KR20210020760A - Clutch system associated with excel and brake pedals - Google Patents

Abstract

The present invention provides a new concept clutch system, which can guarantee 100% of a torque transfer rate between an engine and a transmission in a vehicle system, be commonly applied to existing manual and automatic transmission vehicles, and be operated by being interlocked with an accelerator and a brake pedal.

Description

Clutch system associated with excel and brake pedals

The present invention relates to a clutch system that can be applied to both automatic and manual transmissions. More specifically, the present invention relates to a clutch system of a new concept that guarantees 100% of a torque transmission rate between an engine and a transmission in a vehicle and operates in conjunction with an accelerator and a brake pedal.

The present invention is based on Korean Patent Application No. 10-2019-0099195 filed on August 14, 2019. Some details of the present invention are disclosed in Korean Patent Application Nos. 10-2020-0051364 (Rotary Shaft Assembly; filed on April 28, 2020) and 10-2020-0034811 (Clutch assembly; filed on March 23, 2020) And 10-2019-0166488 (power transmission mechanism; filed on December 13, 2019).

The wheel of a car rotates by being shifted from the transmission through the flywheel and the clutch disk and transmitted to the main shaft.

In the case of a manual transmission vehicle, the connection or disconnection between the flywheel and the disk is performed by a clutch pedal installed on the upper floor on the left side of the driver's seat. When the clutch pedal is pressed, the connection between the two members is blocked, and when the depression is released, the two members are connected. The driver presses the clutch pedal for gear shifting, shifts the gear while the pedal is depressed, and then gradually releases the foot from the pedal to enter the anti-clutch state where the flywheel and the disk are just starting to contact.

In the case of an automatic transmission vehicle, there is no clutch pedal, and the torque converter, oil pump, hydraulic clutch, planetary gear set, rotation sensor, reduction gear and valve body are automatically shifted according to the vehicle load by detecting engine rotation and vehicle speed. It consists of a planetary gear set, a combination of a wet multi-plate clutch and a brake to form a gearbox.

Manual and automatic transmissions have evolved while imitating the advantages of each. For example, manual transmissions have applied an automatic control algorithm applied to automatic transmissions, and automatic transmissions have partially applied a mechanical friction clutch method applied to manual transmissions to improve fuel economy. However, the design structure of manual and automatic transmissions maintains the form of the first developed platform.

In the case of a manual transmission vehicle, it is necessary to change gears in conjunction with the clutch pedal at the same time, and due to the occurrence of slipping when restarting the slope, preference is poor in Korea and North America. Accordingly, there is a need to develop a system capable of interlocking with the brake and accelerator pedals to enable shifting without the need for a separate clutch pedal and to prevent slipping on a slope.

In the case of an automatic transmission vehicle, fuel efficiency is degraded due to torque transmission by fluid, and there is a problem in that it is vulnerable to a torque short circuit flowing from the engine to the transmission when an abnormal phenomenon such as sudden start occurs. Accordingly, there is a need to develop a system that eliminates the sudden start phenomenon occurring in an automatic transmission by mechanically operating the acceleration, anti-clutch, and stop (brake) states by the brake pedal and the accelerator pedal.

Accordingly, an object of the present invention is to provide a clutch system of a new concept that guarantees 100% of a torque transmission rate between an engine and a transmission in a vehicle system and can be commonly applied to existing manual and automatic transmission vehicles.

In order to achieve the above object, the present invention includes a clutch assembly that is connected to or disconnected from the engine of a vehicle, and the clutch assembly changes its state by depressing and depressing the accelerator pedal and depressing and depressing the brake pedal. A clutch system is provided, further comprising a rotation body assembly including a power transmission mechanism and a drive shaft connected to the power transmission mechanism in order to transmit depression and release of the brake pedal to the clutch assembly.

The clutch assembly controls the depression of the brake pedal in the first state in which the accelerator pedal is depressed to transmit the rotational force of the engine to the transmission through the input shaft, the third state in which the brake pedal is depressed to disconnect the connection between the engine and the input shaft, and It may be in either an initial transition state or an intermediate state in which the rotational force of the engine is transmitted to the transmission by releasing it.

Due to the depression of the accelerator pedal, the drive shaft of the rotating body assembly connected to the power transmission mechanism linearly moves in one direction, so that the clutch assembly may be positioned in the first state.

By depressing the brake pedal, the drive shaft of the rotating body assembly connected to the power transmission mechanism linearly moves in the other direction opposite to one direction, so that the clutch assembly may be positioned in the third state.

In the third state, by releasing the depression of the brake pedal, the drive shaft of the rotating body assembly connected to the power transmission mechanism linearly moves in one direction, and the clutch assembly may be positioned in the fourth state.

The power transmission mechanism may include an excel actuator connected to and driven by a cable of an excel pedal, and a brake actuator connected to and driven by a cable of a brake pedal and positioned opposite the excel actuator.

The clutch assembly is selective by being in contact with the outcam rotating in connection with the vehicle's accelerator and brake pedals and rotating, the incam rotating by the rotation of the vehicle's engine, and in contact with the outcam and moving in the height direction by the rotation of the outcam. It includes a rotating member capable of contacting with the in-cam, and a fork portion that supports the rotating member and rotates like the rotating member, and the rotational force of the engine can be sequentially transmitted through the in-cam, the rotating member, and the fork.

