KR100605317B1 - Semiautomatic Clutch for Automobiles - Google Patents

Abstract

According to the present invention, a clutch is flown by an auxiliary clutch master cylinder operated by a control unit to transmit or block power of a vehicle, and thus, when a vehicle is stalled, a human body applied to a driver due to frequent clutch operation in a vehicle equipped with a manual transmission. Semi-automatic clutch for vehicle to reduce the crowd and stress and facilitate the driving, the clutch device 1 is installed in the oil line (L) connecting the clutch master cylinder 10 and the clutch release cylinder (20) Shaped distributor 100; First and second solenoid valves 110 and 120 installed at both ends of the distributor 100; An operation unit including a second switch SW2 for controlling opening and closing operations of the first and second solenoid valves 110 and 120 and a first switch SW1 for operating the clutch operating means 200 to a starvation shift time point ( 50); A control unit 300 for transmitting various signals such as the operation unit and the brake signal accelerator signal to the clutch operating means 200; And a loss control unit 270 including an actuator position sensor for checking power stroke of the clutch 30 to control the power, and the first solenoid valve 110 is a clutch master that is conventionally installed in a manual transmission. Is mounted on the cylinder 10, the second solenoid valve 120 is provided with a clutch operating means 200, the clutch operating means 200 is driven by a signal from the control unit 300 (210) ), Power transmission means 220 for converting the rotational movement of the shaft of the motor 210 into a linear movement to transmit power; And an auxiliary clutch master cylinder 230 for controlling the clutch 30 by transmitting hydraulic power to the clutch clutch release cylinder 20 to control the clutch 30.

Description

Semi-automatic Clutch for Vehicles {Semiautomatic Clutch for Automobiles}

Figure 1 is a schematic configuration showing a brief overview of the present invention semi-automatic clutch system.

Figure 2a and Figure 2b is an operation diagram showing only the clutch operating means of the present invention, Figure 2a is a view showing a state before operation, Figure 2b is a view showing an operating state.

3 is a view showing only a part of the anti-rotation unit of the present invention.

Figures 4a to 4h is a flow chart showing the operating state of the control unit for driving the semi-automatic clutch for the vehicle of the present invention, Figure 4a is a view showing a process from the engine start to the clutch power transmission before, Figure 4b is a low speed (1000-1500 rpm) and the state of the control unit according to the power transmission and shutdown by the vehicle speed (0 ~ 15 km / h), Figure 4c is a medium speed (1500 ~ 1800 rpm) and the vehicle speed (15 ~ 30 km) / h) is a view showing the state of the control unit according to the power transmission and shut-off, Figure 4d shows the state of the control unit according to the power transmission and shutdown by the high speed (1800 rpm or more) and vehicle speed (30km / h or more) It is also.

Figure 4e is a diagram showing the state of the control unit according to the gear shift from the first stage → second stage → third stage → fourth stage → fifth stage, Figure 4f shows the state when the vehicle is reversed by using the reverse stage from the stationary state Figure 4g is a diagram showing the state of the control unit according to the sudden braking of the vehicle while driving, Figure 4h is a signal used for the vehicle speed, engine speed and clutch control section, and accordingly the state and control signal of the control unit It is also.

FIG. 5A is a diagram illustrating a state in which the clutch power control section is divided, and FIG. 5B is a diagram briefly showing an operation section of the clutch pedal.

<Description of the symbols for the main parts of the drawings>

1: Clutch device 10: Clutch master cylinder 20: Clutch release cylinder

30: clutch pedal 40: gear shift knob 60: case

61: long hole 100: hydraulic distributor 110,120: solenoid valve

200: clutch operating means 210: motor 211: shaft

220: power transmission means 221: transfer screw

230: auxiliary clutch master cylinder 240: anti-rotation unit 241: wheat

242: protrusion 250: elastic portion 260: connection portion

270 loss control unit 300 control unit

S1, S2: Detection part SW1, SW2: First and second solenoid valve operation switch

Field of invention

The present invention checks the engine speed of the vehicle (rpm), the opening and closing amount (Voltage, V) of the throttle body, the driving speed (km / h) and the driver's will (AOB) to control the power transmission or blocking through the clutch The present invention relates to a semi-automatic clutch for a vehicle. More specifically, the clutch operating means is operated by a signal transmitted to a control unit. The hydraulic pressure is generated in the clutch master cylinder by this operation, and the generated hydraulic pressure is transmitted through the hydraulic line. The hydraulic pressure is transmitted to the release cylinder, and the hydraulic pressure transmits or cuts power by flowing the clutch, so that when the vehicle is stopped, the manual transmission equipped vehicle is used in the same way as the automatic transmission equipped vehicle without manipulating the clutch pedal. Related to semi-automatic clutch for vehicle which can achieve sporty feeling of manual transmission due to gear shifting The.

