KR100209496B1 - Automatic control system for manual transmission vehicle - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch automatic control system for a manual transmission vehicle, wherein the vehicle speed is dependent on a transmission gear set by a manual shift lever under the operation of the clutch pedal for automatic control of the clutch pedal 51 in the manual transmission vehicle. The clutch pedal is installed on the shift lever in the determined manual shift vehicle and is operated for shifting the vehicle speed under the setting of the clutch automatic control mode and a mode setting switch 10a for setting the clutch automatic control mode for the clutch pedal. A hand switch 10b for controlling automatic control power to 51, a speed pedal detecting switch 25 for detecting an operation on the accelerator pedal 21 of the vehicle as a switch signal, and the clutch automatic control mode under the clutch automatic control mode. The acceleration phase signal detected by the accelerator pedal detection switch 25 and the shift phase executed under the operation of the hand switch 10b. And a control unit 30 for executing automatic control of the clutch pedal 51 based on the braking signal, and a clutch control for executing position control for the clutch pedal 51 under the control of the control unit 30. A unit 40 and a clutch operating unit 50 for automatically operating and controlling the position of the clutch pedal 51 based on the automatic control torque of the clutch pedal 51 transmitted by the clutch control unit 40. It is composed.

Description

Automatic clutch control system for manual transmission vehicles

The present invention relates to a clutch automatic control system for a manual transmission vehicle. More particularly, the automatic control mode of the clutch pedal is set for a vehicle equipped with a clutch pedal, and the operation of the clutch pedal is automatically performed based on the change of the vehicle speed. It relates to a clutch automatic control system of a manual transmission vehicle to achieve.

As is well known, for a vehicle that obtains driving force by applying engine power, the clutch mechanism and the engine power are increased or decreased as a means for linking the change in the engine power to the variable vehicle speed based on the change in the vehicle speed. Accelerator mechanism for adjusting the increase and decrease of the vehicle, and a brake mechanism for slowing / stopping the amount of change in the increased vehicle speed.

Among them, in case of a manual transmission vehicle, if the clutch pedal is operated when shifting or restarting while stopping, the clutch disc of the clutch mechanism is coupled to the flywheel of the engine and receives the power of the engine to drive the drive shaft. It transmits to the current and / or the rear wheel as a medium to perform the action to enable the vehicle to run.

Therefore, during the operation of the manual transmission vehicle, the gear must be converted to change the speed of the vehicle or at the time of restarting the stopped vehicle. In this case, it is necessary to repeatedly operate the clutch pedal.

By the way, with respect to the clutch pedal provided in the manual transmission vehicle, for example, in the case of high-speed driving, the number of operations is relatively reduced, but, for example, when the traffic jam is severe, driving / stopping of the vehicle is repeated. Therefore, the operation of the clutch pedal puts a considerable burden on the driver.

On the other hand, in the case of an automatic transmission vehicle in which the automatic transmission function is designed, the clutch pedal is not installed because the clutch mechanism is configured to receive the power of the engine and transmit it to the front wheel and / or the rear wheel at all times in the non-braking state. Therefore, restarting or vehicle speed change while the vehicle is stopped can be executed without the clutch pedal being operated.

However, in the case of automatic transmission vehicles, the consumption of fuel for a unit driving distance is increased as compared with manual transmission vehicles, and the sales cost of the vehicle is increased.

In view of this, in recent years, various types of configurations have been applied to eliminate the need for repeated operation of the clutch pedal by the driver by applying an automatic clutch control method that automatically operates the clutch mechanism for a manual transmission vehicle. Bar, according to an example of the automatic clutch control method includes a method of applying the vacuum power of the vehicle as the power of the clutch operation to control by using the engine speed or the running speed of the vehicle.

However, according to the automatic clutch control of such a method, since the power of the clutch operation is taken from the vacuum power of the engine, the structure of the automatic clutch control system is not only complicated, but also the installation on the vehicle is considerably cumbersome and the time required for the installation. Also greatly increased.

In addition, the automatic clutch control method according to another example of the prior art obtains the driving force by the DC electric motor operated by the DC power source of the vehicle while the engine rotation speed, the engine knocking (knocking) state, the corresponding driving speed of the vehicle, It also includes a method of automatically controlling the clutch mechanism based on signals from a number of sensors applied to the detection of the operation position of the accelerator pedal, the operating state of the brake pedal, the position of the transmission gear, the pressure and temperature of the clutch, and the like. In the case of the method, since it is desirable to be mounted in the middle of the production process of the vehicle in consideration of the installation position of the plurality of sensors, it becomes quite cumbersome or impossible to apply to the manual transmission vehicle already applied to the operation.

In addition, according to the structure of most of the automatic clutch control method installed in the manual transmission vehicle, the automatic clutch control mode is executed at the fixed position for the clutch pedal at all times even in the automatic clutch control mode, that is, when the vehicle is restarted or when the vehicle speed is changed. In the clutch pedal, the position of the clutch pedal is preferably changed similarly to the state of the driver's operation with respect to the clutch pedal. However, in the structure of most automatic clutch control methods, the clutch pedal is kept at a constant state without any change in the position of the clutch pedal. According to the driver, there is anxiety about driving the clutch pedal in a fixed position in the automatic clutch control mode.

Accordingly, the present invention has been made in view of the above circumstances, and in the automatic clutch control mode, the clutch pedal is mediated through the clutch pedal adjusting medium by applying the rotational force generated from the electric motor based on the vehicle speed, the braking state, and the operation state of the accelerator pedal. It is an object of the present invention to provide a clutch automatic control system of a manual transmission vehicle that enables this position to operate variably and enables automatic control of the clutch pedal.

In order to achieve the above object, according to a preferred embodiment of the present invention, the gear shift is set by the shift lever and a manual shift having a clutch pedal and a brake pedal operated when the vehicle is restarted or the vehicle speed is decelerated while the vehicle is stopped. A vehicle, comprising: a mode setting switch means installed on the shift lever to set an automatic control mode for the clutch pedal, and operated for shifting of the vehicle speed under the setting of the automatic clutch control mode to supply automatic control power to the clutch pedal; An acceleration pedal detection switch means for detecting an operation of the accelerator pedal of the vehicle as a switch signal, an acceleration state signal detected by the acceleration pedal detection switch means and the hand switch means under the clutch automatic control mode; On the basis of the shift state and the braking signal executed under the operation of On the basis of a control unit for executing automatic control of the clutch pedal, a clutch control unit for executing position control for the clutch pedal under the control of the control unit, and an automatic control torque of the clutch pedal transmitted by the clutch control unit. Provided is a clutch automatic control system for a manual transmission vehicle including a clutch operating unit for automatically controlling the position of the clutch pedal.

Preferably, according to the present invention, the accelerator pedal detecting switch means is composed of a switch element that is connected to the accelerator pedal via a connection wire to maintain the closed position at all times.

The control unit detects an acceleration state for position adjustment of the clutch pedal in an operation state of the accelerator pedal based on a power supply unit for supplying power for automatic control of the clutch pedal and a switch signal applied from the accelerator pedal detection switch. An acceleration detection unit configured to detect an actual vehicle speed of the vehicle and set an execution condition of an automatic control mode by the clutch pedal, based on the acceleration pedal detection signal, the acceleration detection signal, the vehicle speed signal, and the braking signal. And an electric motor control unit for setting a power path for executing position control for the clutch pedal.

The apparatus further includes a reverse voltage adjusting unit for adjusting a reverse voltage for the clutch pedal operation.

Preferably, the clutch control unit is configured to automatically control the clutch pedal by forward / reverse rotation of the electric motor and a clutch adjustment mechanism driving unit including an electric motor that rotates forward / backward under the control of the electric motor control unit of the control unit. It includes a clutch adjustment mechanism.

