KR980009999A - Clutch automatic control system of manual transmission - Google Patents

Abstract

The present invention relates to a clutch automatic control system for a manual transmission, and more particularly, to a clutch automatic control system for a manual shift control vehicle in which a vehicle speed is determined depending on a transmission gear set by a manual shift lever under the operation of a clutch pedal for automatic control of a clutch pedal A mode setting switch provided in the shift lever to set a clutch automatic control mode for the clutch pedal in a shift vehicle, and an automatic control power source for the clutch pedal while being operated for shifting in the vehicle under the setting of the clutch automatic control mode An acceleration pedal detection switch means for detecting an operation of the accelerator pedal of the vehicle as a switch signal, an acceleration state signal detected by the acceleration pedal detection switch means under the clutch automatic control mode, A shift state executed under the operation of A clutch control unit for performing a position control with respect to the clutch pedal under the control of the control unit, a clutch control unit for controlling the clutch pedal transmitted from the clutch control unit, And a clutch operation unit for automatically controlling the position of the clutch pedal based on the automatic control torque.

Description

Clutch automatic control system of manual transmission

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch automatic control system for a manual transmission and, more particularly, to a clutch automatic control system for a vehicle equipped with a clutch pedal, To a clutch automatic control system for a manual transmission.

As is well known, as a means for associating a change in the power of the engine with a variable speed of the vehicle based on a change in the vehicle speed, the power of the clutch mechanism and the engine is increased or decreased, And a brake mechanism for decelerating / stopping the amount of change in the increased vehicle speed.

In the case of a manual transmission, when the clutch pedal is operated during re-starting of the shift or stop, the clutch mechanism is coupled to the fly wheel of the engine and receives the power of the engine so that the drive shaft And transmits the signals to the front wheels and / or the rear wheels to perform the operation of enabling the vehicle to be operated.

Therefore, during the operation of the manual transmission, the gear must be changed for restarting the vehicle or for changing the vehicle. In this case, it is necessary to repeatedly operate the clutch pedal.

[0004] In the clutch pedal of the manual transmission, although the number of operations is relatively reduced in the case of high-speed travel, for example, when a traffic obstacle occurs and the vehicle is stagnant, , So that the operation of the clutch pedal imposes a considerable burden on the driver.

On the other hand, in the case of an automatic transmission designed to have an automatic shifting function, in the non-braking state, the clutch mechanism always receives the power of the engine and transmits it to the front and / or rear wheels via the drive shaft, So that the restart of the vehicle or the conversion of the vehicle can be carried out without the operation of the clutch pedal.

However, in the case of the automatic transmission, the consumption of the fuel for the unit traveling distance is generally increased as compared with the manual transmission, and the selling price of the vehicle is increased.

In consideration of this point, in recent years, there have been applied various types of configurations for eliminating the need for repetitive operation of the clutch pedal by the driver by applying an automatic clutch control system that automatically operates the clutch mechanism with respect to the manual transmission According to an example of the automatic clutch control system, a method of controlling the vehicle by applying the vacuum power of the vehicle as a power for clutch operation and using the revolution speed of the engine or the running speed of the vehicle.

However, since the power of the clutch operation is taken from the vacuum power of the engine according to such automatic clutch control, the structure of the automatic clutch control system is considerably complicated, and the mounting to the vehicle is considerably troublesome, Is greatly increased.

In the automatic clutch control system according to another example of the related art, the driving force is obtained by the DC electric motor operated by the DC power source of the vehicle, and the rotational speed of the engine, the knocking state of the engine, A method of automatically controlling the clutch mechanism based on a signal from a plurality of sensors applied to the detection of the operating position of the accelerator pedal, the operating state of the brake pedal, the position of the transmission, the pressure and the temperature of the clutch, In the case of this method, since it is preferable that the mounting position is set in the midst of the production process of the vehicle considering the installation position of a plurality of sensors, it is considerably cumbersome or impossible to apply to a manual transmission vehicle applied to the driving.

According to the structure of most of the automatic clutch control systems installed in the manual transmission, even in the automatic clutch control mode, the clutch pedal always operates at a fixed position, that is, in the automatic clutch control mode It is preferable to change the position of the clutch pedal with respect to the clutch pedal similarly to the state by the driver's operation. However, in most of the structures of the automatic clutch control system, the clutch pedal is kept at a constant state without any change in position, , There is an operational sense of anxiety about the fixed position of the clutch pedal in the automatic clutch control mode.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a vehicular automatic transmission, which is provided with a clutch pedal adjustment medium by applying a rotational force generated in an electric motor based on a vehicle speed, And an automatic clutch control system for a manual shift transmission vehicle that enables automatic control of a clutch pedal while allowing the clutch to operate in a variable position.

In order to achieve the above object, according to a preferred embodiment of the present invention, there is provided a vehicular transmission including a clutch pedal and a brake pedal, which are operated when the vehicle is stopped or restarted during deceleration of the vehicle speed, A mode setting switch provided in the shift lever to set an automatic control mode for the clutch pedal and an automatic control power source for the clutch pedal while being operated for a vehicle speed change under the setting of the clutch automatic control mode, An accelerator pedal detection switch means for detecting an operation of the accelerator pedal of the vehicle by a switch signal, an acceleration state signal detected by the accelerator pedal detection switch means under the clutch automatic control mode, On the basis of the shift state and the braking signal, A clutch control unit for performing a position control with respect to the clutch pedal under the control of the control unit, a control unit for performing automatic control on the clutch pedal based on the automatic control torque of the clutch pedal transmitted by the clutch control unit And a clutch operation unit for automatically controlling the operation of the clutch pedal. The clutch automatic control system of the manual transmission is provided.

Preferably, according to the present invention, the accelerator pedal detection switch means is constituted by a switch element whose switch member is connected to the accelerator pedal via a connecting wire to maintain the normally closed position.

The unit control includes a power supply for supplying power for automatic control of the clutch pedal, and a controller for detecting an acceleration state for adjusting the position of the clutch pedal in an operating state of the accelerator pedal based on a switch signal applied from the accelerator pedal sensing switch A vehicle speed sensing part for sensing an actual vehicle speed of the vehicle and setting an execution condition of an automatic control mode by the clutch pedal based on the acceleration pedal sensing signal, the acceleration sensing signal, the vehicle speed signal, and the braking signal And an electric motor control unit for setting a power supply path for performing position control on the clutch pedal.

The vehicle further includes a reverse voltage regulator for regulating a reverse voltage with respect to the operation of the clutch pedal.

Preferably, the clutch control unit includes a clutch adjusting mechanism driving unit including an electric motor that performs forward / reverse rotation under the control of the electric motor control unit of the control unit, and a clutch control mechanism drive unit for automatically controlling the clutch pedal by forward / reverse rotation of the electric motor And a clutch adjustment mechanism.

The clutch adjusting mechanism driving unit includes a worm formed on the shaft end of the electric motor and a worm gear engaged with the worm, and a worm gear shaft coupled to a center portion of the worm gear. The worm, worm gear, And housed in a work gear housing.

The clutch adjusting mechanism includes a cylindrical winding member that is coupled to the worm gear shaft of the clutch adjusting mechanism driving unit to wind up / release a connecting member connected to the clutch pedal while rotating forward / reverse, A horizontal movement rack member formed on a lower end face of the gear tooth teeth to be engaged with the gear teeth formed on the periphery of the protruding protrusions to convert the rotation of the wind-up member into a linear motion, A first switching element for generating a switching signal for restricting reverse rotation of the electric motor, a second switching element provided on the horizontal movement path for generating a reverse rotation speed adjustment / stop signal of the electric motor, And a third switching element for generating a signal for controlling rotation.