Background of the Invention

In general, clutches used in automobiles are installed between the flywheel and the input shaft of the transmission to cut off power when the power is transmitted to the transmission as needed, to cut off the power when starting the engine or shifting gears of the transmission. When it plays a role in transmitting power. On the other hand, the clutch to control the power as described above is largely composed of the manual clutch and the automatic clutch, the manual clutch is divided into dry clutch, wet clutch, conical clutch, automatic clutch is divided into fluid clutch, electronic clutch. In general, a vehicle having a manual transmission as described above may control a power by controlling a clutch pedal according to an engine speed (RPM) and a vehicle speed during gear shifting. This repetitive operation is frequently in a stagnant section. Drivers of vehicles with manual transmissions have experienced more fatigue than drivers of vehicles with automatic transmissions. Therefore, in recent years, a vehicle equipped with an automatic transmission is used more than a vehicle equipped with a manual transmission.

However, a vehicle equipped with an automatic transmission has a lower fuel economy than a vehicle equipped with a manual transmission, and it is not economical, and its agility is too late.

In view of the above, a lot of semi-automatic transmissions have been developed at home and abroad and are still being developed.

However, the semi-automatic transmission that is currently being developed is almost completely absent due to lack of function and technology, and it has not been seen by consumers.

That is, the principle of the products developed in the past is the motor hydraulic type, the piston method using the vacuum pressure, the booster boosting method using the booster attached to the vehicle and the cable method to pull the clutch pedal directly, etc. Although the time varies slightly depending on the product, the engine is idle due to the long interruption time, which is almost the same level, and it is still difficult for drivers who are tamed for manual vehicles due to the poor function of the products. Rather, the current view is that it is not reliable when driving a vehicle equipped with a manual transmission.

When the mechanical and electrical conditions of the mechanical devices that control power by controlling the general clutch of the vehicle are examined, the clutch of the clutch is measured using an accelerator sensor for determining how deep the accelerator is stepped on and a vehicle speed sensor for determining the vehicle speed. The power connection amount is determined. Also, in determining this, it is not possible to divide all the stroke distances step by step, so it is possible to adjust the speed of the clutch out quickly or late so that it depends only on the power connection speed of the clutch or calculates the vehicle speed and the depth of the accelerator. Only the way to connect the clutch as appropriate. It is necessary to operate the vehicle in accordance with the semi-automatic transmission because of malfunctions of various sensors and switches, inaccuracy of control methods, and defects in mechanical parts. As a result, the domestic and overseas semi-automatic clutch markets have been stagnated.

In addition, the clutch control method of the conventional vehicles is dependent only on the vehicle speed, resulting in inaccuracy of control. In other words, the control of power was carried out according to the speed of the vehicle, and when the engine brake was used, the power control was controlled according to the speed of the vehicle. It is generally used to control the timing of the crackdown. Although this should be done at the most appropriate time when the brake is applied, the clutch is applied when the brake is applied regardless of the driver's intention, and there is a slight difference depending on the force to clamp the clutch. When the brake is applied at h, power transmission is interrupted, and at low gear speeds, frequent clutch reciprocation causes idling and discomfort to the driver and the people in the vehicle, resulting in deterioration of the ride comfort of the vehicle.

Therefore, in order to solve the above problems, the present applicant has been registered in Korean Patent No. 29338 for the semi-automatic clutch for vehicles. The semi-automatic clutch for a vehicle of this patent includes: manual / semi-automatic switching means installed on the shift lever for the driver to switch semi-automatically when the vehicle is driven; Power supply means for supplying power to the ECU or the ECM in accordance with the operation of the manual / semi-automatic switching means; Position sensing means for receiving power from the power supply means to supply power to the intake valve and to open a vacuum passage; A vacuum tank for forming a vacuum pressure by a vacuum passage opened by the position sensing means; Clutch operation means for operating the clutch pedal according to the vacuum pressure in the vacuum tank and the presence / absence of various valves; A brake switch for releasing the power connection force of the clutch pedal; A reverse switch for adjusting the gear reduction ratio when reversing; It consists of a sensing means for detecting whether the throttle valve is open or closed.

In the semi-automatic clutch for a vehicle configured as described above, in order for the driver to use the vehicle semi-automatically while driving, if the driver first presses the semi-automatic switch, the value of this operation signal is transmitted to the ECU or the ECM. The vacuum passage is opened by supplying power to the intake valve until the position, that is, the sensing means is "on". At this time, the second exhaust valve is powered on, so that the vacuum passage is closed, so that the vacuum pressure is kept constant in the vacuum tank.

Therefore, the intake force obtained when the engine is rotating is to pull the clutch operating means, ie, the elastic plate inside the booster tank, by the vacuum pressure of the vacuum tank, so that the elastic body connected to the elastic plate operates in the same direction. The chain bracket connected to one end is pulled out. In accordance with the movement of the chain bracket, the fixing bracket installed in association with the clutch pedal is operated to act as if the person has stepped on the clutch pedal, and the position detecting means installed in the clutch pedal is "on" by this operation.

The signal of the next position sensing means signals the ECU or the ECM, and the ECU or the ECM shuts off the intake valve so that the driver shifts gears when the power is completely shut off.