The clutch adjustment mechanism driving unit includes a worm formed at the shaft end of the electric motor and a worm gear engaged with the worm, and a worm gear shaft coupled to the center of the worm gear, wherein the worm, the worm gear, and the worm gear shaft are It is housed in a worm gear housing.

In addition, the clutch adjusting mechanism is cylindrically coupled to the worm gear shaft of the clutch adjusting mechanism driving unit, and is wound in a forward / reverse direction and has a cylindrical winding member for winding up / releasing the connecting member connected to the clutch pedal, and at one end of the winding member. The gear teeth engaged with the gear teeth formed around the protruding protrusions are formed on the bottom surface, and are provided on the horizontal movement rack member for converting rotation of the winding member into linear motion, and installed on the horizontal movement path of the horizontal movement rack member. A first switching element for generating a switching signal for limiting reverse rotation of the electric motor, a second switching element installed on the horizontal movement path and generating a reverse rotation speed adjusting / stopping signal of the electric motor and the setting of the electric motor And a third switching element for generating a signal for controlling rotation.

Preferably, the second switching element is disposed to be displaced from the third switching element in the release direction of the clutch pedal with respect to the third switching element on the horizontal movement path of the horizontal moving rack member.

In addition, the second switching element is fixed to the first switch bracket, the switch bracket is formed with at least two long holes, for the at least two long holes are fastened to the screw for holding the switch bracket movable, One end of the switch bracket is coupled to the first adjustment knob that protrudes outside the housing by bolts.

And, the third switching element is fixed to the second switch bracket, the switch bracket is formed with at least two long holes, for the at least two long holes are fastened to the screw for holding the switch bracket movable, One end of the second switch bracket is coupled by bolting to a second adjustment knob that protrudes outside the housing.

In addition, the acceleration sensing unit is driven by the first single-stable multivibrator for generating a predetermined pulse signal by the power applied in the automatic control mode and the predetermined pulse signal, the forward rotation control signal for the electric motor A first single switching transistor for generating a voltage, a second single-stable multivibrator for generating a predetermined pulse signal by a power applied through the accelerator pedal detection switch when the accelerator pedal is not operated, and based on the predetermined pulse signal And a second switching transistor for controlling a power path of reverse rotation with respect to the electric motor.

The vehicle speed detecting unit includes a monostable multivibrator for generating a pulse signal having a time constant by a capacitor and a resistance for the actual vehicle speed of the vehicle, and a resistor for forming a signal having a reverse potential with respect to the pulse signal of the monostable multivibrator. And first and second switching transistors that switch by a capacitor, a resistor thereof, and a signal formed by the capacitor to generate a stop signal of the electric motor.

The resistance for determining the time constant of the monostable multivibrator is constituted by the parallel connection of the first to seventh fixed resistors and at least one variable resistor, and the first to seventh fixed resistors and the external adjustment. The variable resistor is connected to the monostable multivibrator through a duff switch for adjustment of the speed pulse signal for each vehicle type.

The electric motor control unit may be activated and controlled by an electric motor stop release signal of the vehicle speed sensing unit to switch a path of power to the electric motor, and to respond to an operation detection signal of the accelerator pedal of the vehicle speed sensing unit. Is activated to switch the power path of the electric motor to a second relay element for switching control and to switch the power path applied to the electric motor in response to the power path switching control of the second relay element. And a third relay element for performing forward / reverse rotation and a fourth relay element for controlling switching of the third relay element.

In addition, the reverse voltage adjusting unit is a Darlington-connected first outputting a variable resistor for setting the power potential applied at the time of reverse rotation of the electric motor and the potential set by the variable resistance to the reverse rotation potential of the electric motor. And a second switching transistor.

Further, according to another preferred embodiment of the present invention, the horizontal movable rack member is configured to directly connect the clutch pedal via a connecting member to adjust the position of the clutch pedal under the control of the control unit.

According to the clutch automatic control system of a manual transmission vehicle according to the present invention having the above-described configuration, the clutch control unit and the clutch operation unit under the control of the control unit according to the operation state and braking state of the accelerator pedal and the change of the vehicle speed with respect to the manual transmission vehicle. By the interlocking action of the clutch pedal automatically adjusts the position, thereby eliminating frequent operation of the clutch pedal in the manual vehicle.

1 is a view showing the overall configuration of the automatic clutch control system of a manual transmission vehicle according to an embodiment of the present invention.

FIG. 2 is a side sectional view showing the structure of the clutch adjustment mechanism constituting the clutch control unit shown in FIG.

3 is a view showing a coupling state of the clutch adjusting mechanism and the clutch adjusting mechanism driving unit of the clutch control unit shown in FIG.

4 is a schematic exploded perspective view of the clutch drive unit shown in FIG.

5 is a block diagram of a control unit of the clutch automatic control system for a manual transmission vehicle according to the present invention shown in FIG.

FIG. 6 is a detailed circuit diagram of a control unit configured in the clutch automatic control system of the manual transmission vehicle shown in FIG.

7 is a view for explaining the operation of the clutch pedal to be applied to the present invention.

8 (a) to 8 (c) are diagrams for explaining the control state of the clutch pedal executed under the control of the clutch control unit shown in FIG.

9 is a view showing the structure of the horizontal movable rack member and the chain winding drum in the clutch control unit according to another embodiment of the present invention.

10 is a flowchart schematically showing the operation of the automatic clutch control system according to the embodiment of the present invention.

* Explanation of symbols for main parts of the drawings

10: shift lever 10a: mode setting switch

10b: hand switch 20: accelerator pedal detection unit

21: accelerator pedal 25: accelerator pedal detection switch

30: control unit 40: clutch control unit

50: clutch operation unit 51: clutch pedal

52: rotating roller member 142: chain winding drum

144: horizontal moving rack member 500: acceleration detection unit

600: vehicle speed detection unit 700: electric motor control unit

800: reverse voltage adjuster

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a diagram showing the overall configuration of a clutch automatic control system for a manual transmission vehicle according to a preferred embodiment of the present invention.

In the figure, reference numeral 10 denotes a shift lever for gear shift in a corresponding manual shift vehicle, and the shift lever 10 includes a clutch automatic control mode for a clutch automatic control system for a manual shift vehicle according to the present invention. A mode setting switch 10a for setting and a hand switch 10b operable when the vehicle shifts in the clutch automatic control mode are provided.

Reference numeral 20 denotes an accelerator pedal detection unit for detecting an acceleration state for a corresponding vehicle, and according to the accelerator pedal detection unit 20, one end of a known accelerator pedal 21 is a vehicle body frame of a corresponding vehicle ( 22 is coupled to a throttle valve (not shown) for adjusting the intake air amount toward the engine (not shown) via the pedal wire 23, and the accelerator pedal 21 is provided at the center of the accelerator pedal 21. A pivot point 24 is provided for the pivoting operation.

Further, according to the accelerator pedal detection unit 20, an accelerator pedal detection switch 25 for electrically detecting the operation state of the accelerator pedal 21 is provided, and the switch member of the accelerator pedal detection switch 25 is provided. 25a is connected to an upstream side of the accelerator pedal 21 through a connecting wire 26, and normally closed by the connecting wire 26 when the accelerator pedal 21 is not operated. The state connected to the switching contact 25b as is maintained.

In FIG. 1, reference numeral 30 denotes an accelerator pedal detection switch 25 of the accelerator pedal detection unit 20 in a state where the automatic clutch control mode is set by the mode setting switch 10a of the shift lever 10. In FIG. The control unit that executes automatic clutch control when it is determined that the change to the acceleration state (that is, the release of the braking state) by restarting at the stop and after the stop is determined.