Preferably, the second switching element is provided so as to be displaced from the third switching element in the releasing direction of the clutch pedal on the horizontal movement path of the horizontal movement rack member.

In addition, the second switching element is fixed to the first switch bracket, and at least two slots are formed in the switch bracket, and a screw for movably holding the switch bracket is fastened to at least two slots, And one end of the switch bracket is coupled to the first adjustment knob projecting to the outside of the housing by bolt tightening.

The switch bracket is formed with at least two long slots. The slot bracket is fastened to at least two of the long brackets to hold the switch bracket movably. And one end of the second switch bracket is coupled to the second adjustment knob protruding outside the housing by bolt tightening.

The acceleration sensing unit includes a first monostable multivibrator for generating a predetermined pulse signal by a power source applied in the automatic control mode, and a second monostable multivibrator for generating a forward rotation control signal for the electric motor A second monostable multivibrator for generating a predetermined pulse signal by a power source applied through the accelerator pedal detection switch when the accelerator pedal is not operated; and a second monostable multivibrator for generating a predetermined pulse signal based on the predetermined pulse signal. And a second switching transistor for controlling a power supply path for the reverse rotation with respect to the electric motor.

Wherein the vehicle speed sensing unit includes: a monostable multivibrator for generating a pulse signal having a time constant due to a capacitor and a resistor with respect to an actual vehicle speed of the vehicle; and a resistor for forming a signal having a reverse potential with respect to the pulse signal of the monostable multivibrator. And a first switching transistor and a second switching transistor for generating a stop disconnection signal of the electric motor by performing a switching operation by a capacitor, a resistor, and a signal formed by the capacitor.

The resistor for determining the time constant of the monostable multivibrator is constituted by a parallel connection of first to seventh fixed resistors and at least one variable resistor, and the first to the seventh fixed resistors and the first- And for variable resistance is connected to the monostable multivibrator via a dip switch for adjustment to the speed pulse signal for each vehicle type.

The electric motor control unit includes a first relay element that is activated and controlled by an electric motor stop releasing signal of the vehicle speed sensing unit to switch a path of a power source to the electric motor and a second relay element that responds to an operation sense signal of the accelerator pedal A second relay element which is activated by the second relay element for switching control of a power supply path to the electric motor and a power supply path which is applied to the electric motor in response to the power path switching control of the second relay element, And a fourth relay element for controlling the switching of the third relay element.

The reverse voltage regulator may further include a variable resistor for setting a power supply potential applied during reverse rotation of the electric motor and a first resistor connected to a Darlington connected first resistor for outputting a potential set by the variable resistor to a reverse rotation potential of the electric motor And a second switching transistor.

According to another preferred embodiment of the present invention, the horizontal shift rack member is configured to directly adjust the position of the clutch pedal under the control of the control unit through the connecting member via the clutch pedal.

According to the automatic clutch control system for a manual transmission of the present invention, the clutch control unit and the clutch operation unit, under the control of the control unit, according to the change of the operating state of the accelerator pedal, the braking state, The clutch pedal is automatically adjusted by the interlocking action of the clutch pedal, so that frequent operation of the clutch pedal is eliminated even in a manual vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a diagram showing the overall configuration of a clutch automatic control system of a manual transmission in accordance with a preferred embodiment of the present invention. Fig.

2 is a side sectional view showing a structure of a clutch adjusting mechanism constituting the clutch control unit shown in Fig.

3 is a view showing a state of engagement of a clutch adjusting mechanism and a clutch adjusting mechanism driving portion of the clutch control unit shown in Fig.

Fig. 4 is a schematic exploded perspective view of the clutch drive unit shown in Fig. 1. Fig.

5 is a block diagram of a control unit configured in an automatic clutch control system of a manual transmission in accordance with the present invention shown in Fig.

Fig. 6 is a detailed circuit diagram of a control unit configured in the automatic clutch control system of the manual transmission shown in Fig. 5; Fig.

7 is a view for explaining a process of operating a clutch pedal applied to the present invention.

8A to 8C are diagrams for explaining the control state of the clutch pedal executed under the control of the clutch control unit shown in Fig.

9 is a view showing a structure of a horizontal movement rack member and a chain winding drum in a clutch control unit according to another embodiment of the present invention.

DESCRIPTION OF THE REFERENCE NUMERALS

10: shift lever 10a: mode setting switch,

10b: hand switch 20: accelerator pedal detection unit,

21: accelerator pedal 25: accelerator pedal detection switch,

30: control unit 40: clutch control unit,

50: clutch operating unit 51: clutch pedal,

52: rotation roller member 142: chain winding drum,

144: horizontal shift member 500: acceleration sensing part,

600: vehicle speed sensing unit 700: electric motor control unit,

800: Reverse voltage regulator.

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

1 is a diagram showing the overall configuration of an automatic clutch control system for a manual transmission in accordance with a preferred embodiment of the present invention.

In the figure, reference numeral 10 denotes a shift lever for gear shifting in the corresponding manual-type shifting vehicle. In the shift lever 10, a clutch automatic control mode is set for the clutch automatic control system of the manual transmission And a hand switch 10b which can be operated when the vehicle is shifted in the automatic clutch control mode.

Reference numeral 20 denotes an accelerator pedal detection unit for detecting an acceleration state of the corresponding vehicle. According to the accelerator pedal detection unit 20, one end of a known accelerator pedal 21 is connected to a vehicle body frame 22) and is connected to a throttle valve (not shown) for controlling the amount of intake air to the engine (not shown) via a pedal wire 23, and the accelerator pedal 21 Is provided with a pivot point 24 for pivotal motion.

The accelerator pedal detection unit 20 is provided with an accelerator pedal detection switch 25 for electrically detecting the operating state of the accelerator pedal 21, The control unit 25a is connected to the upstream side of the accelerator pedal 21 via the connecting wire 26 so that the normally closed contact 26a is closed by the connecting wire 26 when the accelerator pedal 21 is not operated. As shown in Fig.

Reference numeral 30 in Fig. 1 denotes a mode in which the automatic mode is set by the mode setting switch 10a of the shift lever 10 to stop the vehicle from the accelerator pedal detection switch 25 of the accelerator pedal detection unit 20 (I.e., release of the braking state) by the restart of the vehicle after the vehicle is stopped and restarted after stopping the vehicle.

1, reference numeral 40 denotes a clutch control unit that executes a clutch automatic control mode under the control of the control unit 30. In the clutch control unit 40, a clutch pedal to be described later is pulled and released And an electric motor to be described later that generates torque for driving the clutch adjusting mechanism 40a by forward / reverse rotation by the clutch automatic control signal of the control unit 30, And an adjustment mechanism driving part 40b.

Reference numeral 50 denotes a clutch drive unit that is driven by the clutch control unit 40 to perform a clutch operation. The clutch drive unit 50 includes a clutch pedal 51, And is connected to the clutch control unit 40 through a connecting member 53 that performs an action of pulling or releasing the clutch pedal 51 by the guidance of the rotating roller member 52 fixed to the clutch pedal 51. [

Preferably, the connecting member 53 is connected to the chain portion 53a connected to the clutch pedal 51, and the wire portion 53b guided by the rotating roller member 52 and the clutch adjusting mechanism 40a The wire portion 53b is accommodated in the guide member 54 and the wire portion 53b is accommodated in the guide member 54 when the wire portion 53b is mounted on the vehicle, Is connected to the housing 141 of the clutch adjusting mechanism 40a in the form of a wire cable 55 for covering the wire portion 53b at the time of installation of the connecting member 53, It does not.