However, various problems have also occurred in the semi-automatic clutch for a vehicle operated as described above.

First, a vacuum pressure is generated in the vacuum tank only when the engine is rotating, and the clutch can be operated only when the vacuum pressure is generated.

Second, the chain bracket connected to one end of the elastic body is pulled by pulling the elastic plate inside the power tank by vacuum pressure, and the fixing bracket installed in conjunction with the clutch pedal is operated according to the movement of the chain bracket to operate the clutch pedal. In the system, part of the system is mechanical and the transmission of force is inaccurate, which makes it difficult to shift gears.

Third, the vacuum tank had to be relatively large in order to increase the vacuum pressure generated during the operation of the vacuum tank.

Fourth, the overall system for carrying out the semi-automatic clutch is complicated, and the cost of the space occupied by the limit of the engine room due to the auxiliary facilities and the difficulty of maintenance and expensive equipment is increased.

The present inventors have supplemented the above-mentioned points, and since the clutch receives the exact moving distance of the clutch during power transmission and the power interruption, and converts it into a distance, the clutch stroke distance can be arbitrarily determined. It is the development of a semi-automatic clutch that enables smooth starting and stopping of the vehicle through accurate position control, which results in a simple structure and the resulting cost reduction and increased ride comfort.

The present invention has been troublesome to operate the clutch pedal when driving a vehicle with a manual transmission, but by having the same function and ride comfort as a vehicle with an automatic transmission, so that the convenience of driving and a sporty feeling can be obtained when the vehicle is stopped. Its purpose is to.

Another object of the present invention is that the driver shifts the vehicle when the vehicle is shifted by various signals of the vehicle when the driver shifts the vehicle, compared to a vehicle equipped with a manual transmission, in which the driver sets a shift point during shifting. It is to make it easy to drive and to use a vehicle equipped with a manual transmission in the same manner as a vehicle equipped with an automatic transmission.

Still another object of the present invention is to provide a semi-automatic clutch which can achieve superior fuel saving than an automatic transmission.

Yet another object of the present invention is to enable mass production of low cost products with a simple structure.

The above and other objects of the present invention can be achieved by the present invention described below.

Summary of the Invention

The present invention is a clutch device (1) for transmitting or blocking the power of the clutch by the clutch pedal and the clutch master cylinder and the clutch release cylinder that is operated according to the existing driver, the clutch master cylinder (10) and the clutch T-shaped distributor 100 is installed in the oil line (L) connecting the release cylinder (20); First and second solenoid valves 110 and 120 installed at both ends of the distributor 100; An operation unit including a second switch SW2 for controlling opening and closing operations of the first and second solenoid valves 110 and 120 and a first switch SW1 for operating the clutch operating means 200 to a starvation shift time point ( 50); A control unit 300 for transmitting various signals such as the operation unit and the brake signal accelerator signal to the clutch operating means 200; And a loss control unit 270 including an actuator position sensor (not shown as a general sensor) for checking power stroke of the clutch 30 to control the power, and the first solenoid valve 110 is It is mounted on the clutch master cylinder (10) mounted on the manual transmission, and the second solenoid valve 120 is configured to install the clutch operating means (200).

The clutch operating means 200 is a power transmission means for transmitting power by converting the rotational motion of the motor 210, the motor 210 shaft 211 of the motor 210 driven according to the signal of the control unit 300 ( 220); And by receiving the power is characterized in that the secondary clutch master cylinder 230 for controlling the clutch 30 by sending the hydraulic pressure to the clutch clutch release cylinder (20).

The power transmission means 220 is a screw screwed to the shaft 211 of the motor is rotated screw 221, the rotation preventing portion 240 to prevent the rotation is installed on one end, the transfer screw 221 Elastic part 250 for reducing the load applied to the motor 210 and the conveying screw 221 by contraction and expansion by a linear motion of a), and protecting them and a case 60 fixed to the motor; And detection units S1 and S2 installed in the case 60 to detect a moving distance of the transfer screw 221 and to send a signal to the control unit 300. And a connection part 260 for connecting the transfer screw 221 and the auxiliary master cylinder 20.

The anti-rotation part 240 is integrally fixed to one end of the transfer screw 221 by means of a fixing means and integrally formed on the plate 241 and the plate 241 which are installed against the elastic unit 250. A projection 242 for preventing its rotation and / or operating the sensing units S1 and S2; And it is characterized in that the protruding portion 242 is inserted into the long hole 61 is formed in the case 60 to guide the linear reciprocating movement at regular intervals.

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

Detailed Description of the Invention

Figure 1 is a schematic configuration showing a brief overview of the semi-automatic clutch system of the present invention, Figures 2a and 2b is an operating view showing only the clutch operating means of the present invention, Figure 2a is a view showing a state before the operation, Figure 2b Is a diagram showing an operating state.

As shown in FIG. 1, the clutch master cylinder 10 is installed to transmit hydraulic pressure to the clutch release cylinder 20 through the oil line L by the operation of the clutch pedal 30 as in the related art.