In Fig. 1, reference numeral 40 denotes a clutch control unit which executes the automatic clutch control mode under the control of the control unit 30, and the clutch control unit 40 shows the pull / unlock of the clutch pedal described later. A clutch adjustment mechanism 40a to be executed, and an electric motor to be described later which generates torque for driving the clutch adjustment mechanism 40a by forward / reverse rotation by the clutch automatic control signal of the control unit 30. The clutch adjusting mechanism driving portion 40b is included.

Reference numeral 50 denotes a clutch drive unit which is driven by the clutch control unit 40 to perform a clutch operation. The clutch drive unit 50 has a well known clutch pedal 51 in the body frame 22. It is connected to the clutch control unit 40 via the connecting member 53 which performs the action of pulling or releasing the clutch pedal 51 by the guide of the rotating roller member 52 fixed thereto.

Preferably, the connecting member 53 is directed to the chain portion 53a connected to the clutch pedal 51 while being guided by the rotation roller member 52 and the clutch adjusting mechanism 40a. The wire part 53b is accommodated in the guide member 54 and in the form of a wire cable 55 for covering the wire part 53b when installed in a vehicle. It is coupled to the housing 141 of the clutch adjustment mechanism 40a, and such a connecting member 53 is not limited to the above-described form.

2 is a side cross-sectional view of the clutch adjustment mechanism 40a configured in the clutch control unit 40 shown in FIG. 1, in which the connecting member 53 is a wire cable in the housing indicated by reference numeral 141. FIG. The wire part 53b and the chain part 53c in the 55 are included, and the predetermined position of the housing 141 rotates forward / reversely by the electric motor constituting the clutch adjustment mechanism drive part 40b. A circular chain winding drum 142 in which the chain portion 53b of the connecting member 53 is wound or released is installed.

Gear teeth are formed on the periphery of the protruding portion 143 protruding in a cylindrical shape from the center of the chain winding drum 142, the transmission of gears on the gear teeth of the protrusion 143 is included in the clutch adjustment mechanism driving portion (40a) A horizontal movable rack member 144 is provided correspondingly to transmit the rotational power of the motor to the chain winding drum 142 via its protrusion 143. The lower end surface of the horizontal movable rack member 144 is formed with the gear teeth to be engaged with the gear teeth of the protrusion 143, and the length of the horizontal movement section of the horizontal movable rack member 144 is defined at the center portion thereof. Having a working hole 144a is formed, a set of fixing screws 144b for supporting the horizontal movement of the horizontal movable rack member 144 is located inside the operating hole 144a.

In addition, on the horizontal movement path of the horizontal movable rack member 144 to limit the final movement position of the clutch pedal release direction of the horizontal movable rack member 144 to stop the reverse rotation of the chain winding drum (143). For example, a motor reverse rotation stop switch 145 made of a micro switch is provided. The motor reverse rotation stop switch 145 has a switching member 145a whose switching state is controlled by one end of the horizontal movable rack member 144. At the tip of the switch member 145a, a rotating member is formed of a small roller that protrudes on the horizontal moving path of the horizontal moving rack member 144 and rotates in contact with the horizontal moving rack member 144. 145b is provided.

Further, the motor reverse rotation speed adjusting / stopping switch made of, for example, a micro switch for stopping the reverse rotation of the chain winding drum 143 in the pull / release direction of the clutch pedal on the horizontal movement path of the horizontal movement rack member 144. 146 is provided. The motor reverse rotation speed adjusting / stop switch 146 is coupled to the first switch bracket 147 displaceably installed on the housing 141, and the motor reverse rotation is formed at one side of the first switch bracket 147. A first long hole 148 is installed to adjust the position of the speed adjusting / stop switch 146. A first screw for supporting the first switch bracket 147 is installed inside the first long hole 148. 149 is fastened. In addition, a second long hole 150 is formed on the other side of the switch bracket 147 to adjust the position of the motor reverse rotation speed adjusting / stop switch 146. The second screw 151 for supporting the first switch bracket 147 is fastened.

In addition, one end of the first switch bracket 147 is rotatably coupled to the first adjustment bolt member 153 protruded from the first adjustment knob 152 protruding out of the housing 141. 154 is provided to adjust the first adjustment knob 152 under the support of the first and second screws 149 and 151 in response to the adjustment amount transmitted via the adjustment bolt member 153. The position of the first switch bracket 147 is displaced, whereby the position of the motor reverse rotation speed adjusting / stop switch 146 is adjusted.

In addition, the motor reverse rotational speed adjusting / stopping switch 146 is protruded on the horizontal movement path of the horizontal movement rack member 144 and the switch member 156 provided with a rotating member 155 by a small roller at the tip thereof. ) And the switch member 156 presses the pivot member 155 while the horizontal movable rack member 144 is horizontally moved so that the switch member 156 is in contact with the switch contact point 157. A signal for instructing the reverse rotation stop of the chain winding drum 142 and the stop of the electric motor constituted in the clutch adjustment mechanism driving unit 40b is generated.

In addition, for example, the micro switch which generates a signal for stopping the forward rotation of the chain winding drum 142 on the horizontal movement path of the horizontal movement rack member 144 behind the motor reverse rotation speed adjusting / stop switch 146. The motor forward stop switch 158 is formed of a bar, and the motor forward stop switch 158 is fixed to the housing 141a so as to be displaced similarly to the motor reverse speed adjusting / stop switch 146. It is installed on the second switch bracket 159, the first switch 161 is fastened to the inside of the first long hole 160 formed on one side to the second switch bracket 159 and the other formed on the other side The second screw 163 is fastened to the inside of the two long holes 162.

In addition, the fastening nut 166 coupled to the second switch bracket 159 to be rotatably coupled to the second adjusting knob 164 protruding to the outside of the housing 141 through the second adjusting bolt member 165. The second switch bracket 159 is provided with the first and second long holes 160, according to the adjustment amount transmitted through the second adjusting bolt member 165 when the second adjusting knob 164 is adjusted. Position adjustment is possible under the support of the first and second screws 161 and 163 fastened to 162.

Here, the motor forward stop switch 158 and the motor reverse rotation speed adjustment / stop switch 146 is installed in a slightly shifted position, precisely the motor forward stop switch 158 is the horizontal movable rack member In the horizontal movement direction of 144, the clutch pedal is installed at the final position to be completely pulled, while the motor reverse rotation speed adjusting / stop switch 146 is installed at the inner side than the final position.

Preferably, for the chain winding drum 142 accommodated in the housing 141, the chain is generally used to guide the state in which the chain portion 53c of the connecting member 53 is wound or unwound by rotation thereof. The guide member 141a integrally formed with the housing 141 is provided around the winding drum 142.

3 is a view showing a coupling structure of the clutch adjustment mechanism 40a and the clutch adjustment mechanism driving portion 40b of the clutch control unit 40 shown in FIG.

In the figure, the worm 171 of a predetermined length is spoken at the tip of the electric motor capable of forward / reverse rotation indicated by the reference numeral 170, and the worm gear (housed in the worm gear housing 172) for the worm 171 is provided. 173 is coupled, the worm gear shaft 174 is spoken at the center of the worm gear 173 is screwed to the central portion of the protrusion 143 protruding from the center of the chain winding drum 142, Accordingly, when the rotational power of the electric motor 170 is transmitted to the worm gear 173 via the worm 171, the worm gear 173 is rotated, and is generated by the rotation of the worm gear 173. The rotation of the worm gear shaft 174 is transmitted to the chain winding drum 142 to perform winding or unwinding of the chain portion 53b under the guide of the guide member 141a.

