KR930003215B1 - Controlling device of a foot clutch - Google Patents

Abstract

The automatic control apparatus for the foot clutch used in a manual transmission type automobile checks a mechanical adverse effect when stopping the automobile, and enables an engine to brake on a downward road. The apparatus comprises an input part including a speed sensor (S/S), a touch switch (A), a break switch (BRK S/W), an accelerator (Acc S/W), a neutral gear switch (Nut S/W) generating signals by detecting a neutral state of a transmission, and a switch (Ob1 S/W) detecting a downward slope; a control part (CTRL) generating output signals in terminals (OP1,OP2,OP3) according to the input signals; solenoid valves (SV1,SV2,SV3) connected with the output terminals (OP1,OP2,OP3).

Description

Automatic control of foot clutch

1 is a block diagram showing a control drive system of the present invention.

2 is a schematic diagram showing an embodiment of the present invention.

3 is a schematic diagram showing another embodiment of the present invention.

4 is a schematic diagram showing yet another embodiment of the present invention.

5 is a state diagram showing an embodiment of a touch switch applied to the present invention.

* Explanation of symbols for main parts of the drawings

S / S: Speed Sensor A: Touch Switch

BRK S / W: Brake Switch Acc S / W: Axle Switch

Nut S / W: Neutral Gear Switch Ob ₁ S / W: Slope Switch

IN: Input CTRL: Control

D: Drive system SV ₁ -SV ₃ : Solenoid valve

ACT: Actuator

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch of an automobile, and more particularly to an automatic control apparatus of a foot clutch adapted to automatically operate a foot clutch of an automobile using a manual transmission.

In general, a clutch is used when a vehicle transmits power generated from an engine to an axle. In the case of a manual transmission, a foot clutch is mandatory, and in the case of an automatic transmission, there is no foot clutch. However, such an automatic transmission has a general disadvantage such as deterioration in maintenance and power efficiency compared to a manual transmission. Is true.

On the other hand, in the case of having a manual transmission, the above disadvantages can be solved, but when the power transmission is performed, the foot clutch must be stepped on, so that the operation is cumbersome and the engine stop due to the misoperation is problematic.

The foot clutch of the manual transmission is a factor that causes fatigue for the driver who operates it, and in large cities with heavy traffic, the clutch is frequently operated, causing stress, especially for beginner drivers.

As a result, the uncomfortable concept of manual transmission cannot be excluded. On the other hand, a number of proposals have been developed in the past to allow automatic operation of the foot clutch pedal, and "Vacuum booster for automobile clutch" disclosed in Korean Patent Application Publication No. 90-5952 is mounted on the vacuum booster by operating a push switch. One side solenoid valve is opened so that the negative pressure acts on the vacuum booster, and when it is in the original position, it is operated through the air control lid and the air adjusting screw to try to contact the clutch plate smoothly. It is possible only by the operation time, and at the same time, the contact action of the clutch is not controlled differently according to the running speed of the vehicle, and the air adjusting screw must be adjusted properly while the vehicle is stopped. To ensure the departure In the case of high speed driving with a small adjustment, wear of the clutch is severely shown, which causes many problems in practical use. There is also a technique disclosed in Korean Patent Application No. 89-15903, but does not overcome the above problem.

On the other hand, according to the Republic of Korea Patent Application No. 90-10920 of the applicant of the present applicant, the problem with the prior art is largely solved, but the problem that the operation of the anti-clutch to improve the riding comfort is slightly rough, stops When the clutch is kept in a spaced state, it is not preferable to the clutch device after a long time, there is a problem that should consider the engine brake a little more.

Accordingly, the present invention has been made to solve the problems of the prior art as described above has the following object.

First, in the case of starting from the stopped state, the clutch can be quickly driven until the half-clutch point and gradually made from the half-clutch state to the point of complete contact to completely solve the riding comfort and rear slip phenomenon. It is to provide a foot clutch automatic control device.

Secondly, the present invention provides an automatic foot clutch to prevent the wear and damage of parts of the vehicle by preventing the clutch from being disconnected when the transmission gear is in a neutral state while the vehicle in which the engine is running is stopped. To provide a control device.

Third, the present invention is to provide an automatic control device of a foot clutch excellent in safety by detecting the slope and limiting the solenoid drive output of the automatic control device to accurately realize the engine brake. Other objects will be apparent from the detailed description of the invention.

Hereinafter, with reference to the accompanying drawings, a technical configuration made to embody the object of the present invention as described will be described in detail.