At least one protrusion is formed on a sleeve of the rotation shaft of the outcam of the clutch assembly, and a guide slot for accommodating each of the protrusions is formed on the drive shaft, and the guide slot has a linear first path and a first It includes a second path extending to form a predetermined inclination angle with the path, and the protrusion rotates by an inclination angle formed by the first path and the second path by linear movement of the drive shaft in one direction, so that the outcam may rotate.

The clutch system of the present invention has the effect that it is possible to expand the lower margin of the manual transmission vehicle by simplifying the shift, and is driven in conjunction with the accelerator and brake pedal to enable accurate and permanent use.

In addition, the clutch system of the present invention is free from sudden start and can protect both the driver and the pedestrian because power transmission and short circuit are mechanically operated.

In addition, the clutch system of the present invention can be applied to all passenger cars, and when operating a hybrid vehicle, it can be replaced with a main part that transmits power generated from the internal combustion engine at the time when the internal combustion engine is involved, and electric vehicles and other power It can be applied to areas that require power transmission and short circuits in large systems used by internal combustion engines such as plants.

1 is an overall configuration diagram of a clutch system of the present invention;
2 is an overall configuration diagram of a clutch system when a driver steps on an accelerator pedal;
3 is an overall configuration diagram of a clutch system when the driver releases the depression of the accelerator pedal in the state of FIG. 2;
FIG. 4 is an overall configuration diagram of the clutch system when the driver depresses the brake pedal in the state of FIG. 3, that is, in a state in which the accelerator pedal is depressed;
5 is an overall configuration diagram of a clutch system in the state of FIG. 4, that is, when the driver releases the depression while depressing the brake pedal;
6 is a block diagram of a power transmission mechanism when the accelerator pedal of the present invention is pressed;
7 is a block diagram of a power transmission mechanism when the accelerator pedal is depressed;
8 is a block diagram of a power transmission mechanism when the brake pedal is depressed;
9 is a block diagram of a power transmission mechanism when the brake pedal is depressed in the state of FIG. 8;
10 is a perspective view of a rim forming an outer rim in the clutch assembly of the present invention and a fork member interposed between the rims;
11 is an enlarged view of a portion of FIG. 10;
12 is a cross-sectional view of the clutch assembly of the present invention as viewed by cutting from the space between the fork plates;
13 is an enlarged view of a portion of FIG. 12;
14 is a diagram illustrating a case in which the driver depresses the excel pedal in FIG. 12;
FIG. 15 is a view when the driver releases the depression of the excel pedal in FIG. 14;
FIG. 16 is a view when the driver completely depresses the brake pedal in FIG. 12;
FIG. 17 is a view when the driver releases the depression of the brake pedal in the state of FIG. 12;
18 is a perspective view of a drive shaft in the rotation shaft assembly of the present invention;
19 is a perspective view of a fork portion including a rotating shaft of the present invention;
20 is a perspective view of a clutch assembly including a rotation shaft of an outcam of the present invention;
21 is a perspective view of a rotation shaft assembly and a clutch assembly of the present invention combined; And
22 is a conceptual diagram for explaining the function of the rotating shaft assembly of the present invention.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings. Prior to this, terms or words used in the specification and claims should not be construed as limited to a conventional or dictionary meaning, but should be interpreted as meanings and concepts consistent with the technical idea of the present invention. The embodiments described in the present specification and the configurations shown in the drawings are only examples of the present invention and do not represent all the technical spirit of the present invention.

Before describing the rotation shaft assembly of the present invention, the entire configuration of the clutch system and the clutch assembly will be described with reference to FIGS. 1 to 9.

1. Overall configuration of clutch system

1 is an overall configuration diagram of a clutch system of a new concept of the present invention.

The clutch system includes an engine Eg and a clutch assembly C connected to or disconnected from the engine Eg. The input shaft 3200' is connected at least from the clutch assembly C to the transmission Tr. The configurations and functions of the engine Eg, the transmission mechanism Tr, and the input shaft 3200' are known, but either present or future can be used.

The position and state of the clutch assembly (C) are changed by the depressed (depressed) and depressed release of the accelerator pedal (E), and depressed and depressed by the brake pedal (B). A power transmission mechanism 1000 and a drive shaft 3100' are provided in order to transmit the depression and release of the accelerator and brake pedals E and B to the clutch assembly C. The power transmission mechanism 1000 and the drive shaft 3100' are connected by a connecting member S such as a rod. The operation of the power transmission mechanism 1000 is transmitted to the drive shaft 3100', and the operation of the drive shaft 3100' is transmitted to the clutch assembly C. The drive shaft 3100' is not connected to the transmission Tr. One side of the power transmission mechanism 1000 is interlocked with the accelerator pedal E through, for example, a cable, and the opposite side is interlocked with the brake pedal B.

2 is an overall configuration diagram of a clutch system when the driver steps on the accelerator pedal E.

