KR930003316B1 - Controlling device of clutch and brake system - Google Patents

Abstract

The method and apparatus automatically separates the clutch from a manual transmission when braking the automobile under a certain speed for stopping it, varifying the clutch contact method according to the speed in driving or accelerating the automobile, and separates the clutch by detecting the driver's transmission will with a body sensor equipped in a transmission lever although the foot clutch is not pushed. The apparatus comprises the body sensor (A); a break switch (BRK S/W); an accelerator switch (ACC S/W); a pulse sensor (S/S); a nautral switch (NUT S/W); an oblique road detection switch (Ob1 S/W); a clutch controller (CTRL-C); a break controller (CTRL-B); frequency/ voltage conversion circuits (F/V CON1, F/V CON2); solenoid valve (SV1-SV3) drivers (D'1-D'3).

Description

Control method and device for automatically controlling foot clutch and brake device of automobile

1 is a system configuration diagram showing a control concept of the present invention.

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

3 is a detailed circuit diagram showing a control system of the present invention.

4 is a configuration diagram of an embodiment showing the clutch control device made by the first to third views.

5 is a block diagram of another embodiment of FIG.

6 is a block diagram of another embodiment of FIG.

7 is a schematic diagram of another embodiment of FIGS. 4 to 6;

8 is a configuration diagram of a human body detecting unit applied to various embodiments of FIGS. 4 to 6.

9 is a configuration diagram of an embodiment showing the actuator of the brake control device made by FIGS.

10 is a block diagram of another embodiment of FIG.

11 is a block diagram of another embodiment of FIG.

12 is a configuration diagram showing another embodiment of FIG.

FIG. 13 is a configuration diagram showing another embodiment of FIG.

The present invention relates to a control method and apparatus for automatically controlling foot-clutch and brake of an automobile.

Specifically, in order to enable a vehicle having a manual transmission to be used as a vehicle having an automatic transmission, the clutch is automatically controlled according to the vehicle speed, and the brake is related to a system for maintaining a braking state under specific conditions.

In general, automobiles are equipped with pedals for acceleration, stop, and shift, and when the accelerator is accelerated, the brake is applied when stopping, and the pedal is pressed when shifting. A lot of exercise and beginners cause mental stress.

Of course, there is a more advanced type of vehicle capable of automatic transmission, but when the vehicle is stopped, the brake pedal must be pressurized and maintained in this state so that the driver can keep the vehicle physically and mentally. If the operation is neglected, accidents with previous and subsequent vehicles are caused. Of course, this is even more so in the case of a manual transmission car.

On the other hand, automobiles with automatic transmissions have several advantages over manual transmission vehicles, but they exhibit disadvantages in terms of economics, power transmission efficiency, and fuel consumption, which are inherent in automatic transmissions, and are complicated in structure, easy to troubleshoot and maintain. There is not much advantage except the convenience compared to the manual transmission car, so it is advantageous in all aspects to automate the manual transmission car.

However, in the case of a vehicle having a manual transmission, it is superior in terms of acceleration, power transmission efficiency, and fuel consumption rate compared to the above automatic transmission vehicle, but it is cumbersome to operate the foot pedal during stop and shift, and the engine stops due to misoperation. This problem is also a problem, and the parallax of moving the operation from the brake pedal to the axle requires a lot of mastery and is not easy for beginners on the ramp.

Drivers who operate the foot pedal of such manual transmission cars are more tired and stressed due to frequent congestion.

Therefore, various devises have been made to solve the operational inconvenience as described above. That is, the Republic of Korea Patent Publication No. 90-5952, Patent Application No. 89-15903, etc. These are mainly to control the foot clutch by using the vacuum suction force generated in the intake manifold of the car, the operation time of the foot clutch Manual), and if it is in the original position, the disc contact of the clutch is carried out through the orifice with fixed play, so that the vehicle with insufficient acceleration generates severe fluctuations and cannot adapt to changes in vehicle speed and driving conditions. It is difficult to use in practice. This is because, in the case of automobiles, the separation and connection of the foot clutches are controlled continuously by the driver's perception, and the orifice simply set cannot accommodate various situations.

In addition, a technology for automatically operating a brake has been proposed in US Patent Nos. 4,590,476, Korean Patent Application Nos. 88-1194, and 88-4134. However, in the case of the US Patent, the master cylinder of the brake is connected to the brake cylinder. The braking force can be maintained continuously by blocking the flow path so that the oil in the brake cylinder cannot be flowed back after braking.In the case of the Korean patent, the brake is operated when the car is pushed backwards in an upward slope, etc. It is introduced as a disk removal, i.e. for carrying out a clutch operation.

They have their own advantages, but they cause a lot of changes to the existing equipment, and on the contrary, it is difficult to effectively cope with many situations on the road.

Moreover, the sudden operation or inoperability of the clutch and brake is very dangerous to cause an accident, so that it can be separated from the existing system at all times, and in case of failure of the automatic control device and its peripheral elements, the existing clutch and brake system can be manually operated. Should be able to

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

The present invention allows the clutch to be automatically separated when the speed is reduced below a certain speed by braking the vehicle for stopping while maintaining the high efficiency of the manual transmission, and according to the speed of the vehicle at the start or acceleration By differentiating the connection of the engine to stop or push back to eliminate the phenomenon.

Another object of the present invention is to detect the shift intention by separating the clutch by the human body detecting means installed on the transmission lever without stepping on the foot clutch when the vehicle is in the stop or driving state of the gear neutral state.

Still another object of the present invention is to prevent component breakdown and wear of a vehicle by keeping the transmission connected without disconnecting the clutch when the transmission is in a neutral state when the vehicle in which the engine is running is in a stopped state.

Still another object of the present invention is to limit the execution of the automatic clutch control in the downhill slope to enable engine brake operation.

Still another object of the present invention is to provide a variety of implementations of actuators for driving clutches so that they can be easily applied to any vehicle.

Still another object of the present invention is to keep the braked state continuously after a certain time period in a state in which the driving vehicle is completely stopped and to release the braking state when switching to the driving state again.

