Clutch system linked to accelerator and brake pedals

Abstract

The present invention provides a new concept clutch system, which ensures 100% torque transmission rate between the engine and the gearbox in the vehicle system, can be generally applied to existing manual and automatic transmission vehicles, and can be linked and operated with the accelerator and brake pedals.

Description

Technical Field

[0001] The present invention relates to a clutch system that can be generally applied to automatic and manual transmissions. More specifically, the present invention relates to a new concept clutch system that ensures 100% torque transmission rate between the engine and the transmission in a vehicle, and operates in conjunction with the accelerator and brake pedals.

[0002] The present invention is based on Korean Patent Application No. 10-2019-0099195 filed on August 14, 2019. Parts of the present invention are disclosed in the applicant's Korean Patent Application No. 10-2020-0051364 (rotating shaft assembly; filed on April 28, 2020), No. 10-2020-0034811 (clutch assembly; filed on March 23, 2020), and No. 10-2019-0166488 (power transmission mechanism; filed on December 13, 2019). Background Art

[0003] The engine's rotation is changed in the transmission through the flywheel and clutch plate and then transmitted to the main shaft to rotate the car's wheels.

[0004] In the case of a manual transmission vehicle, the connection or disconnection between the flywheel and the disc is performed by a clutch pedal installed on the upper floor of the left side of the driver's seat. If the clutch pedal is pressed, the connection between the two parts is disconnected, and if the pedal is released, the two parts are connected. The driver presses the clutch pedal to change gears, and after the gear is changed while the pedal is pressed, if the foot is slowly lifted from the pedal, the flywheel and the disc will enter a semi-clutch state where they are just beginning to contact.

[0005] In the case of automatic transmission vehicles, there is no clutch pedal. It senses the engine rotation, vehicle speed, etc. and automatically changes speed according to the vehicle load. It is composed of a torque converter, oil pump, hydraulic clutch, planetary gear set, rotation sensor, reduction gear and valve body, and the gear stage is formed by the combination of planetary gear set, wet multi-plate clutch and brake.

[0006] Manual and automatic transmissions have developed by imitating each other's advantages. For example, manual transmissions use the automatic control algorithm used in automatic transmissions, and automatic transmissions partially use the mechanical friction clutch method used in manual transmissions to improve dye consumption. However, the design structure of manual and automatic transmissions remains the platform form of the initial development.

[0007] In the case of manual transmission vehicles, the clutch pedal must be used to shift the speed simultaneously, but the vehicle slips when starting on a slope, which has led to a decline in popularity in Japan and North America. Therefore, it is necessary to develop a system that can shift the speed without a separate clutch pedal by linking the brake and accelerator pedals and prevent slipping on slopes.

[0008] The problem with automatic transmission vehicles is that, since the fuel consumption rate is reduced by torque transmission based on the fluid, when an abnormal phenomenon such as sudden start occurs, the torque flowing from the engine to the transmission is easily short-circuited. Therefore, it is necessary to develop a system that mechanically activates the acceleration, half-clutch, and stop (braking) states by means of the brake pedal and the accelerator pedal to eliminate the sudden start phenomenon that occurs in the automatic transmission. Summary of the invention

[0009] Therefore, the object of the present invention is to provide a new concept clutch system, which ensures 100% torque transmission rate between the engine and the gearbox in the vehicle system and can be generally applicable to existing manual and automatic transmission vehicles.

[0010] In order to achieve the above-mentioned purpose, the present invention provides a clutch system, including: a clutch assembly, which is connected or disconnected with the engine of a vehicle, and the clutch assembly changes its state by means of the pressing and releasing of the accelerator pedal and the pressing and releasing of the brake pedal. In order to transmit the pressing and releasing of the accelerator and brake pedals to the clutch assembly, it also includes a power transmission mechanism and a rotating body assembly, and the rotating body assembly includes a drive shaft connected to the power transmission mechanism.

[0011] The clutch assembly can be in any one of the first state, the third state and the fourth state. The first state is to transmit the rotational force of the engine to the transmission through the input shaft by stepping on the accelerator pedal, the third state is to interrupt the connection between the engine and the input shaft by stepping on the brake pedal, and the fourth state is to release the brake pedal in the third state and transmit the rotational force of the engine to the initial transfer state or the intermediate state of the transmission.

[0012] By stepping on the accelerator pedal, the driving shaft of the rotating body assembly connected to the power transmission mechanism moves linearly in one direction, so that the clutch assembly is located in the first state.

[0013] By stepping on the brake pedal, the driving shaft of the rotating body assembly connected to the power transmission mechanism moves linearly in another direction opposite to one direction, so that the clutch assembly can be located in the third state.

[0014] In the third state, by releasing the stepping of the brake pedal, the driving shaft of the rotating body assembly connected to the power transmission mechanism moves linearly in one direction, so that the clutch assembly is located in the fourth state.

[0015] The power transmission mechanism may include: an accelerator driver, which is connected to a cable of an accelerator pedal and drives the accelerator; and a brake driver, which is connected to a cable of a brake pedal and drives the accelerator driver and is arranged opposite to the accelerator driver.

[0016] The clutch assembly includes: an outer cam, which is linked to and rotates with the vehicle's accelerator pedal and brake pedal; an inner cam, which is rotated by the rotation of the vehicle's engine; a rotating member, which is connected to and in contact with the outer cam, and moves in the height direction with the help of the rotation of the outer cam, thereby being selectively connected to the inner cam; and a fork, which supports the rotating member and rotates together with the rotating member. The rotational force of the engine can be transmitted in sequence through the inner cam, the rotating member and the fork.

