WO2017082437A1

WO2017082437A1 - Fuel-saving clutch control device using displacement sensor

Info

Publication number: WO2017082437A1
Application number: PCT/KR2015/012080
Authority: WO
Inventors: 이동근; 백병철; 이성철; 김성진
Original assignee: 원광이엔텍 주식회사
Priority date: 2015-11-10
Filing date: 2015-11-10
Publication date: 2017-05-18

Abstract

The present invention relates to a clutch control device connected to a booster cylinder (7) operating a clutch (11), so as to control the clutch, and comprises: a main cylinder module (110); a piston structure (120) provided to be movable inside the main cylinder module (110); an auxiliary cylinder module (130) arranged at the front of the main cylinder module (110) and interlocked with the piston structure (120); a position sensing module (140) connected to the rear of the main cylinder module (110); a solenoid valve module (150) connected to the lateral side of the main cylinder module (110); and a control unit for controlling the pressure of the solenoid valve module (150) according to the position, which is measured by the position sensing module (140), of the piston structure (120), wherein the position sensing module (140) is a non-contact displacement sensor type.

Description

Fuel Reduction Type Clutch Control Device Using Displacement Sensor

The present invention relates to a fuel-reduction type clutch control device using a displacement sensor, and more particularly, by using a non-contact displacement sensor using a clutch clearance as a magnetic force to reduce an error in miniaturization and operation of a device, The present invention relates to a clutch control device that uses a solenoid valve to regulate actuator operation, thereby enabling accurate position control of a pneumatic cylinder that operates the clutch, thereby reducing fuel by reducing RPM and reducing carbon emissions.

Clutch means a device that connects and disconnects a pair of concentric rotating shafts easily and quickly. This usually starts or stops the machine between the prime mover and the input shaft to the machine, allowing the engine to run under no load as in a car.

The clutch used in commercial vehicles performs the power transmission function that transmits the engine's rotational force to the transmission, and the power blocking function that temporarily shuts off the power flow between the engine and the transmission whenever necessary, and enables smooth and vibration-free oscillation. In addition, it protects the engine and power train from overload as well as reduces the engine's rotational vibration with the flywheel.

Figure 1 shows the structure of a conventional general clutch device. As shown in FIG. 1, the clutch pedal 1 receiving the driver's operating force, the master cylinder 3 for transmitting the force of the clutch pedal 1, and the air connected with the master cylinder 3 to supply air pressure A booster cylinder (7) having a piston rod (7a) operated under the pneumatic pressure supplied from the pump (5) and the air pump (5) and a release for operating the clutch (11) with the pneumatic pressure provided from the booster cylinder (7). And a shift lever 13 hinged to the cylinder 9 to connect the release cylinder 9 to the clutch 11. The push rod 9a of the release cylinder 9 has a return force by the spring 9b.

In the clutch configured as described above, when the driver presses the clutch pedal 1, the force actuates the piston rod 3a of the master cylinder 3 so that the pneumatic pressure supplied from the air pump 5 is the pneumatic induction part 51. Inflow into the booster cylinder (7), and the introduced air pressure moves the piston rod (7a) of the booster cylinder (7) to move the push rod (9a) of the release cylinder (9), the push The shift lever 13 separates the clutch disk of the clutch 11 from the driving plate of the engine by the movement of the rod 9a, and the power transmitted to the wheel is interrupted.

However, the clutch has a problem that not only increases the fatigue of the driver but also impairs the knees and the waist because the clutch pedal needs to be operated numerous times during the section or the slow running which is repeated for a long time.

In addition, in order to prevent the vehicle from starting, the accelerator pedal must be pressed while the foot pedal is released when the clutch pedal is released. When the start of the turn off, on the other hand, if the foot is released late, the power is not properly transmitted to the car there is a problem that the driving control of the vehicle is not good.