4 is a schematic exploded perspective view of the clutch driving unit 50 shown in FIG. 1, and according to the clutch driving unit 50, a wire fastening member 51a is coupled to a predetermined position of the clutch pedal 51. A through hole (not shown) formed in the clutch pedal 51 at a position corresponding to the pedal fixing hole 200 and the pedal fixing hole 200 formed at a predetermined position of the wire fastening member 51a. The wire fastening member 51a is fixedly coupled to the clutch pedal 51 by fastening the bolt 201.

In addition, an additional through hole 202 is formed in the wire fastening member 51a, and one end of the chain portion 53a of the connection member 53 is coupled to the through hole 202, and the connection member 53 is connected thereto. The chain fixing member 203 to which the actuation force for pulling or releasing the clutch pedal 51 is transmitted is inserted into and fixed.

That is, one end of the chain fixing member 203 is formed with a speech portion 203a having a diameter that can be inserted into the through hole 202, the speech portion 203a is inserted into the through hole 202 In this case, the bush 203b is inserted into and fixed to the end of the speech portion 203a to support the mounting state.

In addition, while the other end of the wire fixing member 203 is formed in a larger diameter than the speaker 203a, the center portion thereof is penetrated in one direction so as to interpose one end of the chain portion 53a, and the amount of the through opening is increased. A pin hole 204 is formed at one end of the chain portion 53a to fix one end of the chain portion 53a, and a fixing pin is inserted through the pin hole 204 while matching the fixing position of the chain portion 53a to the pin hole 204. By doing so, the connection member 53 is fixedly fastened to the chain fixing member 203.

In addition, the rotation roller member 52 in FIG. 4 includes the wire guide member 206 for smoothly guiding the wire portion 53b which forms the connection member 53 and is connected to the other end of the chain portion 53a. The inner side of the guide member 206 is opened upward and downward for the movable storage of the wire portion 53b, and the tip of the guide member 206 is generally circular, and at the center portion thereof. A screw through hole 207 is formed.

In addition, a pair of fixing brackets 208 and 209 for fixing the guide member 206 are provided on both sides of the circular tip of the wire guide member 206, and the tip of the fixing brackets 208 and 209 is provided. Similarly to the tip shape of the guide member 206 is formed in a circular shape, the center portion of the screw through holes 208a, 209a to correspond to the screw through hole 207 formed in the circular tip of the guide member 206 ) Are formed to be fastened to each other by the screw 210a and the nut 210b.

In addition, a first pivot member 211 having a constant inner diameter and the first pivot of the wide guide member 206 are accommodated through the screw 210a at the inner end of the circular tip. While the member 211 has an inner diameter that can be accommodated, a second pivoting member 212 having both ends of a slightly larger diameter is additionally provided to support smooth rotation of the wire part 53b.

In addition, the other end of the fixing brackets (208, 209) is bent to form a substantially right angle and the screwing holes (208a, 209b) to correspond to the screw holes (22a, 22b) formed in the body frame 22 at the center portion thereof. The rotation roller member 52 is fixed to the vehicle body frame 22 by the insertion of the screws 213a and 213b.

Preferably, the wire portion 53b of the connecting member 53 is a type for protecting the wire portion 53b, for example, when the wire portion 53b is mounted on an indoor bottom surface of the vehicle, and one end thereof terminates the guide member 206. In addition to being coupled to the screw fastening method, the other end is made in the form of a wire cable 55 of a constant length is coupled to the housing 141.

5 is a block diagram of the automatic clutch control system for a manual transmission vehicle according to the present invention, and FIG. 6 is a diagram showing a detailed circuit configuration of the clutch control system for a manual transmission vehicle shown in FIG.

5 and 6, reference numeral 300 denotes a battery power source provided in a corresponding vehicle, and 400 denotes a brake signal to which a brake signal BS detected by an operation of a brake pedal (not shown) of the corresponding vehicle is input. Indicates the signal input terminal.

Reference numeral 500 denotes an acceleration sensing unit for executing control regarding the automatic operation of the clutch pedal 51 in response to a switching signal applied from the accelerator pedal detection switch 25 in accordance with the operation of the accelerator pedal 21. Indicates.

Regarding the acceleration detecting unit 500 (see FIG. 6B), when the mode setting switch 10a is operated, the battery power supplied from the power supply unit 300 via the mode setting switch 10a is resistance 101. ) And the capacitor 102 are applied with a first power source VDD1 whose potential is set. In addition, an input terminal of the first schmitt trigger element 503 is commonly connected to the normally closed contact NC side of the switch member 25a of the accelerator pedal detection switch 25 through the resistors 501 and 502. The input side of the second Schmitt trigger element 506 is commonly connected to the output side of the first Schmitt trigger element 503 via a resistor 504 and a capacitor 505 of one end grounding. An input terminal D of the first single-stable multivibrator 509 is connected to the output side of the second schmitt trigger element 506 via a resistor 507 and a capacitor 508 of one end ground. The time constant is set by the resistor 510 and the capacitor 511 with respect to the multivibrator 509, and the base of the first switching transistor 513 is brought into contact with the output terminal Q ′ via the resistor 512. The reverse current prevention diode 514 is connected between the emitter and collector of the first switching transistor 513, and the emitter side of the first switching transistor 513 is connected to the mode setting switch 10a.

In addition, an input terminal of the third Schmitt trigger element 517 is connected to the switch member 25a side of the accelerator pedal detection switch 25 through the resistors 515 and 516 in the acceleration detecting unit 500. On the output side of the three Schmitt trigger element 517, the fourth and fifth Schmitt trigger elements 520 and 521 are connected in series via a resistor 518 and a capacitor 519 of one end ground.

The input terminal D of the second single-stable multivibrator 524 is connected to the intermediate nodes of the fourth and fifth Schmitt trigger elements 520 and 521 via a resistor 522 and a capacitor 523 of one ground. As a result, the time constant is set by the resistor 525 and the capacitor 526 for the second single-stable multivibrator 524.

The output of the fifth schmitt trigger element 521 is applied as a reset signal of the first single-stable multivibrator 509, and the output of the second schmitt trigger element 506 is a sixth schmitt. It is applied as a reset signal of the second single-stable multivibrator 524 via the trigger element 526, the resistor 527, the capacitor 528 of one end grounding, and the seventh Schmitt trigger element 529.

In addition, the output of the second single-stable multivibrator 524 is in contact with the base of the second switching transistor 532 via a resistor 530, and the output of the fifth Schmitt trigger element 521 is also a diode ( 531 is commonly connected to the base side of the second switching transistor 532, and the emitter of the second switching transistor 532 is connected to the mode setting switch 10a via a diode 533. .

In FIG. 5 and FIG. 6, reference numeral 600 denotes a vehicle speed detection unit for controlling the operation of the clutch pedal based on the vehicle speed signal SP applied from a vehicle speed sensor (not shown). In the case of the mode setting switch 10a, the battery power is supplied with the resistor 103 and the second voltage VDD2 having the potential set via the zener diode 104 and the capacitor 105 of the rated voltage.

In addition, the vehicle speed detecting unit 600 (FIG. 6B) includes the monostable multivibrator 602 to which the vehicle speed SP is input through the resistor 601. The monostable multivibrator For 602, a capacitor 603, a plurality of resistors 604-609, and a variable resistor 610 are provided as time constant elements, and the plurality of resistors 604-609 and the variable resistor 610 are deep. Time constant in the form of an electrical connection to the monostable multivibrator 602 via a switch 611 to adjust the potential level of the vehicle speed pulse signal generated differently according to the vehicle type by the dip switch 611. Can be selected, and the variable resistor 610 has a wide time constant in case that it is impossible to adjust the vehicle speed pulse signal for each vehicle type even by the resistors 604 to 609 selected by the deep switch 611. To enable the setting of It is. Preferably, the deep switch 611 is provided to be exposed to a predetermined position of the control unit 30 (see FIG. 1), and is provided for external adjustment.