When the driver depresses the accelerator pedal E, the connecting member S linearly moves in the first direction of the drawing, for example, to the left by driving of the power transmission mechanism 1000. Then, the drive shaft 3100' linearly moves to the left, the linear movement of the drive shaft 3100' is converted into rotational motion of the clutch assembly C, and the clutch assembly C converts the rotational force of the engine Eg to the input shaft 3200. ') through the transmission to the transmission (Tr), that is, is converted to the "first state". When the driver continuously depresses the accelerator pedal E, the increased rotational force of the engine Eg is transmitted to the transmission Tr, and the clutch assembly C continues to maintain the first state.

3 is an overall configuration diagram of a clutch system when the driver releases the depression of the accelerator pedal E in the state of FIG. 2.

When the driver releases the depression of the accelerator pedal E, the connecting member S slightly linearly moves in the second direction of the drawing, for example, to the right by driving of the power transmission mechanism 1000. Then, the drive shaft 3100' is slightly linearly moved to the right, and the linear movement of the drive shaft 3100' is converted into a rotational motion of the clutch assembly C in a direction opposite to that of FIG. 2. The position of the clutch assembly C is slightly different from the first state, but the state in which the rotational force of the engine Eg is transmitted to the transmission Tr through the input shaft 3200' (“second state”) is maintained.

In general, the clutch mechanism invariably performs a function of connecting the engine and the transmission even when the accelerator pedal E is depressed or when the depressed is released. In this respect, it can be said that the functions of the clutch assembly C of FIGS. 2 and 3 are essentially the same.

FIG. 4 is an overall configuration diagram of the clutch system when the driver presses the brake pedal B in the state of FIG. 3, that is, in a state in which the accelerator pedal E is depressed.

When the driver depresses the brake pedal E, the connecting member S linearly moves in the second direction of the drawing, that is, to the right by driving of the power transmission mechanism 1000. Then, the drive shaft 3100' linearly moves to the right, and the linear movement of the drive shaft 3100' is converted into a rotational motion of the clutch assembly C in the opposite direction to that of FIG. 2. The clutch assembly C is switched to a step of disconnecting the connection between the engine Eg and the input shaft 3200', that is, to a state in which power is not transmitted to the transmission Tr ("third state"). The difference from FIG. 3 is that the connecting member of the power transmission mechanism 1000 moves further to the right and the clutch assembly C rotates further in the same direction as in FIG. 3, so that the rotational force of the engine Eg is reduced to the input shaft 3200'. It is in the transition to a certain blocking state that is not transmitted.

FIG. 5 is an overall configuration diagram of the clutch system when the driver releases the depression in the state of FIG. 4, that is, in the state in which the brake pedal B is depressed.

When the driver releases the depression of the brake pedal E, the connecting member S slightly linearly moves in the first direction of the drawing, that is, to the left by driving of the power transmission mechanism 1000. Then, the drive shaft 3100' is slightly linearly moved to the left, and the linear movement of the drive shaft 3100' is converted into a rotational motion of the clutch assembly C in the same direction as in FIG. 2. At this time, the clutch assembly C is switched to the so-called anti-clutch state in which the flywheel of the engine and the disk are just starting to contact (“fourth state”). In the present invention, the "half clutch state" is an initial unstable state in which the rotational force of the engine is transmitted to the transmission. Therefore, the same term as the "half clutch state" in which the clutch pedal is depressed in the previous manual vehicle is used, but the brake It is fundamentally different in that the pedal is depressed. Accordingly, hereinafter, the “anti-clutch state” will be referred to as “transition condition or status” or “intermediate condition or status” according to the description.

To drive the vehicle, the driver starts the engine while depressing the brake pedal (B), releases the depression of the brake pedal (B), and then presses the accelerator pedal (E). In this case, the clutch system is sequentially in the states of Figs. 4, 5 and 2, that is, power cut between the engine Eg and the transmission Tr, initial power transmission (half clutch state or transition state), and the engine Eg and the transmission. It is converted to the state of power connection between (Tr). When the driver repeatedly depresses and releases the accelerator pedal E and the brake pedal B while driving, the clutch system is also switched to one of the states of 2 to 5 or maintains the existing state. As such, the clutch system can be applied to all vehicles including manual and automatic vehicles while eliminating the clutch pedal of a manual vehicle.

2-1. Power transmission mechanism (1000)

The power transmission mechanism 1000 is defined as a rectangular box shape. The box is defined by an elongated rectangular frame 1002 as shown. An excel actuator 1000E1 connected to the hydraulic line of the excel pedal E is installed on the right side of the frame 1002, and a brake actuator 1000B1 connected to the hydraulic line of the brake pedal B is installed on the left. The first head 1022 is installed in front (left) of the screw-shaped rotation shaft connected to the excel actuator 1000E1, and the second head 1032 is installed in front (right) of the rotation shaft of the brake actuator 1000B1. Cylindrical first and second springs 1000S1 and 1000S2 are sequentially mounted between the first head 1022 and the second head 1032. The first and second heads 1022 and 1032 may be, for example, pressure bolts.

