Accelerator and Brake Interlocking Power Transmission Mechanism

Abstract

The power transmission mechanism of the clutch system according to the present invention can transmit power so as to precisely control the operation of the clutch assembly according to the depression and release of the accelerator pedal and brake pedal.

Description

Technical Field

[0001] The present invention relates to an accelerator and brake interlocking power transmission mechanism necessary for implementing a new concept clutch system whose structure and operating principle are different from those of existing clutch systems. More specifically, the present invention relates to an accelerator and brake interlocking power transmission mechanism that is connected to an accelerator pedal and a brake pedal in an accelerating and braking state and can accurately control and drive a clutch assembly.

Background Art

[0002] The wheels of an automobile rotate when the rotational motion of the engine is transmitted to a transmission via a flywheel and a clutch disk, shifted, and then transmitted to a main shaft.

[0003] In the case of a manual transmission vehicle, the disconnection and connection of the flywheel and the disk are performed by a clutch pedal provided on the floor above the left side of the driver's seat. When the clutch pedal is depressed, the connection between the two members is interrupted, and when the depression is released, the two members are connected. The driver depresses the clutch pedal for gear shifting, shifts the gear while the pedal is depressed, and then gradually removes the foot from the pedal, resulting in a semi-clutch state where the flywheel and the disk begin to contact.

[0004] In the case of an automatic transmission vehicle, there is no clutch pedal, and it senses engine rotation, vehicle speed, etc., and automatically shifts according to the vehicle load. It is composed of a torque converter, an oil pump, a hydraulic clutch, a planetary gear set, a rotation sensor, a reduction gear, and a valve body, and the shift stages are composed of a combination of a planetary gear set, a wet multi-plate clutch, and a brake.

[0005] Manual and automatic transmissions have evolved while imitating each other's advantages. For example, manual transmissions have applied the automatic control algorithms applied to automatic transmissions, and automatic transmissions have partially applied the mechanical friction clutch method applied to manual transmissions to improve fuel efficiency. However, the design structures of manual and automatic transmissions maintain the form of the initially developed platform.

[0006] In the case of a manual transmission vehicle, it is necessary to shift gears in conjunction with the clutch pedal at the same time. When restarting on an inclined road, the preference decreases in the domestic and North American regions due to the occurrence of a slipping phenomenon. Therefore, it is necessary to develop a system that can shift gears in conjunction with the brake and accelerator pedals without the need for a separate clutch pedal and prevent the slipping phenomenon on an inclined road.

[0007] In the case of an automatic transmission vehicle, the fuel efficiency decreases due to torque transmission by fluid, and there is a problem of being vulnerable to a short circuit of the torque transmitted from the engine to the transmission when abnormal phenomena such as sudden acceleration occur. Therefore, it is necessary to develop a system that removes the sudden acceleration phenomenon that occurs in an automatic transmission by mechanically operating the acceleration, semi-clutch, and stop (brake) states by the brake pedal and the accelerator pedal.

Summary of the Invention

Problems to be Solved by the Invention

[0008] Therefore, the present invention aims to provide a power transmission mechanism related to the accelerator and the brake in a new concept clutch system that guarantees a 100% torque transmission rate between the engine and the transmission in a vehicle system and can be applied to both existing manual and automatic transmission vehicles.

Means for Solving the Problems

[0009] In order to solve the above-described problems, the present invention provides a power transmission mechanism in which a driving member mounted inside moves to a corresponding position in each of the following cases: (A) when the accelerator pedal is depressed, (B) when the depression of the accelerator pedal is released, (C) when the brake pedal is depressed, and (D) when the depression of the brake pedal is released, in conjunction with the accelerator pedal and the brake pedal of the vehicle.

[0010] The power transmission mechanism includes an accelerator actuator that is connected to and driven by a cable of the accelerator pedal, and a brake actuator that is connected to and driven by a cable of the brake pedal and is positioned opposite to the accelerator actuator. The driving member can move to its respective position by the operation of each actuator.

[0011] The driving member can be connected to a connecting member that is connected to a drive shaft for transmitting power to a clutch assembly.

