KR100625877B1 - 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, so that a vehicle equipped with a manual transmission when the vehicle is stalled is applied to a driver due to frequent clutch operation. A semi-automatic clutch for a vehicle that reduces stress and stress and facilitates driving, and the clutch operating means 200 for operating the clutch device 1 is driven by a signal of the controller 300. To convert the rotational movement of the shaft of the motor 210 into a linear movement to transfer the power to transfer the screw 212, to prevent the rotation of the transfer screw 212 and / or to connect the auxiliary clutch master cylinder 220 Connection device 230; A clutch booster device 240 connected to the connection device 230 to increase a force transmitted to the auxiliary clutch master cylinder 220; And sensing units S1 and S2 for transmitting a signal to the control unit 300 by sensing a moving distance of the transfer screw 212.

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 connection device 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

212: feed screw 212a, 231a: pin hole

220: auxiliary clutch master cylinder 230: rotation prevention device

231: connector 240: booster device 241: piston rod

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 the operation, and the generated hydraulic pressure is released through the hydraulic line. The hydraulic pressure is transmitted to the cylinder, and the hydraulic pressure transmits or cuts power by flowing the clutch, so that the driver's driving convenience is used by using the manual transmission equipped vehicle as the automatic transmission equipped vehicle without manipulating the clutch pedal when the vehicle is stopped. And semi-automatic clutch for vehicle which can have 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 even a quick power has been 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 prior art 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, engine idling sometimes occurs due to the long interruption time, which is almost the same level, and the functions of the products are so poor that it is still difficult for drivers who are tamed for manual vehicles. The current view is that it is more unreliable when driving a vehicle with a manual transmission.

When the mechanical and electrical conditions of the mechanical devices that control power by controlling the clutch of a general automobile clutch are examined, the clutch of the clutch is measured using an accelerator sensor to find out how deep the accelerator is stepped on and a vehicle speed sensor to find out how much the vehicle speed is. The power connection amount is determined. Also, in determining this, all strokes of the clutch cannot be divided step by step, so by adjusting the speed at which the clutch flows out quickly or lately, a method that depends only on the power connection speed of the clutch or calculates the vehicle speed and the depth of the accelerator There were only ways 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; Is the throttle valve open? Or is it closed? It consists of a sensing means that can detect.

In the vehicle semi-automatic clutch configured as described above, the driver first presses the manual / semi-automatic switch in order to use the vehicle semi-automatically while driving. When the value of this operation signal is transmitted to the ECU or the ECM, the ECU or the ECM “offs” the power supply. In this case, the vacuum passage is opened by supplying power to the intake valve until the sensing means is turned 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 to develop semi-automatic clutch which enables smooth starting and stopping of vehicle through accurate position control and simple structure, resulting in cost down 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 provides a clutch device (1) for transmitting or disconnecting the power of a clutch by a clutch pedal operated by an existing driver and a clutch master cylinder and a clutch release cylinder operated accordingly, the clutch master cylinder (10) and release T-shaped distributor 100 is installed in the oil line (L) for connecting the 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 conventional. Mounted on the clutch master cylinder (10) mounted on the manual transmission, the second solenoid valve 120 is configured to be installed the clutch operating means (200).

The clutch operating means 200 is a feed screw for transmitting power by converting the rotational motion of the motor 210, the shaft 211 of the motor 210, driven in accordance with the signal of the control unit 300 into a linear motion 212, the connection device 230 for connecting the anti-rotation and / or auxiliary clutch master cylinder 220 of the transfer screw 212; A clutch booster device 240 connected to the connection device 230 to increase a force transmitted to the auxiliary clutch master cylinder 220; And sensing units S1 and S2 for transmitting a signal to the control unit 300 by sensing a moving distance of the transfer screw 212.

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 such that hydraulic pressure is transmitted 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 211 a is formed on the inner side thereof, and the feed screw 212 is inserted into the screw thread 211 a of the hollow shaft so that the shaft 211 is rotated as the shaft 211 is rotated.

One end of the transfer screw 212 is provided with a connection device 230 for connecting the anti-rotation and / or auxiliary clutch master cylinder 220 thereof.