In addition, at the output side of the monostable multivibrator 602, a three-stage schmitt trigger element is provided through one end of a resistor 613 and a capacitor 614 connected to the reverse current prevention diode 612 and the second power supply VDD2. 615, 616, and 617 are connected, and the base of the third switching transistor 619 is connected to the output side of the Schmitt trigger element 617 via a resistor 618.

The emitter side of the third switching transistor 619 is connected to the mode setting switch 10a via a resistor 620, while connected to the base of the fourth switching transistor 622 via a resistor 621. The emitter side of the fourth switching transistor 622 is also commonly connected to the mode setting switch 10a, and a reverse current prevention diode 623 is provided between the emitter and the collector of the fourth switching transistor 622. Connected.

5 and 6, reference numeral 700 denotes an electric motor controller for controlling the pull / release function of the clutch.

According to the electric motor control unit 700, one end of the mode setting switch 10a provided in the shift lever 10 is connected to the power supply unit 100, and the other end thereof is the first and the first of the acceleration detecting unit 500. It is connected to the emitter side of the two switching transistors 513 and 532, and is connected to the emitter side of the third and fourth switching transistors 619 and 622 of the vehicle speed detecting unit 600, and the mode setting switch 10a. The other end of the hand switch 10b is connected to one end.

In addition, the electric motor control unit 700 has a forward / reverse direction with respect to the electric motor 170 for pulling / release of the clutch pedal 51 according to the vehicle speed signal applied from the vehicle speed detecting unit 600. A first relay element 701 is provided as a switching element for controlling driving. The relay coil 701 of the first relay element 701 has a second switching transistor 622 configured in the vehicle speed detecting unit 600. First and second common contacts 703a and 703b to the first and second normally closed contacts NC1 and NC2 in the normally connected state, connected to the collector side of the < RTI ID = 0.0 > (2) < / RTI > ), And the first common contact 703a is connected to the normally closed contact NC of the motor reverse speed adjusting / stop switch 146, while the second common contact 703b is It is connected to the braking signal BS input through the braking signal input terminal 400.

In addition, the first normally open contact point NO1 of the first relay element 701 is connected to the normally closed contact point NC of the accelerator pedal detection switch 25 and the input side of the reverse voltage adjusting unit 800. While connected to the resistance 501 side of the acceleration detection unit 500, the second normally open contact NO2 of the first relay element 701 is connected to the output side of the hand switch 10b and the acceleration detection unit ( It is also connected to the output side of the second switching transistor 532 of 500. In addition, the first normally closed contact NC1 provided in the first relay element 701 is connected to the normally open contact point NO of the motor reverse rotation speed adjustment / stop switch 146 and stops the motor reverse rotation. It is commonly connected to the normally open contact point NO of the switch 145.

In addition, the electric motor control unit 700 is provided with a second relay element 704 as a power control switching element for supplying forward / reverse power to the electric motor 170, the second relay element 704 Relay coil 705 is commonly connected to the second normally open contact NO2 side of the first relay element 701, and the first and second common contacts 706a of the second relay element 704 are connected to each other. 706b) is switched to form a power path for the electric motor 170, the first normally closed contact (NC1) of the second relay element 705 is a common contact of the motor forward switch 145 145a. Further, the first normally open contact point NO1 of the second relay element 705 is connected to the switch member 169 of the motor forward stop switch 158 while the second normally open contact point NO2 is the ground potential. Is connected to.

In addition, the electric motor control unit 700 has a third relay element 707 for controlling the operation / stop of the electric coater 170 according to the operation state of the hand switch 10b or the operation of the accelerator pedal 21. ), One end of the relay coil 708 of the third relay element 707 is commonly connected to the braking signal input end 400 and the output end of the hand switch 10b, and the common contact point 709 is connected to the switch member 25a side of the accelerator pedal detection switch 25 and to the collector side of the first switching transistor 513 of the vehicle speed detection unit 500.

In addition, the electric motor control unit 700 is provided with a fourth relay element 710 as a power switching element for setting a power path of the electric motor 170 to pull / release the clutch pedal 51. The relay coil 711 of the fourth relay element 710 is connected to the normally closed contact NC of the third relay element 707, and the first common contact point of the fourth relay element 710 is applied. 712a is connected to the first common contact 706a side of the second relay element 704 while the second common contact 712b is the second common contact 706b of the second relay element 704. It is connected to the side.

In FIG. 5 and FIG. 6, reference numeral 800 denotes operation of the accelerator pedal 21 after the forward rotation of the electric motor 170 is finished by the first relay element 701 of the electric motor control unit 700. When the accelerator pedal 21 is operated to reversely rotate the electric motor 170, the reverse voltage adjusting part for supplying the reverse rotation potential adjusted to the electric motor 170 is displayed. According to the adjusting unit 800, collectors of the first and second transistors 802 and 803 connected to the first normally open contact point NO1 of the first relay element 701 via a diode 801 are connected. A variable resistor 806 having one end connected to the collector side of the first transistor 802 is provided for the resistors 804 and 805 connected to the bases of the first and second transistors 802. On the emitter side of the second transistor 803 to the second normally closed contact NC2 of the second relay element 704. Adjust the level of reverse power applied. Preferably, the adjustment knob of the variable resistor 806 is provided to protrude to the outside of the control unit 30 so that external adjustment is possible.

And, Figure 7 is a view for explaining the operating state of the clutch pedal to be applied to the present invention, reference numeral 'A' denotes the overall of the clutch pedal 51 when the driver wants to shift by operating the clutch pedal 51. The operating distance, position 'B' indicates a state in which the clutch pedal 51 is not operated, and position 'C' indicates that the clutch pedal 51 is positioned when the driver shifts to the engine side of the vehicle. The clutch disc is completely blocked from the flywheel. In addition, the position 'D' indicates a starting point at which the clutch disc is connected to the flywheel for smoothly starting the vehicle after, for example, performing a single speed shift or a reverse shift from the position 'C'. From 'to' the position 'D' of the starting point at which the clutch disc is connected to the flywheel, there is no problem even if the clutch pedal is released quickly, and in that case, the vehicle is not started. In addition, the position 'E' indicates a position where the clutch disc is completely connected to the flywheel, and the vehicle starts smoothly only when the clutch disc is smoothly connected to the flywheel from the position 'D' to the position 'E'. In addition, the position 'E' to the position 'B' is a free play distance, which is independent of the clutch disc and flywheel connection, and only prevents the wear of the thrust bearings acting during the shifting operation inside the transmission, and the hydraulic clutch operating mechanism in the manual transmission. Denotes a free play distance for the residual pressure elimination, and reference numeral 'F' denotes a clutch connection distance by the operation of the clutch pedal 51.

Next, the operation of the automatic clutch control system of the manual transmission vehicle according to the present invention having the above-described configuration will be described in detail.

First, as shown in FIG. 6 showing the control unit 30, the mode setting switch 10a is always kept in a disconnected state, and the hand switch 10b is also in a disconnected state. The switch member 25a of the accelerator pedal detection switch 25 is kept connected to the normally closed contact NC when the accelerator pedal 21 is not operated, and the motor reverse rotation stop switch 145 and the motor reverse The switch members 145a, 156, and 168 of the rotational speed adjustment / stop switch 146 and the motor forward rotation stop switch 158 are also positioned at the normally closed contacts NC. In addition, the common contact point of the first to fourth relay elements 701, 704, 707, and 710 of the electric motor controller 700 or the first and second common contacts 703a, 703b; 706a, 706b; 709; 712a. , 712b also maintains the connection state to the corresponding normally closed contacts NC1, NC2; NCQ, NC2, NC; NC1, NC2.

