進するこ
とになる。Next, the operation of this embodiment will be described. When the vehicle starts, the vehicle driver operates the shift operation detector 15
In response to operating the shift lever 14 while pressing, the fluid pressure acts on the cylinder 4 to bring the clutch C into the disengaged state, operate the shift lever 14 to a desired forward position, and move the shift operation detector 15 When released, the normally closed solenoid valve 11 is closed in the fluid pressure control valve means 7 and the normally open solenoid valve 12 is chopped so that the clutch C is in a half-clutch state, and after the chopping operation has passed a predetermined time. When the normally open solenoid valve 12 opens, the clutch C enters a power transmission state, the low speed gear train is established in the transmission M, and the vehicle starts smoothly.
【００１７】車両が１０ｋｍ／ｈ以上の速度で走行中に
変速機Ｍの変速段を切換えるべくシフトレバー１４を操
作したときには、シフト操作完了時に常閉型電磁弁１１
が開弁されるとともに常開型電磁弁１２が開弁され、シ
リンダ４の流体圧が解放されてクラッチＣが動力伝達状
態となり、変速段が円滑に切換えられる。When the shift lever 14 is operated to change the gear stage of the transmission M while the vehicle is traveling at a speed of 10 km / h or more, the normally closed solenoid valve 11 is completed when the shift operation is completed.
Is opened and the normally open solenoid valve 12 is opened, the fluid pressure in the cylinder 4 is released, the clutch C enters the power transmission state, and the shift speed is smoothly switched.
【００１８】また惰性走行や停車のために、シフトレバ
ー１４を中立位置に戻したときには中立位置検出器１６
からのハイレベル信号により、直ちに常閉型電磁弁１１
が閉弁されるとともに常開型電磁弁１２が開弁され、ク
ラッチＣは通常の接続状態となる。When the shift lever 14 is returned to the neutral position for coasting or stopping, the neutral position detector 16
The normally closed solenoid valve 11 is immediately activated by the high level signal from
Is closed and the normally open solenoid valve 12 is opened, and the clutch C is in a normal connected state.
【００１９】さらにシフトレバー１４のシフト操作完了
後においてもシフト操作検出器１５を押圧作動し続けれ
ば、クラッチＣを遮断し続け得ることは言うまでもな
い。Needless to say, the clutch C can be continuously disengaged by continuously pressing the shift operation detector 15 even after the shift operation of the shift lever 14 is completed.
【００２０】このようにして、シフトレバー１４に設け
られているシフト操作検出器１５を操作しながらシフト
レバー１４を操作するだけの極めて簡単な操作でクラッ
チＣの動力接・断を切換えて、シフト操作を極めて容易
に行なうことができる。In this way, the clutch C is switched between power connection and disconnection by a very simple operation of operating the shift lever 14 while operating the shift operation detector 15 provided on the shift lever 14 to shift the shift. The operation can be performed extremely easily.
【００２１】しかもアンチロックブレーキ装置ＡＢＳを
装備した車両では、流体圧供給源５およびリザーバ６が
設けられているので、それら５，６を兼用すれば、部品
点数の大幅な増加なしに本発明装置を構成することが可
能である。Moreover, since the vehicle equipped with the anti-lock brake device ABS is provided with the fluid pressure supply source 5 and the reservoir 6, if these 5 and 6 are used in common, the device of the present invention can be used without significantly increasing the number of parts. Can be configured.
【００２２】図３はシフトレバーの変形例を示すもので
あり、このシフトレバー１４′は、中間部を固定位置で
揺動可能に支承されるとともに下端がチェンジロッド１
８に連結軸１９を介して連結される下部レバー２０と、
下部レバー２０の上端に前記連結軸１９と平行な支軸２
１を介して支承される上部レバー２２とから成り、上部
レバー２２の上端には車両運転者が把持するための把持
部２３が設けられる。而して下部レバー２０は、その中
間部に設けられた球状の支持部２０ａが固定の軸受部材
２６で揺動可能に支承されるものであり、また上部レバ
ー２２の下部は、下部レバー２０の上部を挿入すべく下
方に開いた筒状に形成されており、上部レバー２２およ
び下部レバー２０間には、それらのレバー２２，２０を
略同軸上に保持するためのばね２４が介設される。FIG. 3 shows a modified example of the shift lever. This shift lever 14 'has a middle portion swingably supported at a fixed position and a lower end having a change rod 1'.
A lower lever 20 which is connected to 8 via a connecting shaft 19;
The support shaft 2 parallel to the connecting shaft 19 is provided on the upper end of the lower lever 20.