[0017] At least one protrusion is formed on the sleeve of the rotating shaft of the external cam of the clutch assembly, and a guide groove for accommodating each protrusion is formed on the driving shaft, the guide groove includes a linear first channel and a second channel extended in the form of a specified inclination angle with the first channel, and the protrusion is rotated by the inclination angle formed by the first channel and the second channel by linear movement in one direction of the driving shaft and can rotate the external cam.

[0018] The clutch system of the present invention has the following effects: the base layer of manual transmission vehicles can be expanded by simplifying the speed change, and the clutch system can be used accurately and permanently by driving in conjunction with the accelerator and brake pedals.

[0019] In addition, the clutch system of the present invention can avoid sudden start and protect the driver and pedestrians because the power transmission and short circuit are mechanically activated.

[0020] In addition, the clutch system of the present invention can be applied to all small cars. When a hybrid vehicle is running, the clutch system can be replaced by the main component that transmits the power generated by the internal combustion engine when the internal combustion engine needs to intervene. It can also be expanded to be applicable to large systems that use internal combustion engines such as electric vehicles and other power equipment that require power transmission and short-circuiting. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is an overall structural diagram of the clutch system of the present invention.

[0022] Figure 2 This is a diagram showing the overall configuration of the clutch system when the driver steps on the accelerator pedal.

[0023] Figure 3 is Figure 2 The overall structure diagram of the clutch system in the state where the driver releases the accelerator pedal.

[0024] Figure 4 is Figure 3 The overall structure diagram of the clutch system is as follows, showing a state in which the driver steps on the brake pedal while releasing the accelerator pedal.

[0025] Figure 5 is Figure 4 The overall structure diagram of the clutch system shows the state of the driver pressing the brake pedal and releasing the pressing of the brake pedal.

[0026] Figure 6 It is a structural diagram of the power transmission mechanism when the accelerator pedal is depressed according to the present invention.

[0027] Figure 7 It is a configuration diagram of the power transmission mechanism when the accelerator pedal is released from depression.

[0028] Figure 8 This is a diagram showing the configuration of the power transmission mechanism when the brake pedal is depressed.

[0029] Fig. 9 is Figure 8 A diagram showing the structure of the power transmission mechanism when the brake pedal is released from depression in the state of .

[0030] Fig.10 It is a three-dimensional view of the steel rings forming the outer profile in the clutch assembly of the present invention and the fork member interposed between the steel rings.

[0031] Fig.11 yes Fig.10 A magnified view of a portion of .

[0032] Fig.12 It is a cross-sectional view of the clutch assembly of the present invention cut off and viewed in the space between the fork plates.

[0033] Fig.13 yes Fig.12 A magnified view of a portion of .

[0034] Fig.14 The driver stepped on Fig.12 Diagram of the situation of the accelerator pedal.

[0035] Fig.15 The driver released Fig.14 A diagram showing the situation of the accelerator pedal being depressed.

[0036] Fig.16 The driver fully stepped on the Fig.12 Diagram of the brake pedal situation.

[0037] Fig.17 is Fig.12 A diagram showing a situation in which the driver releases the brake pedal in the state.

[0038] Fig.18 It is a perspective view of a drive shaft in the rotating shaft assembly of the present invention.

[0039] Fig.19 It is a perspective view of a fork including a rotation axis according to the present invention.

[0040] Fig. 20 It is a perspective view of a clutch assembly including a rotating shaft of an external cam according to the present invention.

[0041] Fig.21 It is a stereoscopic diagram of the combination of the rotating shaft assembly and the clutch assembly of the present invention.

[0042] Fig. 22 This is a conceptual diagram for explaining the function of the rotating shaft assembly of the present invention. DETAILED DESCRIPTION

[0043] Hereinafter, the present invention will be described in detail with reference to the accompanying drawings. Prior to this, the terms or words used in this specification and claims should not be limited to the usual meaning or the dictionary meaning, but should be interpreted as the meaning and concept that conforms to the technical idea of ​​the present invention. The embodiments described in this specification and the structures shown in the accompanying drawings are only embodiments of the present invention and do not fully represent the technical idea of ​​the present invention.

[0044] Before describing the rotating shaft assembly of the present invention, Figures 1 to 9 The overall structure of the clutch system and the clutch assembly is explained.

[0045] 1. Overall structure of the clutch system

[0046] Figure 1 It is an overall structural diagram of the clutch system of the new concept of the present invention.

[0047] The clutch system includes an engine Eg and a clutch assembly C that connects or disconnects the engine Eg. An input shaft 3200' is connected to the transmission mechanism Tr from at least the clutch assembly C. Although the configuration and functions of the engine Eg, the transmission mechanism Tr, and the input shaft 3200' are well known, any one of the present or future ones may be used.

[0048] The clutch assembly C changes position and state by pressing and releasing the accelerator pedal E (pressing) and the brake pedal B. In order to transmit the pressing and releasing of the accelerator pedal E and the brake pedal B to the clutch assembly C, a power transmission mechanism 1000 and a drive shaft 3100' are provided. The power transmission mechanism 1000 and the drive shaft 3100' are connected by a connecting member S like a connecting rod. The operation of the power transmission mechanism 1000 is transmitted to the drive shaft 3100', and the operation of the drive shaft 3100' is transmitted to the clutch assembly C. The drive shaft 3100' is not connected to the transmission Tr. One side of the power transmission mechanism 1000 is linked to the accelerator pedal E, for example, by a cable, and the other side is linked to the brake pedal B.