In order to solve this inconvenience, the automatic transmission with automatic shifting has advantages in terms of convenience and comfort while driving. However, the initial purchase cost is increased, and 20 to 30 percent of fuel is used compared to the manual transmission while driving. There is a drawback to high consumption.

In the case of existing manual commercial vehicles, when the accelerator pedal is released while driving, fuel is supplied to the engine according to the driving speed (RPM) .In order to save fuel, the gear is changed to a neutral state on a sloping road to enable elastic driving. However, there are problems related to accidents, such as not applying the engine brake and braking distance.

Conventionally, the concept of a semi-auto clutch has been proposed to solve such a problem, but there is a problem of post repair and management due to its complicated structure, and a method of attaching to a conventional vehicle has a complicated problem. Therefore, there is a demand for a clutch control device having a structure that allows simple detachment and attachment to an existing vehicle and a structure that is easy to maintain.

Particularly, in the case of the conventional semi-auto clutch, the clutch operation is controlled by using a motor, and the rotation value is read by a potentiometer and converted into a linear displacement value to calculate the clutch play and control the shift. There is a difficulty in large-sized mechanism and vehicle mounting.

In addition, in the case of using the motor driving method is often vulnerable to vehicle vibration and moisture when attached to the lower part of the vehicle shortens the life of parts due to corrosion and breakage.

In addition, in the process of converting the rotation value into displacement, there is a problem that an unnecessary shift shock occurs due to an error through a mechanical SLIP.

The present invention has been made to solve the above problems, by using a non-contact displacement sensor using a magnetic body in the process of adjusting the clutch play, to reduce the error in miniaturization and operation of the device, a plurality of solenoid valve The purpose of the present invention is to provide a clutch control device capable of reducing fuel generation and carbon generation due to RPM reduction by securing actuator durability and enabling accurate position control of the pneumatic cylinder that operates the clutch. .

The present invention can be easily operated under a variety of operating conditions by the automatic implementation of the semi-clutch state, to provide a clutch control device that can be easily operated even for beginners can be operated arbitrarily strong in the case of bad conditions.

In addition, unlike the prior art, the clutch control device uses a non-contact displacement detection system such as a magnetic sensor to reduce the wear of the mechanism and reduce errors in operation, and at the same time reduce the wear of the clutch to secure the durability of the device. To provide.

The present invention provides the following problem solving means to solve the above problems.

The present invention is a clutch control device connected to the booster cylinder (7) for operating the clutch 11 to control the clutch, the main cylinder module (110); A piston structure (120) movably embedded in the main cylinder module (110); An auxiliary cylinder module 130 disposed in front of the main cylinder module 110 and interlocked with the piston structure 120; A position sensing module 140 connected to the rear of the main cylinder module 110; A solenoid valve module 150 connected to the side of the main cylinder module 110; And a controller for controlling the pressure of the solenoid valve module 150 according to the position of the piston structure 120 measured by the position sensing module 140, wherein the position sensing module 140 has a non-contact displacement. It is a sensor system.

The sensing module 140 includes a sensor body 141 coupled to the outside of the main cylinder module 110 and a sensor extending from one side of the sensor body 141 and inserted into a piston hole formed in the piston 121. The bar 142 and the magnetic body 143 is disposed on the sensor bar 142.

The piston structure 120 may be inserted into the piston 121 and the sensor bar 142 to translate through the air supplied into the main cylinder module 110 through the operation of the solenoid valve module 150. It includes a piston hole formed along the axial direction of the piston 121 and the elastic body 125 is disposed in a form surrounding the piston 121.

On the controller, when the clutch pedal 1 starts to be released, the first condition at which the clutch is connected and the second condition at which the power is transmitted by completely removing the clutch pedal 1 are set, and the apparatus is in a half-clutch state. The solenoid valve module 150 is controlled from the first condition to the second condition to control the air flowing through the multi-stage orifice to reduce the fuel supply.

