Rotating shaft assembly with a novel structure

Abstract

The present invention provides a rotating shaft assembly for a new clutch system that ensures 100% torque transmission between the engine and transmission in a vehicle system and can be applied to both existing manual and automatic transmission vehicles. The rotating shaft assembly converts the linear motion of one member into the rotational motion of another member by combining a protrusion and an inclined guide.

Description

[Technical field]

[0001] The applicant proposed a coupling part for transmitting the driving force of a power transmission mechanism to a clutch mechanism in Korean Patent Application No. 10-2019-0128511 (filed on October 16, 2019). Such a coupling part is applied to a clutch system including an accelerator and brake interlocking power transmission mechanism disclosed in the applicant's other Korean Patent Application No. 10-2019-0166488 (filed on December 13, 2019).

[0002] In Korean Patent Application No. 10-2020-0034811 (filed on March 23, 2020), the applicant proposed a clutch assembly including an outer cam that rotates in one direction or the other depending on the depression of the accelerator pedal and the brake pedal, and a fork portion that supports a rotating member that contacts the outer cam.

[0003] The present invention relates to a rotating shaft assembly having a new structure that improves upon Korean Patent Application No. 10-2019-0128511. In particular, following Korean Patent Application No. 10-2020-0034811, the present invention provides a rotating shaft assembly having a suitable structure. [Background technology]

[0004] The wheels of an automobile are rotated by the rotational motion of the engine being transmitted to the transmission via a flywheel and a clutch disc, where the rotational motion is changed in speed and then transmitted to a main shaft.

[0005] In a manually shifted vehicle, the connection between the flywheel and the disc is accomplished by a clutch pedal located on the floor above the left side of the driver's seat. When the clutch pedal is pressed, the connection between the two parts is broken, and when the pedal is released, the two parts are connected. The driver presses the clutch pedal to change gears, and after shifting gears with the pedal pressed, the driver gradually releases his / her foot from the pedal, entering a half-clutch state where the flywheel and disc are just beginning to come into contact.

[0006] In the case of automatic transmission vehicles, there is no clutch pedal. Instead, the system detects engine revolutions, vehicle speed, etc. and automatically changes gears according to the vehicle load. It is made up of a torque converter, oil pump, hydraulic clutch, planetary gear set, rotation sensor, reduction gear and valve body, and the gear stages are formed by a combination of the planetary gear set, wet multi-plate clutch and brake.

[0007] Manual and automatic transmissions have developed by imitating each other's advantages. For example, manual transmissions have adopted the automatic control algorithms applied to automatic transmissions, and automatic transmissions have adopted some of the mechanical friction clutch methods applied to manual transmissions to improve fuel efficiency. However, the design and structure of manual and automatic transmissions maintain the platform form that was originally developed.

[0008] Manually-shifted vehicles must be shifted in conjunction with the clutch pedal, and slippage occurs when restarting on a slope, which has led to a decline in popularity in Korea and North America. Therefore, there is a need to develop a system that can shift without a separate clutch pedal in conjunction with the brake and accelerator pedals and prevent slippage on slopes.

[0009] In the case of automatic transmission vehicles, fuel efficiency is reduced due to torque transmission by fluid, and there is a problem that it is vulnerable to short circuit of torque transmitted from the engine to the transmission when an abnormal phenomenon such as sudden acceleration occurs. Therefore, it is necessary to develop a system that eliminates the sudden acceleration phenomenon that occurs in automatic transmissions by mechanically operating the acceleration, half-clutch, and stop (brake) states by the brake pedal and accelerator pedal. [Prior art documents] [Patent documents]

[0010] [Patent Document 1] Korean Patent Application No. 10-2019-0128511 [Patent Document 2] Korean Patent Application No. 10-2019-0166488 [Patent Document 3] Korean Patent Application No. 10-2020-0034811 Summary of the Invention [Problem to be solved by the invention]

[0011] Therefore, an object of the present invention is to provide a rotating shaft assembly applicable to a new concept clutch system that can guarantee 100% torque transmission rate between the engine and transmission in a vehicle system and can be applied to both existing manual and automatic transmission vehicles. [Means for solving the problem]

[0012] In order to achieve the above-mentioned object, the present invention provides a rotary shaft assembly that converts the movement of a drive shaft that moves linearly when an accelerator pedal and a brake pedal are depressed into the rotational motion of a rotatable cam that constitutes a clutch assembly, wherein at least one protrusion is formed on a sleeve of the rotary shaft of the cam, and the drive shaft is formed with guide slots for accommodating each of the protrusions, the guide slot including a linear first path and a second path extending to form a predetermined inclination angle with respect to the first path, and the protrusion rotates by an amount equal to the inclination angle formed by the first path and the second path as the drive shaft moves linearly in one direction, thereby rotating the outer cam.