At this time, the T-shaped distributor 100 is installed in the oil line (L), the first solenoid valve 110 is installed between the clutch master cylinder 10 and the distributor 100, the second solenoid valve on the other side 120 is installed.

That is, the first solenoid valve 110 is installed in the clutch master cylinder 10 installed in the existing manual transmission vehicle, and the clutch operating means 200 is installed in the second solenoid valve 120.

The clutch actuating means 200 is provided with a motor 210 that is driven forward and backward according to the signal of the control unit 300 shown in FIG. 1 or 2, the shaft 211, that is, the shaft 211 of the motor A hollow shaft formed with a screw thread 211a is formed on the inner side thereof, and the feed screw 221 is inserted into the screw thread 211a of the hollow shaft to be screwed to rotate the same as the shaft 211 rotates.

Power transmission means 220 is installed at one end to convert the rotational movement into a linear movement to transmit power, and the auxiliary clutch master for intermittent clutch 30 by receiving the power to send the hydraulic pressure to the clutch release cylinder 20 It consists of the cylinder 230.

As shown in FIG. 2A, the power transmission unit 220 is installed at one end of the transfer screw 221 screwed to the shaft 211 of the motor 210 to rotate the transfer screw 221. An anti-rotation unit 240 for preventing, the elastic portion 250 for reducing the load applied to the motor 210 and the transfer screw 221 is contracted, expanded by the linear movement of the transfer screw 221, A sensing unit (S1, S2) for protecting them and sending a signal to the control unit 300 by detecting a moving distance of the case 60 and the transfer screw 221 installed in the case 60 and fixed to the motor; It is composed of a connecting portion 260 for connecting the transfer screw 221 and the auxiliary clutch master cylinder 230.

As shown in FIG. 3, the anti-rotation part 240 forms a key hole 221a at one end of the fixing means, that is, at one end of the transfer screw 221, and the key. The fastening part 243 having another key hole 243a is integrally formed in the plate 241 so that the hole 221a can be inserted and fastened to prevent rotational force of the transfer screw 221.

The contact plate 241 can be produced in a rectangular or cylindrical shape depending on the shape of the case.

Shape of the fastening method and the sealing plate as described above can be easily carried out by those of ordinary skill in the art.

In addition, the protrusion 242 may be integrally formed on the upper part of the contact plate 241 or the bolt may be fastened.

The protrusion 242 is a linear reciprocating motion along the long hole 61 formed in the case 60, the sensing unit for controlling the movement distance (or the movement distance of the feed screw 221) of the protrusion 242 ( S1 and S2 are respectively installed at the inlet of the long hole 61 of the case 60.

On the other hand, the elastic portion 250 is elastically contracted, expanded by the contact plate 241 is a cylindrical spring whose outer diameter is approximately φ 30 ~ 40, the inner diameter is φ 26.5 ~ 36.5 mm, the total number of turns (卷 數) It is about 6 ~ 7, depending on the length and diameter of the spring, or about 1 ~ 3 or more.

In addition, the load was allowed to receive 20 to 30 kgf at 59 mm and 40 to 50 kgf at 29 mm.

The elastic portion 250 reduces the load on the motor 210 and the transfer screw 221, and at the same time affects the size of the motor.

The spring is not necessarily made of a cylindrical shape, but may use a conical shape, a janggu shape, or the like according to various variables such as a case shape, a length, or a piston state.

This can also be easily carried out by those of ordinary skill in the art.

In addition, the connection part 260 is installed between the transfer screw 221 and the piston 231 of the auxiliary clutch master cylinder 230 to connect them, their connection method is a bolt and nut or key fastening method using an adapter It can be fastened by various methods such as this can also be easily carried out by those of ordinary skill in the art.

Actuator position sensor (not shown) can grasp the operation stroke of the transfer screw 221 by the sensing unit (S1, S2) and at the same time check the stroke distance of the clutch 30 to perform the power interruption at the correct position. Soft and smooth to increase the ride comfort of the car.

On the other hand, the gear shift knob 40 is provided with an operation unit 50, the operation unit 50 is provided with a first switch (SW1) and a second switch (SW2), respectively, the operation of the first switch (SW1) The signal is transmitted to the driver's shift will to the control unit 300, the input signal is transmitted to the clutch operating means 200 to operate the feed screw 221 to the gear shift time, the second switch (SW2) The operation signal is transmitted to the first and second solenoid valves 110 and 120 to facilitate the operation to the manual transmission when using the semi-automatic transmission.

For example, as shown in Figure 2a, as the power transmission means 220, that is, the motor 210 is rotated by the operation signal of the second switch (S2), the transfer screw 221 of Figure 2b The linear movement in the direction of the arrow is advanced, the hydraulic pressure in the clutch master cylinder 220 is transmitted to the clutch release cylinder 20 by this forward force, thereby transmitting power.