2 is a side sectional view of the clutch adjusting mechanism 40a constituted in the clutch control unit 40 shown in Fig. 1. In the housing indicated by reference numeral 141, the connecting member 53 is connected to a wire cable And a chain portion 53c and a chain portion 53c in the housing 141. A predetermined position of the housing 141 is connected to a predetermined position of the coupling 141 by an electric motor constituting the clutch adjusting mechanism driving portion 40b, A circular chain winding drum 142 in which the chain portion 53b of the member 53 is wound or unwound is provided.

A gear teeth row is formed in the periphery of the protruding portion 143 protruding cylindrically from the central portion of the chain winding drum 142. On the gear tooth row of the protruding portion 143, A horizontal movement rack member 144, which serves to transmit the rotational power of the motor to the chain take-up drum 142 via its projection 143, is correspondingly provided. A gear tooth train which is engaged with the gear tooth train of the projecting portion 143 is formed on the lower end surface of the horizontal movement rack member 144 and a length defining a horizontal movement section of the horizontal movement rack member 144 is formed And a pair of fixing screws 144b for supporting horizontal movement of the horizontal movement rack member 144 are located inside the operation long hole 144a.

In addition, on the horizontal movement path of the horizontal movement rack member 144, there is provided a limiter for restricting the final movement position of the horizontal movement rack member 144 in the clutch pedal release direction so as to stop the reverse rotation of the chain winding drum 143 The motor reverse rotation stop switch 145 is provided with a switch member 145a whose switching state is controlled by one end of the horizontal movement member 144, And a tip end of the switch member 145a is provided with a tilting member 145 which is formed of a small roller that protrudes on the horizontal movement path of the horizontal movement rack member 144 and rotates upon contact with the horizontal movement rack member 144, (145b).

A motor reverse rotation speed adjusting / stopping switch (not shown), which is composed of, for example, a micro switch for stopping the reverse rotation of the chain winding drum 143, is provided in the pulling / releasing direction of the clutch pedal on the horizontal movement path of the horizontal shift rack member 144 (146) is provided. The motor reverse rotation speed adjustment / stop switch 146 is coupled to a first switch bracket 147 that is displaceably mounted on the housing 141a. A first slot 148 for adjusting the position of the speed adjusting / stopping switch 146 is provided and a first screw 148 for supporting the first switch bracket 147 is provided on the inside of the first long hole 148 149 are fastened. A second slot 150 for adjusting the position of the motor reverse rotation speed adjusting / stopping switch 146 is formed on the other side of the switch bracket 147, The second screw 151 for supporting the first switch bracket 147 is fastened.

The first switch bracket 147 is rotatably coupled to a first adjustment bolt member 153 provided at one end of the first switch bracket 147 and protruded to the outside of the housing 141, When the first adjustment knob 152 is adjusted by the adjustment bolt member 153, the first and second screws 149 and 151 are supported by the adjustment bolt member 153, The position of the first switch bracket 147 is displaced and the position of the motor reverse rotation speed adjustment / stop switch 146 is adjusted accordingly.

The motor reverse rotation speed adjusting / stopping switch 146 is provided with a switch member 156 which is protruded on the horizontal movement path of the horizontal movement rack member 144 and has a tilting member 155 formed by a small roller at its tip And the switch member 156 urges the switch member 156 to contact the switch contact 157 when the horizontal moveable member 144 horizontally moves and presses the tiltable member 155, And generates a signal for instructing stop of reverse rotation of the chain winding drum 142 and stop of the electric motor constituting the clutch adjusting mechanism driving section 40b.

On the horizontal movement path of the horizontal movement rack member 144, for example, a micro switch (not shown) for generating a signal for stopping the forward rotation of the chain winding drum 142 from behind the motor reverse rotation speed adjustment / And the motor forward rotation stop switch 158 is also fixed to the housing 141a so as to be displaceable similarly to the motor reverse rotation speed adjustment / And a first screw 161 is fastened to the inside of the first elongated hole 160 formed at one side of the second switch bracket 159 and at the same time, And the second screw 163 is fastened to the inside of the two long holes 162.

The second switch bracket 159 also has a second adjusting knob 164 protruding outward from the housing 141 to receive a locking nut 166 rotatably engaged with the second adjusting bolt member 165 So that the second switch bracket 159 is moved in the first and second slots 160 and 160 in accordance with the adjustment amount transmitted through the second adjustment bolt member 165 when the second adjustment knob 164 is adjusted. 162 can be adjusted under the support of the first and second screws 161, 163.

Here, the motor forward rotation stop switch 158 is installed at a position slightly deviated from the motor reverse rotation speed adjustment / stop switch 146, so that the motor forward rotation stop switch 158 is correctly positioned, The motor reverse rotation speed adjustment / stop switch 146 is installed at the final position where the clutch pedal is fully pulled in the horizontal movement direction of the motor 144,

The chain take-up drum 142 accommodated in the housing 141 is rotated about its chain (not shown) for guiding the chain portion 53c of the linking member 53 to be wound or unwound, A guide member 141a integrally formed with the housing 141 is provided around the winding drum 142. [

3 is a view showing a coupling structure of the clutch adjusting mechanism 40a and the clutch adjusting mechanism driving portion 40b of the clutch control unit 40 shown in FIG.

In this figure, a worm 171 having a predetermined length is provided at the tip of an electric motor capable of forward / reverse rotation indicated by reference numeral 170, and a worm gear 171 accommodated in the worm gear housing 172 And a worm gear shaft 174 is spanned from the center of the worm gear 173 to be screwed into a central portion of the protruding portion 143 protruding from the center of the chain winding drum 142, The rotational force of the electric motor 170 is transferred to the worm gear 173 through the worm 171 to rotate the worm gear 173 and the worm gear 173 is rotated The rotation of the worm gear shaft 174 is transmitted to the chain winding drum 142 so that the chain portion 53b is wound or unwound under the guide of the guide member 141a.

4 is a schematic exploded perspective view of the clutch drive unit 50 shown in Fig. 1, and according to the clutch drive unit 50, a wire fastening member 51a is coupled to a predetermined position of the clutch pedal 51 (Not shown) formed in the clutch pedal 51 at a position corresponding to the pedal fixing hole 200 formed at a predetermined position of the wire fastening member 51a and the pedal fixing hole 200, The wire fastening member 51a is fixedly coupled to the clutch pedal 51 by fastening the fastening member 201. [

One end of the chain portion 53a of the connecting member 53 is coupled to the through hole 202 of the wire fastening member 51a so that the connecting member 53 The chain fixing member 203 to which the force for pulling or releasing the clutch pedal 51 is transmitted is fixedly inserted.

That is, one end of the chain fixing member 203 is formed with a spiral portion 203a having a diameter capable of being inserted into the through hole 202, and the spiral portion 203a is inserted into the through hole 202 The bush 203b is inserted and fixed at the end of the concave portion 203a to support the mounting state.

The other end of the wire fixing member 203 is formed to have a diameter larger than that of the protruding portion 203a, and a central portion of the wire fixing member 203 is opened so as to penetrate through the one end of the chain portion 53a. A pin hole 224 for fixing one end of the chain portion 53a is formed on both end faces so that the fixing position of the chain portion 53a is aligned with the pin hole 224 and the fixing pin 205 are inserted into the connecting member 53 to fix the connecting member 53 to the jane fixing member 203.

4, the turning roller member 52 includes a wire guide member 206 for smoothly guiding the wire portion 53b connected to the other end of the chain portion 53a while forming the connecting member 53 The inside of the guide member 206 is opened in the vertical direction for accommodating the movement of the wire portion 55b. The tip of the guide member 206 has a generally circular shape, and a screw portion A through hole 207 is formed.