It is another object of the present invention to allow the automatically controlled foot pedals to be reset by the acceleration operation of the accelerator.

Other objects of the present invention will become more apparent in a detailed examination of the present invention.

Hereinafter will be described in detail the technical configuration made to realize the object of the present invention as described above.

As shown in FIG. 1, the present invention can be applied to a conventional manual transmission-equipped vehicle as it is without design change, and is basically braked through a sensor (S / S) and a brake pedal that can detect a traveling speed of the vehicle. When the vehicle shifts through the braking detecting means (BRK) that can detect the state, the acceleration detecting means (ACC) that can detect the acceleration state through the axle pedal, and the human body detecting means installed on the shift lever. It includes a slope detection means (Ob ₁ ) for limiting the drive of the control system in the downhill slope and the neutral position detection means (Nut) for limiting the driving of the control system in the transmission position neutral state together with the transmission means (CL) during the driving to enable the shift. Input means are connected to the control system (CTRL), and the output of the control system generated in relation to the state of these input means is the solenoid valve (SV) and the actuator (ACT) ₁₎ a drive system (D ₁₎ is driven to include, a drive line (D ₁₎ is according to the output of the control system, the vacuum negative pressure (or air pressure) to aekchwi Actuator (ACT _1), a foot clutch pedal or the clutch operation by which the driving source A brake is applied to the release fork of the mechanism (CCM), and the brake driven by the other output of the control system (CTRL) with respect to the input means is braked through a drive system (D ₂ ) consisting of an actuator (ACT ₂ ). The output of the control system CTRL is reset by the acceleration detection means ACC operated by the axelator and the braking state is maintained by the holding of the mechanism BCM.

With reference to the accompanying drawings, a device configuration as an embodiment of the present invention that embodies the control method as described above will now be described in more detail.

2 and 3, the present invention provides a human body detecting unit (A) for generating a negative signal, a brake switch (BRK S / W) for generating a positive signal, and an axulator switch for generating a negative signal as an input element. ACC S / W also includes a sensor unit (S / S) consisting of a rotary encoder for drawing pulses from a speed cable of a vehicle, a neutral switch unit (Nut S / W) for generating a negative signal, and an inclination detection switch unit ( Ob ₁ S / W), the control unit CTRL logically controlled by this input element is composed of the clutch control unit (ctrl-c) and the brake control unit (ctrl-b), the clutch control unit (ctrl-c) is a D flip Latch circuit L ₁ composed of flops DF / F, and converter circuits F / V CON 1,2 for setting and outputting the speed of the vehicle by converting the input frequency of the sensor unit S / S into voltage. the output of the monostable multi-vibrator ₍₁ mb) speed setting unit (SP / S) composed of, liquid Slater switch unit (ACC S / W) Comprising a latch circuit (L ₂₎ of the sensor detection portion (S) and the D flip-flop (DF / F) comprising a delay circuit (TD ₁₎ and a monostable multivibrator (mb ₂₎ for detecting a fault condition of the sensor to delay It consists of an output limiting circuit section (B) and a logic output circuit (LOC ₁ ) for driving the solenoid valve to be described later, the driver (D ' ₁ , driving the solenoid valves (SV ₁ -SV ₃ ) to the output terminal of the logic output circuit. D ' ₃ ) is connected to the oscillator circuit (OSC) and the driver for driving the speaker (D' ₄ ) configured as a warning circuit for outputting it.

In detail, the output of the human body detecting unit A generating the negative signal and the brake switch unit BRK S / W generating the positive signal is connected to the set end of the latch circuit L ₁ to generate the negative signal. solution was Slater connected to the inverting output of the switch unit (ACC S / W) to a reset terminal of the latch circuit (L ₁₎ and connected to the latch output to the aND ₁ of the logic output circuit (LOC ₁₎ the driver (D _'1) And the output of the human body detecting unit A, which is the shifting means OL, while driving, is connected to the driver D ' ₁ and D' ₃ output terminals so as to be operated in preference to all input elements. / S) is connected to the input terminal a of the monostable multivibrator mb ₁ .

The speed setting part SP / S is a non-inverting input terminal of the F / V conversion circuits FV CON and F / V CON _{2 that} are set at a high setting speed compared to the low setting speed. The output frequency is connected, branched, and connected to the monostable multivibrator mb ₂ of the sensor detection unit S to the input terminal a, and the monostable multivibrator mb ₁ of the speed setting unit SP / S. The output Q is input to AND ₄ of the logic output circuit LOC ₁ , and the output of the conversion circuit F / V CON ₂ of the high set speed is connected to the latch circuit L ₁ output to AND ₁ through the inverter. Input connection together, the output of the low setting speed conversion circuit (F / V CON ₁ ) is made by the input connection to the AND ₄ and NAND ₁ , the output circuit (B), the delay circuit (TD ₁ ) in the accelerator Connect the output of the switch unit (ACC S / W) and connect this output to the AND ₅ of the logic output circuit (LOC ₁ ) through the inverter, which is controlled by the driver (D ' ₂ ). So it is also the output of the delay circuit (TD ₁₎ is, but via the inverter with the output of the sensor detection portion (S) input connected to the AND _8, and connect the output of the AND ₈ to the reset terminal of the latch circuit (L ₂₎ The neutral switch unit (Nut S / W) and the inclination detection switch unit ( ₁ ) are generated to limit the output of the driver (D ' ₁ , D' ₃ ) in all cases except the output of the human body detecting unit (A) having a negative signal and having a priority circuit. The input signal of Ob ₁ S / W) is connected to NAND ₂ and NAND ₃ through the inverter in one end, and the other end is output terminal (Q) and ( ) And the output terminals of the NAND ₂ and NAND ₃ are connected to the drivers D ' ₁ and D' ₃ and diodes connected to the input terminals of AND ₂ and AND ₆ which process the driving signals, respectively.

