Clutch system interlocking with an accelerator pedal and a brake pedal

Abstract

The present invention provides a new concept clutch system that guarantees 100% torque transmission between the engine and transmission within a vehicle system, is applicable to both existing manual and automatic transmission vehicles, and operates in conjunction with the accelerator pedal and brake pedal.

Description

Technical Field

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

[0002] This invention is based on Korean Patent Application No. 10-2019-0099195 filed on August 14, 2019. Some contents of this invention are disclosed in the applicant's Korean Patent Application Nos. 10-2020-0051364 (Rotating Shaft Assembly; filed on April 28, 2020), 10-2020-0034811 (Clutch Assembly; filed on March 23, 2020), and 10-2019-0166488 (Power Transmission Mechanism; filed on December 13, 2019).

Background Art

[0003] The wheels of an automobile rotate when the rotational motion of the engine is transmitted to the transmission via the flywheel and the clutch disk, is shifted, and then transmitted to the main shaft.

[0004] In the case of a manual transmission vehicle, the intermittent connection between the flywheel and the disk is achieved by a clutch pedal provided on the floor above the left side of the driver's seat. Stepping on the clutch pedal cuts off the connection between the two members, and releasing the pedal connects the two members. The driver steps on the clutch pedal to shift gears, shifts gears with the pedal depressed, and then gradually lifts the foot from the pedal, resulting in a semi-clutch state where the flywheel and the disk are just starting to come into contact.

[0005] In the case of an automatic transmission vehicle, there is no clutch pedal. It senses engine rotation, vehicle speed, etc., and automatically shifts gears 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. The gear shift stages are constituted by a combination of a planetary gear set, a wet multi-plate clutch, and a brake.

[0006] Manual and automatic transmissions have developed 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 in order to improve fuel efficiency. However, the design structures of manual and automatic transmissions maintain the form of the originally developed platform.

[0007] In the case of a manual transmission vehicle, it must shift gears in conjunction with the clutch pedal at the same time. When restarting on an inclined road, the preference in the domestic and North American regions drops 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 inclined roads.

[0008] 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 occurring in the 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

[0009] Therefore, an object of the present invention is to provide 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 Problem

[0010] To achieve the above object, the present invention provides a clutch system including a clutch assembly that is connected or disconnected from a vehicle engine, the state of the clutch assembly being changed by depressing and releasing an accelerator pedal and depressing and releasing a brake pedal, and further including a power transmission mechanism and a rotating body assembly including a drive shaft connected to the power transmission mechanism for transmitting the depression and release of the accelerator pedal and the brake pedal to the clutch assembly.

[0011] The clutch assembly can be in any one of a first state in which the accelerator pedal is depressed and the rotational force of the engine is transmitted to the transmission via the input shaft, a third state in which the brake pedal is depressed and the connection between the engine and the input shaft is disconnected, and a fourth state which is an initial transition state or an intermediate state in which the depression of the brake pedal is released in the third state and the rotational force of the engine is transmitted to the transmission.

[0012] By depressing the accelerator pedal, the drive shaft of the rotating body assembly connected to the power transmission mechanism can linearly move in one direction so that the clutch assembly is positioned in the first state.

[0013] By depressing the brake pedal, the drive shaft of the rotating body assembly connected to the power transmission mechanism can linearly move in the other direction opposite to one direction so that the clutch assembly is positioned in the third state.

[0014] By releasing the depression of the brake pedal in the third state, the drive shaft of the rotating body assembly connected to the power transmission mechanism can linearly move in one direction so that the clutch assembly is positioned in the fourth state.

[0015] The power transmission mechanism can include an accelerator actuator that is connected to and driven by a cable of an accelerator pedal, and a brake actuator that is connected to and driven by a cable of a brake pedal and is positioned opposite to the accelerator actuator.

[0016] The clutch assembly includes an outer cam that rotates in conjunction with an accelerator pedal and a brake pedal of a vehicle, an inner cam that rotates by the rotation of a vehicle engine, a rotating member that contacts the outer cam and can selectively contact the inner cam by moving in the height direction due to the rotation of the outer cam, and a fork portion that supports the rotating member and rotates together with the rotating member, and the rotational force of the engine can be sequentially transmitted through the inner cam, the rotating member, and the fork portion.

[0017] At least one protrusion is formed on a sleeve of a rotation axis of the outer cam of the clutch assembly, a guide slot for accommodating each of the protrusions is formed on the drive shaft, the guide slot includes a linear first path and a second path that extends at a predetermined inclination angle with respect to the first path, and the protrusion can rotate by an angle of inclination formed by the first path and the second path due to a linear movement of the drive shaft in one direction, so that the outer cam can rotate.

Advantages of the Invention

[0018] 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 an accelerator pedal and a brake pedal.

[0019] In addition, since the power transmission and disconnection of the clutch system of the present invention operate mechanically, it is free from sudden starts and can protect both the driver and pedestrians.