At this time, the conveying screw 221 is prevented from being rotated by the anti-rotation part, by checking the conveying distance of the conveying screw 221 in the sensing unit (S1, S2) to the control unit 300, The operation is continuously controlled.

The control unit 300 includes various sensors, ie, a throttle position sensor (TPS; Throttle Position Sensor), an engine speed sensor, a signal determination sensor and an actuator according to the operation of the first and second switches SW1 and SW2. Position sensor and vehicle speed sensor are built in.

Therefore, the vehicle semi-automatic clutch 1 configured as described above basically operates as follows.

First, the abbreviation AOB (Actuator Operation Button) used for convenience in the drawings indicates the first switch (SW1), the driver's gear shift will be transmitted to the control unit 300 to control the actuator), PT (Power Transmit) is the power PC (Power Control) power interruption, PI (Power Isolation) power interruption, SGS (Shift Gear Section) gear shift section SCS (Semi Clutch Section) half clutch section, PTS (Power Transmit Section) power transmission The VCS (Power Transmit Velocity Control Section) is the power transmission speed control section and the FSS (Free Space Section) is the free clearance section.

When the driver presses the brake and presses the key, the engine starts. The clutch operating mechanism 200 operates in conjunction with the brake signal, and the hydraulic pressure in the auxiliary clutch master cylinder 230 is transferred to the clutch release cylinder 20. In this case, the clutch proceeds to the gear shift section as shown in FIG. 5A. When shifting gears, the driver shifts gears, and when the brake is applied, even if the gear shift knob 40 is operated without operating the first switch SW1 installed on the gear shift knob 40 to " on " (1st, reverse) When the shift is made and the brake is not pressed, the first switch SW1 installed in the gear shift knob 40 should be turned "on" so that the gear shift is made.

Next, as soon as the driver releases the foot from the brake, the clutch interlocks with the clutch and proceeds to the anti-clutch section SCS. However, the current state is just before power is transmitted, and power is not yet fully transmitted. The accelerator pedal is pressed at the same time as the brake is pressed, and the clutch position is operated by the power transmission section (PTS), and the throttle body is opened in conjunction with the accelerator pedal, and this opening amount is received at the same time as the throttle position sensor receives the input. The vehicle speed (km / h) and the engine speed (rpm) are input, and the control unit 300 receives the signals as described above, and the clutch operates to transmit power.

Referring to the operation state of the vehicle semi-automatic clutch (1) operated as described above in detail with reference to the flowchart as follows.

First, it should be noted that the second switch SW2 is " off " (the first solenoid valve is closed and the second solenoid valve is open) before understanding the flow chart described below.

4A is a diagram showing the process from the engine start to the transmission of the clutch power, and the control unit 300 determines whether the driver has stepped on the brake or not and presses the key in the state where the brake has been pressed. "The engine will start.

Then, the clutch is operated in the gear shift section (SGS) as shown in FIG. 5A, and the power is transmitted by inserting the 1st or reverse gear and moves to the half clutch section (SCS) where the power is controlled when the foot is released from the brake. This state is just before power is transmitted.

When the accelerator is pressed in the above state, the throttle body is opened and the throttle position sensor checks the signal and sends the signal to the control unit 300 to bring the change in engine speed (rpm) and at the same time the vehicle speed (km / h) is transmitted and the vehicle starts to operate.

If there are no external conditions or internal conditions in traffic jams or sudden stops, the gear shift takes place to the next stage.In this case, when the accelerator is pressed, the opening amount, engine speed (rpm) and vehicle speed (km / h) is transmitted to make a shift, and as shown in FIG. 5A or 5B, a gear shift is performed in a gear shift section (SGS), and power is transmitted in a power transmission section (PTS), and the final clutch of the final clutch is used to increase the ride comfort of the vehicle. The power transmission speed control section (VCS) is once again controlled for the full power transmission. That is, when the gear shift is made and the transmission of power is recalled once more, the shift is made in the gear shift section (SGS), the power is transmitted through the semi-clutch section (SCS), and the power is transmitted in the power transmission section (PTS). The speed control section (VCS) controls the speed at which power is transmitted to increase the ride comfort, and the last free clearance section (FSS) is placed to transmit the power completely so that the clutch power is returned to the completely transmitted state. Thus, the vehicle is driven.

Figure 4a is a state until the brake is pressed and the engine is started until the accelerator is pressed, Figures 4b to 4d are the signals received to increase the ride comfort of the vehicle by interlocking the engine speed (rpm) and the vehicle speed (km / h) The control unit 300 performs arithmetic processing and the processed result is transmitted to the clutch operating means 200 to help drive the vehicle.

4b is a low engine speed (1000-1500 rpm) section and the vehicle speed is controlled to the clutch based on 15km / h. The driving of the controller 300 according to each signal is performed in the same manner as in FIG. 4B.