[0012] When the driver depresses the accelerator pedal, the driving member of the power transmission mechanism moves in the first direction by the operation of the accelerator pedal actuator. When the depression of the accelerator pedal is released, the driving member of the power transmission mechanism moves in the second direction opposite to the first direction by the release of the operation of the accelerator pedal actuator. When the driver depresses the brake pedal, the driving member of the power transmission mechanism moves in the second direction by the operation of the brake pedal actuator. When the depression of the brake pedal is released, the driving member of the power transmission mechanism can move in the first direction opposite to the second direction by the release of the operation of the brake pedal actuator.

[0013] Furthermore, the present invention provides a power transmission mechanism including an accelerator actuator driven by being connected to a cable of an accelerator pedal of a vehicle, and a brake actuator driven by being connected to a cable of a brake pedal and positioned opposite to the accelerator actuator, the power transmission mechanism including a drive member that moves in a first direction or a second direction by the operation of each actuator, and the drive member being capable of moving to (A) a first position when the accelerator pedal is depressed, (B) a second position when the depression of the accelerator pedal is released, (C) a third position when the brake pedal is depressed, and (D) a fourth position when the depression of the brake pedal is released.

[0014] When viewed from the first direction, the drive member can be placed in the first position, the second position, the fourth position, and the third position in this order.

[0015] The fourth position can move further in the first direction from the third position to convert the clutch assembly into a semi-clutch state.

Advantages of the Invention

[0016] The power transmission mechanism of the clutch system of the present invention can expand the bottom layer of a manual transmission vehicle by simplifying the shifting, and exhibits the effect of being able to be used accurately and permanently in conjunction with the accelerator pedal and the brake pedal.

[0017] In addition, since the power transmission and disconnection of the power transmission mechanism of the present invention are mechanically operated, it is free from sudden starts and can protect both the driver and pedestrians.

[0018] Moreover, the power voltage mechanism of the present invention is applicable to all passenger cars, and can replace the main components that transmit the power generated from the internal combustion engine when the internal combustion engine is involved during the operation of a hybrid vehicle, and can be widely applied to parts that require power transmission and disconnection in large systems using internal combustion engines, such as electric vehicles and other power plants.

Brief Description of the Drawings

[0019]

Figure 1

Figure 2

Figure 3

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Figure 9

Embodiments for Carrying Out the Invention

[0020] 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 the claims should not be construed as being limited to the ordinary or dictionary meanings, but should be construed as meanings and concepts consistent with the technical idea of the present invention. The embodiments described in this specification and the configurations shown in the drawings are only examples of the present invention and do not represent all of the technical ideas of the present invention.

[0021] FIG. 1 is the overall configuration diagram of the new concept clutch system of the present invention.

[0022] The clutch system includes an engine Eg and a clutch assembly C that is connected to or disconnected from the engine Eg. An input shaft 200 is connected at least between the clutch assembly C and a transmission Tr. The configurations and functions of the engine Eg, the transmission Tr, and the input shaft 200 are known and can be used either currently or in the future.

[0023] The position and state of the clutch assembly C change depending on the depression and release of the accelerator pedal E and the depression and release of the brake pedal B. 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 pedals 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 interlocked with the accelerator pedal E, for example, via a cable, and the other side is interlocked with the brake pedal B.

[0024] Figure 2 is an overall configuration diagram of the clutch system when the driver depresses the accelerator pedal E.

[0025] When the driver depresses the accelerator pedal E, the connecting member S linearly moves in the first direction of the drawing, for example, to the left, by the drive of the power transmission mechanism 1. Then, the drive shaft 100 linearly moves to the left, and the linear movement of the drive shaft 100 is converted into a rotational movement of the clutch assembly C, and the clutch assembly C is converted into a state of transmitting the rotational force of the engine Eg to the transmission Tr via the input shaft 200, that is, the first state. If the driver keeps depressing the accelerator pedal E, the increased rotational force of the engine Eg is transmitted to the transmission Tr, and the clutch assembly C keeps maintaining the first state.

[0026] Figure 3 is an overall configuration diagram of the clutch system when the driver releases the depression of the accelerator pedal E in the state of Figure 2.

[0027] When the driver releases the depression of the accelerator pedal E, the connecting member S linearly moves slightly in the second direction of the drawing, for example, to the right side, by the drive of the power transmission mechanism 1. Then, the drive shaft 100 linearly moves slightly to the right side, and the linear movement of the drive shaft 100 is converted into a rotational movement of the clutch assembly C in the direction opposite to that in FIG. 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 200 (“second state”) is maintained as it is.