[0049] Figure 2 FIG. 2 is a diagram showing the overall configuration of the clutch system when the driver steps on the accelerator pedal E. FIG.

[0050] If the driver steps on the accelerator pedal E, the connecting member S moves linearly in the first direction of the figure, for example, to the left, with the help of the drive of the power transmission mechanism 1000. Then the drive shaft 3100' moves linearly to the left, and the linear movement of the drive shaft 3100' changes into the rotational movement of the clutch assembly C. The clutch assembly C is converted into a state in which the rotational force of the engine Eg is transmitted to the transmission mechanism Tr through the input shaft 3200', that is, the "first state". If the driver continues to step on the accelerator pedal E, the increased rotational force of the engine Eg is transmitted to the transmission Tr, and the clutch assembly C continues to maintain the first state.

[0051] Figure 3 is Figure 2 The overall structure diagram of the clutch system when the driver releases the accelerator pedal E in the state.

[0052] If the driver releases the accelerator pedal E, the connecting member S is driven by the power transmission mechanism 1000 to slightly move linearly in the second direction of the figure, for example, to the right. Then the drive shaft 3100' moves linearly slightly to the right, and the linear movement of the drive shaft 3100' is converted into the clutch assembly C moving in the direction of Figure 2 Although the position of the clutch assembly C is slightly different from the first state, the state of transmitting the rotational force of the engine Eg to the transmission Tr via the input shaft 3200' is still maintained ("second state").

[0053] Generally, the clutch mechanism performs the function of connecting the engine and the transmission regardless of whether the accelerator pedal E is depressed or released. Figure 2 and Figure 3 The function of the clutch assembly C is essentially the same.

[0054] Figure 4 For example, Figure 3 , that is, the overall structure diagram of the clutch system when the driver releases the accelerator pedal E and steps on the brake pedal B.

[0055] If the driver steps on the brake pedal B, the connecting member S moves linearly to the second direction of the figure, that is, to the right side, with the help of the driving of the power transmission mechanism 1000. Then the drive shaft 3100' moves linearly to the right side, and the linear movement of the drive shaft 3100' is converted into the clutch assembly C moving linearly to the right side. Figure 2 The step of the clutch assembly C interrupting the connection between the engine Eg and the input shaft 3200', that is, converting to a state where power is not transmitted to the transmission Tr ("third state"). Figure 3 The difference is that the connecting part of the power transmission mechanism 1000 is further moved to the right, and the clutch assembly C is moved to the right and Figure 3 The input shaft 3200' further rotates in the same direction, thereby switching to a positive cut-off state in which the rotational force of the engine Eg is not transmitted to the input shaft 3200'.

[0056] Figure 5 For example, Figure 4 The overall structure diagram of the clutch system shows the state of the driver pressing the brake pedal B and releasing the pressing.

[0057] If the driver releases the brake pedal B, the connecting member S is driven by the power transmission mechanism 1000 to slightly move linearly to the first direction of the figure, that is, to the left. Then the drive shaft 3100' moves linearly to the left slightly, and the linear movement of the drive shaft 3100' is converted into the clutch assembly C moving in the direction of Figure 2 The clutch assembly C is now in the so-called semi-clutch state (the "fourth state") where the flywheel and the disc of the engine just begin to contact. The "semi-clutch state" in the present invention uses the same term as the "semi-clutch state" in which the clutch pedal is released from the front manual vehicle in terms of the initial unstable state in which the rotational force of the engine is transmitted to the transmission, but it is fundamentally different in the state of releasing the brake pedal. Therefore, the "semi-clutch state" will be referred to as the "transition condition or status" or the "intermediate condition or status" according to the description below.

[0058] The driver depresses the brake pedal B to start the vehicle, and then releases the brake pedal B and depresses the accelerator pedal E. In this case, the clutch system is converted into Figure 4 , Figure 5 and Figure 2The clutch system is in the state of power interruption, initial power transmission (semi-clutch state or transfer state) and power connection between the engine Eg and the transmission Tr. When the driver repeatedly steps on and releases the accelerator pedal E and steps on and releases the brake pedal B during driving, the clutch system is converted to Figures 2 to 5 In this way, the clutch system can be applied to all vehicles including manual and automatic while removing the clutch pedal of the manual vehicle.

[0059] 2-1. Power transmission mechanism 1000

[0060] The power transmission mechanism 1000 is defined as a quadrilateral box shape. As shown in the figure, the box has an appearance defined by a long quadrilateral frame 1002. A throttle actuator 1000E1 connected to the hydraulic circuit of the throttle pedal E is provided on the right side of the frame 1002, and a brake actuator 1000B1 connected to the hydraulic circuit of the brake pedal B is provided on the left side. A first head 1022 is provided in front of the screw-shaped rotating shaft connected to the throttle actuator 1000E1 (on the left side), and a second head 1032 is provided in front of the rotating shaft of the brake actuator 1000B1 (on the right side). A cylindrical first spring 1000S1 and a second spring 1000S2 are installed in sequence between the first head 1022 and the second head 1032. The first head 1022 and the second head 1032 can be, for example, pressure bolts.