In this state, when manual clutch control is performed in a state in which the operation of the mode setting switch 10a is not performed for the corresponding manual transmission vehicle, the start-up is started from the power supply unit 300 shown in FIG. Power is supplied to the electric motor control unit 700 so that the switch member 156 of the motor reverse speed adjusting / stop switch 146 and the first common contact point 703a and the first constant of the first relay element 701 are always on. The power applied to the second relay element 704 side through the closed contact NC1 and applied to the second relay element 704 side connects the second normally closed contact NC2 and the second common contact 712b. Subsequently, the power is applied to the electric motor 170 through the second normally closed contact NC2 and the common contact 712b of the fourth relay element 710, and the power applied to the electric motor 170 is The second relay element through the first common contact point 712a and the normally closed contact point NC1 of the fourth relay element 710. After the common contact 706a connected to the first normally closed contact NC1 of 704, it is applied to the normally closed contact NC through the common contact 145a of the motor reverse stop switch 145. It flows to the ground side.

Therefore, the electric motor 170 is reversely rotated while the reverse rotational power is transmitted to the worm gear 173 via the worm 71, and thus the worm gear axially coupled to the worm gear 173. As the shaft 174 rotates in one direction, the chain winding drum 142 is reversed. By the reverse rotation of the chain winding drum 142, the horizontal movable rack member 144 engaged with the gear teeth on the protrusion 143 is moved in the direction for releasing the clutch pedal 51.

A switch member 145a of the motor reverse rotation stop switch 145 when the horizontal movable rack member 144 is moved to a position to crush the switch member 145a of the motor reverse rotation stop switch 145; FIG. 6) is connected from the normally closed contact point NC to the normally open contact point NO, whereby the ground potential to the electric motor 170 is cut off so that the motor 170 is stopped and stopped. do. Accordingly, the clutch pedal 51 is positioned at a position where a normal manual shift operation can be performed (that is, also refer to the eighth (a)).

On the other hand, as shown in FIG. 10, when the mode setting switch 10a installed on the shift lever 10 is operated in the ON state and the clutch automatic control mode is set (step 900), the power supply unit 300 Is applied to the resistor 101 and the capacitor 102 through the mode setting switch 10a to obtain the first power source VDD1 and to the resistor ( 103 and the zener diode 104 and the capacitor 105 are obtained as the second power source VDD2. In addition, the power of the power supply unit 300 passing through the mode setting switch 10a is also applied to the emitter side of the first and second switching transistors 513 and 532 of the acceleration detecting unit 500 and the vehicle speed detecting unit ( It is also applied to the emitter side of the first and second switching transistors 619 and 622 of 600.

Therefore, when the speed pulse signal of the corresponding vehicle is applied to the speed sensing unit 600, it is provided to the monostable multivibrator 602 through the resistance 601 of the speed sensing unit 600, the monostable multivibrator. 602 is a resistance value by the resistors 604-609 and / or the variable resistor 610 selectively connected by the deep switch 611 for adjusting the appropriate time constant for each vehicle type and the time constant of the capacitor 603. Generates a pulse signal, and the vehicle speed signal is obtained by charging / discharging the resistor 613 and the capacitor 614 connected to the rear end of the monostable multivibrator 602 with respect to the pulse signal. Since the vehicle speed signal is applied to the base of the first switching transistor 619 via the three-stage Schmitt trigger elements 615, 616, and 617, the first switching transistor 619 is brought into a conductive state.

Since the bias voltages of the resistors 620 and 621 are also set at the base of the second switching transistor 622 by the conduction of the first switching transistor 619, the second switching transistor 622 is brought into a conductive state. Accordingly, at the collector side of the second switching transistor 622, the power of the power supply unit 300 applied through the mode setting switch 10a is applied to the relay coil 702 of the first relay element 701. The relay element 701 is activated.

Therefore, the common contact of the first relay element 701 is connected to the first normally open contact NO1, and the common contact 156 and the normally closed contact NC of the motor reverse speed adjusting / stop switch 146 are normally closed. The power of the power supply unit 300 applied through) is applied to the normally closed contact NC1 side of the first relay element 701.

Here, in the state where the driver does not operate the accelerator pedal, the switch member 25a (see FIG. 1) of the accelerator pedal detection switch 25 is kept connected to the normally closed contact NC side. The power is waveform-formed while passing through the first schmitt trigger element 503 through the resistors 501 and 502 and then passed through the resistor 504 and the capacitor 505 to the second schmitt trigger element 506. The waveform is applied again, and the waveform is then applied to the first single-stable multivibrator 509 through the resistor 507 and the capacitor 508. Accordingly, the first single-stable multivibrator 509 generates a single pulse signal having a fairly short time constant set by the resistor 510 and the capacitor 511 to generate the first switching transistor through the resistor 512. And power applied through the mode setting switch 10a through the common contact 709 and the normally closed contact NC of the third relay element 707. Flow to the relay coil 711 of the relay element 710.

Therefore, the first and second common contact points 712a and 712b of the fourth relay element 710 are switched to the normally open contact points NO1 and NO2 for a short time, in which case the inside of the electric motor 170 In step 904, the voltage generated by the inertia rotation is rapidly discharged to the ground side and stopped in the motor brake state.

At this time, if the accelerator pedal is not operated, the power from the power supply unit 300 passes through the switch member 169 of the motor forward rotation stop switch 158 and the normally closed contact NC. 701 is applied, and thus the power is normally closed by the accelerator pedal switch 25 through the common contact 703a of the first relay element 701 and the first normally closed contact NC1. NC and the common contact 25a flows to continuously activate the relay coil 711 of the fourth relay element 710 through the third relay element 707, and thus the electric motor 170 ) Will remain stationary.

Under the above operation, the hand switch 10b electrically connected to the relay coil 705 of the second relay element 704 and the second normally open contact NO2 of the first relay element 701 is turned on. Or when the braking signal BS applied through the braking signal input terminal 400 is applied by operating the brake pedal of the corresponding vehicle (step 906), the forward rotation process of the electric motor 170 is performed (step 908). ), That is, power through the mode setting switch 10a is applied to the fourth relay element 707 through the hand switch 10b, and thus the relay coil 708 of the third relay element 707. ) Is activated to switch the common contact 709 of the third relay element 707 to the normally open contact NO side. Based on the switching switching, the first and second common contacts 712a and 712b of the fourth relay element 710 are returned to the first and second normally closed contacts NC1 and NC2.

In addition, as the power is applied to the relay coil 705 of the first relay element 704 in the second switch 10b, the common contacts 706a and 706b move toward the normally open contacts NO1 and NO2. Connected, and the power from the power supply unit 300 is always supplied from the switch member 169 of the motor forward stop switch 158 and the normally closed contact NC. An open contact NO1 is applied to the fourth relay element 710 via the first common contact 706a.

The power applied to the fourth relay element 710 is supplied through the electric motor 170 at the first normally closed contact NC1 and the first common contact 712a of the fourth relay element 710. The second common contact point 702b of the relay element 710 is applied to the first relay element 704 through the second normally closed contact point NC2 and is connected to the first relay element 704. ) And the second normally open contact point (NO2) to the ground, and accordingly the electric motor 170 is rotated forward.