[0028] Generally, the clutch mechanism still performs the function of connecting the engine and the transmission whether the accelerator pedal E is depressed or released. In this regard, it can be said that the functions of the clutch assemblies C in FIGS. 2 and 3 are fundamentally the same.

[0029] FIG. 4 is an overall configuration diagram of the clutch system when, for example, in the state of FIG. 3, that is, when the driver depresses the brake pedal B while releasing the depression of the accelerator pedal E.

[0030] When the driver depresses the brake pedal E, the connecting member S linearly moves in the second direction of the drawing, that is, to the right side, by the drive of the power transmission mechanism 1. Then, the drive shaft 100 linearly moves to the right side, and the linear movement of the drive shaft 100 is converted into a rotational movement of the clutch assembly C in the direction opposite to that in FIG. 2. The clutch assembly C is switched to the stage of disconnecting the connection between the engine Eg and the input shaft 200, that is, the state of not transmitting 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 side, the clutch assembly C rotates further in the same direction as in FIG. 3, and the rotational force of the engine Eg is converted to a certain blocking state where it is not transmitted to the input shaft 200.

[0031] FIG. 5 is an overall configuration diagram of the clutch system when, for example, in the state of FIG. 4, that is, when the driver releases the depression of the brake pedal B while depressing the brake pedal B.

[0032] If the driver releases the depression of the brake pedal E, the connecting member S linearly moves a little 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 linearly moves somewhat to the left, and the linear movement of the drive shaft 100 is converted into a rotational movement of the clutch assembly C in the same direction as shown in FIG. 2. Here, the clutch assembly C of the present invention is converted into a so-called semi-clutch state ( "fourth state") in which the flywheel of the engine and the disk start to come into contact. In the present invention, the "semi-clutch state" uses the same term as the "semi-clutch state" in a conventional manual vehicle where the depression of the clutch pedal is released, in that it is an initial unstable state for transmitting the rotational force of the engine to the transmission, but is fundamentally different in that it is a state where the depression of the brake pedal is released. Therefore, hereinafter, the "semi-clutch state" will be referred to as the "transition condition or status" or the "intermediate condition or status" by way of explanation.

[0033] The driver starts the vehicle while depressing the brake pedal B to drive the vehicle, and depresses the accelerator pedal E after releasing the depression of the brake pedal B. In this case, the clutch system of the present invention is sequentially converted into the states of FIGS. 4, 5, and 2, i.e., power interruption between the engine Eg and the transmission Tr, initial power transmission (semi-clutch state or transition state), and power connection state between the engine Eg and the transmission Tr. When the driver repeatedly depresses and releases the accelerator pedal E and the brake pedal B during running, the clutch system of the present invention is converted into one of the states of FIGS. 2 to 5 or maintains the existing state. Thus, the clutch system of the present invention is applicable to all vehicles including manual and automatic vehicles while eliminating the clutch pedal of a manual vehicle.

[0034] Also, with reference to the connecting member S, the connecting member S is positioned in the order of FIGS. 2, 3, 4, and 5 from the left side. That is, the more the vehicle is in a running state with the accelerator depressed, the more the connecting member S is biased and positioned in the first direction on the left side, and the more the vehicle is in a decelerating or stopping state with the brake pedal depressed, the more it moves so as to be biased and positioned in the second direction on the right side.

[0035] As can be understood from the above description, any power transmission mechanism 1 displayed in a box in the present invention can be adopted as long as it has a structure capable of moving the connecting member S in conjunction with the accelerator pedal E and the brake pedal B. Therefore, the embodiments after FIG. 6 are merely examples for assisting understanding and should not be construed as limiting the scope of rights of the present invention.

[0036] The power transmission mechanism 1 is defined by the outer shape of a rectangular box. The box is defined in appearance by a rectangular frame 2 as shown in the figure. An accelerator actuator E1 connected to the hydraulic line of the accelerator pedal E is provided on the right side of the frame 2, and a brake actuator B1 connected to the hydraulic line of the brake pedal B is provided on the left side. A first head 22 is provided in front (left side) of the spiral rotary shaft connected to the accelerator actuator E1, and a second head 32 is provided in front (right side) of the rotary shaft of the brake actuator B1. Between the first head 22 and the second head 32, cylindrical first and second springs S1, S2 are successively mounted. The first and second heads 22, 32 can be, for example, pressing bolts.