[0013] The protrusion can rotate in a second direction opposite to the first direction by an inclination angle formed between the first path and the second path due to linear movement of the drive shaft in the other direction opposite to the first direction, thereby rotating the cam.

[0014] The clutch assembly may be configured such that at least one protrusion is formed on the rotating shaft of the fork portion, which does not rotate regardless of the linear movement of the drive shaft, and the drive shaft may further be formed with a linear guide slot for receiving the protrusion.

[0015] The present invention also provides a rotary shaft assembly for converting movement of a drive shaft into rotational motion of a cam, wherein at least one protrusion is formed on a sleeve of the rotary shaft of the cam, and a guide slot for accommodating each of the protrusions is formed on the drive shaft, the guide slot including a linear first path and a second path extending to form a predetermined inclination angle with respect to the first path, and the protrusion rotates in a first direction by an amount equal to the inclination angle formed by the first path and the second path as the drive shaft moves linearly in one direction, thereby rotating the cam.

[0016] The present invention also provides a rotary shaft assembly for converting linear movement of a drive shaft caused by depression of an accelerator pedal and a brake pedal into rotational motion of a rotatable cam constituting a clutch assembly, the rotary shaft assembly including a sleeve of the rotary shaft of the cam having first and second protrusions, upper and lower guide slots for accommodating the first and second protrusions formed on the drive shaft, the upper guide slot including a linear first path and a second path extending at a predetermined inclination angle with respect to the first path, the lower guide slot having a shape rotated 180 degrees from the upper guide slot, a linear third path and a fourth path extending at a predetermined inclination angle with respect to the third path, the first protrusion rotates in a first direction by an inclination angle formed between the first path and the second path as the drive shaft linearly moves in one direction, and the second protrusion rotates in the first direction by an inclination angle formed between the third path and the fourth path as the drive shaft linearly moves in one direction, thereby rotating the cam. Effect of the Invention

[0017] The rotating shaft assembly of the clutch system of the present invention can expand the base of manual transmission vehicles by simplifying gear shifting, and can be used accurately and permanently in conjunction with the accelerator pedal and the brake pedal.

[0018] In addition, the rotating shaft assembly of the clutch system of the present invention is free from sudden acceleration because the power transmission and disconnection are performed mechanically, and both the driver and pedestrians can be protected.

[0019] In addition, the rotating shaft assembly of the clutch system of the present invention can be applied to all passenger cars and can replace a major part that transmits power generated from an internal combustion engine when the internal combustion engine is involved in the operation of a hybrid vehicle. It can also be expanded to parts that require power transmission and disconnection in large systems that use internal combustion engines, such as electric vehicles and other power plants. [Brief description of the drawings]