According to the present invention, in the process of adjusting the clutch play, by using a non-contact displacement sensor using a magnetic body to reduce the error in the miniaturization and operation of the device, as a result of controlling the actuator operation using a plurality of solenoid valves as a result Accurate position control of the pneumatic cylinder operating the clutch enables fuel reduction and carbon generation reduction due to RPM reduction.

In other words, the principle of the automatic clutch is designed in such a way that the clutch plate is separated when the foot is released from the accelerator pedal while the vehicle is running to block power transmission. For example, if the device is operated at 3,000 RPM while driving, it will fall to 700-800 RPM, converting to low RPM, and reducing fuel injection, and the amount of fuel reduction and carbon emission reduction will be determined by the cumulative reduction rate according to the number of uses. do.

The present invention can be easily operated in a variety of operating conditions by the automatic implementation of the half-clutch state, it can be easily operated even for beginners can be operated arbitrarily strong in the case of bad conditions. In addition, simple detachment is made to the existing vehicle and the maintenance of the product is convenient, and even the novice drivers can easily operate.

In addition, unlike the prior art, the clutch play is made by using a non-contact displacement detection system such as a magnetic sensor to reduce the size of the mechanical part and reduce the error during operation.

1 is a block diagram of a general clutch,

2 is a mounting configuration of the clutch according to the present invention,

3 is a block diagram of a clutch control device according to the present invention,

4 is an exploded perspective view of the clutch control device of FIG. 3;

5 is a front view of FIG. 3;

6 is a right side view of FIG. 3, and

7 is a plan view of FIG. 3.

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

However, in describing the present invention, when it is determined that a detailed description of a related known function or configuration may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted. Even if the terms are the same, if the displayed portions are different, it is to be noted that the reference numerals do not match.

The terms to be described below are terms set in consideration of functions in the present invention, and may be changed according to a user's intention or custom such as an experimenter and a measurer, and the definitions should be made based on the contents throughout the present specification.

Figure 2 shows a view in which the clutch control device according to the present invention is coupled to an existing clutch configuration. However, it is rather briefly expressed to highlight the key points of the present invention.

The present invention is a clutch control device which is connected to the booster cylinder 7 for operating the clutch 11 to control the clutch, and is connected to the clutch pedal 1 via the master cylinder 3.

The clutch control device 100 according to the present invention includes a main cylinder module 110, a piston structure 120 that is movably embedded in the main cylinder module 110, and an auxiliary cylinder module connected to the front of the main cylinder module 110. 130, a position sensing module 140 connected to the rear of the main cylinder module 110, and a solenoid valve module 150 connected to the side of the main cylinder module 110.

The main cylinder module 110 includes a hollow cylindrical housing 111, a front cylinder block 113 coupled to the front of the housing 111, and a rear cylinder block 115 coupled to the rear of the housing 111. . The cylinder blocks 113 and 115 may be in a state in which a plurality of structures are coupled to each other.

Specifically, the front cylinder block 113 includes an inner front cylinder block 113a directly coupled to the housing 111 and an outer front cylinder block 113b coupled outward of the inner front cylinder block 113a, The rear cylinder block 115 includes an inner rear cylinder block 115a directly coupled to the housing 111 and an outer rear cylinder block 115b coupled outward of the inner rear cylinder block 115a. The through hole is formed on the front cylinder block 113 to allow the movement of the piston structure 120. The through hole is formed on the rear cylinder block 115 so that a portion of the position sensing module 140 can be inserted therein.

The piston structure 120 is a piston 121 to translate through the air supplied into the main cylinder module 110 through the operation of the valve module 150, the piston so that the front portion of the position sensing module 140 can be inserted. A piston hole (not shown) formed along the axial direction of the 121 and an elastic body 125 is disposed in a form surrounding the portion of the piston 121.

The auxiliary cylinder module 130 is a cylinder case 131 coupled to the main cylinder module 110 so as to be interlockable with the piston 121 of the piston structure 120, a plurality of cylinders coupled to the cylinder case 131 so as to be communicable.