Meanwhile, the inverted output terminal of the latch circuit L ₂ ( ) Is connected to the input of NAND ₄ together with the oscillator circuit (OSC) output and a driver (D ' ₄ ) which generates a warning sound through the speaker (SP) to this output terminal.The logic output circuit (LOC ₁ ) is a driver ( D ' ₁ , D' ₃ ) to drive. That is the logic circuit of the driver (D _'1) is the latch circuit (L ₁₎ output and the inverting input a high setting speed and the F / V converter circuit (F / V CON ₂₎ the AND _1, the output and the amount of input is AND _{2 to} which the two-stage inverter output of the slater position unit ACC S / W is input, OR _{2 to} which the output of AND ₂ and the inverting output of the human body detecting unit A are input, this OR ₂ output and the latch circuit ( L ₂₎ consisting of the output (Q) to the aND ₃ to the input of the links to drive the driver (D _'1) at an output of the aND _3.

In addition, the logic circuit of the driver D ' ₃ receives a two-stage inverter output of the axle switch unit ACC S / W and an inverted output of a low setting speed F / V conversion circuit F / V CON ₁ . the aND _6, the aND ₆ output and the OR OR of the output of the _second to the input _4, made up of the OR ₄ output and the latch circuit aND ₇ to the output (Q) to the input of the (L ₂₎ of the aND ₇ The output causes the driver D ' ₃ to be driven, and the logic circuit of the driver D' ₂ is the monostable multivibrator mb ₁ output of the speed setting section SP / S and the conversion circuit F / V CON _1. AND ₄ inputting the output of the input circuit and AND ₅ connecting the inverting output of the conversion circuit (F / V CON ₁ ) and the inverting output of the delay circuit (TD ₁ ) are inputted to the logical OR ₃ to input the driver (D). ' ₂ ) can be performed.

Now let's look at the brake control unit (ctrl-b).

The brake control unit ctrl-b is configured to output the output terminal of the monostable multivibrator mb ₂ of the output limiting circuit unit B. ) Connected to one end of the NAND ₅ and the other end of the NAND ₅ is a control power supply (VCC) connected to the driver (D to connect the inverter to an output terminal of the NAND ₅ Kane drives the brake aekchwi Actuator (ACT _{2) '5} in ), But branching the output of the inverting output terminal of the NAND ₅ and branching and adjusting the inverting output of the axel switch unit ACC S / W to limit the driving output of the driver D ' ₅ as a bypass diode. It consists of a logic output circuit LOC ₂ by connecting a diode for output limiting of said driver D ' ₅ to an inverter output terminal via a delay circuit TD ₂ having a possible constant and a time constant as a capacitor.

Here, the monostable multivibrator mb ₂ of the sensor detection unit S for driving the brake actuator ACT ₂ is delayed in the driving output through the time constant of its RC input stage, which is approximately several seconds (preferably about 1.5 seconds). ), And the delay circuit TD ₂ of the path for resetting the driving (exactly, the ground of the output through the pass diode) prevents the vehicle from slipping due to premature release of the brake, which is a time constant. (P) is a power supply unit which forms a vehicle power supply as a control power supply.

Next, the technical configuration of the drive systems D ₁ and D ₂ connected to the output terminal of the control system CTRL as described above will be described.

First, the configuration of the drive system D ₁ for controlling the clutch will be described, and then the configuration of the drive system D ₂ for controlling the brake will be described. That is, each of the output terminals OP ₁ , OP ₂ , and OP ₃ of the control unit CTRL is a three-port two-way flow path switching solenoid valve SV ₁ , SV ₂ , and SV ₃ , which is coupled to the actuator ACT ₁ . Connect D ₁ ) to the port A of the solenoid valves (SV ₁ , SV ₃ ) and connect the vacuum negative pressure (or pneumatic), which is the driving medium, to the port P, and connect the actuator (ACT ₁ ) to the port P of the actuator (ACT ₁ ). forms to transmit the operating force to the release fork of the clutch operating mechanism (CCM), the solenoid valve (SV ₃₎ of the port B is normal (normal) state connected to the port P of the solenoid valve (SV ₂₎ are turned oFF in said solenoid valve, Port A and B of (SV ₂ ) are formed as a drive system D ₁ by forming a variable orifice having a large diameter in port B so that atmospheric pressure is connected, and a variable orifice having a small diameter in port A.

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

As shown in FIG. 4, the activator of the actuator acts to push or pull the clutch cable CC via the actuator ACT ₁ , which is a booster, at the stop of the clutch cable CC. ₁ ) Connect the solenoid valve (SV ₁ , SV ₃ ) for connecting the vacuum negative pressure driving medium, and connect 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. 5, the actuation force of the actuator is coupled by combining the actuating device ACT ' ₁ , which is a force device, between the push rod of the master cylinder MC and the clevis of the clutch pedal CP. The actuation force of the master cylinder MC by causing the operation 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 the case of using compressed air, as shown in FIG. 6, the actuator ACT " ₁ " of the pneumatic cylinder is connected to the rear of the clutch pedal CP for pressing the master cylinder MC. Combination is applied to apply the operating force to the push rod and the driving medium is to be used by applying the compressed air pneumatic.

In addition, the present invention is to simplify the clutch control unit (ctrl-c) and the drive system (D ₁ ) of the control system (CTRL) as shown in the seventh sensor to detect the vehicle speed when the vehicle is to be used only in an accelerated state Without restricting (S / S), the actuator ACT _{3 is} connected to the actuator ACT ₃ through a three-port two-way solenoid valve SV _{4 which} simply forms the human body detecting unit A on the clutch lever and drives the output of the human body detecting unit A. The driving medium may be connected to operate the clutch pedal CP.

The human body detecting unit (A) may be provided so as to detect contact with the human body by embedding the contact plate or the like in an appropriate portion on the transmission lever, or may be provided by conducting plating, and the ground signal of the human body detecting unit (A) Has a priority circuit for independently outputting the outputs OP ₁ , OP ₃ of the control part CTRL.

Now, the driving system D ₂ for controlling the brake will be described.