Here, the relationship between the engine speed (rpm) and the vehicle speed (km / h) for controlling the power transmission speed control section (VCS)

4b: engine speed (1000 rpm to 1500 rpm), vehicle speed (based on 15 km / h), FIG. 4c: engine speed (1500 rpm to 1800 rpm), vehicle speed (15 km / h to 30 km / h), Fig. 4D: Stepping on the accelerator pedal while stepping on the engine speed (1800 rpm or more) brake pedal maintains a state capable of gradually shifting the first, second and third gears.

The clutch pedal 30 is returned to the power transmission state as shown in FIG. 5A or 5B, and thus power is transmitted.

The control method of the control unit 300 receives the brake signal and the amount of lap of the throttle body, the throttle position sensor receives the input (Voltage, V) and the engine speed (rpm) and the vehicle speed (km / h) and stops the vehicle. Even in the congestion section of the vehicle, the driving of the vehicle is sufficiently performed with the same ride comfort as the automatic transmission vehicle.

For example, if the vehicle is stopped, the vehicle speed coming from the vehicle speed sensor will be at 0 km / h. If the vehicle is stopped while driving, the vehicle speed from the vehicle speed sensor will decrease and the brake signal will be "on". The accelerator would not have been stepped on. If you do not step on the accelerator or brake, the vehicle speed of the vehicle is reduced, and the controller 300 detects the speed of the vehicle and grasps the state of the vehicle.

In the case of FIG. 4A, the accelerator is not pressed when the user presses the brake. In this case, the vehicle shows a creeping phenomenon, and the vehicle moves little by little in the same manner as a vehicle with an automatic transmission. When the engine speed is checked, the engine speed is 1000 rpm in the idle state (800 rpm). It is judged not to exceed.

4b shows that the engine speed is low (1000 rpm to 1500 rpm), and when the vehicle is running slowly due to creeping phenomenon, when the accelerator is operated, the throttle body opens and checks the opening amount. To control the power transmission speed control section (VCS). At this time, if there is no problem, operate gear shifting by operating AOB (first switch SW1), and if the vehicle is congested in the traffic jam section, check the speed and determine whether the speed is more than 15 km / h. . If the vehicle speed is 15 km / h or more, the clutch moves over the power transmission speed control section (VCS) to the free play section (FSS) section and if it is below 15 km / h, the brake signal is checked and the brake signal is "on". If the clutch moves to the half clutch section (SCS) and the brake signal continues to be "on", the clutch control section moves to the gear shift section (SGS) to cut off the power. However, when the brake signal is not "on" when the vehicle speed is 15 km / h or less, the control unit 300 returns to the next creeping phenomenon and checks the engine speed (rpm) and the vehicle speed again so that control is performed.

4C shows the engine speed at medium speed (1500 rpm to 1800 rpm), and when the vehicle is running slowly due to creeping phenomenon, when the accelerator is operated, the throttle body opens and checks the opening amount and transmits power according to the opening amount. Speed control section (VCS) is controlled. At this time, if there is no problem, the gear shift is made by operating AOB (first switch SW1), and if the vehicle speed is checked, it is determined whether the vehicle speed is 30 km / h or more. If the vehicle speed is more than 30 km / h, the clutch moves over the power transmission speed control section (VCS) to the free play section (FSS) and if it is less than 30 km / h, check the vehicle speed at least 15 km / h or less. Determine the cognition. If it is 15 km / h or more, the clutch moves to the free play section (FSS) as in FIG. 4B. When the vehicle speed is 15 km / h or less, the brake signal is checked by checking the brake signal. If the clutch moves to the half clutch section (SCS) section and the brake signal continues to be "on", the clutch control section moves to the gear shift section (SGS) to cut off the power. However, when the brake signal is not "on" when the vehicle speed is 15 km / h or less, the control unit 300 returns to the next creeping phenomenon and checks the engine speed (rpm) and the vehicle speed again so that control is performed. Make the same control.

4D shows that when the engine speed is high (1800 rpm or more) and the vehicle is running slowly due to the creeping phenomenon, when the accelerator is operated, the opening amount of the throttle body is checked and the power transmission speed control section is changed according to the opening amount. VCS). In this case, when the engine speed (rpm) is 1800 rpm or more due to a large amount of stepping on the accelerator in the acceleration or driver's accelerator operation, the control unit 300 controls the mode as shown in FIG. 4D. When the driver presses the brake after shifting the gear, the vehicle shows a creeping phenomenon and proceeds slowly.When the engine speed (rpm) reaches 1800 rpm or more by the accelerator operation, the control position of the clutch becomes the power transmission speed control section ( VCS) and move to free play section (FSS). If the driver operates the brake due to the occurrence of obstacles or the need to stop the vehicle in front of the creeping phenomenon, the clutch control position moves to the anti-clutch section (SCS) to shut off the power and turn off the engine. The brake signal is "on" and moves to the next control section, the gear shift section (SGS), which completely shuts off power and stops the vehicle. If neither the brake nor the accelerator is operated, the vehicle generates a creeping phenomenon in the same way as the initial state, and the controller 300 again grasps the driver's state. That is, when the driver operates the accelerator and determines whether the brake is operated, the controller 300 performs control according to the situation.