1 and an upper lever 22 supported via the upper lever 22, and a grip portion 23 for a vehicle driver to grip is provided at an upper end of the upper lever 22. Thus, the lower lever 20 has a spherical support portion 20a provided in an intermediate portion thereof rotatably supported by a fixed bearing member 26, and the lower portion of the upper lever 22 is lower than that of the lower lever 20. It is formed in a cylindrical shape that opens downward to insert the upper part, and a spring 24 for holding the levers 22 and 20 substantially coaxially is provided between the upper lever 22 and the lower lever 20. ..
【００２３】このようなシフトレバー１４′によると、
車両運転者が把持部２３を把持してシフト操作を行なう
べく、矢印２５で示す方向に押圧力を加えると、上部レ
バー２２が支軸２１のまわりに回動し、上部レバー２２
の下端が下部レバー２０の側部に当接した後にもさらに
回動操作力を加えると、下部レバー２０が支持部２０ａ
を支点として回動し、その回動が連結軸１９を介してチ
ェンジロッド１８に伝わることになる。すなわちシフト
操作時には、上部レバー２２のみの回動作動と、上部レ
バー２２および下部レバー２０全体の回動によるチェン
ジロッド１８の作動とが２段階で実行されることにな
り、変速機Ｍ（図１参照）での変速段の切換はチェンジ
ロッド１８の作動により生じることになる。According to such a shift lever 14 ',
When the vehicle driver applies a pressing force in a direction indicated by an arrow 25 to grip the grip portion 23 and perform a shift operation, the upper lever 22 rotates around the support shaft 21 and the upper lever 22
When the turning operation force is further applied even after the lower end of the lower lever abuts on the side portion of the lower lever 20, the lower lever 20 moves the supporting portion 20a.
Is rotated about the fulcrum, and the rotation is transmitted to the change rod 18 via the connecting shaft 19. That is, during the shift operation, the rotation operation of only the upper lever 22 and the operation of the change rod 18 by the rotation of the entire upper lever 22 and the lower lever 20 are executed in two stages, and the transmission M (FIG. The change of the gear position in (see) occurs by the operation of the change rod 18.
【００２４】そこで、車両運転者がシフト操作を行なお
うとしているかどうかを検出するために、上部レバー２
２を回動操作されたか否かを検出すればよく、シフト操
作検出器１５′は、上部レバー２２の下端内面全周にわ
たって設けられる可動接点２７と、該可動接点２７に対
応して下部レバー２０の側面全周にわたって設けられる
固定接点２８とから構成される。而してシフト操作を実
行すべく車両運転者が上部レバー２２に力を加えて回動
操作すると、固定接点２８に可動接点２７が接触して車
両運転者のシフト意志を検出することができる。Therefore, in order to detect whether or not the vehicle driver is going to perform a shift operation, the upper lever 2
It suffices to detect whether or not 2 is rotated, and the shift operation detector 15 ′ has a movable contact 27 provided over the entire inner circumference of the lower end of the upper lever 22 and a lower lever 20 corresponding to the movable contact 27. And a fixed contact 28 provided over the entire circumference of the side surface of the. When the vehicle driver applies a force to the upper lever 22 to perform the shift operation, the movable contact 27 comes into contact with the fixed contact 28 to detect the vehicle driver's intention to shift.
【００２５】このようなシフトレバー１４′およびシフ
ト操作検出器１５′を用いると、車両運転者がシフト操
作時にシフトレバー１４′を回動操作するだけで、シフ
トレバー１４′の操作状態を検出することができ、シフ
ト操作をさらに容易とすることができる。When the shift lever 14 'and the shift operation detector 15' are used, the vehicle driver can detect the operation state of the shift lever 14 'only by rotating the shift lever 14' during the shift operation. Therefore, the shift operation can be further facilitated.
【００２６】[0026]
【発明の効果】以上のように本発明に従う装置は、エン
ジンの作動状態では常時一定の流体圧を発生し得る流体
圧供給源と、該流体圧供給源ならびにリザーバと前記シ
リンダとの間の連通・遮断を切換可能な流体圧制御弁手
段と、シフトレバーの操作状態を検出するシフト操作検
出器と、該シフト操作検出器の検出信号に応じて流体圧
制御弁手段の作動を制御する制御手段とを備えるので、
クラッチペダルの踏込み操作を不要として、シフト操作
を極めて容易に行なうことができる。As described above, in the device according to the present invention, the fluid pressure supply source capable of constantly generating a constant fluid pressure in the operating state of the engine, and the communication between the fluid pressure supply source and the reservoir and the cylinder. .Fluid pressure control valve means capable of switching shutoff, shift operation detector for detecting the operation state of the shift lever, and control means for controlling the operation of the fluid pressure control valve means according to the detection signal of the shift operation detector Since it is equipped with
The shift operation can be performed extremely easily without the need to operate the clutch pedal.