In FIG. 6, a moving bar 1004 is installed across the frame 1002 so that the first head 1022 and the center are in contact, and the frame 1002 facing the left side of the drawing from both ends of the moving bar 1004 A pair of side bars 1006 extend in parallel from the outside. A guide 1008 such as a wedge is attached to the other end of each side bar 1006. The lower surface of the guide 1008 is formed as an oblique inclined surface 1008A.

A first support 1012 of a “└┘” shape and a second support 1014 of a “┌┐” shape are continuously formed on the left side of the frame 1002, and the first support 1012 and its internal space And through the frame 1002, the rotation bar 1016 is protruded to the outside. The upper surface of the rotating bar 1016 is formed as a first inclined surface 1016B that is oblique in a shape complementary to the inclined surface 1008A. One end located on the inner side of the rotating bar 1016 is also formed as an oblique second inclined surface 1016A.

In the present invention, the driving bar 1010 is installed vertically in a vertical direction from the inside of the frame 1002 so as to contact the first spring 1000S1 on the right side and the second spring 1000S2 on the left side. The front (left side) of the upper and lower ends of the driving bar 1010 is cut to form an oblique inclined surface 1010A having a shape complementary to the second inclined surface 1016A. The driving bar 1010 is not shown, but is connected to the connection member S through a lower portion or a side surface.

The above has described the basic configuration of the power transmission mechanism 1000 of the present invention. In particular, FIG. 6 shows the operation of the power transmission mechanism 1000 when the driver steps on the accelerator pedal E. That is, when the driver depresses the excel pedal E, the excel actuator 1000E1 is operated by the hydraulic pressure introduced through the hydraulic line, and the first head 1022 moves to the left. Accordingly, the moving bar 1004 and the side bar 1006 are integrally moved to the left, and as the guide 1008 of the side bar 1006 strikes the rotating bar 1016 from behind, the rotating bar 1016 is halved. It rotates clockwise so that the driving bar 1010 can move to the left. The driving bar 1010 is pressed by the first spring 1000S1 to move to the position shown in FIG. 6 while overcoming and pressing the elastic force of the second spring 1000S2. The flat surfaces of the upper and lower ends of the driving bar 1010 abut and contact the inner surface of the first support 1012. The connecting member S is moved to the left, and the clutch assembly is rotated to a predetermined position to enter a first state.

When the occupant releases the excel pedal in the state of FIG. 6, the operation of the excel actuator 1000E1 is stopped and the pressing force of the first spring 1000S1 is released, so the second spring 1000S2 starts pushing the driving bar 1010 to the right. do. As the driving bar 1010 moves to the right, the moving bar 1004 and the side bar 1006 also move in the same direction, but the inclined surface 1008A interferes with the first inclined surface 1016B and stops at a position where it can no longer move. . This state is shown in FIG. 7. At this position, the driving bar 1010 stops, and the driving bar 1010 is moved slightly to the right. The connecting member S also moves to the right by the moving distance of the driving bar 1010, and accordingly, the clutch assembly rotates to a position corresponding to the depressed release state of the accelerator pedal E to enter the second state.

When the driver depresses the brake pedal B in the state of FIG. 7, the brake actuator 1000B1 is operated by the hydraulic pressure introduced through the hydraulic line, so that the second head 1032 moves further to the right. Accordingly, the moving bar 1004 and the side bar 1006 are integrally moved to the right, and the driving bar 1010 is pressed by the second spring 1000S2 to overcome and press the elastic force of the first spring 1000S1. It moves to the position shown in 8. The flat surfaces of the upper and lower ends of the driving bar 1010 abut and contact with the inner surface of the second support 1014. The rod (S) moves to the right, and accordingly, the clutch assembly rotates to a position corresponding to the depressed state of the brake pedal (B) to enter a third state.

In the state of FIG. 8, when the driver releases the depression of the brake pedal B, the driving bar 1010 moves to the left by a predetermined distance in the same manner as in FIG. 6.

The connecting member S also moves to the left by the moving distance of the driving bar 1010, and accordingly, the clutch assembly rotates to a position corresponding to the depressed release state of the brake pedal B to enter the fourth state. This state is shown in FIG. 9.

6, 7, 8 and 9, the driving bar 1010 is sequentially from the left side of the accelerator pedal depressed position (Fig. 6), the accelerator pedal depressed position (Fig. 7), the brake pedal depressed position (Fig. 9) And the brake pedal is placed in the order of depression position (Fig. 8). When the driver starts the engine while depressing the brake pedal (B) to drive the vehicle, releases the depression of the brake pedal (B), and then depresses the accelerator pedal (E), the power transmission mechanism 1000 of the present invention is sequentially As described above, the state of the clutch assembly C is the power cutoff between the engine Eg and the transmission Tr, and initial power transmission (half clutch state or transition state). ) And the power connection between the engine (Eg) and the transmission (Tr).

Various modifications are possible for the power transmission mechanism 1000 and the connection member S described above. The connecting member S is a rod-shaped linear member as an example, but may be replaced with a link mechanism or a push mechanism having a trigger at the tip. The power transmission mechanism 1000 is also one frame 1002 capable of moving the driving unit 1010 to each of the left and right positions according to the driving of the two actuators, the moving unit 1004, the first and second springs 1000S1 and 1000S2. The parts of the back can be replaced or changed with other configurations.