[0020] [Figure 1] 1 is an overall configuration diagram of a new concept clutch system according to the present invention; [Diagram 2] FIG. 2 is a diagram showing the overall configuration of the clutch system when the driver depresses the accelerator pedal. [Diagram 3] 3 is a diagram showing the overall configuration of the clutch system when the driver releases the accelerator pedal in the state shown in FIG. 2. [Figure 4] FIG. 4 is an overall configuration diagram of the clutch system in the state of FIG. 3, that is, when the driver depresses the brake pedal with the accelerator pedal released. [Diagram 5] FIG. 5 is a diagram showing the overall configuration of the clutch system in the state shown in FIG. 4, that is, when the driver depresses the brake pedal and then releases the depressing. [Figure 6] 2 is a perspective view of a rim forming the outer shell of the clutch assembly of the present invention and a fork member interposed between the rims. FIG. [Figure 7] FIG. 7 is an enlarged view of a portion of FIG. 6. [Figure 8] 2 is a cross-sectional view of the clutch assembly of the present invention taken at the space between the fork plates. [Figure 9] FIG. 9 is an enlarged view of a portion of FIG. 8. [Figure 10] FIG. 2 is a perspective view of a drive shaft of the rotating shaft assembly of the present invention. [Figure 11] FIG. 2 is a perspective view of a fork portion including a rotating shaft of the present invention. [Figure 12] FIG. 2 is a perspective view of a clutch assembly including a rotation shaft of the outer cam of the present invention. [Figure 13] FIG. 2 is a perspective view showing a state in which the rotating shaft assembly and the clutch assembly of the present invention are coupled together; [Figure 14] 1 is a conceptual diagram for explaining the function of a rotating shaft assembly of the present invention. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0021] Hereinafter, the present invention will be described in detail with reference to the accompanying drawings. Prior to the description, the terms and words used in this specification and claims should not be interpreted as being limited to their ordinary or dictionary meanings, but should be interpreted as being consistent with the technical ideas of the present invention. The embodiments described in this specification and the configurations shown in the drawings are merely embodiments of the present invention, and do not represent the entire technical ideas of the present invention.

[0022] Prior to describing the rotating shaft assembly of the present invention, the overall configuration of the clutch system and clutch assembly will be described with reference to FIGS.

[0023] <Overall configuration of clutch system> FIG. 1 is a diagram showing the overall configuration of a new concept clutch system according to the present invention.

[0024] The clutch system includes an engine Eg and a clutch assembly C that is connected to and disconnected from the engine Eg. An input shaft 200' is connected between at least the clutch assembly C and the transmission mechanism Tr. The configurations and functions of the engine Eg, the transmission mechanism Tr, and the input shaft 200' are known, and any of the current or future known devices may be used.

[0025] The position and state of the clutch assembly C changes depending on whether an accelerator pedal E is depressed and released, and whether a brake pedal B is depressed and released. A power transmission mechanism 1 and a drive shaft 100' are provided to transmit the depression and release of the accelerator pedal and the brake pedal E, B to the clutch assembly C. The power transmission mechanism 1 and the drive shaft 100' are connected via a connecting member S such as a rod. The power of the power transmission mechanism 1 is transmitted to the drive shaft 100', and the power of the drive shaft 100' is transmitted to the clutch assembly C. The drive shaft 100' is not connected to the transmission Tr. One side of the power transmission mechanism 1 is connected to the accelerator pedal E, for example via a cable, and the other side is connected to the brake pedal B.

[0026] FIG. 2 is a diagram showing the overall configuration of the clutch system when the driver depresses the accelerator pedal E.

[0027] When the driver depresses the accelerator pedal E, the power transmission mechanism 1 is driven to linearly move the connecting member S in a first direction in the drawing, for example, to the left. Then, the drive shaft 100' moves linearly to the left, and the linear movement of the drive shaft 100' is converted into the rotational motion of the clutch assembly C, which then switches to a state in which the rotational force of the engine Eg is transmitted to the transmission mechanism Tr via the input shaft 200', i.e., the "first state." If the driver continues to depress the accelerator pedal E, the increased rotational force of the engine Eg is transmitted to the transmission Tr, and the clutch assembly C maintains the first state.

[0028] FIG. 3 is a diagram showing the overall configuration of the clutch system when the driver releases the accelerator pedal E in the state shown in FIG.

[0029] When the driver releases the accelerator pedal E, the connecting member S moves linearly in the second direction in the drawing, for example, to the right, slightly due to the drive of the power transmission mechanism 1. Then, the drive shaft 100' moves linearly to the right slightly, and the linear movement of the drive shaft 100' is converted into the rotational movement of the clutch assembly C in the opposite direction to that of Fig. 2. The position of the clutch assembly C is slightly different from the first state, but the state in which the rotational force of the engine Eg is transmitted to the transmission Tr via the input shaft 200' ("second state") remains the same.

[0030] In general, the clutch mechanism continues to perform the function of connecting the engine and the transmission whether the accelerator pedal E is depressed or released. In this respect, the functions of the clutch assemblies C in Figures 2 and 3 are fundamentally the same.