As shown in FIG. 3, the connection device 230 has a pin hole 212a formed at one end of the transfer screw 212 and another pin hole 231a at the same position as the pin hole 212a. It consists of a connecting pipe 231 is formed so that the transfer screw 212 is inserted, and the pin 232 is fixed through the pin holes (212a, 231a), the other side of the connecting pipe 231 The piston rod 241 of the clutch booster device 240 for increasing the force transmitted to the cylinder 220 is installed.

The connection device 230 may be easily implemented by a person having ordinary knowledge in the art other than the fastening method by a pin and the present invention.

A case 60 for protecting the connection device 230 is installed between the motor 210 and the clutch booster device 240, and sensing units S1 and S2 are installed in the case 60.

On the other hand, the connecting pipe 231 is formed integrally with the protrusion 233, the protrusion 233 is inserted into the long hole 61 formed in the case 60 to move the same as the moving distance of the transfer screw 212. .

In addition, sensing units S1 and S2 for controlling the moving distance of the protrusion 233 (or the moving distance of the conveying screw 21) are respectively installed at the inlet of the long hole 61 of the case 60.

Actuator position sensor (not shown) can grasp the operation stroke of the transfer screw 212 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.

Meanwhile, as shown in FIG. 1, the gear shift knob 40 is provided with an operation unit 50, and the operation unit 50 includes a first switch SW1 and a second switch SW2. The operation signal of the first switch SW1 transmits the driver's shifting intention to the control unit 300, and the input signal is transmitted to the clutch operating means 200 to operate the feed screw 212 to operate the clutch to the gear shifting point. The operation signal of the second switch SW2 is transmitted to the first and second solenoid valves 110 and 120 to facilitate the operation of the manual transmission when the semi-automatic transmission is used, and to the automatic transmission when the manual transmission is used. This helps easily.

For example, as shown in FIG. 2A, the motor 210 is rotated by the operation signal of the second switch SW2, and the feed screw 212 is rotated by the rotation of the motor 210. The linear movement in the direction of the arrow is advanced, the hydraulic pressure in the master cylinder 220 is transmitted to the release cylinder 20 by this forward force, the power is transmitted.

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 is started and the clutch operating mechanism 200 is operated in conjunction with the brake signal, and the hydraulic pressure in the auxiliary master cylinder 220 is transmitted to the clutch release cylinder 20. In this case, as shown in FIG. 5A, the clutch proceeds to the gear shift section. 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, in conjunction with the driver stepping on the brake, the clutch proceeds to the half clutch section (SCS), as shown in FIG. 5A. 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). The vehicle speed (km / h) and the engine speed (rpm) is input and the control unit 300 receives the signals as described above to operate the clutch to operate the power transmission.

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 flowchart 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 a change in the 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 to grasp the state of the vehicle so that the appropriate control may be made at that time.

In the case of FIG. 4A, the accelerator is not pressed when the user presses the brake. In this case, the vehicle exhibits a creeping phenomenon, and the vehicle moves little by little in the same manner as a vehicle with an automatic transmission. 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 exhibits a creeping phenomenon and 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 accelerator stepping in the accelerator acceleration or the driver's accelerator operation, the control unit 300 performs the control in 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) becomes 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. When 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 determines 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 (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 if 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 control unit 300 once again determines whether the vehicle speed is 15 km / h or more, and when the vehicle speed is 15 km / h or more, the operation 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 detecting 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 can 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 drivers operate the accelerator and immediately apply the brake or stop the accelerator operation 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. In order to take into account such inconveniences, the driver may have 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 restart the 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 to check the stroke distance of the feed screw 212 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 of the clutch is checked in an analog form, and all strokes of the clutch are received in the form of voltage and transmitted to the control unit 300, and the transferred stroke distance voltage is converted into a distance value in the controller 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 (1)

A T-shaped distributor 100 installed in the oil line L connecting the clutch master cylinder 10 and 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 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 to 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 transfer screw 212 for transmitting power by converting the rotational movement of the shaft of the motor 210 into a linear movement, Connection device 230 for connecting the rotation prevention and / or auxiliary clutch master cylinder 220 of the transfer screw 212; A clutch booster device 240 connected to the connection device 230 to increase a force transmitted to the auxiliary clutch master cylinder 220; And Semi-automatic clutch for a vehicle, characterized in that it comprises a sensing unit (S1, S2) for sending a signal to the control unit 300 by detecting the moving distance of the transfer screw (212).

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