Referring to one embodiment of the actuator ACT ₂ connected to the output terminal OP ₅ to the brake control unit ctrl-b as shown in FIG. 9, the actuator 10 has a hollow 11 ′ formed therein. The movable hole 12 having the disk 16 coupled to the shaft 15 on the magnet core 11 is fitted into the hollow 11 'so as to be rotatable and slidable. The wire 17 is provided on one side of the shaft 15. One end of the rotating hole 13 is fixed to the shaft 15 in a state in which the one-way bearing 18 is interposed to rotate, the magnet core 11 is screwed to the housing 19, but the rotating hole ( 13 is carried out by the finger spring 14, which is supported on the housing 19, so that the wire 17 is wound around the pivoting hole 13, and the other end of the wire 17 is connected to the rod of the brake pedal. 60).

Meanwhile another embodiment of the actuator ACT ₂ is shown in FIG. 10. The actuator 20 has a wire 23 coupled to the pivot shaft 22 on which the tangent springs 21 are installed, and a fixing piece 24 and a movable piece 25 are installed at an upper proper portion of the solenoid 26. The movable piece 25 is fixedly installed on the rod 26 ′ of the rod, and the wire 23 is pulled out of the enclosure 29 between the fixed piece and the movable pieces 24 and 25 to load the brake pedal 27. (28) It is installed to be connected to an appropriate part and forms a permanent magnet 29 'at the bottom of the enclosure 29 so that the installation and separation can be easily realized.

In addition, referring to another actuator 30 of the brake control unit (ctrl-b), in FIG. 11, this is another example of forming the actuator 30 as a normal cylinder. An open and closed closing check valve (a detailed technical configuration is omitted since it is a general technical configuration), and a solenoid valve 31 of a NO tile is installed on one side of the lower side of the brake end of the brake pedal rod 38 of the vehicle. Guided to the long hole (38 ') is configured to be connected to the upward flow operation.

In addition to the above mechanism, the actuation actuator ACT ₂ of the brake control unit ctrl-b may be configured on the hydraulic system as illustrated in FIGS. 12 to 13. That is, a bypass line having an electronic normally open valve 41 having a solenoid and a check valve 42 as part of a brake system including an actuator 40 which can be installed at the rear of a master cylinder (M / C) of an automobile. By forming a to control the opening and closing of the flow path between the master cylinder (M / C) and the wheel (W) to be able to release the brake state on all wheels of the vehicle, the actuator 50 follows the configuration of FIG. However, it is installed in the branch hydraulic line branched from the main hydraulic line, it is possible to selectively install the configuration of two or one place and can increase the convenience.

Unexplained reference numeral P denotes a power supply unit that uses a vehicle power supply as a control power supply.

With reference to the accompanying drawings, the technical configuration of the present invention as described above will be described in more detail the effect. As is known, the vehicle is accelerated, decelerated, shifted, stopped and steered according to the driver's willingness to operate. Among the various factors that reflect this willingness to operate, foot pedals are used.In case of acceleration, the accelerator pedal is decelerated, the brake pedal is used for deceleration, and the clutch pedal is pressed in the case of shifting. .

On the other hand, there are a variety of cases where a running car meets on the road, and the present invention can appropriately control various situations described below.

First, the operation of the control system CTRL, the clutch control device and the brake control device will be described with reference to the embodiments of FIGS. 2 and 3 and 4 and 9 as follows.

Each driver _{(D '1, D' 3} ) is turned off in the normal state it mechanically aekchwi Actuator (ACT ₁₎ has not been operated clutch plates to drive the cake solenoid valve (SV ₁ -SV ₃₎ it is not shown It is in the state of being connected to the engine output shaft and the driver (D ' ₂ ) acts to return the clutch plate to be spaced apart.

The human body detecting unit (A) is formed on the transmission lever to detect when the driver touches the transmission lever for shifting, and applies a ground signal to the clutch control unit (ctrl-c) of the control system CTRL to transmit the driver D ' ₁ ,. D ' ₃ ) is turned on to allow the clutch to disengage.

On the other hand, the brake switch section BRK S / W is input to the latch circuit L ₁ and the high setting speed conversion circuit F / V CON ₂ of the speed setting section SP / S is set at AND ₁ formed at the output terminal. The "Logic AND" input is used to realize the on-driving of the drivers D' ₁ and D' ₃ to eliminate the engine stoppage when the speed of the driving car drops sufficiently (less than a high set speed). The positive signal input of the brake switch unit BRK S / W also acts on the brake control unit ctrl-b which will be described later.

In this case, the reset of the drivers D ' ₁ and D' ₃ driven on is made possible by the action of the accelerator switch unit ACC S / W, and the logic is reset together with the reset input of the latch circuit L ₁ . The "logical AND" input of AND ₂ and AND _{6 to} the output circuit LOC ₁ is made possible by the "L" level.

The sensor part S / S is connected to the input circuit of the speed setting part SP / S (F / V CON ₁ , F / V CON ₂ ), and outputs "H" above the set speed and below the set speed. Generate the "L" output. The output of the speed setting section SP / S controls the drivers D ' ₁ and D' ₃ .

In addition, the neutral switch unit (NUT S / W) and the slope detection switch unit (Ob ₁ S / W) are input to the output limiting circuit unit (B) to provide drivers D ' ₁ , D' _{3 of the} logic output circuit (LOC ₁ ). ) By bypassing the output, there is no sensor input and when the gear is in the neutral state, the driver (D' ₁ , D' ₃ ) output is generated, but it is grounded through the output limiting circuit part (B) so that the driver (D ') ₁ , D ' ₃ ) The output is limited and thus mechanically allows the clutch to remain connected.