1, a speed sensor (s / s) for detecting a driving speed of a vehicle, a latch type switch (A) for generating a ground signal, a brake switch (SRK S / W) for generating a positive signal according to a braking state, Detects the neutral state of the axle switch (Acc S / W) transmission that generates the ground signal to detect the acceleration and resets the control unit, and detects the neutral gear switch (Nut S / W) and the down slope that generates the ground signal. The input unit IN, which is an inclined switch Ob ₁ S / W for generating a ground signal, is connected to the control unit CTRL and generates outputs OP ₁ , OP ₂ , and OP ₃ according to the state of the input element. However, each output terminal OP ₁ , OP ₂ , OP ₃ of the control unit CTRL is a three-port two-way flow switching solenoid valve SV ₁ , SV ₂ , and SV ₃ . connection, but the solenoid valve (SV _1, SV _3), the driving medium is a major negative pressure port a (or of Pressure) the connection and port P is, the normal port B of aekchwi forms by connecting the initiator (ACT) to transmit the operating force of aekchwi Actuator (ACT) to the release fork of the clutch operating mechanism (CCM), the solenoid valve (SV ₃₎ ( Connect the port P of the solenoid valve SV _{2 which} is operated in the normal state off, and form a variable orifice having a large diameter in the port A so that atmospheric pressure is connected to the ports A and B of the solenoid valve SV ₂ and to the port B. It consists of the drive system D comprised by combining the variable orifice with a small diameter.

Looking at the various embodiments made according to the type of the vehicle based on the basic configuration as follows.

As shown in FIG. 2, the actuation force of the actuator is to be pushed or pulled by the clutch cable CC via the actuator ACT, which is a booster, at the interruption of the clutch cable CC, and the actuator ACT. The solenoid valve (SV ₁ , SV ₃ ) for connecting the vacuum negative pressure of the medium is connected by connecting the solenoid valve (SV ₂ ) to the solenoid valve (SV ₃ ) to apply the atmospheric pressure of the home position.

On the other hand, in the case of the hydraulic clutch as shown in FIG. 3, the actuation force of the actuator is mastered by coupling the actuating actuator ACT between the push rod of the master cylinder MC and the clevis of the clutch pedal CP. It causes the operation of the cylinder (MC) and the operating force of the master cylinder (MC) is to operate the release fork through the slave cylinder (SC) and the configuration including the solenoid is the same as above.

In addition, when using compressed air, as shown in FIG. 4, the actuating actuator ACT of the pneumatic cylinder AC is connected to the master cylinder MC at the rear of the clutch pedal CP for pressing the master cylinder MC. It is configured to apply the actuation force to the push rod of the drive medium is to be used by applying the compressed air pneumatic.

Looking in more detail the effects of the present invention as described above are as follows.

First, the control relationship of the control unit CTRL according to the state of the control input is briefly described. The speed sensor S / S detects the driving speed of the vehicle, and the solenoid outputs OP _{1 to} OP ₃ depend on the driving speed. Different. The touch switch (A) may be provided by embedding the contact plate or the like in an appropriate portion on the transmission lever or by plating. The ground signal of the touch switch (A) is outputted from the control unit (OP ₁ , OP ₃ ). Has a priority circuit which enables to output independently.

Therefore, when the driver operates the touch type switch A, the clutch is separated. The brake switch BRK S / W generates the outputs OP ₁ and OP ₃ of the control unit when the speed of the speed sensor S / S drops sufficiently. In other words, the clutch is disconnected to prevent engine stoppage just before the running car is converted to the stop state.

The neutral gear switch (Nut S / W) restricts the outputs (OP ₁ and OP ₃ ) of the control unit when the transmission lever is in the neutral state so that the clutch is in the connected state. do. When the slope switch (Ob ₁ S / W) is lowered down the slope, the switch contact is turned on to limit the output (OP ₁ , OP ₃ ) of the control unit to exclude the dangerous state due to automatic removal of the clutch from the slope It is possible to realize the engine brake by manual operation as follows. The accelerator switch Acc S / W serves as an input for resetting the outputs of the SV ₁ and the SV ₃ of the control unit CTRL outputted in a normal operation.

Next, the step of starting and driving in the state where the vehicle is stopped will be described in detail based on the present invention.

When the clutch lever is held, the touch switch (A) is operated and the solenoid valves (SV ₂ , SV ₃ ) are excited by the control (CTRL) output so that the negative pressure acts on the power supply device which is the actuator (ACT) through the port P from the port A. Thus, the clutch is separated. After the gear is put at low speed and the accelerator is turned on, the axle switch (Acc S / W) causes a reset (ground) signal to be input to the control unit CTRL so that the solenoid valves SV ₁ and SV ₃ are deactivated. The port of the solenoid valve (SV ₂ ) acts on the actuator (ACT) through the port A of the state, and the negative pressure is converted to atmospheric pressure, and the disk of the clutch is moved to the half-clutch point quickly. This is the port of the solenoid valve (SV ₂ ). It is possible as an orifice for adjustment having a large diameter in A. After the half-clutch contact time has elapsed, the output of the control unit CTRL causes the solenoid valve SV ₂ to be driven on, so that the clutch is gradually connected through the adjustment orifice having a small diameter of the port B, thereby enabling a smooth start. Here, by adjusting the time constant (delay time) of the control unit (not shown), the semi-clutch point, that is, the operation point of the solenoid valve (SV ₂ ), can be operated in a variable manner, and the solenoid valve (SV ₂ ) which performs a smooth return connection of the clutch is a vehicle. Depending on the speed of the switch, that is, when switching to 1 stage-2 stage, 2 stage-3 stage, etc., it can be used as a control valve to perform the anti-clutch point.