[0061] Figure 6 In the embodiment, a moving rod 1004 is provided across the frame 1002 in such a manner that the first head 1022 is in contact with the center portion, and a pair of side rods 1006 extend in parallel from the upper and lower ends of the moving rod 1004 toward the left side of the drawing outside the frame 1002. A wedge-like guide 1008 is attached to the other end of each side rod 1006. The lower surface of the guide 1008 is formed as an inclined surface 1008A.

[0062] A first bracket 1012 in the shape of "└┘" and a second bracket 1014 in the shape of "┌┐" are continuously formed on the left side of the frame 1002. A rotating rod 1016 protrudes outward through the first bracket 1012, its internal space and the frame 1002. The upper surface of the rotating rod 1016 is formed into an inclined first inclined surface 1016B in a shape that complements the inclined surface 1008A. One end located on the inner side of the rotating rod 1016 is also formed into an inclined second inclined surface 1016A.

[0063] In the present invention, the driving rod 1010 is linearly arranged vertically in the vertical direction inside the frame 1002 in the form of contacting the first spring 1000S1 on the right side and contacting the second spring 1000S2 on the left side. The front (left side) of the upper and lower ends of the driving rod 1010 is cut off to form an inclined inclined surface 1010A with a shape that complements the second inclined surface 1016A. Although the driving rod 1010 is not shown, it is connected to the connecting member S through the lower part or the side.

[0064] The basic structure of the power transmission mechanism 1000 of the present invention has been described above. In particular, Figure 6 The operation of the power transmission mechanism 1000 is shown in the case where the driver steps on the accelerator pedal E. That is, when the driver steps on the accelerator pedal E, the accelerator actuator 1000E1 is operated by means of the hydraulic pressure flowing in through the hydraulic line, so that the first head 1022 moves to the left. As a result, the moving rod 1004 and the side rod 1006 move to the left in an integrated manner, and the guide 1008 of the side rod 1006 hits the rotating rod 1016 from behind, so that the rotating rod 1016 can rotate counterclockwise and the driving rod 1010 can move to the left. The driving rod 1010 is pressurized by the first spring 1000S1, overcomes the elastic force of the second spring 1000S2 and moves to the left while being pressed. Figure 6 The flat surfaces of the upper and lower ends of the driving rod 1010 are connected and engaged with the inner side surface of the first bracket 1012. The connecting member S moves to the left, and the clutch assembly rotates to a predetermined position to enter the first state.

[0065] exist Figure 6 In the state of , if the passenger releases the accelerator pedal, the operation of the accelerator actuator 1000E1 is terminated, and the pressure of the first spring 1000S1 is released, so the second spring 1000S2 starts to push the drive rod 1010 to the right. Although the drive rod 1010 moves to the right and the moving rod 1004 and the side rod 1006 also move in the same direction, the inclined surface 1008A and the first inclined surface 1016B interfere with each other and stop at a position where it can no longer move. This state is Figure 7 The drive rod 1010 stops at this position and is slightly moved to the right. The connecting member S also moves to the right by the same amount as the moving distance of the drive rod 1010, whereby the clutch assembly rotates to a position corresponding to the state in which the accelerator pedal E is released and becomes the second state.

[0066] exist Figure 7In the state of , if the driver steps on the brake pedal B, the hydraulic pressure flowing in through the hydraulic line causes the brake actuator 1000B1 to operate, so that the second head 1032 moves further to the right. As a result, the moving rod 1004 and the side rod 1006 move to the right in an integrated form, and the driving rod 1010 is pressurized by the second spring 1000S2, overcomes the elastic force of the first spring 1000S1 and moves to the Figure 8 The flat surfaces of the upper and lower ends of the driving rod 1010 are connected and engaged with the inner side surface of the second bracket 1014. The connecting rod S moves to the right, whereby the clutch assembly rotates to a position corresponding to the stepped state of the brake pedal B and becomes the third state.

[0067] exist Figure 8 In the state of Figure 6 In the same manner, the state is achieved by moving to the left by a predetermined distance.

[0068] The connecting member S also moves to the left by the distance of the driving rod 1010, whereby the clutch assembly rotates to a position corresponding to the state in which the brake pedal B is released from depression and enters the fourth state. Fig. 9 Shown in.

[0069] comprehensive Figure 6 , Figure 7 , Figure 8 and Fig. 9 , the driving rod 1010 is in the accelerator pedal stepping position from the left side ( Figure 6 )、Accelerator pedal release position ( Figure 7 )、Brake pedal release position ( Fig. 9 ) and brake pedal position ( Figure 8 ) sequence. In order to drive the vehicle, the driver presses the brake pedal B and starts the vehicle, and then releases the brake pedal B and presses the accelerator pedal E. The power transmission mechanism 1000 of the present invention is sequentially Figure 8 , Fig. 9 and Figure 7 As mentioned above, the states of the clutch assembly C are respectively converted into power interruption between the engine Eg and the transmission Tr, initial power transmission (semi-clutch state or transfer state), and power connection state between the engine Eg and the transmission Tr.