When the engine driving force is broken by separating the clutch when stopping for a long time, wear and impact of other machine elements (thrust bearing, release lever, etc.) are caused, and the effect thereof is undesirable. Therefore, when it is necessary to stop the transmission in neutral, it is necessary to limit the output of the drivers D ' ₁ and D' ₃ so that the clutch can be engaged. On the other hand, the inclination detection switch (Ob ₁ S / W) detects when the vehicle is driving downhill slope and limits the output of the drivers (D ' ₁ , D' ₃ ) through the output limiting circuit (B) as described above. You can do it. That is, although not shown, the inclination detection switch unit (Ob ₁ S / W) is a contact point on the inclined path, and at this time, the speed setting except for the output of the driver (D ' ₁ , D' ₃ ) of the human body detection unit (A) having a circuit _first The outputs of the drivers D ' ₁ and D' ₃ , such as the negative SP / S, are limited.

That is, when the speed of the car is low and the brake is applied, the driver (D ' ₁ , D' ₃ ) output is generated on the flat surface to prevent engine stoppage, but the clutch is removed on the slope (driver D ' ₁ , D' _3). It is very dangerous to drive. This is because the engine brake cannot be used. Therefore, in the above situation, the inclination detection switch unit Ob ₁ S / W is input to the output limiting circuit B and serves to ground the outputs of the drivers D ' ₁ and D' ₃ .

As a result, the vehicle to which the present invention is applied can be safely operated even on a slope. Accordingly, the control of the driving systems D ₁ and D ₂ of the controller CTRL is summarized as follows. That is, the conversion circuits F / V CON and F / V CON ₂ set to the low or high setting speed of the speed setting unit SP / S have their respective conversion circuits when speed detection exceeding each set speed is performed. The output of the "L" state is generated when the output of the "H" state is less than the speed detection. This conversion circuit creates a driver (D ' ₁ , D' ₅ ) condition with respect to the type force element. Therefore, when the speed is lower than the low setting speed, 1) the driver D' ₃ is turned ON when the ground signal of the axle switch unit (ACC S / W) is not applied, and 2) the axle switch unit (ACC S / W) is turned on. When the ground signal is applied, the driver D ' ₁ maintains the OFF state, while the driver D' ₃ goes OFF and the driver D ' ₂ operates after the time delay of the delay circuit TD ₁ . 3) When the human body detection unit (A) signal is applied, the driver (D ' ₁ , D' ₃ ) is kept in the ON state 4) When the ground signal of the neutral switch unit (NUT S / W) is applied in the stopped state The drivers D ' ₁ and D' ₃ are turned off. 5) The sensor part S when the ground signal of the accelerator switch part ACC S / W exceeds the time constant time of the delay circuit TD ₁ . / S) of the detection sensor when not been input sensor judged to be a failure status to the driver _{(D '1, D' 3} ) are OFF, and the driver (D _'4) is driven beeps It is good.

On the other hand, when the speed is lower than the set speed, regardless of the input signals of the brake and axle switch units BRK S / W and ACC S / W, 1) When the ground signal of the human body detecting unit A is applied, the driver D ' ₁ , D ' ₃ ) is ON and 2) the driver D' ₁ , D ' ₃ is turned OFF when the ground signal of the human body detection unit A is not applied, and 3) is cut off after the ground signal of the human body detection unit A is applied. The driver D ' ₂ is turned off during the time constant time of the delay circuit and the RC stage formed at the input stage a of the monostable multivibrator mb ₁ of the speed setting section SP / S from the time point at which the block is cut off. Delay) is turned on for RC time constant and then turned off again.

When the ground signal of the brake switch unit BRK S / W is applied when the speed is lower than the high set speed, the drivers D ' ₁ and D' ₃ are turned on and the state is maintained. However, when the ground signals of the neutral switch unit (NUT S / W) and the slope detection switch unit (Ob ₁ S / W) are applied regardless of the set speed, the limiting circuit (B) is operated to drive the drivers D ' ₁ , D. ' ₃ ) The output is cut off.

At the same time, the brake control unit (ctrl-b) is the monostable multivibrator (mb ₂ ) of the output limiting circuit (B) is the sensor unit (S / S) after the vehicle is completely stopped by braking regardless of the set speed. Since the pulse of is not input (completely stopped), the output stage ( ), The driver D ' ₅ keeps the ON state, and 2) the delay circuit TD ₂ when the state of 1) is reset by the ground signal of the accelerator switch unit ACC S / W. After the delay time elapses, the driver (D ' ₅ ) is turned off.

The drive systems D ₁ and D ₂ driven in accordance with the control execution of the control unit CTRL as described above are as follows. As the driving medium of the drive system (D ₁ ), negative pressure, pneumatic pressure, and hydraulic pressure may be applied.In comparison with negative pressure and pneumatic pressure, hydraulic pressure is required to be equipped with several additional equipment (check valve, drain, etc.), but preferably negative pressure and Pneumatic is good.

The solenoid valve (SV ₁ -SV ₃ ) applied here is a 3-port 2-way valve, which is in the off state from the normal state, in which port B and P are connected, and in operation, port A and port P are connected.

That is, when starting a vehicle in a stopped state, the human body detecting unit is operated by holding the transmission lever to excite the solenoid valves SV ₁ and SV ₃ to the control output CT ₁ and OP ₃ . The driving medium acts on the power supply device which is the actuator ACT ₁ through the port P from the port A of the above-described valves SV ₁ and SV ₃ to pull the clutch cable CC, and thus the clutch operating mechanism CCM interlocks. The clutch is to be removed.

Thereafter, when the transmission gear is put in the low speed position and the accelerator pedal is pressed, the negative signal of the accelerator switch unit ACC S / W causes the reset signal to be input to the control unit CTRL so that the solenoid valve SV ₁ ,. SV ₃ ) is the negative pressure acting on the actuator ACT ₁ through the port B of the solenoid valve (SV ₂ ) in the off state is converted to atmospheric pressure while the disk of the clutch is half clutch (speed control unit (SP / S) Can be quickly returned to the multi-vibrator (mb ₁ ) of the variable delay circuit connected to the input (a) of the multivibrator (mb ₁ ), which can be used as an orifice for adjusting the diameter of the port B of the solenoid valve SV ₂ . .