A pair of fixing brackets 208 and 209 for fixing the guide member 206 are provided on both sides of the circular tip of the wire guide member 206. The distal ends of the fixing brackets 208 and 209 209b so as to correspond to the threaded through holes 207 formed at the distal end of the guide member 106. The threaded holes 208a and 209b are formed in a circular shape similar to the shape of the tip of the guide member 106, Are formed and fastened to each other by the screws 210a and the nuts 210b.

A first tiltable member 211 having a constant inner diameter, through which the screw 210a is inserted while being fastened by the screw 210a, is inserted into the circular tip end of the wide guide member 106, A second tiltable member 212 having an inner diameter capable of accommodating the member 211 and having both ends of the inner diameter is additionally provided to support the smooth rotation of the wire portion 53b.

The other ends of the fixing brackets 208 and 209 are bent at a substantially right angle and screwed holes 208b and 209b are formed at the center of the fixing brackets 208 and 209 so as to correspond to screw holes 22a and 22b formed in the body frame 22. [ And the rotation roller member 52 is fixed to the vehicle body frame 22 by the insertion of the screws 213a and 213b.

The wire 53b of the connecting member 53 may be formed to protect the wire 53b when the wire 53b is mounted on the bottom of the vehicle, And the other end of the wire cable 55 is connected to the housing 141 by a screw cable.

FIG. 5 is a block diagram of a clutch automatic control system of a manual transmission according to the present invention, and FIG. 6 is a detailed circuit diagram of a clutch control system of the manual transmission.

In FIGS. 5 and 6, reference numeral 300 denotes battery power provided in the corresponding vehicle, and reference numeral 400 denotes a braking signal input to which a braking signal BS detected in accordance with the operation of a braking pedal (not shown) Indicates input.

Reference numeral 500 denotes an acceleration sensing portion for performing control relating to the automatic operation of the clutch pedal 51 in response to the switching signal applied from the accelerator pedal sensing switch 25 in accordance with the operation of the accelerator pedal 21 .

The operation of the mode setting switch 10a is controlled by the mode setting switch 10a so that battery power applied from the power supply unit 300 is supplied to the resistor 101 and the capacitor 102 are applied with a first power source VDD1 whose potential is set. An input terminal of the first shim trigger element 503 is commonly connected to the normally closed contact NC side of the switch member 25a of the accelerator pedal detection switch 25 via resistors 501 and 502, The input terminal of the second shim trigger element 506 is commonly connected to the output side of the first shim trigger element 503 through a resistor 504 and a capacitor 505 having one end grounded. The input terminal D of the first monostable multivibrator 509 is connected to the output side of the second shim trigger element 506 through a resistor 507 and a capacitor 508 of one end grounded, The time constant is set by the resistor 510 and the capacitor 511 for the multivibrator 509 and the base of the first switching transistor 513 is connected to the output terminal Q ' A reverse current prevention diode 514 is connected between the emitter-collector of the first switching transistor 513 and the emitter side of the first switching transistor 513 is connected to the mode setting switch 10a.

An input terminal of the third shim trigger element 517 is connected to the switch member 25a of the acceleration pedal sensing switch 25 through the resistors 515 and 516 in the acceleration sensing part 500, The fourth and fifth shim trigger elements 520 and 521 are connected in series through an intermediary of a resistor 518 and a one-stage ground pattern cantor 519 on the output side of the three shim trigger element 517.

An input terminal D of the second monostable multivibrator 524 is connected to an intermediate node of the third and fourth shim trigger elements 520 and 521 via a resistor 522 and a capacitor 523 of a ground The time constant is set by the resistor 525 and the capacitor 526 with respect to the second monostable multivibrator 524.

The output of the fifth shim trigger element 521 is applied as a reset signal of the first monostable multivibrator 509 and the output of the second shim trigger element 506 is applied to the sixth shim And is applied as a reset signal of the second monostable multivibrator 524 via the trigger element 526 and the resistor 522, the grounded capacitor 528 and the seventh Schmidt trigger element 529. [

The output of the second monostable multivibrator 524 is connected to the base of the second switching scaler 532 through a resistor 530 and the output of the fifth shim trigger element 521 The emitter of the second switching transistor 532 is connected to the mode setting switch 10a through a diode 533 through a diode 531. The emitter of the second switching transistor 532 is connected to the base of the second switching transistor 532 via a diode 531, Respectively.

5 and 6, reference numeral 600 denotes a vehicle speed sensing unit for controlling the operation of the clutch pedal based on a vehicle speed signal SP applied from a vehicle speed sensor (not shown) When the mode setting switch 10a is connected, the battery voltage is applied to the resistor 103, the Zener diode 104 having the rated voltage, and the second voltage VDD2 having the potential set via the capacitor 105. [

The vehicle speed sensing unit 600 includes a monostable multivibrator 602 through which the vehicle speed SP is input via a resistor 601. The monostable multivibrator 602 includes A plurality of resistors 604 to 609 and variable resistors 610 are provided as a time constant element and a plurality of resistors 604 to 609 and a variable resistor 610 are connected to a dip switch 611, The time constant can be selected in such a manner that an adjustment is made to the potential level of the vehicle speed pulse signal that is electrically connected to the monostable multivibrator 602 and is differently generated depending on the vehicle type by the dip switch 611 And the variable resistor 610 can be set to a wide range of time constants in case that it is impossible to adjust the vehicle speed pulse signal for each vehicle type by the resistors 604 to 609 selected by the dip switch 611 In order to It is a ball. Preferably, the dip switch 611 is provided so as to be exposed at a predetermined position of the control unit 30 (see FIG. 1) so as to be externally adjusted.

A three-stage Schmitt trigger device (not shown) is connected to the output side of the monostable multivibrator 602 through a resistor 613 connected to the reverse current prevention diode 612 and the second power source VDD2 and one end of the capacitor 614, And the base of the third switching transistor 619 is connected to the output side of the smit trigger element 617 through a resistor 618. The third switching transistor 619 is connected to the output terminal of the third switching transistor 619,

The emitter side of the third switching transistor 619 is connected to the mode setting switch 10a via the resistor 610 and is connected to the base of the fourth switching transistor 622 via the resistor 611 The emitter side of the fourth switching transistor 622 is also commonly connected to the mode setting switch 10a and a reverse current prevention diode 623 is connected between the emitter and collector of the fourth switching transistor 622 Respectively.

5 and 6, reference numeral 700 denotes an electric motor control unit for controlling the pulling / releasing of the clutch.

One end of the mode setting switch 10a included in the shift lever 10 is connected to the power source unit 100 and the other end thereof is connected to the first and second ends of the acceleration sensing unit 500, And the mode setting switch 10a is connected to the emitter side of the first and second switching transistors 513 and 533 and the emitter side of the third and fourth switching transistors 619 and 622 of the vehicle speed sensing unit 600, One end of the hand switch 10b is connected to the other end of the hand switch 10b.

The electric motor control unit 700 is connected to the electric motor 170 so that the electric motor 170 is controlled by the vehicle speed sensor 600 so that the clutch pedal 51 can be pulled / The relay coil 702 of the first relay element 701 is connected to the second switching transistor 622 of the vehicle speed sensing unit 600 And the first and second common contacts 703a and 703b for the first and second normally closed contacts NC1 and NC2 in the connected state in response to the switching action of the second switching transistor 622 The first common contact 703a is connected to the normally closed contact NC of the motor reverse rotation speed adjustment / stop switch 146 while the second common contact 703b is connected to the normally closed contact NC And is connected to a braking signal (BS) inputted through the braking signal input terminal (400).