[0070] There can be many variations of the power transmission mechanism 1000 and the connecting component S described above. The connecting component S, for example, is a connecting rod type linear component, but can be replaced by a connecting mechanism or a pushing mechanism with a trigger at the front end. As long as the power transmission mechanism 1000 can also move the driving part 1010 to various positions on the left and right according to the driving of the two drivers, the frame 1002, the moving part 1004, the first spring 1000S1 and the second spring 1000S2 and other components can be replaced by other structures or the frame 1002, the moving part 1004, the first spring 1000S1 and the second spring 1000S2 and other components can be changed to other structures.

[0071] 2-2. Clutch assembly structure

[0072] The clutch assembly C described below may have any structure as long as it can transmit or restrict power in conjunction with the accelerator pedal E and the brake pedal B.

[0073] Fig.10 It is a three-dimensional view of the steel ring 2010 forming the outer contour of the clutch assembly C and the fork 2020 interposed between the steel rings 2010.

[0074] The steel ring 2010 is composed of a pair of circular disks facing each other, which are connected by a fastening connection tool (not shown) to form a whole in function. The steel ring 2010 serves as a shell.

[0075] like Fig.11 As shown, the fork portion 2020 includes a pair of fork plates 2022 in a substantially circular disc shape facing each other. For example, five concave curved surface portions 2024 are formed at regular intervals on the outer surface of the fork plates 2022, and a connecting portion 2026 connects the curved surface portions 2024. Forks 2028 are provided on both side surfaces of the connecting portion 2026. A rotating member 2030 such as a needle bearing is provided between the connecting portions 2026 and between the facing forks 2028.

[0076] The rotating member 2030 is in contact with both side surfaces of the fork 2028. That is, the fork 2028 is in contact with the rotating member 2030 and plays a function of supporting the rotating member 2030. The rotating member 2030 is a separate structure from the fork 2020. The rotating member 2030 is mounted on the curved surface 2024 and is clamped by the fork 2028. Therefore, if the rotating member 2030 rotates, the fork 2020 also rotates. A rotating shaft 2020A is formed in the center of the fork 2020, and the rotation of the rotating shaft 2020A is transmitted to the speed change mechanism Tr.

[0077] The present invention is characterized in that an inner cam 2100 is provided in a blank space between a pair of fork plates 2022 so as to be adjacent to the lower surface of the rotating member 2030 , and an outer cam 2200 is provided so as to be adjacent to the upper surface.

[0078] Fig.12 It is a cross-sectional view of the clutch assembly C of the present invention cut off and viewed in the space between the fork plates 2022 .

[0079] The inner cam 2100 has a pentagonal shape as a whole that is smaller than the diameter of the fork plate 2022. The outer cam 2200 is a circular disc that is larger than the diameter of the fork plate 2022. The inner cam 2100 and the outer cam 2200 are connected only by the rotating member 2030, and are not connected to each other in terms of power. When one member rotates, the other member does not rotate automatically. The inner cam 2100 and the outer cam 2200 are arranged in the empty space between the fork plates 2022, so that they do not conflict or interfere with the fork plates 2022 by their respective rotation. The inner cam 2100 and the outer cam 2200 are not formed as opposed double discs like the steel ring 2010 or the fork 2020, but are made into a single disc with a predetermined thickness.

[0080] The inner cam 2100 is connected to the rotating shaft of the engine Eg (not shown). Therefore, the inner cam 2100 is a subordinate component that automatically rotates with the rotation of the engine Eg. Five curved convex surfaces 2102 that protrude outward are formed at equal intervals on the outer periphery of the inner cam 2100 in a manner that matches the number of the rotating component 2030.

[0081] An edge 2204 is formed on the outer periphery of the outer cam 2200, and five curved receiving surfaces 2202 that are recessed toward the outside of the edge 2204 are formed at equal intervals on the inner surface of the edge 2204 in a manner that matches the number of rotating components 2030. Due to such a structure, the protruding surface 2102 and the receiving surface 2202 are respectively configured for each rotating component 2030, which can be called "aligned". In the example shown, although one rotating component 2030 is shown, five rotating components 2030 are installed.

[0082] The outer cam 2200 rotates in a clockwise or counterclockwise direction by stepping on or releasing the accelerator pedal E or the brake pedal B. The drive shaft 2100' is connected to the shaft of the outer cam 2200 (not shown), and the linear movement of the drive shaft 2100' is converted into the rotational movement of the outer cam 2200 through the shaft of the outer cam 2200. Therefore, the position of the rotating member 2030 accommodated in the accommodation surface 2202 is different.

[0083] Fig.12In the embodiment, the rotating member 2030 is in contact with the vertex of the receiving surface 2202 and is completely received therein, and is separated from the protruding surface 2102 by a small gap. Therefore, even if the engine Eg and the inner cam 2100 are rotated, the rotating member 2030 and the fork 2020 supporting it will not rotate, and no rotational force will be transmitted to the speed change mechanism Tr. From this point of view, it can be said that Fig.12 The state in which the vehicle power is interrupted by fully pressing the brake pedal B is shown.

[0084] Refer to the enlarged view Fig.12 part of Fig.13 , the operating principle of the clutch assembly C is explained.