[0031] FIG. 4 is a diagram showing the overall configuration of the clutch system when, for example, the driver depresses the brake pedal B in the state shown in FIG. 3 with the accelerator pedal E released.

[0032] When the driver depresses the brake pedal E, the power transmission mechanism 1 is driven to move the connecting member S linearly in the second direction of the drawing, i.e., to the right. Then, the drive shaft 100' moves linearly to the right, and the linear movement of the drive shaft 100' is converted into the rotational movement of the clutch assembly C in the opposite direction to that of FIG. 2. The clutch assembly C switches to a stage where it disconnects the engine Eg from the input shaft 200', i.e., a state where it does not transmit power to the transmission Tr ("third state"). The difference from FIG. 3 is that the connecting member of the power transmission mechanism 1 moves further to the right, and the clutch assembly C rotates further in the same direction as in FIG. 3, switching to a state where the rotational force of the engine Eg is not transmitted to the input shaft 200'.

[0033] FIG. 5 is a diagram showing the overall configuration of the clutch system when, for example, the driver releases the brake pedal B in the state shown in FIG.

[0034] When the driver releases the brake pedal E, the connecting member S moves linearly in the first direction of the drawing, i.e., to the left, by the drive of the power transmission mechanism 1. Then, the drive shaft 100' moves linearly to the left a little, and the linear movement of the drive shaft 100' is converted into the rotational movement of the clutch assembly C in the same direction as in FIG. 2. Here, the clutch assembly C is converted into a so-called half-clutch state where the engine flywheel and the disk just start to contact each other ("fourth state"). In the present invention, the "half-clutch state" is the same term as the "half-clutch state" in which the clutch pedal is released in a conventional manual vehicle in that it is an initial unstable state in which the rotational force of the engine is transmitted to the transmission, but it is fundamentally different in that it is a state in which the brake pedal is released. Therefore, in the following description, the "half-clutch state" will be referred to as a "transition condition or status" or an "intermediate condition or status".

[0035] To drive the vehicle, the driver starts the vehicle by depressing the brake pedal B, releases the brake pedal B, and then depresses the accelerator pedal E. In this case, the clutch system is switched to the states of Figs. 4, 5, and 2, in order, that is, the power disconnection between the engine Eg and the transmission Tr, the initial power transmission (half-clutch state or transition state), and the power connection state between the engine Eg and the transmission Tr. If the driver repeatedly depresses and releases the accelerator pedal E and the brake pedal B while driving, the clutch system is switched to one of the states of Figs. 2 to 5 or maintains the existing state. In this way, the clutch system is applicable to all vehicles, including manual and automatic vehicles, while eliminating the clutch pedal of manual vehicles.

[0036] <Clutch assembly structure> The clutch assembly C described below may have any structure that can transmit or cut off power in conjunction with an accelerator pedal E and a brake pedal B.

[0037] FIG. 6 is a perspective view of the rim 10 forming the outer periphery of the clutch assembly C and the fork portion 20 interposed between the rim 10. As shown in FIG.

[0038] The rim 10 is made up of a pair of opposing circular disks, which are joined together by a fastening tool (not shown) to form a functional unit. The rim 10 serves as a housing. As shown in detail in Fig. 7, the fork section 20 includes a pair of substantially circular, disk-shaped fork plates 22 facing each other. Concave curved sections 24, for example five in number, are formed at regular intervals on the outer surface of the fork plates 22, and connecting sections 26 connect the curved sections 24 to each other. Forks 28 are provided on both side surfaces of the connecting section 26. A rotating member 30, for example a needle bearing, is provided between the forks 28 facing each other between the connecting sections 26.

[0039] The rotating member 30 comes into contact with both side surfaces of the fork 28. That is, the fork 28 comes into contact with the rotating member 30 and functions to support it. The rotating member 30 is configured independent of the fork section 20. The rotating member 30 is mounted on the curved surface section 24 and is held between the forks 28, so that when the rotating member 30 rotates, the fork section 20 also rotates. A rotating shaft 20A is formed in the center of the fork section 20, and the rotation of the rotating shaft 20A is transmitted to the speed change mechanism Tr.