The first normally open contact ND1 of the first relay element 701 is connected to the normally closed contact NC of the accelerator pedal detection switch 25 and the input side of the reverse voltage regulator 800, The second normally open contact NO of the first relay element 701 is connected to the output side of the hand switch 10b and the acceleration sensing part 500 are connected to the output side of the second switching transistor 532. The first normally open contact NO1 provided in the first relay element 701 is connected to the normally open contact NO of the motor reverse rotation speed adjusting / stopping switch 146, Is normally connected to the normally open contact (NO) of the switch 145.

The electric motor control unit 700 is provided with a second relay element 704 as a power source control switching element for supplying a forward / reverse power source to the electric motor 170. The second relay element 704 The relay coil 705 of the second relay element 704 is commonly connected to the second normally open contact NO2 side of the first relay element 701 and the first and second common contacts 704, 706a and 706a are switched to form a power supply path for the electric motor 170 and the first normally closed contact NC1 of the second relay element 705 is connected to the motor forward rotation stop switch 145, respectively. The first normally open contact NO1 of the second relay element 705 is connected to the switch member 169 of the motor forward rotation stop switch 158 while the second normally open contact NO2 is connected to the ground potential Respectively.

The electric motor control unit 700 further includes a third relay element 707 for controlling the operation / stop of the electric motor 170 in accordance with the operation of the hand switch 10b or the operation state of the accelerator pedal 21 One end of the relay coil 708 of the third relay element 707 is commonly connected to the braking signal input terminal 400 and the output terminal of the hand switch 10b, 709 are connected to the switch member 25a side of the accelerator pedal detection switch 25 and the collector side of the first switching transistor 513 of the vehicle speed sensing unit 500.

In addition, the electric motor control unit 700 is provided with a fourth relay element 710 as a power switching element for setting a power supply path of the electric motor 170 for pulling / releasing the clutch pedal 51 The relay coil 711 of the fourth relay element 710 is connected to the normally closed contact NC of the third relay element 707 and the first common contact of the fourth relay element 710 712a are connected to the first common contact 706a side of the second relay element 704 while the second common contact 712b is connected to the second common contact 706b of the second relay element 704, .

In FIGS. 5 and 6, reference numeral 800 denotes a first relay element 701 of the electric motor control unit 700, which controls the electric motor 170 when the forward rotation of the electric motor 170 is completed, Shows a reverse voltage adjusting unit for supplying a reverse rotation potential level-adjusted to the electric motor 170 when the accelerator pedal 21 is operated to reverse the electric motor 170, The collector of the first and second transistors 802 and 803 connected in Darlington mode via the diode 801 to the first normally open contact NO1 of the first relay element 701 is connected And a variable resistor 806 having one end connected to the collector side of the first transistor 802 is provided for the resistors 804 and 805 connected to the bases of the first and second transistors 802, The second normally closed contact NC2 of the second relay element 704 on the emitter side of the second transistor 803, The level of the reverse power applied to the gate electrode of the NMOS transistor is adjusted. Preferably, the adjustment knob of the variable resistor 806 protrudes outside the control unit 30 so that external adjustment is possible.

Next, the operation of the clutch automatic control system of the passive type variable speed vehicle according to the present invention will be described in detail.

First, a shift lever 10 for a gear shift provided in a manual transmission is provided with a mode setting switch 10a for setting an automatic / manual clutch adjusting mode and a hand switch 10b operated for shifting, And the accelerator pedal 21 is connected to the vehicle body frame 22 by the pedal wire 23 and is pivoted under the support of the turning point 24 to accelerate the vehicle. The switch member 25a of the accelerator pedal detection switch 25 is coupled via the accelerator pedal 26 and the accelerator pedal detection switch 25 is also electrically connected to the control unit 30. [

The chain take-up drum 141 is disposed inside the guide member 141a formed in the housing 141 of the clutch control unit 40 and the center portion of one side of the chain take- The pair of horizontal movement pieces 144 are engaged with the gear teeth of the circular protrusions 143 protruding from the horizontal movement piece 144, So that the horizontal movement rack member 144 is movable in the horizontal direction by fastening the set screw 144b.

A motor reverse rotation stop switch 145 for instructing reverse rotation stop of the electric motor 170 is provided on the horizontal movement rack member 144 on the horizontal movement path in the direction for releasing the clutch pedal 51, And a pivoting member 144b provided at the tip of the switch member 145a provided in the motor reverse rotation stop switch 145 protrudes on the horizontal movement path of the horizontal movement rack member 144 do.

On the horizontal movement path for pulling / releasing the clutch pedal 51 of the horizontal shift rack member 144, the motor reverse rotation speed adjustment / stop switch 146 is fixed on the first switch bracket 147 The first and second screws 149 and 151 are fastened to the first and second long holes 148 and 150 formed in the first switch bracket 147 and then the first adjustment knob 152 is adjusted The position of the first switch bracket 147 is appropriately adjusted within the range of the first and second long holes 148 and 150 through the bolt member 153. [

A motor forward rotation stop switch 158 is provided on the second switch bracket 159 at a position for fully pulling the clutch pedal 51 of the horizontal shift rack member 144 and the second switch bracket 159 The first and second screws 161 and 163 are fastened to the first and second long holes 160 and 162 of the connecting bolt member 159 and the second adjusting knob 164 is adjusted to connect the connecting bolt member 165 The motor forward rotation stop switch 158 must be adjusted to be always positioned behind the motor reverse rotation speed adjustment / stop switch 146 in order to set the proper position of the switch bracket 159 Only. Here, the position of the first switch bracket 147 is adjusted to a degree that the clutch disc of the clutch mechanism is in contact with the engine flywheel, so that the driving force of the vehicle by the minimum power can be obtained even when, for example, By adjusting the second switch bracket 159, the operating clearance of the clutch pedal 51 can be adjusted.

The worm gear housing 172 coupled to the electric motor 170 is coupled to the housing 141. A worm 171 coupled to the front end of the electric motor 170 is connected to the worm gear housing One end of the worm gear shaft 174 to which the worm gear 173 is engaged is coupled to the center portion of the protruding portion 143 of the chain winding drum 142. [

In the clutch drive unit 50, the wire fastening member 51a is coupled to the clutch pedal 51 by fastening the screw 201 through the through hole 200 at a predetermined position of the clutch pedal 510 , The wire 203a of the wire fixing member 203 is inserted into the through hole 202 formed in the wire fastening member 51a in this state and then the bushing 203b is tightened and the wire fixing member And a chain 53 for pulling / releasing the clutch pedal 51 is inserted by inserting the pin 205. The pin 53 is connected to the chain 53 at the other end of the chain 53, Lt; / RTI >

The wire portion 53b connected to the chain portion 53a of the connecting member 53 is accommodated in the wire guide member 206 and the set of fixing brackets 208 and 209 is screwed into the screw 213a And then fixed to the screw hole 22a of the vehicle body frame 22 by means of the screw holes 213a and 213b so as to be screwed into the second tiltable member 212 at the screw through hole 208a formed in the circular end of the fixing bracket 208, The screw 210a is inserted into the screw through hole 209a of the fixing bracket 209 through the accommodated first tilting member 211 and then the nut 210b is fastened to fix the structure of the tilting roller member 52 Lt; / RTI >

The other end of the wire cable 55 is coupled to the connecting rod member 53 of the screw coupling type so as to be coupled with the other end of the chain portion 53a installed in the housing 141.