[0085] exist Fig.13 In the state, if the outer cam 2200 rotates 2000R1 in the counterclockwise direction, the receiving surface 2202 rotates in the same direction. At this time, the other parts of the non-vertex of the receiving surface 2202 force the rotating part 2030 to push downward, so the rotating part 2030 moves downward along the direction 2000H1. The side of the rotating part 2030 is supported by the side 2028A of the fork 2028 as described above. Even if the outer cam 2200 rotates, the fork 2020 will not rotate, so the rotating part 2030 does not move to the side. That is, the direction 2000H1 is a linear path that is almost close to a vertical line along the side 2028A that the rotating part 2030 moves downward. If the rotating part 2030 moves downward, the rotating part 2030 and the protruding surface 2102 of the inner cam 2100 contact. Therefore, when the engine Eg is driven to rotate the inner cam 2100, the rotating member 2030 rotates with the rotation of the convex surface 2102, and the fork 2020 holding the rotating member 2030 also rotates, and the rotational force is transmitted to the speed change mechanism Tr via the rotating shaft 2020A of the fork 2020. The edge 2204 of the outer cam 2200 is always in contact with the rotating member 2030, and therefore rotates together with the rotation of the rotating member 2030.

[0086] exist Fig.13 In this state, if the outer cam 2200 rotates 2000R2 in the clockwise direction, it can be understood that the same principle as above applies.

[0087] Then, based on the above instructions, refer to Figures 14 to 17 The operation of the clutch assembly C of the present invention when the driver steps on the accelerator pedal E, releases the stepping of the accelerator pedal E, steps on the brake pedal B, and releases the stepping of the brake pedal B will be described.

[0088] Fig.14 It's the driver Fig.12Assuming that the accelerator pedal E is stepped on so that the outer cam 2200 rotates 2000R1 in the counterclockwise direction, then Fig.13 The results described in . That is, as shown in the figure, the receiving surface 2202 pushes the rotating member 2030 downward while disengaging from the rotating member 2030, and at this time, the flat surface of the inner circumference of the edge 2204 presses the rotating member 2030. The rotating member 2030 moves downward by the depth of the receiving surface 2202 by 2000H1, thereby contacting the protruding surface 2102 of the inner cam 2100. The rotational force of the inner cam 2100, which is accelerated by the engine Eg, is transmitted to the fork portion 2020 through the rotating member 2030, and the rotation of the fork portion 2020 is transmitted to the speed change mechanism Tr. The outer cam 2200 connected to the rotating member 2030 also rotates at the same time. If the accelerator pedal E is further stepped on to the maximum extent, although the outer cam 2200 further rotates 2000R1 in the counterclockwise direction, the rotating member 2030 and the inner cam 2100 are basically in the same state. Fig.14 The contact is maintained as always, so there is no problem with power transmission.

[0089] Fig.15 The driver released Fig.14 The outer cam 2200 is slightly rotated 2000R2 in the clockwise direction and is in place, and the rotating member 2030 is still located on the flat inner peripheral surface of the edge 2204, so the engine Eg torque is still transmitted as when the accelerator E is stepped on. In addition, the rotating member 2030 is still in contact with the convex surface 2102 of the inner cam 2100. Therefore, compared with Fig.14 Since the accelerator E is released, excluding the acceleration of the engine Eg and the reduction of the rotational force of the inner cam 2100, the rotational force of the engine Eg is continuously transmitted to the fork 2020 via the rotating member 2030. The outer cam 2200 in contact with the rotating member 2030 also continues to rotate at the same time.

[0090] Fig.16 It's the driver Fig.15 The outer cam 2200 further rotates 2000R2 clockwise, as shown in FIG. Fig.12 As shown, the rotating member 2030 moves upward in contact with the vertex of the receiving surface 2202 and is completely received, and is separated from the protruding surface 2102 by a small gap. Therefore, the power of the engine Eg is not transmitted to the speed change mechanism Tr.

[0091] exist Fig.15 If you slowly step on the brake B, it can be understood as moving towards Fig.16That is, although the rotating member 2030 initially maintains contact with the inner cam 2100, it begins to re-enter the receiving surface 2202 of the outer cam 2200 with its own centrifugal force, and moves vertically upward by 2000H2. Relatively, the contact area with the inner cam 2100 gradually decreases. And, the receiving surface 2202 is completely received until it reaches the vertex of the receiving surface 2202, and thus becomes separated from the inner cam 2100 ( Fig.16 ).

[0092] Fig.17 is Fig.16 The figure shows the situation in which the driver releases the brake pedal B in the state. Fig.16 In the state, the outer cam 2200 rotates slightly by 2000R1 in the counterclockwise direction by 2000R1, but it is not the case that the accelerator pedal E is stepped on, so the rotation distance is Fig.14 Smaller than the outer cam 2200. At this time, as shown in the figure, the outer cam 2200 rotates until the rotating part 2030 is located near the boundary between the receiving surface 2202 and the flat surface on the inner periphery of the edge 2204. In this way, the rotating part 2030 gradually moves in the downward direction 2000H1, and as shown in the figure, reaches a position where it begins to contact the convex surface 2102 of the inner cam 2100. This state is the so-called semi-clutch state ("fourth state") mentioned above, and becomes an initial unstable state for transmitting the rotational force of the engine to the transmission. In this way, the present invention can achieve a "transfer state" or "intermediate state (intermediate condition or status)" like a manual transmission vehicle by deleting the clutch pedal. This constitutes the characteristic of the clutch assembly C of the present invention.