4E illustrates a road creeping phenomenon in which the gear shift mode is changed from the first stage to the second, third, fourth, and fifth stages, and the control unit 300 determines the case of FIGS. 4B to 4D. Gear shift is shown. If you start driving after 1st gear shifting and gear shifting to 2nd gear, if you turn off the accelerator and turn on the AOB (first switch), the clutch control position will move to the gear shift section (SGS). Power is cut off. At this time, the clutch operation time was about 0.2 seconds, and the operation time of the clutch operation mechanism was 0.2 seconds, considering that the average time for the driver to operate the clutch pedal for gear shifting was about 0.25 seconds. This is to prevent idling of the vehicle and to have a fast shift speed. In this state, the driver operates the gear shift knob 50 to shift the gear, and in this state, the accelerator is still in the "off" state and the AOB (the first switch SW1) is in the "on" state. After operating the gear shift knob 50 to shift the gear from the first gear to the second gear, the AOB (first switch SW1) is " off ". Then, the clutch control position moves to the power transmission speed control section (VCS), and the control unit 300 checks the vehicle speed, and when the vehicle speed is 30 km / h or more, the vehicle proceeds according to the accelerator operation, and the clutch control position is free. It moves to the clearance section (FSS). If the control unit 300 determines that the vehicle speed is 30 km / h or less, the controller 300 once again determines whether the vehicle speed is 15 km / h or more, and if the vehicle speed is 15 km / h or more, it proceeds in the same manner as the operation of the existing accelerator pedal. If it is 15 km / h or less, the clutch control position moves to the power transmission section (PTS) to operate the brakes and asks whether the brake signal is "on", and if the brake signal is "on", it asks the vehicle speed again for 15 km / h. If it is more than h, the clutch control position moves to the free play section (FSS) as before, and the vehicle starts to operate by operating the accelerator, and if it is less than 15 km / h, the clutch control position moves to the half clutch section (SCS). In order not to turn off the engine, the power should be interrupted first and then the gear shift section (SGS) moves to the next step to completely control the power. At this time, if the brake is still applied, the vehicle stops, and even if the clutch is controlled, the clutch control position is shifted to the gear shift section (SGS), so that the start of the vehicle is maintained without being turned off.

Figure 4f is the same as the order of the first gear shift in order to start the road vehicle showing the mode to reverse the vehicle in the vehicle political state, but it should be noted that the vehicle speed is missing at this time. When reversing, the clutch position is controlled by checking the opening amount of the throttle body according to the amount of stepping by the accelerator without sensing the vehicle speed. At this time, the ride comfort may be reduced, but the opening degree of the throttle body is finely adjusted, so the riding comfort can be maintained while driving. When reversing, clutch position control is performed while traveling between the half clutch section (SCS) and the power transmission speed control section (VCS) except the power transmission section (PTS). That is, when the accelerator is pressed, the clutch control section moves to the power transmission speed control section (VCS), but the power is transmitted, but the vehicle is fully driven, and the amount of opening of the throttle body by the accelerator is possible. Checking resulted in an increase in the ride quality of the vehicle. When the brake was applied, the clutch control position moved to the half-clutch section (SCS) section and the power was cut off, but the accelerator could be operated according to the condition of the vehicle or the driver's will As soon as the power can be transmitted, the clutch is in the waiting state. That is, in case of reversing, most of the drivers operate the accelerator and apply the brake immediately or stop the operation of the accelerator and control the speed to reverse. This series of repetitive operations may result in a deterioration of ride comfort and the driver may feel uncomfortable. To account for this inconvenience, the driver has a clutch control section (power transmission speed control section (VCS)) according to the accelerator operation. In the case of driving, it is an improvement part to solve the inconvenience and to increase the ride comfort.

FIG. 4g shows the clutch control position in the free play section (FSS), which is the power transmission section, in normal driving of the road showing the state of the control unit 300 according to the sudden braking of the vehicle. The controller 300 confirms that the brake is "on" and the controller 300 checks the vehicle speed. In case of vehicle speed, it is determined whether it is 30 km / h. If the vehicle speed is 30 km / h or more, the clutch control position moves to the free play section (FSS) again. If the vehicle speed is less than 30 km / h, the vehicle speed is checked based on 15 km / h. If it is 15 km / h or more, it is again asked if it is 30 km / h, and the clutch control section is maintained at the free play section (FSS) again. If the vehicle speed is 15 km / h or less, the clutch control section is the power transmission section (PTS). Move and once again ask if brake is active. If brake is "ON", clutch control position moves to half clutch section (SCS). If brake is "ON", clutch control section will go to gear shift section (SGS). Move again to completely shut off power to prevent the vehicle from starting. If the brake is not "ON", check if the accelerator is pressed. If the accelerator is "ON", check the opening amount of the throttle body according to the accelerator and resume operation.The clutch control position is the power transmission speed in the power transmission section (PTS). It moves to the control section (VCS). After the movement, the vehicle speed is checked again. The vehicle speed is 30 km / h and the above operation is repeated according to the reference vehicle speed. If the accelerator is "off", the vehicle will show a creeping phenomenon and the vehicle will drive slowly as before, and the clutch control position will be in the power transmission section (PTS).