And when the half-clutch time, that is, the time constant time of the delay circuit elapses, the output of the control unit CTRL causes the solenoid valve SV ₂ to be driven on (the multivibrator mb ₁ of the speed control unit SP / S). RC input stage time constant time) Therefore, switch to port A to slowly release the negative pressure of the clutch actuator ACT ₁ through the small diameter adjusting orifice so that the clutch is gradually connected and when the time constant time of the RC input stage elapses, The solenoid valve (SV ₂ ) is switched back to port B, so that the residual negative pressure is completely released so that the clutch is in close contact with the engine output, thereby allowing the vehicle to start smoothly. Here, by adjusting the time constant (delay time) of the control unit CTRL, the operation time of the half-clutch time, that is, the solenoid valve SV ₂ can be varied, and the on-drive time of the solenoid valve SV ₂ from the operation time is It is properly fixed to the time constant of the RC input stage.

On the other hand, according to the present invention, the clutch operation is easy even when moving only a certain distance and stop again. That is, when the accelerator is stepped on as in the case of departure, the control unit CTRL cuts the outputs OP ₁ and OP ₃ according to the negative signal of the accelerator switch unit ACC S / W. When ttege the foot Slater pedal liquid Slater switch unit (AU S / W) nor the negative signal is not input, so that the vehicle speed lower set speed value or less standing as described above the next solenoid valve (SV ₁₎ of the block (oFF ), The solenoid valve (SV ₃ ) is in the ON state, and the clutch is gradually separated by about 1/2 of the separation speed by the two solenoid valves (SV ₁ , SV ₂ ). It prevents vibrations and stops the engine even if it stops after moving a certain distance.

When accelerating a vehicle started by the above operation, the solenoid valve (SV ₁ , SV ₃ ) is on-driven and the clutch is separated when the human body detecting unit capable of shifting while driving is touched. When the solenoid valves SV ₁ and SV ₃ are turned off, the solenoid valve SV ₂ does not switch to port A with a small orifice of the flow path because the vehicle speed detection sensor detects more than a high set speed. (SV ₂ OFF) to induce quick contact with the clutch. This is to reduce the clutch wear when driving.

On the other hand, if you step on the brake pedal for deceleration (or stop) of the vehicle driving by the operation of the control drive system as described above, the vehicle will be decelerated or stopped.

When the vehicle is completely stopped in this state, the sensor unit (S / S) output frequency becomes constant, and when the RC time constant time of the multivibrator elapses, the control unit (CTRL) through the output limiting circuit (B) and NAND ₅ Brake actuator ACT ₂ drive output is generated at the output terminal OP _{5 of the} actuator. The actuator 10 as shown in FIG. 9 has a disk 16 fixedly mounted on a shaft 15 that can move left and right. ), The shaft 15 of the movable port 12 is fitted to the magnet core 11 having the hollow 1 'so as to suspend and move the disk 16 by magnetic force. The tangential spring 14, in which the rotational hole 13, which is axially coupled to the rotational hole 13, imparts a one-way rotational force to the rotational hole 13, is interposed so as to allow independent rotation in one direction only on the shaft 15. The tungsten spring is mounted between the housings 19 and Relatively elastic force weaker than that adopted microphone pedal return spring is formed by a mechanical balance.

As described above, if there is no sensor input even after the delay time of the delay circuit TD ₂ elapses, the magnet core 11 is excited and attracts the disk 16, and the downwardly moved wire 17 has a tangential spring ( It is wound on the pivoting hole 13 by the resilience force of 14), and the disk 16, which has been laid, is fixed together with the movable opening 12 in a state in which it cannot be rotated by magnetic force, and is axially coupled to the movable opening 12. Since the turning hole 13 cannot be reversed by the one-way bearing 18, the retracted wire 17 cannot be released until the magnet core 11 is demagnetized, thereby keeping the brake pedal in the braking position continuously. Automatic braking condition is realized.

Of course, when restarting, the solenoid valves SV ₁ and SV ₃ are turned off, and the atmospheric pressure acts on the actuator ACT ₁ through the solenoid valve SV ₂ as described in the clutch control unit ctrl-c. It is well known that the control input for realizing this is the axle switch unit (AU S / W). The liquid Slater of the switch unit (ACC S / W) negative signals as said operation and at the same time is delayed in a delay circuit (TD ₂₎ of the brake control (ctrl-b) delay time aekchwi Actuator (ACT ₂ or 10) of the Bypassing the output OP ₅ to ground, the actuator ACT ₂ or 10 is returned to its original position.

Thus, the engine is accelerated by the accelerator and the brake is released at the same time as the delay time elapses, so that the vehicle moves forward without being pushed back. Here, if the upward inclination or the novice driver adjusts the delay time it is possible to start smoothly.

On the other hand, the RC time constant of the multivibrator (mb ₂ ) of the output limiting circuit (B) is that when the vehicle is completely stopped and there is no sensor input, the time to apply the foot brake to stop the vehicle exceeds the RC time constant. This is to put the brake actuator (ACT ₂ or 10) in the holding state and also prevent the automatic brake from braking when stopping or decelerating for a temporary (approximately 1.5 seconds in RC time constant time). To do this.

Meanwhile, when the speed of the vehicle is stopped, the solenoid outputs SV ₁ and SV ₃ continue to be generated. After a long time, the solenoid outputs SV ₁ and SV ₃ may continuously cause wear and breakage of the thrust bearing or so-called triple movement in the transmission of the vehicle.

Therefore, when the transmission gear is in a neutral state, the solenoid valves SV ₁ and SV ₃ are turned off due to the output limit of the neutral switch part Nut S / W, in which the switch contact is closed, and the clutch is connected to the engine output so that the clutch is connected to the engine output. It can prevent the adverse effect of the.

On the other hand, in the present invention, when the brake signal is input at a high set speed or less, the clutch is separated, and when the speed of the car is decelerated on the downhill slope, the foot clutch is automatically disconnected to prevent the use of the engine brake. May result.