[0020] In addition, the clutch system 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. It can be extended and applied to parts that require power transmission and interruption within large systems where internal combustion engines are used, such as electric vehicles and other power plants.

Brief Description of the Drawings

[0021]

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Embodiments for Carrying Out the Invention

[0022] 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 their ordinary or dictionary meanings, but should be construed in a meaning and concept that conforms to the technical idea of the present invention. The embodiments described in this specification and the configurations shown in the drawings are merely examples of the present invention and do not represent all of the technical ideas of the present invention.

[0023] Prior to explaining the rotary shaft assembly of the present invention, the overall configuration of the clutch system and the clutch assembly will be described with reference to FIGS. 1 to 9.

[0024] 1. Overall Configuration Diagram of Clutch System FIG. 1 is an overall configuration diagram of a clutch system of a new concept of the present invention.

[0025] The clutch system includes an engine Eg and a clutch assembly C that is connected or disconnected from the engine Eg. An input shaft 3200' is connected at least between the clutch assembly C and a transmission mechanism Tr. The configurations and functions of the engine Eg, the transmission mechanism Tr, and the input shaft 3200' are known, and any of them can be used currently or in the future.

[0026] The position and state of the clutch assembly C change according to the depression and release of the accelerator pedal E and the depression and release of the brake pedal B. To transmit the depression and release of the accelerator pedal and the brake pedal E, 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 via a connecting member S such as a rod. The power of the power transmission mechanism 1000 is transmitted to the drive shaft 3100', and the power 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 interlocked with the accelerator pedal E via, for example, a cable, and the opposite side is interlocked with the brake pedal B.

[0027] FIG. 2 is an overall configuration diagram of the clutch system when the driver depresses the accelerator pedal E.

[0028] 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 side, by the drive of the power transmission mechanism 1000. Then, the drive shaft 3100' linearly moves to the left side, and the linear movement of the drive shaft 3100' is converted into a rotational movement of the clutch assembly C. The clutch assembly C is converted into a state of transmitting the rotational force of the engine Eg to the transmission mechanism Tr via the input shaft 3200', 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.

[0029] 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.

[0030] When the driver releases the depression of the accelerator pedal E, the connecting member S linearly moves a little in the second direction of the drawing, for example, to the right side, by the drive of the power transmission mechanism 1000. Then, the drive shaft 3100' linearly moves somewhat to the right side, and the linear movement of the drive shaft 3100' is converted into a rotational movement of the clutch assembly C in the direction opposite to that in 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' ("second state") is maintained as it is.

[0031] 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 Figures 2 and 3 are fundamentally the same.

[0032] Figure 4 is an overall configuration diagram of the clutch system when, for example, in the state of Figure 3, that is, when the driver releases the depression of the accelerator pedal E and depresses the brake pedal B.

[0033] If the driver depresses the brake pedal E, the connecting member S linearly moves in the second direction of the drawing, i.e., to the right, by the drive of the power transmission mechanism 1000. Then, the drive shaft 3100’ linearly moves to the right, and the linear movement of the drive shaft 3100’ 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 converted to the stage of disconnecting the connection between the engine Eg and the input shaft 3200’, i.e., the state of not transmitting power to the transmission Tr (“the third state”). The difference from FIG. 3 is that the connecting member of the power transmission mechanism 1000 moves further to the right, 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 3200’.

[0034] FIG. 5 is an overall configuration diagram of the clutch system when, for example, in the state of FIG. 4, i.e., when the driver depresses the brake pedal B and then releases the depression.

[0035] If the driver releases the depression of the brake pedal E, the connecting member S linearly moves slightly in the first direction of the drawing, i.e., to the left, by the drive of the power transmission mechanism 1000. Then, the drive shaft 3100’ linearly moves somewhat to the left, and the linear movement of the drive shaft 3100’ is converted into a rotational movement of the clutch assembly C in the same direction as in FIG. 2. Here, the clutch assembly C is converted to a so-called semi-clutch state where the flywheel of the engine and the disk start to contact each other (“the fourth state”). In the present invention, the “semi-clutch state” uses the same term as the “semi-clutch state” when releasing the depression of the clutch pedal in a conventional manual vehicle in that it is an initial unstable state of transmitting the rotational force of the engine to the transmission, but it is fundamentally different in that it is the state of releasing the depression of the brake pedal. 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.

[0036] The driver starts the vehicle while stepping on the brake pedal B, and then steps on the accelerator pedal E after releasing the depression of the brake pedal B. In this case, the clutch system is sequentially converted to the states of FIGS. 4, 5, and 2, that is, the power cut-off between the engine Eg and the transmission Tr, the initial power transmission (semi-clutch state or transition state), and the power connection state between the engine Eg and the transmission Tr. When the driver repeatedly steps on and releases the accelerator pedal E and the brake pedal B during driving, the clutch system is converted to any 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 a manual vehicle.