7 is a view for explaining the operating state of the clutch pedal applied to the present invention. Reference numeral 'A' denotes the overall operation of the clutch pedal 51 when the driver operates the clutch pedal 51 to desire a shift. C 'indicates that the clutch pedal 51 is positioned when the driver makes a shift, and the flywheel 51 is located inside the transmission in the state where the clutch pedal 51 is not operated. Lt; / RTI > indicates that the clutch disc is completely shut off. Further, the position 'D' indicates the starting point at which the clutch disc is connected to the flywheel so as to start the vehicle smoothly after performing the one-stage shift or the reverse shift from the position 'C' The clutch pedal can be quickly released to the position 'D' of the starting point at which the clutch disc is connected to the flywheel. In this case, the start of the vehicle is not performed. The position 'E' indicates the position where the clutch disc is completely connected to the flywheel, and from the position 'D' to the position 'E', the vehicle is allowed to start smoothly only when the clutch disc is smoothly connected to the flywheel. In addition, the position 'E' to the position 'B' is a free clearance distance which is independent of the connection of the clutch disc and the flywheel, and it is possible to prevent wear of the thrust bearing, 'E' represents a clutch connecting distance due to the operation of the clutch pedal 51. As shown in FIG.

Next, the operation of the clutch automatic control system of the passive type variable speed vehicle according to the present invention will be described in detail.

6, which shows the control unit 30, the mode setting switch 10a is kept in a non-connected state at all times, and the hand switch 10b is maintained in a disconnected state, The switch member 25a of the pedal detection switch 25 remains connected to the normally closed contact NC during the non-operation of the accelerator pedal 21 and the motor reverse rotation stop switch 145 and the motor reverse rotation The switch members 145a, 156 and 168 of the speed adjustment / stop switch 146 and the motor forward rotation stop switch 158 are also located at the normally closed contact NC. The first and second common contacts 703a and 703b: 706a and 706b: 709: 712a and 712b, which are common contacts of the first to fourth relay elements 701, 704 and 710 of the electric motor control unit 700, Also maintain the connection state to the normally closed contacts NC1, NC2 (NC1, NC2: NC: NC1, NC2), respectively.

In this state, when manual clutch control is performed in a state in which the operation of the mode setting switch 10a is not performed with respect to the manual shift type vehicle, the power from the power source 300 shown in Fig. Power is supplied to the motor switching control unit 700 so that the switch member 156 of the motor reverse rotation speed adjusting / stopping switch 146 and the first common contact 703a of the first relay element 701 are closed And the power applied to the second relay element 704 side is applied to the second relay element 704 side via the contact NC1 via the second normally closed contact NC2 and the second common contact 712b Is applied to the electric motor 170 through the second normally closed contact NC2 and the common contact 712b of the fourth relay element 710 and the electric power applied to the electric motor 170 is applied to the The first common contact 712a of the fourth relay element 710 is connected to the second After passing through the common contact point 706a connected to the first normally closed contact NC1 of the ray element 704 and then through the common contact 145a of the motor reverse rotation stop switch 145 to the normally closed contact NC And flows to the ground side.

Accordingly, the electric motor 170 rotates in the reverse direction, and the reverse rotational power is transmitted to the worm gear 173 through the worm 71, and the worm gear 173, which is axially coupled to the worm gear 173, The shaft 174 rotates in one direction to rotate the chain winding drum 142 in the reverse direction. The horizontal movement rack member 144 engaged with the gear teeth on the protruding portion 143 is moved in the direction for releasing the clutch pedal 51 by the reverse rotation of the chain winding drum 142. [

The switch member 145a (Fig. 6) of the motor reverse rotation stop switch 145 is moved to the position where the horizontal shift claw member 144 is moved to the position for pressing the switch member 145a of the motor reverse rotation stop switch 145 Is normally connected from the normally closed contact (NC) to the normally open contact (NC), whereby the ground potential for the electric motor (170) is cut off and the motor (170) is stopped in the braking state. Therefore, the clutch pedal 51 is in a position where operation is possible for a normal manual shift (i.e., see Fig. 8A).

On the other hand, when the mode setting switch 10a provided on the shift lever 10 is operated to the ON state and the automatic clutch control mode is set, the power of the power source unit 300 is switched through the mode setting switch 10a Is applied to the resistor 101 and the capacitor 102 to be obtained as the first power source VDD1 and is obtained as the second power source VDD2 by the resistor 103 and the Zener diode 104 and the capacitor 105 . The power of the power source unit 300 passing through the mode setting switch 10a is also applied to the emitter side of the first and second switching transistors 513 and 532 of the acceleration sensing unit 500, To the emitter side of the first and second switching transistors 619 and 622 of the first and second switching transistors 600 and 600, respectively.

Accordingly, when a speed pulse signal of the corresponding vehicle is applied to the speed sensing unit 600, the speed sensing unit 600 is provided to the monostable multivibrator 602 through the resistor 601 of the speed sensing unit 600, 602 and 603 which are selectively connected by a dip switch 611 for adjusting the time constant for each type of vehicle and / or the resistance value by the variable resistor 610 and the time constant of the capacitor 603 And the vehicle speed signal is obtained by charge / discharge of the resistor 613 and the capacitor 614 connected to the rear end of the monostable multivibrator 602 with respect to the pulse signal, The vehicle speed signal is applied to the base of the first switching transistor 619 via the three-stage shim trigger elements 615, 616, and 617, so that the first switching transistor 619 is turned on.

The bias voltage by the resistors 620 and 621 is set to the base of the second switching transistor 622 by conduction of the first switching transistor 619 so that the second switching transistor 622 is turned on The power of the power source 300 applied through the mode setting switch 10a is applied to the relay coil 702 of the first relay element 701 on the collector side of the second switching transistor 622 The relay element 701 is activated.

Accordingly, the common contact of the first relay element 701 is connected to the first normally open contact NO1 and the contact point 156 of the motor reverse rotation speed adjustment / stop switch 146 and the normally closed contact NC Is applied to the normally closed contact (NC1) side of the first relay element (701).

Here, in a state in which the driver does not operate the accelerator pedal, the switch member 25a (see Fig. 1) of the motor forward rotation stop switch 25 is always kept connected to the open contact NO side, The power source passes through the resistors 501 and 502 and is waveform shaped while passing through the first shim trigger element 503 and then passes through the resistor 504 and the capacitor 505 to be connected to the second shim trigger element 506 And the waveform-shaped signal is applied to the first monostable multivibrator 509 through the resistor 507 and the capacitor 508. The first monostable multivibrator 509 is connected to the resistor 507 and the capacitor 508, Thus, the first monostable multivibrator 509 generates a single pulse signal having a fairly short time constant set by the resistor 510 and the capacitor 511, and outputs the pulse signal through the resistor 512 to the first switching transistor The power supplied via the mode setting switch 10a is applied to the third relay element 707 via the pain contact 709 and the normally closed contact NC of the third relay element 707, And flows to the relay coil 711 of the relay element 710.

Accordingly, the first and second common contacts 712a and 712b of the fourth relay element 710 are switched to the normally open contacts NO1 and NO2 for a short period of time. In this case, The voltage generated by the inertial rotation is rapidly discharged to the ground shaft and is stopped in the motor brake state and then released.

At this time, when the accelerator pedal is not operated, the power from the power source unit 300 is supplied to the first relay element (not shown) through the switch member 169 of the motor forward rotation stop switch 158 and the normally closed contact NC 701 of the accelerator pedal detection switch 25 so that the first relay is connected to the normally closed contact of the accelerator pedal detection switch 25 via the common contact 703a of the element 701 and the first normally closed contact NC1 NC and the common contact 25a so as to continuously activate the relay coil 711 of the fourth relay element 710 through the third relay element 707 so that the electric motor 170 ) Will continue to remain stationary.