2-2. Structure of the clutch assembly

Any of the clutch assembly C described below may be employed as long as it has a structure capable of transmitting or controlling power by interlocking with the accelerator pedal E and the brake pedal B.

10 is a perspective view of a rim 2010 forming an outer periphery of the clutch assembly C and a fork portion 2020 interposed between the rim 2010.

The rim 2010 is made of a pair of circular disks facing each other, and the disks are functionally integrated by being coupled by a fastening tool (not shown). The rim 2010 serves as a housing.

As well illustrated in FIG. 11, the fork portion 2020 includes a pair of substantially circular disk-shaped fork plates 2022 facing each other. For example, five concave curved portions 2024 are formed on the outer surface of the fork plate 2022 at regular intervals, and the connecting portions 2026 connect the curved portions 2024 to each other. Forks 2028 are installed on both sides of the connection part 2026. A rotating member 2030, such as a needle bearing, is installed between the fork 2028 facing between the connection parts 2026.

The rotating member 2030 abuts both sides of the fork 2028. That is, the fork 2028 contacts and supports the rotating member 2030. The rotating member 2030 is an independent configuration from the fork portion 2020. Since the rotating member 2030 is mounted on the curved portion 2024 and held by the fork 2028, when the rotating member 2030 rotates, the fork portion 2020 also rotates. A rotation shaft 2020A is formed in the center of the fork portion 2020, and rotation of the rotation shaft 2020A is transmitted to the transmission mechanism Tr.

In the present invention, there is a feature in that an in-cam 2100 is installed adjacent to the lower surface of the rotating member 2030 and an out-cam 2200 is installed adjacent to the upper surface in the empty space between the pair of fork plates 2022. .

12 is a cross-sectional view of the clutch assembly C of the present invention as viewed by cutting from the space between the fork plates 2022.

The in-cam 2100 has an overall pentagonal circular shape having a diameter smaller than that of the fork plate 2022. The out cam 2200 has a circular disk shape having a diameter larger than that of the fork plate 2022. The in-cam 2100 and the out-cam 2200 are only connected via the rotating member 2030 and are disconnected from each other by power, and rotation of one member does not automatically rotate the other member. Since the in-cam 2100 and the out-cam 2200 are disposed in an empty space between the fork plate 2022, collision or interference with the fork plate 2022 does not occur due to their respective rotations. The in-cam 2100 and the out-cam 2200 are not formed of a double plate facing each other like the rim 2010 or the fork portion 2020, but are manufactured as a single plate having a predetermined thickness.

The in-cam 2100 is connected to a rotation shaft of an engine Eg, not shown. Accordingly, the in-cam 2100 is a dependent member that automatically rotates according to the rotation of the engine Eg. On the outer periphery of the incam 2100, five curved convex surfaces 2102 protruding outward at equal intervals in accordance with the number of the rotating members 2030 are formed.

The outer circumference of the out cam 2200 is formed with a rim 2204, and the inner surface of the rim 2204 has a curved shape that is concave toward the outer surface of the rim 2204 at equal intervals according to the number of the rotating members 2030. Five receiving surfaces 2202 are formed. Due to this structure, each of the convex surface 2102 and the receiving surface 2202 are disposed and “aligned” with respect to each rotating member 2030. In the illustrated example, one rotating member 2030 is illustrated, but all five rotating members 2030 are mounted.

The out cam 2200 rotates in a clockwise or counterclockwise direction by depressing or releasing depressing of the accelerator or brake pedals E and B. The drive shaft 2100' is connected to the axis of the outcam 2200 (not shown) so that the linear movement of the drive shaft 2100' is converted into a rotational motion of the outcam 2200 through the axis of the outcam 2200. Accordingly, the position of the rotating member 2030 accommodated in the receiving surface 2202 is changed.

In FIG. 12, the rotating member 2030 is completely accommodated in contact with the apex of the receiving surface 2202, and is spaced apart from the convex surface 2102 at a fine interval. Therefore, even when the engine Eg and the in-cam 2100 rotate, the rotating member 2030 and the fork portion 2020 supporting the rotation member 2030 do not rotate, and the rotational force is not transmitted to the transmission Tr. In this regard, it can be said that FIG. 12 shows a state in which power is cut off by completely depressing the brake pedal B in the vehicle.

An operation principle of the clutch assembly C will be described with reference to FIG. 13, which is an enlarged part of FIG. 12.

In the state of FIG. 13, when the out cam 2200 rotates in a counterclockwise direction (2000R1), the receiving surface 2202 rotates in the same direction, and at this time, a portion other than the apex of the receiving surface 2202 is the rotating member 2030 ) Is forcibly pushed downward so that the rotating member 2030 moves downward in the direction 2000H1. The side of the rotating member 2030 is supported by the side surface 2028A of the fork 2028 as described above, and the fork portion 2020 does not rotate even when the out cam 2200 rotates, so the rotating member 2030 is Does not move in the lateral direction. That is, the direction 2000H1 is a linear path close to a substantially vertical line through which the rotating member 2030 moves downward along the side surface 2028A. When the rotating member 2030 moves downward, the rotating member 2030 contacts the convex surface 2102 of the incam 2100. Therefore, when the engine Eg is driven and the in-cam 2100 rotates, the rotating member 2030 rotates with the rotation of the convex surface 2102, and the fork portion 2020 holding the rotating member 2030 is also It rotates, and the rotational force is transmitted to the transmission mechanism Tr via the rotation shaft 2020A of the fork part 2020. The out-cam 2200 rotates with the rotation of the rotating member 2030 because the rim 2204 is always in contact with the rotating member 2030.