[0093] Comprehensive Figures 14 to 17 It can be seen that when the driver presses the brake pedal B to drive the vehicle and starts the vehicle, and then releases the brake pedal B and presses the accelerator pedal E, the clutch assembly C of the present invention becomes Fig.16 , Fig.17 and Fig.14 When the vehicle is moving, the clutch assembly C is in the following positions according to the degree to which the driver steps on the accelerator pedal E and the brake pedal B. Fig.14 and Fig.15 At a certain stage of the basic explanation, the fact that the engine Eg and the speed change mechanism Tr are always in a power connection state is important. The actual speed change of the vehicle is determined by the change in the engine speed, and has nothing to do with the clutch assembly C itself.

[0094] The clutch assembly C described above can be modified in many ways. As long as the fork 2020 can hold and support the rotating member 2030, the fork 2028 can be omitted. The number and shape of the rotating member 2030 can be changed in various ways, and other components besides the needle bearing can be selected as long as it can move in the height direction between the inner cam 2100 and the outer cam 2200. In addition, even if the fork 2028 rotates at a high speed, in order to firmly support the rotating member 2030, the fork 2028 can be fixed to the steel ring by a fastening member.

[0095] 2-3. Rotating shaft assembly

[0096] Next, a rotating shaft assembly according to an embodiment of the present invention is described. The rotating shaft assembly is a device that converts the linear movement of the drive shaft 3100' into the rotational movement of the outer cam 2200 of the clutch assembly C. The following is an example of the description, and any structure can be used as long as it is a structure that converts linear motion into the rotational motion of another component.

[0097] Reference Fig.18 The first guide groove 3002 and the second guide groove 3004 are formed in the sleeve of the drive shaft 3100' at a position where the drive shaft 3100' is adjacent to the clutch assembly C. Although not shown in the figure, the clutch assembly C is located on the left side of the figure, and the power transmission mechanism 1000 is located on the right side.

[0098] The first guide grooves 3002 are formed in a pair in an opposing manner and are in the shape of a long straight channel having a predetermined length along the longitudinal direction of the driving shaft 3100 ′. The pair of first guide grooves 3002 may be 180 degrees opposite to each other, but are not limited thereto.

[0099] The second guide groove 3004 also includes a second upper guide groove 3004A and a second lower guide groove 3004B facing each other. The second upper guide groove 3004A includes a linear channel of a specified length, namely, the first channel 3006A, and a channel connected to the first channel 3006A and inclined, namely, the second channel 3008A. The second lower guide groove 3004B is a shape obtained by rotating the second upper guide groove 3004A by 180 degrees. That is, corresponding to the first channel 3006A, a third channel 3008B is formed in an opposite form along the outside of the drive shaft 3100', and corresponding to the second channel 3008A, a channel inclined by a specified length, namely, the fourth channel 3006B, is formed. As can be seen from the virtual line, the boundaries of the first channel 3006A and the second channel 3008A, and the boundaries of the third channel 3008B and the fourth channel 3006B are the same along the circumferential direction. The lengths of the first channel 3006A and the third channel 3008B and the lengths of the second channel 3008A and the fourth channel 3006B are the same. The second upper guide groove 3004A and the second lower guide groove 3004B may face each other at 180 degrees, but are not limited thereto.

[0100] Reference Fig.19 A pair of protrusions 2002' are formed on the rotation axis 2020A of the fork 2020 along the circumferential direction perpendicular to the length direction from the sleeve toward the outside. The pair of protrusions 2002' are respectively inserted into the first guide grooves 3002. The spacing distance along the circumference of the protrusions 2002' is the same as the spacing distance of the first guide grooves 3002, and the positions of the protrusions 2002' along the length direction of the sleeve are the same.

[0101] Reference Fig. 20 A first protrusion 3002A' and a second protrusion 3002B' are formed on the rotating shaft 3000' of the outer cam 2200 along a circumferential direction perpendicular to the length direction from the sleeve toward the inside. The first protrusion 3002A' is inserted into the second upper guide groove 3004A, and the second protrusion 3002B' is inserted into the second lower guide groove 3004B. The spacing distance along the circumference of the first protrusion 3002A' and the second protrusion 3002B' is the same as the spacing distance between the second upper guide groove 3004A and the second lower guide groove 3004B, and the length direction position of the sleeve along the first protrusion 3002A' and the second protrusion 3002B' is the same.

[0102] Fig.213D is a perspective view showing a rotating shaft 3000' in which a rotating shaft 2020A of a fork and an outer cam 2200 are structurally connected to a driving shaft 3100'. The diameter of the driving shaft 3100' is larger than the diameter of the rotating shaft 2020A and smaller than the diameter of the rotating shaft 3000'. Therefore, if the first guide groove 3002 of the driving shaft 3100' is opposite to each protrusion 2002' below it, and the three shafts are combined in a state of being opposite to the first protrusion 3002A' and the second protrusion 3002B' above the second guide groove 3004, as shown in the figure, the protrusion 2002' is inserted upward from the bottom of the first guide groove 3002 of the driving shaft 3100', and the first protrusion 3002A' and the second protrusion 3002B' are inserted and combined from the top of the second upper guide groove 3004A and the second lower guide groove 3004B.

[0103] The rotating shaft of the inner cam 2100 (not shown) is made with a smaller diameter than the rotating shaft 2020A and is coupled to the rotating shaft 2020A, or the rotating shaft 2020A itself may be a part of the rotating shaft of the inner cam 2100. Therefore, the rotation of the engine Eg does not interfere or conflict with the rotating shaft assembly of the present invention, and is transmitted to the speed change mechanism Tr through the drive shaft 3100'.