[0040] The present invention is characterized in that an inner cam 100 is provided adjacent to the lower surface of the rotating member 30 and an outer cam 200 is provided adjacent to the upper surface in the space between the pair of fork plates 22.

[0041] FIG. 8 is a cross-sectional view of the clutch assembly C of the present invention taken through the space between the fork plates 22.

[0042] The inner cam 100 has an overall pentagonal circular shape with a smaller diameter than the fork plate 22. The outer cam 200 has a disk shape with a larger diameter than the fork plate 22. The inner cam 100 and the outer cam 200 are only connected via the rotating member 30 and are isolated from each other in terms of power, and the rotation of one member does not automatically rotate the other member. Since the inner cam 100 and the outer cam 200 are disposed in the space between the fork plates 22, there is no collision or interference with the fork plate 22 due to their respective rotations. The inner cam 100 and the outer cam 200 are not made of opposing double plates like the rim 10 and the fork part 20, but are made of a single plate having a predetermined thickness.

[0043] The inner cam 100 is connected to a rotating shaft of the engine Eg (not shown). Therefore, the inner cam 100 is a subordinate member that rotates automatically with the rotation of the engine Eg. On the outer periphery of the inner cam 100, five curved convex surfaces 102 that protrude outward are formed at equal intervals corresponding to the number of the rotating members 30.

[0044] An edge 204 is formed on the outer periphery of the outer cam 200, and five curved receiving surfaces 202 are formed on the inner surface of the edge 204 at equal intervals corresponding to the number of rotating members 30, which are recessed toward the outer surface of the edge 204. With this structure, it can be said that each convex surface 102 and receiving surface 202 are arranged and "aligned" on each rotating member 30. Although one rotating member 30 is shown in the illustrated example, a total of five rotating members 30 are installed.

[0045] The outer cam 200 rotates clockwise or counterclockwise when the accelerator pedal or the brake pedal E, B is depressed or released. The drive shaft 100' is connected to the shaft of the outer cam 200 (not shown), and the linear movement of the drive shaft 100' is converted into the rotational movement of the outer cam 200 via the shaft of the outer cam 200. This changes the position of the rotating member 30 accommodated in the accommodation surface 202.

[0046] In Fig. 8, the rotating member 30 is in contact with the apex of the receiving surface 202 and is completely received, and is separated from the convex surface 102 with a small gap therebetween. Therefore, even if the engine Eg and the inner cam 100 rotate, the rotating member 30 and the fork portion 20 that supports it do not rotate, and no rotational force is transmitted to the transmission mechanism Tr. In this respect, Fig. 8 can be said to show a state in which the brake pedal B of the vehicle is fully depressed to cut off power.

[0047] The operating principle of the clutch assembly C will be described with reference to FIG. 9, which is an enlarged view of a portion of FIG.

[0048] 9, when the outer cam 200 rotates in the counterclockwise direction (R1), the receiving surface 202 rotates in the same direction. At this time, the other parts of the receiving surface 202 that are not the apex forcibly push the rotating member 30 downward, so that the rotating member 30 moves downward in the direction (H1). As described above, the side of the rotating member 30 is supported by the side 28A of the fork 28, and even if the outer cam 200 rotates, the fork part 20 does not rotate, so that the rotating member 30 does not move sideways. In other words, the direction (H1) is a linear path that is almost vertical, in which the rotating member 30 moves downward along the side 28A. When the rotating member 30 moves downward, the rotating member 30 comes into contact with the convex surface 102 of the inner cam 100. Therefore, when the engine Eg is driven and the inner cam 100 rotates, the rotating member 30 rotates with the rotation of the convex surface 102, and the fork portion 20 that grips the rotating member 30 also rotates, and the rotational force is transmitted to the speed change mechanism Tr via the rotating shaft 20A of the fork portion 20. The outer cam 200 rotates together with the rotating member 30 as the edge portion 204 thereof is always in contact with the rotating member 30.

[0049] It will be understood that if the outer cam 200 rotates clockwise (R2) in the state shown in FIG. 9, the same principle as above is applied.