[0037] In FIG. 6, a moving bar 4 is provided across the frame 2 so as to contact the center of the first head 22, and a pair of side bars 6 extend in parallel from the upper and lower ends of the moving bar 4 toward the left side of the drawing from the outside of the frame 2. A guide 8 like a wedge is attached to the other end of each side bar 6. The lower surface of the guide 8 is formed as an inclined surface 8A that is inclined.

[0038] Above and below inside the left side of the frame 2 are “ JPEG0007693208000001.jpg2323”-shaped first support portions 12 and “ The "2121"-shaped second support portion 14 is continuously formed, and the rotation bar 16 protrudes outside through the first support portion 12, its internal space, and the frame 2. The upper surface of the rotation bar 16 is formed as a first inclined surface 16B inclined in a shape complementary to the inclined surface 8A. A second inclined surface 16A that is inclined is also formed at one end located inside the rotation bar 16.

[0039] In the present invention, the drive bar 10 is linearly and vertically provided in the vertical direction inside the frame 2 so as to contact the first spring S1 on the right side and the second spring S2 on the left side. Inclined surfaces 10A that are cut out and have a shape complementary to the second inclined surface 16A are formed on the front surfaces (left side surfaces) of both the upper and lower ends of the drive bar 10. The drive bar 10 is connected to a connecting member S through its lower part or side surface, although not shown in the figure.

[0040] The above is an explanation of the basic configuration of the power transmission mechanism 1 of the present invention. In particular, FIG. 6 shows the operation of the power transmission mechanism 1 when the driver steps on the accelerator pedal E. That is, when the driver steps on the accelerator pedal E, the accelerator actuator E1 is actuated by the hydraulic pressure flowing in through the hydraulic line, and the first head 22 moves to the left side. As a result, the moving bar 4 and the side bar 6 move integrally to the left side, and the guide 8 of the side bar 6 strikes the rotation bar 16 from behind, causing the rotation bar 16 to rotate counterclockwise and the drive bar 10 to be in a state where it can move to the left side. The drive bar 10 is pressed by the first spring S1 and moves to the position shown in FIG. 6 while overcoming the elastic force of the second spring S2. The flat surfaces at the upper and lower ends of the drive bar 10 abut against the inner surfaces of the first support portion 12. The connecting member S moves to the left side, and thereby, as described above, the clutch assembly rotates to a predetermined position through the drive shaft 100 and enters the first state.

[0041] If the passenger removes their foot from the accelerator pedal in the state of Fig. 6, the operation of the accelerator actuator E1 stops, and the pressing force of the first spring S1 is released. Therefore, the second spring S2 starts to push the drive bar 10 to the right. As the drive bar 10 moves to the right, the moving bar 4 and the side bar 6 also move in the same direction, but stop at a position where the inclined surface 8A interferes with the first inclined surface 16B and cannot move further. This state is shown in Fig. 7. At this position, the drive bar 10 stops, and the drive bar 10 is in a state of having moved slightly to the right. The connecting member S also moves to the right by the moving distance of the drive bar 10. Thereby, the clutch assembly rotates to a position corresponding to the released state of stepping on the accelerator pedal E via the drive shaft 100 and enters the second state.

[0042] In the state of Fig. 7, if the driver steps on the brake pedal B, the brake actuator B1 operates due to the hydraulic pressure flowing through the hydraulic line, and the second head 32 moves further to the right. As a result, the moving bar 4 and the side bar 6 move integrally to the right, and the drive bar 10 is pressed by the second spring S2 and moves to the position shown in Fig. 8 while overcoming the elastic force of the first spring S1. The flat surfaces at the upper and lower ends of the drive bar 10 contact the inner surfaces of the second support portion 14. The rod S moves to the right. Thereby, the clutch assembly rotates to a position corresponding to the stepped state of the brake pedal B via the drive shaft 100 and enters the third state.

[0043] If the driver releases the depression of the brake pedal B in the state of Fig. 8, the drive bar 10 will be in a state of having moved a predetermined distance to the left in the same manner as in Fig. 6.

[0044] The connecting member S also moves to the left by the moving distance of the drive bar 10. Thereby, the clutch assembly rotates to a position corresponding to the released state of stepping on the brake pedal B via the drive shaft 200 and enters the fourth state.