The hand switch 10b electrically connected to the relay coil 705 of the second relay element 704 and the second normally open contact NO2 of the first relay element 701 is turned ON Or when the braking signal BS applied through the braking signal input terminal 400 is applied by the operation of the brake pedal of the corresponding vehicle, the power via the setting switch 10b is transmitted through the hand switch 10b Is applied to the fourth relay element 707 so that the relay coil 708 of the third relay element 707 is activated so that the common contact 709 of the third relay element 707 is connected to the normally open contact NO) side. The first and second common contacts 712a and 712b of the fourth relay element 710 are returned to the first and second normally closed contacts NC1 and NC2 based on the switching.

In addition, as the relay coil 705 of the first relay element 704 is supplied with power from the second switch 10b, its common contacts 706a and 706b are connected to the normally open contacts NO1 and NO2 And in this state the power source from the power source unit 300 is switched from the switch member 169 of the motor forward rotation stop switch 158 and the normally closed contact NC to the first normally open state of the first relay element 704 And is applied to the fourth relay element 710 via the contact NO1 and the first common contact 706a.

A power source applied to the fourth relay element 710 side is connected to the first normally closed contact NC1 of the fourth relay element 710 via the electric motor 170 at the first common contact 712a, Is applied to the first relay element 704 through the second common contact 712b and the second normally closed contact NC2 of the relay element 710 so that the second common contact 702b of the first relay element 704 And the second normally open contact NO2 to the ground, whereby the electric motor 170 is rotated forward.

Therefore, the worm 171 and the worm gear 173 are normally rotated by the forward rotation of the electric motor 170, and the worm gear shaft 174 axially coupled to the worm gear 173 is also rotated, And the drum 142 is rotated forward. Therefore, the chain portion 53c is wound around the chain winding drum 142 by the guiding of the guide protrusion 141a. When the chain winding portion 142c is wound around the chain winding drum 142 And the horizontal movement of the horizontal movement rack member 144 is transmitted to the motor 144. The horizontal movement of the horizontal movement rack member 144 is controlled by the motor 144 Rotation stop switch 158 to the position where the switch member 169 of the motor forward rotation stop switch 158 is connected.

When the horizontal shift rack member 144 horizontally moves to a position where the switch member 156 of the motor forward rotation stop switch 146 is connected, the clutch pedal 51 is moved to the position 'B' When the horizontal shift claw member 144 is horizontally moved to a position where it connects the switch member 169 of the motor forward rotation stop switch 158, the motor reverse rotation speed adjustment / stop switch 146 The common contact point 156 of the motor forward rotation stop switch 158 is also switched to the normally open terminal NO side in addition to being connected to the normally open contact NO at all times, The power source for the electric motor 170 is shut off and the clutch pedal 51 is in the pulled state (i.e., the state shown in Fig. 8C) The state shown in Fig.

Then, when the oscillation period of the first monostable multivibrator 509 elapses, a power source, which is applied via the normally closed contact NC of the accelerator pedal detection switch 25 and the common contact 25a, Is applied to the third shim trigger element 517 through the resistors 515 and 516 of the pedal sensing unit 500 and is shaped into a waveform and then through the resistor 518 and the capacitor 519 to the fourth shim trigger element 520, and the waveform shaped signal is applied to the second monostable multivibrator 524 through a capacitor 523 by way of a resistor 522. Accordingly, the second monostable multivibrator 524 oscillates the oscillation signal having the time constant set by the resistor 525 and the capacitor 526 and is inverted at its output terminal Q ' The second switching transistor 532 is turned on when the second switching transistor 532 is applied to the base of the second switching transistor 532 through the intermediary of the mode setting switch 10a so that the power of the power source 300, 2 switching transistor 532 on the collector side of the second relay element 704 and the fourth relay element 707.

The first and second common contacts 706a and 706b are connected to the corresponding normally open contacts NO1 and NO2 by the relay coil 705 of the second relay element 704, The common contact of the element 707 is connected to the normally open terminal NO side. The power of the power source unit 300 applied through the common contact 169 of the fourth limit switch 158 is lower than the power of the first common contact 706a of the second relay element 704 and the first non- Is applied to the electric motor (170) through the first normally closed contact (NO1) of the fourth relay element (710) and the first normally closed contact (NO1) of the fourth relay element (710), and the electric power applied to the electric motor Flows through the second common contact of the second relay element 704 and the second normally open contact 706b through the second normally closed contact 712b of the relay element 710 and the common contact of the relay element 710, 170 are reversed. Therefore, the worm 171 and the worm gear 173 are rotated in the reverse direction by the reverse rotation of the electric motor 170, and the reverse rotation force of the worm gear 173 is transmitted to the worm gear 173 via the worm gear shaft 174 And the horizontal movement rack member 144 engaged with the gear teeth of the protrusion 143 by the reverse rotation of the chain winding drum 142 is transmitted to the chain lifting drum 142 in the releasing direction of the clutch pedal 51 Stop switch 146 to the position where the switch member 156 of the motor reverse rotation speed adjusting / stopping switch 146 is connected to the clutch pedal 51. As a result, the clutch pedal 51 is maintained in the released state 8b). That is, by the movement of the horizontal shift rack member 144, the clutch pedal 51 is moved from the position 'C' to the position 'D' shown in FIG.

When the horizontal shift claw member 144 contacts the switch member 156 of the motor forward rotation stop switch 146, the common contact 156 of the motor forward rotation stop switch 146 contacts the normally open contact (NO) side, so that the power supply path to the electric motor 170 is cut off and the reverse rotation of the electric motor 170 is stopped.

When the driver operates the braking pedal or operates the hand switch 10b provided on the shift lever 10, the electric power of the normal rotation is applied to the electric motor 170, The clutch pedal 51 is moved again to the point "C" in FIG. 7 by forward rotation.

In this state, when the driver finishes the operation of the braking pedal or the hand switch 10b after the shift to the start position or the shift to the backward position is completed, the clutch pedal 51 moves again to the point "D" So that a torque for smooth movement of the corresponding vehicle is generated even when the accelerator pedal 21 is not operated according to the degree of adjustment by the first adjustment knob 152. [

At this time, when the driver operates the accelerator pedal 21, the common contact 25a of the accelerator pedal detection switch 25 is connected to the normally open contact NO side, The common contacts 706a and 706b of the fourth relay device 704 are switched to the normally closed contacts NC1 and NC2. In this state, a power source that is reverse-voltage-regulated by the adjustment of the variable resistor 806 to the first and second transistors 802 and 803 of the reverse voltage regulator 800 is connected to the fourth relay element 704 The electric motor 170 is reversely rotated by the motor 170 so that the clutch pedal 51 smoothly moves from the point "C" to the point "A".

Accordingly, when the operation of the plastic pedal is released in a state where the vehicle is maintained at a low speed (for example, 30 km / h), the clutch pedal 51 is moved from the point B to the point C, And when the driver operates the accelerator pedal 21 again to accelerate the vehicle speed to a predetermined speed (for example, 30 km or more), the output of the vehicle speed sensing unit 600 causes the first The relay element 701 is automatically released to operate depending on the operation of the hand switch 10b regardless of the operation of the brake pedal or the accelerator pedal 21 so that the clutch operates at a high speed even when the vehicle is traveling at a high speed .

Therefore, when the vehicle is stopped by operating the brake pedal again during operation, the braking action is effected in addition to the effect of the engine brake at a constant speed or higher. The starting state of the engine is not stopped even if the state of the shift is maintained.