Accordingly, the worm 171 and the worm gear 173 are rotated by the forward rotation of the electric motor 170, and the worm gear shaft 174 axially coupled to the worm gear 173 is also rotated forward while winding the chain. The drum 142 is rotated forward. Therefore, the chain portion 53c is wound around the chain winding drum 142 by the guide of the guide member 141a, and the chain winding drum `` when performing the winding action of the chain portion 53c ''. The horizontal movement rack member 144 engaged with the gear teeth formed on the protrusion 143 of the 142 is moved horizontally in the direction of pulling the clutch pedal 51, the horizontal movement of the horizontal movement rack member 144 is Passing through the reverse rotation speed adjustment / stop switch 146 continues until the position for connecting the switch member 169 of the motor forward rotation stop switch 158.

When the horizontal movement rack member 144 is moved horizontally to a position for connecting the switch member 156 of the motor reverse rotation speed adjustment / stop switch 146, the clutch pedal 51 is the 'B' described in FIG. Retracted to the position of ', and when the horizontal movement rack member 144 is moved horizontally to the position to connect the switch member 169 of the motor forward stop switch 158, the motor reverse rotation speed adjustment / The common contact 156 of the stop switch 146 is connected to the normally open contact NO, and the common contact 168 of the motor forward stop switch 158 is also switched to the open terminal NO, but the motor Since the normally open contact point NO of the reverse rotation speed adjusting / stop switch 146 is open, power to the electric motor 170 is cut off, and thus the clutch pedal 51 is pulled (ie , The state shown in Fig. 8 (c) is maintained. 910).

Then, when the oscillation cycle of the first single-stable multivibrator 509 elapses, the power applied through the normally closed contact NC and the common contact 25a of the accelerator pedal detection switch 25 is the sense of acceleration. The waveform is applied to the third schmitt trigger element 517 through the resistors 515 and 516 of the branch 500, and then waveform-shaped, and then the fourth schmitt trigger element 520 through the resistor 517 and the capacitor 519. The waveform is again waveform-modulated, and the waveform-modified signal is applied to the second single-stable multivibrator 524 through a resistor 522 and a capacitor 523. Accordingly, in the second single-stable multivibrator 524, an oscillation signal having a time constant set by the resistor 525 and the capacitor 526 is oscillated and inverted and output at its output terminal Q ', and the oscillation signal is converted into a resistor ( As the second switching transistor 532 is applied to the base of the second switching transistor 532 through 530, the power of the power supply unit 300 applied through the mode setting switch 10a is applied to the base of the second switching transistor 532. The second relay device 704 and the fourth relay device 707 are applied to the collector side of the second switching transistor 532.

Accordingly, the first and second common contacts 707a and 706b are connected to corresponding normally open contacts NO1 and NO2 by the relay coil 705 of the second relay element 704, and the fourth relay is connected. The common contact of the element 707 is connected to the normally open terminal NO side. Therefore, the power of the power supply unit 300 applied through the common contact 169 of the motor forward stop switch 158 is first open normally with the first common contact 706a of the second relay element 704. The contact point NO1 is applied to the electric motor 170 through the first normally closed contact NC1 of the fourth relay element 710 and the common contact 712a, and is applied to the electric motor 170. The power supply is connected to the second common contact point 706b and the second normally open contact point of the second relay element 704 through the common contact point 712b with the second normally closed contact point NC2 of the fourth relay element 710. NO2) and the electric motor 170 is rotated in reverse (step 914). Accordingly, the worm 171 and the worm gear 173 are reversely rotated by the reverse rotation of the electric motor 170, and the reverse rotational power of the worm gear 173 is transferred through the worm gear shaft 174. The horizontal movable rack member 144 transmitted to the chain winding drum 142 and engaged with the gear teeth of the protrusion 143 by the reverse rotation of the chain winding drum 142 is released in the clutch pedal 51. As a result, the motor reverse rotation speed adjusting / stopping switch 146 quickly moves to the position where the switch member 156 is connected, and accordingly, the clutch pedal 51 is kept in a state where the pulling is somewhat released. See also (b). That is, the clutch pedal 51 is moved from the position 'C' shown in FIG. 7 to the position of the 'D' by the movement of the horizontal movable rack member 144 (step 916).

When the horizontal movable rack member 144 contacts the switch member 156 of the motor reverse speed adjusting / stop switch 146, the common contact point of the motor reverse speed adjusting / stop switch 146 ( 156 is switched to the normally open contact (NO) side, and thus the power path to the electric motor 170 is blocked so that the reverse rotation of the electric motor 170 is stopped (step 918).

Subsequently, the system is in the signal standby state (step 920), and when the driver operates the brake pedal or the hand switch 10b installed in the shift lever 10, the power of the forward rotation to the electric motor 170 is rotated. The clutch pedal 51 is moved again to the point of 'C' of FIG. 7 by forward rotation of the electric motor 170.

If the driver terminates the operation of the brake pedal or the hand switch 10b after the shift to the starting position or the shift to the reverse position is performed (step 922), the clutch pedal 51 is again at the 'D' point. Therefore, according to the degree adjusted by the first adjustment knob 152, the corresponding vehicle generates a torque for smoothly moving even without operating the accelerator pedal 21 (step 924). .

At this time, when the driver operates the accelerator pedal 21 (step 926), a torque is generated according to the accelerator pedal (step 928), and the common contact 25a of the accelerator pedal detection switch 25 is the open contact point. Connected to the (NO) side, whereby the power applied to the accelerator pedal detection switch 25 is cut off, in which case the common contacts 706a and 706b of the fourth relay element 704 are normally closed contacts NC1, It is switched to NC2) side. In this state, a power source having a reverse voltage adjusted by adjusting the variable resistor 806 with respect to the first and second transistors 802 and 803 of the reverse voltage adjusting unit 800 is transmitted to the fourth relay element 704. The electric motor 170 is reversely rotated by being applied to the motor 170. Accordingly, the clutch pedal 51 smoothly moves from the 'C' point to the 'A' point, thereby enabling the vehicle to operate.

Therefore, when the vehicle releases the accelerator pedal operation while the vehicle maintains a low speed (eg, 30 km / h) driving state, the clutch pedal 51 is moved again from the 'B' point to the 'C' point, and then 'D' When the vehicle is accelerated to a certain speed (for example, 30 km) by the driver's operation of the accelerator pedal 21 again, the driver may operate the accelerator pedal 21 again. 1 The relay element 701 is automatically released and is operated only by the operation of the hand switch 10b regardless of the operation of the brake pedal or the accelerator pedal 21, so that the clutch operation is performed at high speed even when the vehicle is driven at high speed. do.

Therefore, when the vehicle is stopped by operating the brake pedal again while driving, the brake action is carried out together with the effect of the engine brake at a certain speed or more, but at a predetermined speed or less, the gear shift is linked to the operation of the accelerator pedal 21 and the brake pedal again. The engine starting state is not stopped even in any state of.

9 is a view showing the configuration of the horizontal movable rack member 144 according to another embodiment of the present invention, in which the horizontal movable rack member 144 is just a protrusion 143 of the chain winding drum 142 Although it is configured to operate only in a state of being engaged to the gear teeth formed in the), the horizontal movable rack member 142 shown in FIG. 9 has a connecting member 53 'directly coupled to one end thereof so that the chain winding drum The clutch pedal 51 can be directly pulled or released by the rotation of 142, and the above-described clutch operation control is also made by such a configuration.

As described above, according to the automatic clutch control system of a manual transmission vehicle according to a preferred embodiment of the present invention, at a vehicle speed below a certain speed, the clutch pedal is automatically controlled as appropriate, whereby stopping / driving of the vehicle is repeated. In the situation, the driver is not required to repeatedly operate the clutch pedal, so that the burden on the clutch pedal of the driver can be eliminated.