To prevent this, when the switch contact Ob ₁ S / W is closed on the inclined path, the solenoid valve SV ₁ , SV ₃ is limited to the output and is in an off state because the output is restricted. It is very safe to use the engine brake while decelerating the furnace.

In addition, the drive system D ₁ connected to the control system CTRL of the present invention as described above has a master as shown in FIGS. 5 and 6 in the case of using the drive medium by compressed air or hydraulic pressure. The actuation of the actuating force of the actuator ACT ₁ of the present invention is applied to the cylinder MC, and only the driving medium is different.

Therefore, detailed description thereof will be omitted.

On the other hand, look at the operation of the various embodiments of the drive system (D ₂ ) to maintain the brake state as follows.

That is, in the actuator 20 which executes brake control as described above, the wire 23 fixed to the rod 28 is elastic to the spring spring 21 while the rod 28 of the brake pedal 27 is operated downward. drawn into the interior in a direction winding once the enclosure 29 while wound around the shaft 22 and the control system output a (OP ₅₎ of a power as applied to the solenoid 26 is fixed to the rod (26 '), the movable piece 25 is The wire 23 is firmly gripped so that the wire 23 interposed between the fixing piece 24 and interposed therebetween does not flow. The elasticity of the spring spring 21 may be smaller than the return spring elasticity of the brake pedal 27 and may be appropriately elastic to be wound on the pivot shaft 22 so that the incoming wire 23 is not stretched.

In this way, the actuator 20 artificially puts the brake pedal 27 in the braking position after the delay time of 1.5 sec., So that the driver can realize braking without continuously pressing the pedal.

The automobile brake automatic control system of the present invention is easy to apply to the existing vehicle, and the state of the brake pedal by the wires is excluded from the system due to the strength and flexibility of the wire in the event of failure or malfunction of the system by any factor. It is the characteristic of the liquid actuator to be able to brake and operate in the set state.

In another embodiment, the actuator 30 shown in FIG. 11 is an air cylinder in which a check valve is installed, and a rod is coupled to a long hole 38 'of a pedal, and a solenoid valve 31 of a NO type is installed at a lower portion of the brake. When the pedal is pressurized, air in the cylinder is discharged through the solenoid valve 31 of the NO type, and a vacuum in the cylinder is caused by the closing operation of the solenoid valve 31 according to the delay time, and the return of the pedal rod 35 is performed. It acts to prevent braking. Of course, upon restarting, the driving power of the solenoid valve 31 is cut off and returned, and at the same time, the air is sucked and the negative pressure of the cylinder rod is released to release the braking state. The check valve is a bypass type considering safety.

Next, referring to the embodiment of FIGS. 12 and 13, the actuator 40, 50 is installed in the main hydraulic line, or branch hydraulic line of the rear end of the master cylinder (M / C), which is the hydraulic braking line of the automobile The brake hydraulic circuit is opened and closed as the normally open valves 41 and 51 and the check valves 42 and 52, and the output of the brake control system ctrl-b described above is applied to the brake oil. The output OP ₅ of the control system is applied to the solenoids of the electronic normally open valves 41 and 51 for opening and closing the return flow path of the control channel, and the opening valves 41 and 51 are driven to the closed position to close and maintain the braking state. do. In the case of restarting as described above, the driving flow is interrupted by the electronic normally open valves 41 and 51, and the return flow path of the brake oil acting on the wheel W is opened to release from the braking state. Here, the check valves 42 and .52 are bypass lines to ensure safety by only allowing the braking of the vehicle even when the system breaks down or malfunctions due to any factor.

The embodiment may be installed in any of the main hydraulic line and the branch hydraulic line, and the braking state may be maintained by only half of the wheels after being braked as the entire wheels of the vehicle at the time of initial braking.

The present invention combines a plurality of driving solenoid valves (SV ₁ , SV ₃ ) and the 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 the 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 half-clutch time passes. Even if you want to advance only a certain distance, the clutch operation is accurate and provides a stable ride feeling.When stopping for a long time, the neutral state is detected and the clutch is in the connected state, which prevents mechanical adverse effects. The safety is greatly improved by limiting the Accurately detect the slippage of the vehicle or the driver's intention to restart by combining the non-rotating state, the brake contact, the accelerator contact, and the delay time to understand the driver's will, and the brake pedal or brake By controlling the hydraulic line to realize braking and realizing the braking state of the car without continuous brake operation, it has an excellent effect on preventing driver's fatigue and stress, and decelerates briefly and accelerates again by setting the brake operation delay time. It is possible to flexibly accommodate traffic conditions, so that various actuators can be easily applied to existing cars and trucks, and brakes are released with pressurization of the accelerator to prevent slippage due to immature driving of hillsides or novice drivers. Prevent accidents With the effects that can be very excellent inventions having the side effects that can be performed to the role as a stop when the auxiliary brake.

Claims (11)