9 shows the construction of the horizontal movement rack member 144 according to another embodiment of the present invention. In the above-described embodiment, the horizontal movement rack member 144 is provided only on the projection 143 of the chain winding drum 142 The horizontal movement rack member 142 shown in FIG. 9 has a structure in which the linking member 53 'is directly coupled to one end of the horizontal movement rack member 142, The clutch pedal 51 is directly pulled or released by the rotation of the clutch pedal 142. This configuration also enables the clutch operation control described above.

As described above, according to the automatic clutch control system of the manual transmission, according to the preferred embodiment of the present invention, the clutch pedal is appropriately and automatically controlled under a constant speed or less, The driver is prevented from repeatedly operating the clutch pedal, so that the burden on the driver ' s clutch pedal can be eliminated.

Claims (16)

A shift control device for a manual shift change vehicle in which a vehicle speed is determined depending on a transmission gear set by a manual shift lever (10) under the operation of a clutch pedal (51) A hand switch means (10b) for interrupting an automatic control power source for the clutch pedal (51) while being operated for a vehicle speed change under the setting of the automatic control mode, a mode setting switch means An acceleration pedal detection switch means (25) for detecting an operation of the vehicle with respect to the accelerator pedal (21) as a switch signal; A control unit (30) for performing automatic control on the clutch pedal (51) based on a speed change state and a braking signal executed under the operation of the control unit (30) A clutch control unit 40 for controlling the clutch pedal 51 based on an automatic control torque for the clutch pedal 51 transmitted by the clutch control unit 40, And a clutch operation unit (50) for automatically controlling the operation of the clutch. The accelerator pedal according to claim 2, wherein the accelerator pedal sensing switch means (25) is a switch element (25) that is connected to the accelerator pedal (21) via a pedal wire (23) And an automatic clutch control system for a manual transmission. 2. The automatic transmission according to claim 1, wherein the control unit (30) comprises: a power supply unit (300) for supplying power for automatic control of the clutch pedal (51) An acceleration sensing part (600) for sensing an acceleration state for adjusting the position of the eccentric pedal (51) in an operating state of the accelerator pedal (21), an automatic sensing device A vehicle speed sensing unit 600 for setting the execution condition of the vehicle pedal 51, a power supply path for performing position control for the clutch pedal 51 based on the acceleration pedal sensing signal, the acceleration sensing signal, the vehicle speed signal, And an electric motor control unit (700) for setting the electric motor control unit (700). The automatic clutch control system for a manual transmission as claimed in claim 3, further comprising a reverse voltage regulator (800) for regulating a reverse voltage with respect to the operation of the clutch pedal (51). The clutch control apparatus according to any one of claims 1 to 3, wherein the clutch control unit (40) includes a clutch control mechanism (700) including an electric motor (170) that performs forward / reverse rotation under the control of an electric motor control unit And a clutch adjusting mechanism (40a) for automatically controlling the clutch pedal (51) by the clutch adjusting torque generated in the driving section (40b) and the clutch adjusting mechanism driving section (40b) Automatic control system. The clutch adjusting mechanism driving unit according to claim 5, wherein the clutch adjusting mechanism driving unit includes a worm 171 formed at a shaft end of the electric motor 170, a worm gear 173 engaged with the worm 171, And the worm gear 173 and the worm gear shaft 174 are housed in a worm gear housing 172. The worm gear housing 174 includes a worm gear 173, Automatic clutch control system for variable speed vehicles. The clutch control device according to claim 5, wherein the clutch adjusting mechanism (40a) is a coupling member (53) coupled to the worm gear shaft (174) of the clutch adjusting mechanism (40b) And a gear tooth train which is engaged with a gear tooth train formed around the projection 143 protruding from the center of one end of the winding member 142 is formed on the lower end face, A horizontal movement rack member 144 for converting the rotation of the electric motor 142 into a linear motion and a switching signal generator 144 provided on the horizontal movement path of the horizontal movement rack member 144 for stopping the reverse rotation of the electric motor 170, And a second switch element provided on a horizontal movement path of the horizontal movement rack member and generating a speed adjustment and a stop signal for reverse rotation of the electric motor, (146) and a motor generator 3 switch element (158). ≪ Desc / Clms Page number 19 > The manual transmission (1) according to claim 7, characterized in that the second switch element (146) is provided so as to be displaced from the third switch element (158) on the horizontal movement path of the horizontal shift rack member Automatic control system. The switch device according to claim 7 or 8, wherein the second switch element (146) is fixed to a switch bracket (147), wherein at least two slots (148, 150) are formed in the switch bracket Wherein one end of the switch bracket (147) is coupled to a first adjustment knob (152) protruding outside the housing (141) by bolt tightening. The switch according to claim 7 or 8, wherein the third switch element (158) is fixed to the second switch bracket (159), and at least two slots (160, 162) are formed in the switch bracket , And one end of the switch brackets (160, 162) is coupled to a second adjustment knob (164) protruding outside the housing (141) by bolt tightening. 4. The motor control apparatus according to claim 3, wherein the acceleration sensing unit (500) comprises: a first monostable multivibrator (509) for generating a reverse rotation pulse signal of the electric motor (170) by a power source applied in the automatic control mode; A first switching transistor 513 which is switched and driven by the predetermined pulse signal to generate a reverse rotation control signal for the electric motor 170 and a second switching transistor 513 which is turned on when the accelerator pedal 21 is not operated, A second monostable multivibrator for generating a reverse rotation pulse signal by a power source applied to the electric motor 170 via the electric motor 170, 2 switching transistor (532). ≪ / RTI > The vehicle speed sensor according to claim 3, wherein the vehicle speed sensing unit (600) includes a monostable multivibrator (602) for generating a pulse signal having a time constant due to a capacitor (603) and a resistance with respect to an actual vehicle speed of the vehicle, Pulse converting means 613 and 614 for forming a signal having a reverse potential with respect to the pulse signal of the multivibrator 602 and switching means 613 and 614 for switching action by the vehicle speed signal formed by the pulse converting means 613 and 614, And a first switching transistor (619, 622) for generating a stop releasing signal of the switching clutch (170, 170). 13. The method of claim 12, wherein the resistor that determines the time constant of the monostable multivibrator (602) is configured by a parallel connection of first to seventh adjustment resistors (604 - 609) and at least one variable resistor (610) . The first to seventh fixed resistors 604 to 609 and the variable resistor 610 are connected to each other via the dip switch 611 of the external adjustment type for the adjustment of the speed pulse signal for each vehicle type, And is connected to the multi-vibrator (611). The electric vehicle according to claim 3, wherein the electric motor control unit (700) comprises a first relay device (700) which is activated and controlled by an electric motor stop releasing signal of the vehicle speed sensing unit (600) A second relay device 704 activated in response to an operation detection signal of the accelerator pedal of the acceleration sensing unit 500 for switching control of the power supply path to the electric motor 170, A third relay element 707 for switching the power path applied to the electric motor 170 in response to the power path switching control of the element 704 so that the forward / reverse rotation of the electric motor 170 is performed; And a fourth relay element (710) for controlling the switching of the third relay element (707). 5. The electric power steering apparatus according to claim 4, wherein the reverse voltage regulator (800) comprises: a variable resistor (806) of an external regulation type for setting a power supply potential applied during reverse rotation of the electric motor (170) And a first and a second switching transistors (802, 803) connected in a Darlington connection for outputting a potential set by the electric motor (170) to a reverse rotation potential of the electric motor (170). The clutch pedal (51) according to claim 7, wherein the horizontal shift rack member (144) is directly connected to the clutch pedal (51) via a connecting member (53 ' And the position of the clutch is controlled by the automatic clutch control system. ※ Note: It is disclosed by the contents of the first application.