Branches

133 and 135 are included. The first branch 133 of the plurality of

branches

133 and 135 is connected to the master cylinder 3 through the pipe line 81, and the second branch 135 is connected to the booster cylinder through the pipe line 83. 7) is connected.

The sensing module 140 includes a sensor body 141 coupled to the outside of the main cylinder module 110, a sensor bar 142 extending from one side of the sensor body 141, and inserted into a piston hole formed in the piston 121. And a sensor case 144 accommodating therein the magnetic body 143 and the sensor body 141 disposed on the sensor bar 142.

A characteristic of the present invention is to control the solenoid valve module 150 to adjust the pneumatic pressure supplied to the main cylinder module 110 to perform a linear movement of the piston structure 120, the linear movement distance of the piston structure 120 To control the clutch directly. In the prior art, a technique of controlling the position by roughly detecting the position of the start and end points of a linearly moving piston has been disclosed. However, the response performance is very unstable to adjust the fine clutch play, especially under a semi-clutch state. In the case of not precise control, there is a problem that the stable transmission of the vehicle is not easy through a process in which power transmission is made rapidly.

In the present invention, in order to solve this problem, the linear value is accurate through the linear distance measuring sensor, such as a magnetic sensor, the linear value is accurate, there is an advantage that there is less risk of wear by operating in a non-contact.

Hereinafter, the operation principle of the clutch control device will be described in more detail.

When the driver operates the clutch pedal 1, the cylinder case 131 is connected to the cylinder case 131 via a plurality of

branches

133 and 135 through a connection relationship between the master cylinder 3, the air pump 5, and the booster cylinder 7. The piston 121 of the connected piston structure 120 is moved.

In the movement of the piston 121, the sensor bar 142 and the magnetic body 143 of the sensing module 140 detect the position of the piston 121 in real time. That is, the distance between the magnetic body 143 and the piston 121 is sensed in a non-contact manner.

In the present invention, particularly when the driver releases the clutch pedal 1 suddenly, it is possible to enable fast operation up to the half-clutch state and to enable fine power transmission from the half-clutch state. That is, to the point corresponding to the half-clutch to enable the rapid movement of the piston 121, and after that the movement of the piston 121 through the multi-stage through the sensing of the distance between the magnetic body 143 and the piston 121 By doing so, vibration and starting instability of the vehicle body due to rapid power transmission of the clutch can be eliminated.

On the other hand, the present invention controls the amount of air flowing into the main cylinder module 110 or the pressure by controlling the solenoid valve module 150 to open and close the air passage pipe (not shown) or orifice (not shown), It is to adjust the amount of air flowing out from the main cylinder module 110 in the pump off state.

The number of solenoid valves constituting the solenoid valve module 150 can be appropriately increased or decreased.

The solenoid valve module 150 is pre-programmed and stored according to the value of the movement distance of the piston structure 120 measured by the sensing module 140, and thus the controller (not shown) controls the solenoid valves. The operation signal value is transmitted. Each solenoid valve is turned on and off individually, and the sum of the orifices by all open solenoid valves becomes the total open area. In order to more precisely control the pressure, orifices are used in plural, and in particular, the diameters of the respective orifices are characterized in that they are formed differently.

For example, in the case of the present invention, the plurality of orifices may be provided differently in diameter.

The control unit connects the ECU of the vehicle with CAN (Controller Area Network) communication to collect information of the vehicle, receives a position signal through the sensing module 140 to confirm the operation of the piston structure 120, and receives the piston structure ( It is configured to control the solenoid valve module 150 for the operation of 120. In addition, the pedal operation state of the driver may be additionally checked through the pedal operation sensor. CAN communication is a standard communication specification designed to allow microcontrollers or devices to communicate with each other in a vehicle without a host computer. It is a message-based protocol.