On the other hand, according to the present invention, the clutch operation is easy even when advancing only a certain distance and stopping again. That is, when the accelerator is bright as in the case of starting, the controller CTRL is outputted by the accelerator switch (Acc S / W). When the clutch is connected by starting with OP ₁ , OP ₃ ) and then stepping on the axle pedal, the ground signal of the axle switch (Acc S / W) is not input. Therefore, the solenoid valve (SV ₃₎ ) Only the output of the clutch is generated, and the clutch is separated by about 1/2 of the separation speed by two solenoid valves (SV ₁ , SV ₃ ) to prevent vibration caused by sudden separation. Also, the engine can be prevented from stopping.

When shifting a vehicle started by the acceleration operation, the solenoid valves SV ₁ and SV ₃ are driven while touching the touch switch A, and thus the clutch is separated. The solenoid valves SV ₁ and SV ₃ are turned off. At this time, as the vehicle speed detection sensor detects a certain speed or more, the solenoid valve SV ₂ is located in port A without switching the flow path to port B having a small orifice. Induce quick contact of clutch. This is to reduce clutch wear when driving.

In addition, the solenoid valves SV ₁ and SV ₃ are fully driven after the vehicle is being decelerated sufficiently by applying the brakes. Therefore, it is well known from the source to prevent the engine stop.

However, when the vehicle speed is stopped, the solenoid outputs (OP ₁ and OP ₃ ) continue to be generated. After a long time, this may cause wear and breakage of the thrust bearings and tricycles on the transmission of the vehicle.

Accordingly, the clutch acts to maintain the contact state by connecting the ground signal of the known neutral gear switch Nut S / W to the control unit CTRL to pass the outputs OP ₁ and OP ₃ to be restricted. At the same time, the inclination switch Ob ₁ S / W is turned on in the ramp to limit the outputs OP ₁ and OP ₃ together with the neutral gear switch Nut S / W by applying a ground signal to the control unit CTRL. . This is to use the engine brake by limiting the automatic clutch removal on the downhill ramp.

The present invention combines a plurality of driving solenoid valves (SV ₁ , SV ₃ ) and a reset solenoid valve (SV ₂ ) to the actuator (ACT), and can be applied to a variety of cable or hydraulic and pneumatic clutch, etc. Clevis acting on the cable or the master cylinder having the castle can combine the automatic control and manual control according to the present invention, which is excellent in reliability and safety, and at the same time, the actuator is gradually returned to the starting point when the vanclutch time is passed. Even if you want to advance only a certain distance, the clutch operation is accurate and provides a stable ride.When stopping for a long time, the neutral state is detected and the clutch is in the connected state, which prevents mechanical adverse effects and automatically controls the slope. It has several effects such that the safety is greatly improved by restricting It is a myriad of inventions.

Claims (5)

In forming an automatic control device of a foot clutch that is capable of automatically clamping the clutch of a vehicle, a speed sensor (S / S), a touch switch (A), a brake switch (BRK S / W) and an axle switch (Acc S) / W) and an input unit consisting of a neutral gear switch (Nut S / W) generating a ground signal by detecting a neutral state of the transmission and an inclined switch (Ob ₁ S / W) generating a ground signal by detecting a down slope. ) Is connected to the control unit CTRL and generates outputs OP ₁ , OP ₂ , and OP ₃ according to the state of the input element, but each output terminal OP ₁ , OP ₂ , OP ₃ of the control unit CTRL is 3. Port 2-way solenoid valves (SV ₁ , SV ₂ , SV ₃ ) are connected to the actuator (D) combined with the actuator (ACT), respectively, port A of the solenoid valves (SV ₁ , SV ₃ ) in the drive medium Connect the actuator to port P and connect the actuator to the clutch actuator. Forms to pass the release fork of (CCM), the solenoid valve (SV ₃₎ of port B, the solenoid valve (SV ₂₎ connected to the port P and the solenoid valve (SV ₂₎ of port A, B has a different rate adjustment orifice The foot clutch automatic control device, characterized in that coupled to be configured to be connected to atmospheric pressure. 2. The apparatus of claim 1, wherein the actuator (ACT) comprises a negative pressure as a driving medium and is configured to be coupled to the clutch cable (CC) by a stop. The foot clutch automatic control device according to claim 1, further comprising a coupling configuration between a push rod of a master cylinder (MC) of the actuator (ACT) and a clevis of a clutch pedal (CP). The foot clutch automatic control device according to claim 1, wherein the actuating actuator (ACT) is composed of a pneumatic cylinder (AC) using pneumatic pressure as a driving medium, and configured to apply an actuation force to the push rod of the master cylinder (MC). . 2. The solenoid valve of claim 1, wherein the neutral gear switch Nut S / W and the oblique switch Ob ₁ S / W are limited to outputs OP ₁ and OP ₃ when the ground signal is input to the control unit CTRL. Foot clutch automatic control device characterized in that the (SV ₁ , SV ₃ ) is made not to operate.

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