[0050] <Rotary shaft assembly> Next, a rotary shaft assembly according to an embodiment of the present invention will be described. The rotary shaft assembly is a device that converts the linear movement of the drive shaft 100' into the rotary motion of the outer cam 200 of the clutch assembly C. The following is an example, and any structure that can convert linear motion into the rotary motion of another member may be used.

[0051] 10, a first guide slot 1002 and a second guide slot 1004 are formed in the sleeve of the drive shaft 100' where the drive shaft 100' is adjacent to the clutch assembly C. Although not shown, the clutch assembly C is located on the left side of the drawing, and the power transmission mechanism 1 is located on the right side.

[0052] The first guide slots 1002 are formed in a pair facing each other and are long straight channel shapes having a predetermined length along the longitudinal direction of the drive shaft 100'. The pair of first guide slots 1002 may be opposed to each other at 180 degrees intervals, but are not limited thereto.

[0053] Similarly, the second guide slot 1004 is composed of a second upper guide slot 1004A and a second lower guide slot 1004B facing each other. The second upper guide slot 1004A is composed of a first path 1006A, which is a straight channel of a predetermined length, and a second path 1008A, which is an inclined channel continuing from the first path 1006A. The second lower guide slot 1004B has a shape obtained by rotating the second upper guide slot 1004A at an angle of 180 degrees. That is, a third path 1008B is formed in correspondence with the first path 1006A and positioned opposite to each other along the outer surface of the drive shaft 100', and a fourth path 1006B, which is an inclined channel of a predetermined length, is formed in correspondence with the second path 1008A. As can be seen from the imaginary lines, the boundary between the first path 1006A and the second path 1008A and the boundary between the third path 1008B and the fourth path 1006B are the same along the circumferential direction. The first path 1006A and the third path 1008B have the same length, and the second path 1008A and the fourth path 1006B have the same length. The second upper guide slot 1004A and the second lower guide slot 1004B may be opposed to each other at 180 degrees, but are not limited thereto.

[0054] 11, a pair of protrusions 2002' are formed on the rotation axis 20A of the fork portion 20 so as to extend outward from the sleeve in a circumferential direction perpendicular to the longitudinal direction. The pair of protrusions 2002' are intended to be inserted into the respective first guide slots 1002. The distance spaced apart along the circumference of the protrusions 2002' is the same as the distance spaced apart between the first guide slots 1002, and the positions of the protrusions 2002' in the longitudinal direction along the sleeve are the same.

[0055] 12, first and second protrusions 3002A', 3002B' are formed on the rotation shaft 3000' of the outer cam 200 inwardly from the sleeve in a circumferential direction perpendicular to the longitudinal direction. The first protrusion 3002A' is inserted into the second upper guide slot 1004A, and the second protrusion 3002B' is inserted into the second lower guide slot 1004B. The distance between the first and second protrusions 3002A', 3002B' along the circumference is the same as the distance between the second upper and lower guide slots 1004A, 1004B, and the positions of the first and second protrusions 3002A', 3002B' in the longitudinal direction along the sleeve are the same.

[0056] 13 is a perspective view showing the structural connection of the rotating shaft 20A of the fork part and the rotating shaft 3000' of the outer cam 200 to the drive shaft 100'. The diameter of the drive shaft 100' is larger than that of the rotating shaft 20A and smaller than that of the rotating shaft 3000'. Therefore, when the three shafts are coupled in a state in which the first guide slot 1002 of the drive shaft 100' faces the respective protrusions 2002' at its lower side and the second guide slot 1004 faces the first and second protrusions 3002A', 3002B' at its upper side, the protrusion 2002' is inserted from the lower side to the upper side of the first guide slot 1002 of the drive shaft 100', and the first and second protrusions 3002A', 3002B' are inserted from the upper side to the lower side of the second upper and lower guide slots 1004A, 1004B, respectively.

[0057] The rotating shaft of the inner cam 100 (not shown) is manufactured to have a smaller diameter than the rotating shaft 20A and is coupled to the rotating shaft 20A, or the rotating shaft 20A itself can be a part of the rotating shaft of the inner cam 100. Therefore, the rotational motion of the engine Eg is transmitted to the transmission mechanism Tr via the drive shaft 100' without interfering with or colliding with the rotating shaft assembly of the present invention.