【図１】本発明装置の概略構成図である。FIG. 1 is a schematic configuration diagram of a device of the present invention.
【図２】流体圧制御弁手段の制御手順を示すフローチャ
ートである。FIG. 2 is a flowchart showing a control procedure of a fluid pressure control valve means.
【図３】シフトレバーおよびシフト操作検出器の変形例
を示す概略断面図である。FIG. 3 is a schematic cross-sectional view showing a modified example of a shift lever and a shift operation detector.
３・・・・・・レリーズフォーク ４・・・・・・シリンダ ５・・・・・・流体圧供給源 ６・・・・・・リザーバ ７・・・・・・流体圧制御弁手段 １３・・・・・制御手段 １４，１４′・シフトレバー １５，１５′・シフト操作検出器 Ｃ・・・・・・クラッチ Ｅ・・・・・・エンジン Ｍ・・・・・・変速機 3 ··· Release fork 4 ··· Cylinder 5 ··· Fluid pressure supply source 6 ··· Reservoir 7 ··· Fluid pressure control valve means 13 ·· .... Control means 14, 14 ', shift levers 15, 15', shift operation detector C ..., clutch E ..., engine M, ... transmission
Claims (1)
介設されるクラッチ（Ｃ）のレリーズフォーク（３）
に、流体圧の作用に応じて前記クラッチ（Ｃ）を動力遮
断状態とする側にレリーズフォーク（３）を作動せしめ
るシリンダ（４）が連結される車両用クラッチ操作装置
において、前記エンジン（Ｅ）の作動状態では常時一定
の流体圧を発生し得る流体圧供給源（５）と、該流体圧
供給源（５）ならびにリザーバ（６）と前記シリンダ
（４）との間の連通・遮断を切換可能な流体圧制御弁手
段（７）と、シフトレバー（１４，１４′）の操作状態
を検出するシフト操作検出器（１５，１５′）と、該シ
フト操作検出器（１５，１５′）の検出信号に応じて流
体圧制御弁手段（７）の作動を制御する制御手段（１
３）とを備えることを特徴とする車両用クラッチ操作装
置。1. A release fork (3) of a clutch (C) interposed between an engine (E) and a transmission (M).
In the vehicle clutch operating device, a cylinder (4) for activating a release fork (3) is connected to a side that puts the clutch (C) into a power-off state in response to the action of fluid pressure, in the engine (E). In this operating state, a fluid pressure supply source (5) capable of constantly generating a constant fluid pressure, and communication / interruption between the fluid pressure supply source (5) and the reservoir (6) and the cylinder (4) are switched. A possible fluid pressure control valve means (7), a shift operation detector (15, 15 ') for detecting the operation state of the shift lever (14, 14'), and the shift operation detector (15, 15 '). Control means (1) for controlling the operation of the fluid pressure control valve means (7) according to the detection signal.
3) A clutch operating device for a vehicle, comprising:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4029724A JPH05231445A (en) | 1992-02-17 | 1992-02-17 | Clutch operating device for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4029724A JPH05231445A (en) | 1992-02-17 | 1992-02-17 | Clutch operating device for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH05231445A true JPH05231445A (en) | 1993-09-07 |
Family
ID=12284060
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4029724A Pending JPH05231445A (en) | 1992-02-17 | 1992-02-17 | Clutch operating device for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH05231445A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006508844A (en) * | 2002-04-12 | 2006-03-16 | マグナ・ドライブトレイン・アクチエンゲゼルシヤフト・ウント・コンパニー・コマンデイトゲゼルシヤフト | Automobile with braking system and drive system |
| JP2007218434A (en) * | 2007-04-27 | 2007-08-30 | Iseki & Co Ltd | Gear shift controller for vehicle |
-
1992
- 1992-02-17 JP JP4029724A patent/JPH05231445A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006508844A (en) * | 2002-04-12 | 2006-03-16 | マグナ・ドライブトレイン・アクチエンゲゼルシヤフト・ウント・コンパニー・コマンデイトゲゼルシヤフト | Automobile with braking system and drive system |
| US7694790B2 (en) | 2002-04-12 | 2010-04-13 | Magna Drivetrain Ag & Co Kg | Motor vehicle equipped with an integrated brake and clutch control system |
| JP2007218434A (en) * | 2007-04-27 | 2007-08-30 | Iseki & Co Ltd | Gear shift controller for vehicle |
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