In order to automatically control the vehicle's foot pedal, a sensor (S / S) capable of basically detecting the driving speed of the vehicle, a brake detecting means (BRK) capable of detecting a braking state through the brake pedal, and an axelator Acceleration detection means (ACC) capable of detecting the acceleration state through the pedal and the shifting means (CL) during shifting to enable shifting during shifting through the human body detection means installed on the shift lever and the control system in the downhill path Input means comprising a ramp detection means (Ob ₁ ) for limiting the driving of the control system and a neutral position detecting means (NUT) for limiting the drive of the control system in the transmission position neutral state are connected to the control system (CTRL) and associated with the state of these input means. The drive system D ₁ including the solenoid valve SV and the actuator ACT ₁ is driven by the output of the control system, and the drive system D _{1 is} connected to the output of the control system. Therefore, the actuation force is applied to the foot clutch pedal or the release fork through the actuator ACT ₁ which uses the vacuum negative pressure as a driving source, and at the same time, the brake driven by another output of the control system CTRL in relation to the input means is a liquid odor. As the acceleration detecting means (ACC) which maintains the braking state by operating the brake operating mechanisms (B, C, M) through the drive system (D ₂ ) formed as the actuator (ACT ₂ ) and is operated by axelator driving. And automatically reset the outputs of the control system (CTRL). The method of claim 1, wherein the transmission means CL during driving of the input elements of the control system is independently input to the control system so as to operate first regardless of the type force means, so as to drive the drive system (D ₁ ). How to control the vehicle's foot clutch and brake automatically. The method of claim 1, wherein the control system that generates the drive system output in relation to various input elements is configured by setting the control speed as at least a low setting speed and a high setting speed. The method of claim 1, wherein the foot clutch drive output of the control system is configured to be grounded when one or two inputs of the slope detection means and the neutral position detection means of the transmission gear are grounded to limit the operation of the foot clutch. How to control the vehicle's foot clutch and brake automatically. In order to automatically control the vehicle's foot pedal, a control system CTRL which detects the driving state of the vehicle as an input element and a drive system D ₁ and D ₂ which operates the foot clutch and the brake pedal according to the control output of the control system. The force element is a human body detecting unit (A) for generating a negative signal, a brake switch unit (BRK S / W) for generating a positive signal, an axel switch unit (ACC S / W) for generating a negative signal, In addition, it consists of a sensor unit (S / S) for extracting pulses using an encoder from the speed cable of the vehicle, a neutral switch unit (NUT S / W) and an inclination detection switch (Ob ₁ S / W) for generating a negative signal The control system using the input element as an input includes a clutch control unit ctrl-c and a brake control unit ctrl-b, and the clutch control unit ctrl-c includes a latch circuit including a D flip-flop DF / F. L ₁ ), the input frequency of the sensor unit (S / S) is converted into voltage Speed setting part (SP / S) and axle switch part (ACC S) comprising a conversion circuit (F / V CON, F / V CON ₂ ) and a monostable multivibrator (mb ₁ ) for setting and outputting the speed of the vehicle. / W) latch of the sensor detection unit S and the D flip-flop (D / F / F) consisting of a delay circuit (TD ₁ ) for delaying the output of the output, and a monostable multivibrator (mb ₂ ) for detecting a fault condition of the sensor. A driver for driving a solenoid valve (SV ₁ -SV ₃ ) at the output terminal of the logic output circuit, comprising an output limiting circuit (B) including a circuit (L ₂ ) and a logic output circuit (LOC ₁ ) for outputting the input logic. (D ' ₁ -D' ₃ ) is connected and consists of an oscillator circuit (OSL) and a driver (D ' ₄ ) for driving the speaker to output the warning; The brake control unit ctrl-b outputs the output terminal of the monostable multivibrator mb ₂ of the output limiting circuit unit B. ) Connected to one end of the NAND ₅ to the other end of the NAND ₅ is a control power supply (VCC) connected to the connection of the inverter to an output terminal of the NAND ₅ Driver (D _'5), the shape and the inverted output of the NAND ₅ Branch to connect the output grounding diode, and connect the output terminal of the delay circuit (TD ₂ ) having a time constant as a resistor and a capacitor adjustable to the inverted output of the axle switch unit (ACC S / W). And delay-reset the output of the driver (D ' ₅ ). The actuator (D ₁ , D ₂ ) is a foot clutch drive system (D ₁ ) and actuator (ACT ₂ ) consisting of a solenoid valve (SV ₁ -SV ₃ ) and the actuator (ACT ₁ ). It is composed of the drive system (D ₂ ) and the operating force of the drive system (D ₁ ) is the clutch operation mechanism (CCM) and the operating force of the drive system (D ₂ ) acts on the brake operating mechanism (BCM) How to control the brake automatically. According to claim 6, The drive system (D ₁ ) is connected to the control unit (ctrl-c) to the output port (OP ₁ -OP ₃ ) to the three-port 2-way solenoid valve (SV ₁ -SV ₃ ) to be electrically controlled , the solenoid valve (SV ₁ -SV ₃₎ a port, the driving medium is connected to a negative pressure or vacuum and air pressure port P, the operating force of the clutch operation is aekchwi Actuator (ACT ₁₎ by connecting the aekchwi Actuator (ACT ₁₎ of the mechanism Port C of the solenoid valve (SV ₃ ) is connected to port P of the return solenoid valve (SV ₂ ), and atmospheric pressure is supplied to ports A and B of the solenoid valve (SV ₂ ). A method for automatically controlling a foot clutch and a brake of a vehicle, characterized in that the port B is formed by adjusting the orifice having a larger diameter, and the port A has a smaller adjusting orifice. 8. The vehicle's foot clutch and brake according to claim 6 or 7, wherein the actuator ACT ₁ is formed as a booster and is coupled to the suspension of the clutch cable CC with negative pressure as a driving medium. Controlling device. 8. The actuator according to claim 6 or 7, wherein the actuator ACT ' ₁ is formed as a booster, and is coupled between the push rod of the master cylinder MC and the clevis of the clutch pedal CP with a negative pressure as a driving medium. A device for automatically controlling a foot clutch and a brake of a vehicle comprising a configuration. 8. The foot clutch of an automobile according to claim 6 or 7, wherein the actuating actuator ACT " ₁ is composed of a pneumatic cylinder and is configured such that an actuating force is applied to the push rod of the master cylinder MC using pneumatic pressure as a driving medium. And automatic brake control device. The actuator ACT ₂ of claim 6, wherein the actuator ACT ₂ includes a movable hole 12 having a disk 15 coupled to a magnet core 11 having a hollow 11 'formed therein. Is installed in a pivotable and slidable manner, and the pivoting hole 13 having one end of the wire 17 fixed to one side of the shaft 15 is coupled to the shaft 15 by the one-way bearing 18 interposed therebetween. The magnet core 11 is screwed to the housing 19, but the pivoting hole 13 is supported by the tangier spring 14 supported by the housing 19 so that the wire 17 is rotated. (13) to the winding and the other end of the wire 17 to the brake pedal rod 60, comprising the actuation actuator 10, characterized in that the automatic control of the vehicle's foot clutch and brake Device.