In the state of FIG. 13, it will be understood that the same principle as above is applied when the outcam 2200 rotates in the clockwise direction (2000R2).

Next, based on the above description, when the driver depresses the accelerator pedal (E), releases the depression of the accelerator pedal (E), depresses the brake pedal (B), and releases the depression of the brake pedal (B). The operation of the clutch assembly C of the present invention in the case will be described with reference to FIGS. 14 to 17.

14 is a diagram illustrating a case in which the driver depresses the accelerator pedal E in FIG. 12. Assuming that the out cam 2200 rotates in a counterclockwise direction (2000R1) due to the depression of the excel pedal E, the result is consistent with the result described in FIG. 13. That is, as shown, the receiving surface 2202 pushes the rotating member 2030 down and away from the rotating member 2030, and now the flat surface of the inner periphery of the rim 2204 presses the rotating member 2030. The rotating member 2030 moves downward by the depth of the receiving surface 2202 (2000H1) to contact the convex surface 2102 of the incam 2100. The rotational force of the incam 2100 rotating by the acceleration of the engine Eg is transmitted to the fork unit 2020 through the rotating member 2030, and the rotation of the fork unit 2020 is transmitted to the transmission mechanism Tr. The out cam 2200 in contact with the rotating member 2030 also rotates at the same time. When the accelerator pedal E is further depressed to the maximum, the out cam 2200 rotates further counterclockwise (2000R1), but the rotating member 2030 and the in cam 2100 are in a state in which they are in constant contact as in FIG. So there is no problem with power transmission.

15 is a diagram illustrating a case in which the driver releases the depression of the accelerator pedal E in FIG. 14. The out cam 2200 is positioned by slightly rotating (2000R2) in the clockwise direction, and since the rotating member 2030 is still located on the flat inner circumferential surface of the rim 2204, the engine (Eg) is still It will transmit torque. Further, the rotating member 2030 maintains a state in contact with the convex surface 2102 of the incam 2100 as it is. Accordingly, compared to FIG. 14, the rotational force of the engine Eg is the rotational member 2030, except that the acceleration of the engine Eg and the rotational force of the incam 2100 decrease because the depression of the excel E is released. It is continuously transmitted to the fork unit 2020 through through. The out cam 2200 in contact with the rotating member 2030 also continues to rotate at the same time.

16 is a diagram illustrating a case in which the driver completely depresses the brake pedal B in FIG. 15. The out cam 2200 is further rotated in the clockwise direction (2000R2) to move upward so that the rotating member 2030 contacts the apex of the receiving surface 2202 as shown in FIG. 12 and is completely accommodated, and the convex surface 2102 They are separated at intervals. Therefore, the power of the engine Eg is not transmitted to the transmission mechanism Tr.

When the brake B is slowly depressed in the state of FIG. 15, it will be understood that the step changes toward FIG. 16. That is, the rotating member 2030 initially maintains contact with the in-cam 2100, but by its own centrifugal force and begins to re-enter the receiving surface 2202 of the out-cam 2200, it moves vertically upward (2000H2). As a result, the contact area with the incam 2100 becomes narrower. And, as soon as it reaches near the apex of the receiving surface 2202, it is completely accommodated in the receiving surface 2202 and separated from the in-cam 2100 (FIG. 16).

17 is a diagram illustrating a case in which the driver releases the depression of the brake pedal B in the state of FIG. 16. In the state of FIG. 16, the outcam 2200 rotates slightly in the counterclockwise direction 2000R1 (2000R1), but since the excel pedal E is not depressed, the rotation distance is smaller than that of FIG. 14. In this case, the out cam 2200 rotates until the rotating member 2030 is located near the boundary between the receiving surface 2202 and the flat surface of the inner circumference of the rim 2204 as shown. Then, the rotating member 2030 gradually moves downward (2000H1) and comes to a position where it starts to contact the convex surface 2102 of the incam 2100 as shown. This state is the so-called anti-clutch state (“fourth state”) described above, and becomes an initial unstable state in which the rotational force of the engine is transmitted to the transmission. As described above, the present invention can implement a "transition state" or an "intermediate condition or status" like a manual transmission vehicle while deleting the clutch pedal. This is a feature of the clutch assembly (C) of the present invention.

14 to 17 above, when the driver starts the engine while depressing the brake pedal (B) to drive the vehicle, releases the depression of the brake pedal (B), and then depresses the accelerator pedal (E), It can be seen that the clutch assembly C of the present invention is sequentially in the states of FIGS. 16, 17 and 14. During driving of the vehicle, the clutch assembly C is positioned at a certain stage described based on FIGS. 14 and 15 depending on the degree to which the driver depresses the accelerator and brake pedals E and B. The engine Eg and the transmission mechanism Tr It is important to note that) always has a power connection. The change in the actual driving speed of the vehicle is determined by the change in the engine speed and is independent of the clutch assembly C itself.