Data related to CAN communication are information on vehicle speed, engine speed, brake pedal, accelerator pedal, clutch pedal, engine brake, and the like. The sensor includes a clutch switch, a clutch pedal operation sensor, a fuel supply flow sensor, and a sensing module having a magnetic body ( 140) and the like.

The present invention aims to optimize the program through automatic control by attaching the device according to the present invention to an existing manual clutch device for fuel saving of the vehicle. Specifically, when the clutch pedal 1 starts to be released, the clutch is connected. The first condition and the clutch pedal 1 at the time point are completely removed and applied to the second condition in which power transmission is performed. The first condition may be defined as a half clutch state.

The first and second conditions are preset conditions that may occur in the power transmission process using the clutch, and vehicle information and sensors to be collected through CAN communication may be selected, and the output thereof may be designed as a timing chart.

Unlike passenger cars, vans are loaded with heavy cargo, so in order to increase fuel economy, they must be driven in consideration of the type, size, and weight of the cargo, and most vehicles are loaded with more than their own weight. Therefore, it may be effective to improve the fuel economy by selecting the elasticity and inertia driving according to the characteristics of the road rather than maintaining a constant speed driving.

The fuel reduction type clutch control apparatus according to the present invention allows the piston structure 120 to operate at a high speed until the first condition, which is a half clutch state, when the clutch pedal is released and the clutch pedal is released when the power is cut off. In the first to second conditions, the solenoid valve module 150 is controlled to control air flowing through the stage, thereby minimizing fuel supply and thereby reducing fuel consumption. This, in turn, results in overall fuel savings by reducing carbon emissions while preventing excessive rise in engine RPM while the vehicle is running.

In the present invention, by installing the supply hydraulic line of the booster cylinder and the clutch control unit to be used in common, when the clutch automatic control device is mounted, the line of the existing booster cylinder is closed, and if the existing clutch pedal is operated, the clutch control unit Is released and can be selected and used by the driver. Even if an error occurs in the operation of the clutch control device, since the existing clutch operation can be used as the first priority, it does not interfere with the driving and also does not need to change the vehicle structure.

The present invention is not limited to the scope of the embodiments by the above embodiments, all having the technical spirit of the present invention can be seen to fall within the scope of the present invention, the present invention is the scope of the claims by the claims Note that is determined.

Claims

In the clutch control device connected to the booster cylinder (7) for operating the clutch 11 to control the clutch,

Main cylinder module 110;

A piston structure (120) movably embedded in the main cylinder module (110);

An auxiliary cylinder module 130 disposed in front of the main cylinder module 110 and interlocked with the piston structure 120;

A position sensing module 140 connected to the rear of the main cylinder module 110;

A solenoid valve module 150 connected to the side of the main cylinder module 110; And

And a controller configured to control the pressure of the solenoid valve module 150 according to the position of the piston structure 120 measured by the position sensing module 140.

The position detection module 140 is a non-contact displacement sensor method,

Fuel saving clutch control device.
The method of claim 1,

The detection module 140,

A sensor body 141 coupled to the outside of the main cylinder module 110, a sensor bar 142 extending from one side of the sensor body 141 is inserted into the piston hole formed in the piston 121, the sensor bar A magnetic body 143 disposed on 142,

Fuel saving clutch control device.
The method of claim 2,

The piston structure 120,

A piston 121 that translates through the air supplied into the main cylinder module 110 through manipulation of the solenoid valve module 150, and an axis of the piston 121 to allow insertion of the sensor bar 142. It includes a piston hole formed along the direction and the elastic body 125 is disposed in a form surrounding the piston 121,

Fuel saving clutch control device.
The method of claim 1,

On the control unit, when the clutch pedal 1 starts to be released, the first condition at which the clutch is connected and the second condition at which the clutch pedal 1 is completely removed are set.

The apparatus controls the solenoid valve module 150 from the first condition to the second condition in a half-clutch state to control the air flowing over the multistage orifices to reduce fuel supply,

Fuel saving clutch control device.