[0045] Combining FIGS. 6, 7, 8, and 9, the drive bar 10 is placed in the order of the accelerator pedal depression position (FIG. 6), the accelerator pedal release position (FIG. 7), the brake pedal release position (FIG. 9), and the brake pedal depression position (FIG. 8) from the left side. When the driver starts the vehicle while depressing the brake pedal B and then depresses the accelerator pedal E after releasing the depression of the brake pedal B, the power transmission mechanism 1 of the present invention sequentially assumes the states of FIGS. 8, 9, and 7. As described above, the state of the clutch assembly C is converted to power interruption between the engine Eg and the transmission Tr, initial power transmission (semi-clutch state or transition state), and power connection state between the engine Eg and the transmission Tr, respectively.

[0046] The power transmission mechanism 1 and the connecting member S described above can be variously deformed. Although the connecting member S has been exemplified as a rod-shaped linear member, it can be replaced with a link mechanism or a push mechanism having a trigger at the tip. As long as the power transmission mechanism 1 can move the drive part 10 to each of the left and right positions by driving both actuators, parts such as the frame 2, the moving part 4, the first and second springs S1, S2 can be replaced with other configurations or changed.

[0047] Although the preferred embodiments of the present invention have been disclosed above, this is only for illustration purposes and does not limit or restrict the scope of the rights of the present invention.

Claims

1. A power transmission mechanism that is linked to the accelerator pedal and brake pedal of a vehicle, and in each of the following cases: (A) when the accelerator pedal is depressed, (B) when the depression of the accelerator pedal is released, (C) when the brake pedal is depressed, and (D) when the depression of the brake pedal is released, a drive member mounted inside moves to each corresponding position, The power transmission mechanism includes an accelerator actuator that is connected to and driven by a cable of the accelerator pedal, and a brake actuator that is connected to and driven by a cable of the brake pedal and is located opposite to the accelerator actuator. The drive member moves to each position by the operation of each actuator. The drive member is connected to a connecting member that is connected to a drive shaft for transmitting power to a clutch assembly. When the driver depresses the accelerator pedal, the drive member of the power transmission mechanism moves in a first direction by the operation of the accelerator pedal actuator. When the depression of the accelerator pedal is released, the drive member of the power transmission mechanism moves in a second direction opposite to the first direction by the release of the operation of the accelerator pedal actuator. When the connecting member linearly moves in the first direction, the clutch assembly is in a state of transmitting the rotational force of the engine to the transmission. When the connecting member linearly moves in the second direction, the clutch assembly is in a state of not transmitting the rotational force of the engine to the transmission. A power transmission mechanism.

2. The power transmission mechanism according to claim 1, wherein when the driver depresses the brake pedal, the drive member of the power transmission mechanism moves in the second direction by the operation of the brake pedal actuator. When the depression of the brake pedal is released, the drive member of the power transmission mechanism moves in the first direction opposite to the second direction by the release of the operation of the brake pedal actuator.

3. When the driver depresses the accelerator pedal, the driving member of the power transmission mechanism moves in the first direction by the operation of the accelerator pedal actuator. When the depression of the accelerator pedal is released, the driving member of the power transmission mechanism moves in the second direction, which is the direction opposite to the first direction, by the release of the operation of the accelerator pedal actuator. An accelerator actuator that is connected to and driven by the cable of the vehicle's accelerator pedal, and a brake actuator that is connected to and driven by the cable of the brake pedal and is located opposite to the accelerator actuator, including a driving member that moves in the first direction, which is the direction of the clutch assembly when each actuator operates, or in the second direction, which is the direction opposite to the first direction. The driving member is (A) The first position when the accelerator pedal is depressed, (B) The second position when the depression of the accelerator pedal is released, (C) The third position when the brake pedal is depressed, and (D) A power transmission mechanism that can move to the fourth position when the depression of the brake pedal is released, When viewed from the first direction, the driving member is placed in the first position, the second position, the fourth position, and the third position in sequence. In the first position, the clutch assembly is in a state (first state) of transmitting the rotational force of the engine to the transmission. In the second position, it is in a state (second state) of transmitting the rotational force of the engine to the transmission, which is different from the first state. In the third position, the clutch assembly is in a state (third state) of not transmitting the rotational force of the engine to the transmission. In the fourth position, the clutch assembly is in a semi-clutch state (fourth state). A power transmission mechanism.

4. The power transmission mechanism according to Claim 3, wherein the fourth position moves further in the first direction than the third position to convert the clutch assembly into a semi-clutch state.

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