Claims (16)

In a manual transmission vehicle in which the vehicle speed is determined depending on the transmission gear set by the manual shift lever 10 under the operation of the clutch pedal 51, the shift lever 10 is installed on the shift lever 10 to the clutch pedal 51. A mode setting switch means 10a for setting the automatic control mode and a hand switch means 10b for controlling the automatic control power supply to the clutch pedal 51 while being operated for shifting the vehicle speed under the setting of the automatic control mode; Acceleration pedal detection switch means 25 for detecting the operation of the accelerator pedal 21 of the vehicle as a switch signal, acceleration state signal detected by the accelerator pedal detection switch means 25 and the hand switch under the automatic control mode. Control unit 30 and control of the control unit 30 to execute automatic control of the clutch pedal 51 based on the shift state and the braking signal executed under the operation of the means 10b. The clutch pedal 51 on the basis of an automatic control torque for the clutch pedal 51 transmitted by the clutch control unit 40 and the clutch control unit 40 for executing position control with respect to the clutch pedal. Automatic clutch control system of a manual transmission vehicle, characterized in that it comprises a clutch operating unit 50 for automatically controlling the position of the operation. The switch element according to claim 1, wherein the accelerator pedal detection switch means (25) is connected to the accelerator pedal (21) via a pedal wire (23) so that the switch element is always kept in the closed position. Clutch automatic control system of a manual transmission vehicle, characterized in that consisting of. According to claim 1, wherein the control unit 30 is based on the power supply unit 300 for supplying power for the automatic control of the clutch pedal 51 and the switch signal applied from the accelerator pedal detection switch 25 Acceleration detection unit 500 for detecting an acceleration state for position adjustment of the clutch pedal 51 in the operating state of the accelerator pedal 21, the automatic control mode by detecting the actual vehicle speed of the vehicle by the clutch pedal 51 Clutch of a manual transmission vehicle, characterized in that it comprises an electric motor control unit 700 for setting a power path for executing the position control for the clutch pedal 51 based on the vehicle speed signal and the braking signal based on the execution condition of the Automatic control system. The clutch automatic control system of a manual transmission vehicle according to claim 3, further comprising a reverse voltage adjusting unit (800) for adjusting a reverse voltage for the operation of the clutch pedal (51). The clutch adjustment mechanism according to claim 1 or 3, wherein the clutch control unit (40) is provided with an electric motor (170) which rotates forward and reverse under the control of the electric motor control unit (700) of the control unit (30). Clutch of a manual transmission vehicle, characterized by comprising a drive adjustment portion 40b and a clutch adjustment mechanism 40a for automatically controlling the clutch pedal 51 by the clutch adjustment torque generated by the clutch adjustment mechanism drive portion 40b. Automatic control system. The worm gear (173) and worm gear (173) of the clutch adjusting mechanism driving portion (40b) are engaged with the worm (171) formed at the shaft end of the electric motor (170) and the worm (171). It is configured to include a worm gear shaft 174 coupled to the central portion of the worm 171, the worm gear 173 and the worm gear shaft 174 is a manual type, characterized in that housed in the worm gear housing 172 Automatic clutch control system for variable speed vehicles. The coupling member (53) of claim 5, wherein the clutch adjustment mechanism (40b) is axially coupled to the worm gear shaft (174) of the clutch adjustment mechanism (40a) to be forward / reversely connected to the clutch pedal (51). Cylindrical winding member 142 for winding up / releasing the gears, and gear teeth engaged with gear teeth formed around the protrusion 143 protruding from the center of one end of the winding member 142 are formed on the bottom surface of the winding member. Horizontal shifting rack member 144 for converting the rotation of the (142) to a linear movement, the switching signal for stopping the reverse rotation of the electric motor 170 is installed on the horizontal movement path of the horizontal movable rack member 144 The first switch device 145 for generating a second and the second switch device is installed on the horizontal movement path of the horizontal movable rack member 144 to generate the speed adjustment and stop signal of the reverse rotation of the electric motor 170 146 and a third generating motor forward stop signal Location device 158 automatic clutch control system of a manual transmission vehicle, characterized in that configured to include. The clutch of the manual shifting vehicle according to claim 7, wherein the second switch element 146 is disposed to be displaced from the third switching element 158 on the horizontal movement path of the horizontal movement rack member 144. Automatic control system. The method of claim 7 or 8, wherein the second switch element 146 is fixed to the switch bracket 147, the switch bracket 147 is formed with at least two long holes (148, 150), One end of the switch bracket (147) clutch automatic control system for a manual transmission vehicle, characterized in that coupled to the first adjustment knob (152) protruding outside the housing (141) by bolts. According to claim 7 or 8, wherein the third switch element 158 is fixed to the second switch bracket 159, the switch bracket 159 is formed with at least two long holes (160, 162) And one end of the switch bracket (160, 162) is coupled to the second adjustment knob (164) protruding outside the housing (141) by bolting. The multi-stage multivibrator 509 of claim 3, wherein the acceleration sensing unit 500 generates a reverse rotation control signal for the electric motor 170 by the power applied in the automatic control mode. The first switching transistor 513 which is switched by a predetermined pulse signal and issues a reverse rotation control signal to the electric motor 170, and the accelerator pedal detection switch 25 when the accelerator pedal 212 is not operated. Controlling the power path of the reverse rotation with respect to the electric motor 170 based on the second single-stable multivibrator 524 generating the reverse rotation pulse signal by the power applied through Clutch automatic control system for a manual transmission vehicle, characterized in that it comprises a second switching transistor (532) for. 4. The monostable multivibrator 602 according to claim 3, wherein the vehicle speed detecting unit 500 generates a pulse signal having a time constant by the capacitor 603 and a resistance with respect to the actual vehicle speed of the vehicle, and the monostable multivibrator 602. The electric motor may be switched by pulse switching means 613, 614 for forming a signal having a reverse potential with respect to the pulse signal of the multivibrator 602, and a vehicle speed signal formed by the pulse conversion means 613, 614. And a first and second switching transistors (619, 622) for generating a stop release signal of (170). The resistor for determining the time constant of the monostable multivibrator 602 is configured by the parallel connection of the first to seventh fixed resistors 604-609 and the at least one variable resistor 610. For the first to seventh fixed items 604 to 609 and the variable resistor 610, the monostable via the dip switch 611 in an external adjustment type for adjusting the speed pulse signal for each vehicle type. A clutch automatic control system for a manual transmission vehicle characterized in that it is connected to a multivibrator (602). The first relay device of claim 3, wherein the electric motor control unit 700 is activated and controlled by an electric motor stop release signal of the vehicle speed detecting unit 600 to switch a path of power to the electric motor 170. 701 and a second relay element 704 for switching control of the power path for the electric motor 170, which is activated in response to the operation detection signal of the accelerator pedal of the acceleration detection unit 500, and the second relay. A third relay element 707 for switching the power path applied to the electric motor 170 to perform forward / reverse rotation of the electric motor 170 in response to the power path switching control of the device 704; And a fourth relay element (710) for controlling the switching of the third relay element (707). 5. The variable voltage regulator 800 of claim 4, wherein the reverse voltage adjusting unit 800 is provided with an externally adjustable variable resistor 806 and a variable resistor 806 for setting a power supply potential adapted to reverse rotation of the electric motor 170. And a Darlington connected first and second switching transistors (802, 803) for outputting the electric potential set by the electric motor (170) to the reverse rotation potential of the electric motor (170). 8. The clutch pedal 51 of claim 7, wherein the clutch pedal 51 is directly connected to the horizontal movable rack member 144 through a connecting member 55 'to control the clutch pedal 51 under the control of the control unit 30. A clutch automatic control system for a manual transmission vehicle, characterized in that the position is adjusted.