Various modifications are possible for the clutch assembly C described above. The fork portion 2020 may omit the fork 2028 as long as it can grip and support the rotating member 2030. The number and shape of the rotating member 2030 may be variously changed, and other parts other than the needle bearing may be selected as long as it can move in the height direction between the in-cam 2100 and the out-cam 2200. In addition, it is possible to fix the fork 2028 to the rim by using a fastening member in order to firmly support the rotating member 2030 despite the high-speed rotation of the fork 2028.

2-3. Rotary shaft assembly

Next, a rotation shaft assembly according to an embodiment of the present invention will be described. The rotation shaft assembly is a device that converts the linear movement of the drive shaft 3100' into the rotational movement of the out cam 2200 of the clutch assembly C. An example is described below, and any structure may be employed as long as it can convert linear motion into rotational motion of other members.

Referring to FIG. 18, a first guide slot 3002 and a second guide slot 3004 are formed in the sleeve of the drive shaft 3100' at a portion where the drive shaft 3100' is adjacent to the clutch assembly C. Although not shown, the clutch assembly C is located on the left side of the drawing and the power transmission mechanism 1000 is located on the right side.

A pair of first guide slots 3002 face each other, and have a long straight channel shape having a predetermined length along the longitudinal direction of the drive shaft 3100'. The pair of first guide slots 3002 may face each other by 180 degrees, but are not limited thereto.

The second guide slot 3004 also includes a second upper guide slot 3004A and a second lower guide slot 3004B facing each other. The second upper guide slot 3004A includes a first path 3006A, which is a linear channel having a predetermined length, and a second path 3008A, which is a channel inclined successively to the first path 3006A. The second lower guide slot 3004B has a shape obtained by rotating the second upper guide slot 3004A at an angle of 180 degrees. That is, in response to the first path 3006A, a third path 3008B located opposite to each other along the outer surface of the drive shaft 3100' is formed, and corresponding to the second path 3008A, a third path 3008B is formed. 4 path 3006B is formed. The boundary between the first path 3006A and the second path 3008A, and the boundary between the third path 3008B and the fourth path 3006B are the same along the circumferential direction as can be seen from the virtual line. The lengths of the first path 3006A and the third path 3008B and the lengths of the second path 3008A and the fourth path 3006B are the same, respectively. The second upper guide slot 3004A and the second lower guide slot 3004B may face each other by 180 degrees, but are not limited thereto.

Referring to FIG. 19, a pair of protrusions 2002′ are formed on the rotation shaft 2020A of the fork part 2020 from the sleeve toward the outside in a circumferential direction perpendicular to the longitudinal direction. The pair of protrusions 2002' is for being inserted into each of the first guide slots 3002. The separation distance along the circumference of the protrusion 2002′ is the same as the separation distance of the first guide slot 3002, and the position of the protrusion 2002’ along the sleeve is the same.

Referring to FIG. 20, first and second protrusions 3002A' and 3002B' are formed on the rotation shaft 3000' of the outcam 2200 from the sleeve toward the inside in a circumferential direction perpendicular to the longitudinal direction. The first protrusion 3002A' is for being inserted into the second upper guide slot 3004A, and the second protrusion 3002B' is for being inserted into the second lower guide slot 3004B. The separation distance along the circumference of the first and second protrusions 3002A', 3002B' is the same as the separation distance of the second upper and second lower guide slots 3004A, 3004B, and the first and second protrusions 3002A' ,3002B') has the same lengthwise position along the sleeve.

FIG. 21 is a perspective view illustrating structurally connecting a rotation shaft 2020A of a fork portion and a rotation shaft 3000 ′ of the outer cam 2200 to the drive shaft 3100′. The diameter of the drive shaft 3100' is larger than the diameter of the rotation shaft 2020A and smaller than the diameter of the rotation shaft 3000'. Accordingly, the first guide slot 3002 of the drive shaft 3100' faces each of the projections 2002' below it, and the first and second projections 3002A', 3002B above the second guide slot 3004 When the three axes are combined in a state opposite to'), as shown, the protrusion 2002' is directed upward from the bottom of the first guide slot 3002 of the drive shaft 3100', and the first and second The two protrusions 3002A' and 3002B' are inserted and coupled from the top to the bottom of the second upper and lower guide slots 3004A and 3004B, respectively.

The rotation shaft of the incam 2100, which is not shown, may be manufactured to have a smaller diameter than the rotation shaft 2020A and be coupled to the rotation shaft 2020A, or the rotation shaft 2020A itself may be a part of the rotation shaft of the incam 2100. Accordingly, the rotation of the engine Eg is transmitted to the transmission mechanism Tr through the drive shaft 3100' without interference or collision with the rotation shaft assembly of the present invention.

Based on the above description, a rotation operation of the outcam 2200 according to the linear movement of the drive shaft 3100' will be described with reference to FIG. 22.