Figure 4h is a road use showing the signal used in the vehicle speed and engine speed and the clutch control section, and the state and control signal of the control unit 300 according to the meaning of the control unit 300 is continuously receiving a signal, but the clutch This signal is used in the control section to help the clutch operating means 200 to control the clutch.

In addition, while the previous operation stroke of the clutch can not be accurately divided by section, although not shown in Figure 1 clutch stroke distance that can check the stroke distance of the transfer screw 221 belonging to the clutch operating means (200) A check sensor (actuator position sensor) is installed to accurately check the stroke of the clutch. This can provide a much superior control than the stepwise method of dividing the stroke of the existing clutch into arbitrary stages. In other words, the stroke length of the clutch is checked in an analog form, and all stroke distances of the clutch are received in the form of a voltage, and are transmitted to the control unit 300, and the transferred stroke distance voltage is converted into a distance value in the control unit 300. The converted values can be measured in units of 1/1000 mm, and the stroke length values of the clutch are transmitted to the control unit 300, so that accurate and rapid control is made, which is clearly different from the conventional control method.

As described above, according to the present invention, the clutch operating means is actuated by the signal transmitted to the control unit, and the clutch release cylinder and the clutch are flowed to transmit or block power, thereby achieving the following effects.

First, when the vehicle is stalled, the vehicle with the manual transmission is used in the same manner as the vehicle with the automatic transmission, so that the inconvenience of the manual transmission can be solved and the driver's convenience can be achieved.

Second, it is possible to solve the fuel economy problem of vehicles with automatic transmissions that are emerging in the era of high oil prices these days.

Third, by using a manual transmission equipped vehicle in the same manner as a vehicle equipped with an automatic transmission, the driver of an automatic transmission equipped vehicle that is not satisfied with the driving reaction speed of the automatic transmission equipped vehicle can expect a sporty vehicle operation of the manual transmission.

Simple modifications and variations of the present invention can be readily used by those skilled in the art, and all such variations or modifications can be considered to be included within the scope of the present invention.

Claims (4)

A T-shaped distributor 100 installed in the oil line L connecting the clutch master cylinder 10 and the clutch release cylinder 20; First and second solenoid valves 110 and 120 installed at both ends of the distributor 100; An operation unit including a second switch SW2 for controlling opening and closing operations of the first and second solenoid valves 110 and 120 and a first switch SW1 for operating the clutch operating means 200 to a starvation shift time point ( 50); A control unit 300 for transmitting various signals such as the operation unit and the brake signal accelerator signal to the clutch operating means 200; And a loss control unit 270 including an actuator position sensor for checking power stroke of the clutch 30 to control the power, and the first solenoid valve 110 is a clutch master that is conventionally installed in a manual transmission. In the clutch device (1) which is mounted on the cylinder (10), the second solenoid valve 120 is provided with a clutch operating means (200), The clutch operating means 200 is a motor 210 driven according to the signal of the control unit 300, the power transmission means 220 for converting the rotational movement of the shaft of the motor 210 to linear movement to transfer power; And An auxiliary clutch master cylinder 230 for controlling the clutch 30 by sending hydraulic power to the clutch clutch release cylinder 20; Semi-automatic clutch for vehicle, characterized in that consisting of. The method of claim 1, wherein the power transmission means 220 is a screw screwed to the shaft 211 of the motor is rotated screw 221, the rotation preventing portion 240 to prevent the rotation is installed at one end thereof The elastic part 250 is contracted and expanded by the linear movement of the transfer screw 221 to reduce the load applied to the motor 210 and the transfer screw 221, and the case 60 is fixed to the motor to protect them. ); And Detecting unit (S1, S2) is installed in the case 60 to detect the moving distance of the transfer screw 221 to send a signal to the control unit 300; And Semi-automatic clutch for a vehicle, characterized in that the connection portion 260 for connecting the transfer screw 221 and the auxiliary master cylinder (20). According to claim 2, The anti-rotation portion 240 is integrally fixed to one end of the transfer screw 221 by a fixing means and is installed against the elastic portion 250, the plate 241, the plate 241 A protrusion 242 formed integrally with the upper side and preventing the rotation thereof and / or operating the sensing units S1 and S2; And Semi-automatic clutch for a vehicle, characterized in that the protruding portion 242 is inserted into a long hole (61) formed in the case (60) to guide the linear reciprocating movement at regular intervals. According to claim 2, wherein the elastic portion 250 has an outer diameter of approximately 30 ~ 40, the inner diameter of about 26.5 ~ 36.5 mm, a total number of about 6 to 7 and the load is 20 ~ 30kgf when the load is 0 °, When rotating from 180˚ to 0˚, the load is 40-50kgf. The semi-automatic clutch for vehicles, which reduces the load on the motor by transmitting and distributing the force.

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