[0058] Based on the above description, the rotational operation of the outer cam 200 caused by the linear movement of the drive shaft 100' will be described with reference to FIG.

[0059] When the driver depresses the accelerator pedal and the drive shaft 100' moves linearly to the left, i.e., in the direction A', the first guide slot 1002 moves in the same direction, but since the latter is linear, the protrusion 2002' does not move in the circumferential direction, and therefore the fork part 20 maintains a stable normal position without rotating.

[0060] Meanwhile, when the second upper guide slot 1004A moves linearly, the inclined surface of the second path 1008A presses the first protrusion 3002A', so that the first protrusion 3002A' cannot maintain its normal position and receives a force to rotate in the direction (Ar) according to the inclination angle formed by the first path 1006A and the second path 1008A. At this time, in the case of the second lower guide slot 1004B, the second protrusion 3002B' rotates in the direction (Ar) according to the inclination angle of the inclined surfaces of the third path 1008B and the fourth path 1006B, similar to the operating principle of the second upper guide slot 1004A. Therefore, the rotation shaft 3000' of the outer cam 200 is supported by the first and second protrusions 3002A' and 3002B' and rotates in the direction (Ar), and finally the outer cam 200 rotates.

[0061] If the brake pedal is depressed while the drive shaft is moving in the A' direction, the drive shaft 100' moves linearly to the right, i.e., in the B' direction, the first guide slot 1002 moves in the same direction, but since the latter is linear, the protrusion 2002' does not move in the circumferential direction, and the fork part 20 maintains a stable normal position without rotating.

[0062] Meanwhile, when the second upper guide slot 1004A moves linearly, the inclined surface of the second path 1008A presses the first protrusion 3002A', so that the first protrusion 3002A' cannot maintain its normal position and receives a force to rotate in the direction (Br) according to the inclination angle formed by the first path 1006A and the second path 1008A. At this time, in the case of the second lower guide slot 1004B, the second protrusion 3002B' rotates in the direction (Br) according to the inclination angle of the inclined surfaces of the third path 1008B and the fourth path 1006B, similar to the operating principle of the second upper guide slot 1004A. Therefore, the rotation shaft 3000' of the outer cam 200 is supported by the first and second protrusions 3002A' and 3002B' and rotates in the direction (Br), and finally the outer cam 200 rotates.

[0063] Although the preferred embodiment of the present invention has been disclosed above, it is for illustrative purposes only and is not intended to limit or restrict the scope of the present invention.

Claims

1. A rotary shaft assembly that converts the linear movement of a drive shaft caused by depression of an accelerator pedal and a brake pedal into a rotary motion of a rotatable cam that constitutes a clutch assembly, At least two protrusions are formed on the sleeve of the rotating shaft of the cam, and guide slots are formed on the drive shaft to receive the respective protrusions; The guide slot includes a linear first path and a second path extending at a predetermined inclination angle relative to the first path, and the protrusion rotates in the first direction by an inclination angle formed by the first path and the second path due to linear movement of the drive shaft in one direction, thereby rotating the cam.

2. 2. The rotating shaft assembly according to claim 1, wherein the protrusion rotates in a second direction opposite to the first direction by an inclination angle formed between the first path and the second path due to linear movement of the drive shaft in the other direction opposite to the one direction, thereby rotating the cam.

3. A rotary shaft assembly that converts the linear movement of a drive shaft caused by depression of an accelerator pedal and a brake pedal into a rotary motion of a rotatable cam that constitutes a clutch assembly, a sleeve of the cam shaft is formed with first and second protrusions, and the drive shaft is formed with upper and lower guide slots for receiving the first and second protrusions; the upper guide slot includes a linear first path and a second path extending at an inclination angle relative to the first path; the lower guide slot has a shape obtained by rotating the upper guide slot by 180 degrees, and includes a linear third path and a fourth path extending to form a predetermined inclination angle with respect to the third path; the first protrusion rotates in a first direction by an amount corresponding to an inclination angle formed between a first path and a second path due to linear movement of the drive shaft in one direction, and the second protrusion rotates in the first direction by an amount corresponding to an inclination angle formed between a third path and a fourth path due to linear movement of the drive shaft in one direction, thereby rotating the cam.

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