When the driver presses the accelerator pedal and the drive shaft 3100' moves linearly to the left, that is, in the direction A', the first guide slot 3002 moves in the same direction, but the latter is straight, so the protrusion 2002' is circumferential. Do not move in the direction Accordingly, the fork portion 2020 does not rotate and maintains a stable position.

On the other hand, when the second upper guide slot 3004A moves linearly, the inclined surface of the second path 3008A presses the first protrusion 3002A', so the first protrusion 3002A' cannot maintain its position, and the first The force to rotate in the direction 3000Ar is received by the inclination angle formed by the path 3006A and the second path 3008A. At this time, the second lower guide slot 3004B is also the same as the operating principle in the second upper guide slot 3004A by the inclination angle of the slopes of the third path 3008B and the fourth path 3006B according to the same principle. The second protrusion 3002B' is also rotated in the direction 3000Ar. Therefore, while the rotation shaft 3000' of the outer cam 2200 is supported by the first and second protrusions 3002A', 3002B', it rotates in the direction 3000Ar, and finally the out cam 2200 rotates.

In a state where the drive shaft moves in the direction A', if the drive shaft 3100' moves linearly to the right, that is, in the direction B'by depressing the brake pedal on the contrary, the first guide slot 3002 moves in the same direction, but the latter is Since it is straight, the protrusion 2002' does not move in the circumferential direction. Accordingly, the fork portion 2020 does not rotate and maintains a stable position.

On the other hand, when the second upper guide slot 3004A moves linearly, the inclined surface of the second path 3008A presses the first protrusion 3002A', so the first protrusion 3002A' cannot maintain its position, and the first The force to rotate in the direction 3000Br is received as much as the inclination angle formed by the path 3006A and the second path 3008A. At this time, according to the same principle, the second lower guide slot 3004B is the same as the operation principle of the second upper guide slot 3004A by the inclination angle of the inclined surfaces of the third path 3008B and the fourth path 3006B. The protrusion 3002B' is also rotated in the direction 3000Br. Accordingly, while the rotation shaft 3000' of the outer cam 200 is supported by the first and second protrusions 3002A', 3002B', it rotates in the direction 3000Br, and finally the out cam 2200 rotates.

As described above, preferred embodiments of the present invention have been disclosed, and this is for illustrative purposes only and is not intended to limit or limit the scope of the present invention.

The clutch system of the present invention can be widely applied not only to passenger cars, but also to large trucks, buses, heavy equipment, military vehicles, or armored equipment in which manual shift operation is common.

Claims (8)

It includes a clutch assembly that is connected to or disconnected from the engine of the vehicle, and the clutch assembly changes state by depressing and depressing the accelerator pedal and depressing and depressing the brake pedal, and the clutch assembly for depressing and depressing the accelerator and brake pedals. The clutch system further comprises a rotating body assembly including a power transmission mechanism and a drive shaft connected to the power transmission mechanism for transmission to the power transmission mechanism. The method of claim 1,
The clutch assembly controls the depression of the brake pedal in the first state in which the accelerator pedal is depressed to transmit the rotational force of the engine to the transmission through the input shaft, the third state in which the brake pedal is depressed to disconnect the connection between the engine and the input shaft, and the third state. The clutch system in any one of an initial transition state or an intermediate state in which the rotational force of the engine is transmitted to the transmission by releasing. The method of claim 2,
The clutch system, wherein the driving shaft of the rotating body assembly connected to the power transmission mechanism is linearly moved in one direction by the depression of the accelerator pedal so that the clutch assembly is located in a first state. The method of claim 2,
The clutch system, wherein the drive shaft of the rotating body assembly connected to the power transmission mechanism is linearly moved in the other direction opposite to one direction by the depression of the brake pedal, so that the clutch assembly is located in a third state. The method of claim 4,
In the third state, by releasing the depression of the brake pedal, the drive shaft of the rotating body assembly connected to the power transmission mechanism linearly moves in one direction, and the clutch assembly is located in the fourth state. The method of claim 2,
The power transmission mechanism includes an excel actuator connected to and driven by a cable of an excel pedal, and a brake actuator connected to and driven by a cable of a brake pedal and positioned opposite the excel actuator. The method of claim 2,
The clutch assembly includes an outcam that rotates in conjunction with the vehicle's accelerator pedal and brake pedal, and the incam that rotates with the rotation of the vehicle's engine, and comes into contact with the outcam and moves in the height direction by the rotation of the outcam A clutch system comprising a rotating member capable of contacting with the in-cam and a fork portion that supports the rotating member and rotates like the rotating member, and the rotational force of the engine is sequentially transmitted through the in-cam, the rotating member and the fork. The method of claim 7,
At least one protrusion is formed on a sleeve of the rotation shaft of the outcam of the clutch assembly, and a guide slot for accommodating each of the protrusions is formed on the drive shaft, and the guide slot has a linear first path and a first The clutch includes a second path extending to form a predetermined inclination angle with the path, wherein the protrusion rotates by an inclination angle formed by the first path and the second path by linear movement of the drive shaft in one direction to rotate the outcam system.

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