[0104] Based on the above instructions Fig. 22 The rotation operation of the outer cam 2200 according to the linear movement of the driving shaft 3100 ′ will be described.

[0105] If the driver steps on the accelerator pedal to move the drive shaft 3100' to the left, that is, linearly in the direction A', the first guide groove 3002 moves in the same direction, but the latter is linear, so the protrusion 2002' does not move in the circumferential direction. Therefore, the fork 2020 does not rotate and maintains a stable original position.

[0106] In addition, if the second upper guide groove 3004A moves linearly, the inclined surface of the second channel 3008A presses the first protrusion 3002A', so the first protrusion 3002A' cannot maintain its original position and obtains a force to rotate the first channel 3006A and the second channel 3008A in the direction 3000Ar by the degree of the inclination angle formed. At this time, the second lower guide groove 3004B also uses the same principle in the same form as the operation principle of the second upper guide groove 3004A to rotate the second protrusion 3002B' in the direction 3000Ar by the degree of the inclination angle of the inclined surface of the third channel 3008B and the fourth channel 3006B. Therefore, the rotation axis 3000' of the outer cam 2200 rotates in the direction 3000Ar while being supported by the first protrusion 3002A' and the second protrusion 3002B', and finally the outer cam 2200 rotates.

[0107] When the driving shaft moves in the direction A', if the brake pedal is stepped on in reverse to make the driving shaft 3100' move linearly to the right, i.e., in the direction B', the first guide groove 3002 moves in the same direction, but the latter is a straight line, so the protrusion 2002' does not move in the circumferential direction. Therefore, the fork 2020 does not rotate and maintains a stable original position.

[0108] In addition, if the second upper guide groove 3004A moves linearly, the inclined surface of the second channel 3008A presses the first protrusion 3002A', so the first protrusion 3002A' cannot maintain its original position and obtains a force to rotate the first channel 3006A and the second channel 3008A in the direction 3000Br. At this time, the second lower guide groove 3004B also uses the same principle to rotate the second protrusion 3002B' in the direction 3000Br by the inclination angle of the inclined surface of the third channel 3008B and the fourth channel 3006B in the same form as the operating principle of the second upper guide groove 3004A. Therefore, the rotation axis 3000' of the outer cam 2200 is supported by the first protrusion 3002A' and the second protrusion 3002B' and rotates in the direction 3000Br, and finally the outer cam 2200 rotates.

[0109] The preferred embodiments of the present invention are disclosed above, which are merely illustrative and are not intended to define or restrict the scope of rights of the present invention.

[0110] The clutch system of the present invention can be widely used not only in cars, but also in conventional large trucks, buses, heavy equipment, military vehicles or armored equipment with manual transmission operation.

Claims

1. A clutch system, characterized in that: include: The clutch assembly connects or disconnects the vehicle's engine, The clutch assembly changes state by means of the accelerator pedal being stepped on and released and the brake pedal being stepped on and released. In order to transmit the stepping on and released of the accelerator pedal and the brake pedal to the clutch assembly, the clutch assembly further includes a power transmission mechanism and a rotating body assembly. The rotating body assembly includes a drive shaft connected to the power transmission mechanism. The clutch assembly is in any one of a first state, a third state and a fourth state, the first state is that the accelerator pedal is stepped on and the rotational force of the engine is transmitted to the transmission through the input shaft, the third state is that the brake pedal is stepped on and the connection between the engine and the input shaft is interrupted, and the fourth state is an initial transfer state or an intermediate state in which the brake pedal is released in the third state and the rotational force of the engine is transmitted to the transmission; The power transmission mechanism includes: A throttle driver, which is connected to the cable of the accelerator pedal and drives it; A brake actuator, which is connected to the cable of the brake pedal and drives the brake pedal, and is arranged opposite to the accelerator actuator; The clutch assembly includes: An external cam, which rotates in conjunction with an accelerator pedal and a brake pedal of the vehicle; an internal cam that is rotated by rotation of the vehicle engine; A rotating member connected to and in contact with the outer cam, and moved in the height direction by the rotation of the outer cam, thereby being selectively connected to the inner cam; a fork portion, which supports the rotating member and rotates together with the rotating member, The engine's rotational force is transmitted sequentially through the inner cam, the rotating member, and the fork; At least one protrusion is formed on the sleeve of the rotating shaft of the external cam of the clutch assembly, and a guide groove for accommodating each protrusion is formed on the driving shaft, the guide groove includes a linear first channel and a second channel extended in the form of a specified inclination angle with the first channel, and the protrusion is rotated by the inclination angle formed by the first channel and the second channel by linear movement in one direction of the driving shaft to rotate the external cam.

2. The clutch system according to claim 1, characterized in that: By stepping on the accelerator pedal, the driving shaft of the rotating body assembly connected to the power transmission mechanism moves linearly in one direction, so that the clutch assembly is located in the first state.

3. The clutch system according to claim 1, characterized in that: By stepping on the brake pedal, the driving shaft of the rotating body assembly connected to the power transmission mechanism moves linearly in another direction opposite to one direction, so that the clutch assembly is located in the third state.

4. The clutch system according to claim 3, characterized in that: In the third state, by releasing the stepping of the brake pedal, the driving shaft of the rotating body assembly connected to the power transmission mechanism moves linearly in one direction, so that the clutch assembly is located in the fourth state.

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