[0037] 2-1. Power Transmission Mechanism 1000 The power transmission mechanism 1000 is defined by the outer shape of a rectangular box. The box is defined in appearance by a rectangular frame 1002 as shown in the figure. On the right side of the frame 1002, an accelerator actuator 1000E1 connected to the hydraulic line of the accelerator pedal E is provided, and on the left side, a brake actuator 1000B1 connected to the hydraulic line of the brake pedal B is provided. A first head 1022 is provided in front (left side) of the spiral rotary shaft connected to the accelerator actuator 1000E1, and a second head 1032 is provided in front (right side) of the rotary shaft of the brake actuator 1000B1. Between the first head 1022 and the second head 1032, cylindrical first and second springs 1000S1, 1000S2 are sequentially mounted. The first and second heads 1022, 1032 can be, for example, pressing bolts.

[0038] In FIG. 6, a moving bar 1004 is provided across the frame 1002 so as to be in contact with the center of the first head 1022, and a pair of side bars 1006 extend parallel from the outside of the frame 1002 toward the left side of the drawing from both the upper and lower ends of the moving bar 1004. At the other end of each side bar 1006, a guide 1008 in the shape of a wedge is attached. The lower surface of the guide 1008 is formed as an inclined surface 1008A.

[0039] Above and below the inside of the left side of the frame 1002, a first support portion 1012 in the shape of " " and a second support portion 1014 in the shape of " " are continuously formed, and the rotation bar 1016 passes through the first support portion 1012, its internal space, and the frame 1002 and protrudes to the outside. The upper surface of the rotation bar 1016 is formed as a first inclined surface 1016B inclined in a shape complementary to the inclined surface 1008A. A second inclined surface 1016A that is inclined is also formed at one end located inside the rotation bar 1016.

[0040] In the present invention, the drive bar 1010 is linearly and vertically provided in the vertical direction inside the frame 1002 so as to contact the first spring 1000S1 on the right side and the second spring 1000S2 on the left side. Inclined surfaces 1010A that are cut away and are inclined in a shape complementary to the second inclined surface 1016A are formed on the front surfaces (left side surfaces) of both the upper and lower ends of the drive bar 1010. The drive bar 1010 is connected to the connecting member S through its lower part or side surface, although not shown in the figure.

[0041] The above has described the basic configuration of the power transmission mechanism 1000 of the present invention. In particular, FIG. 6 shows the operation of the power transmission mechanism 1000 when the driver steps on the accelerator pedal E. That is, when the driver steps on the accelerator pedal E, the accelerator actuator 1000E1 is actuated by the hydraulic pressure flowing through the hydraulic line, and the first head 1022 moves to the left side. As a result, the moving bar 1004 and the side bar 1006 move integrally to the left side, and the guide 1008 of the side bar 1006 strikes the rotation bar 1016 from behind, causing the rotation bar 1016 to rotate counterclockwise and the drive bar 1010 to be in a state where it can move to the left side. The drive bar 1010 is pressed by the first spring 1000S1 and moves to the position shown in FIG. 6 while overcoming the elastic force of the second spring 1000S2. The flat surfaces at the upper and lower ends of the drive bar 1010 come into contact with the inner side surfaces of the first support portion 1012. The connecting member S moves to the left side, and the clutch assembly rotates to a predetermined position and enters the first state.

[0042] When the passenger removes their foot from the accelerator pedal in the state of Fig. 6, the operation of the accelerator actuator 1000E1 stops, and the pressing force of the first spring 1000S1 is released. Therefore, the second spring 1000S2 starts to push the drive bar 1010 to the right. As the drive bar 1010 moves to the right, the moving bar 1004 and the side bar 1006 also move in the same direction, but stop at a position where the inclined surface 1008A interferes with the first inclined surface 1016B and cannot move further. This state is shown in Fig. 7. At this position, the drive bar 1010 stops, and the drive bar 1010 is in a state where it has moved slightly to the right. The connecting member S also moves to the right by the moving distance of the drive bar 1010, and thereby the clutch assembly rotates to a position corresponding to the released state of stepping on the accelerator pedal E and enters the second state.

[0043] In the state of Fig. 7, if the driver steps on the brake pedal B, the brake actuator 1000B1 is operated by the hydraulic pressure flowing through the hydraulic line, and the second head 1032 moves further to the right. As a result, the moving bar 1004 and the side bar 1006 move integrally to the right, and the drive bar 1010 is pressed by the second spring 1000S2 and moves to the position shown in Fig. 8 while overcoming the elastic force of the first spring 1000S1. The flat surfaces at the upper and lower ends of the drive bar 1010 come into contact with the inner surfaces of the second support portions 1014. The rod S moves to the right, and thereby the clutch assembly rotates to a position corresponding to the stepped state of the brake pedal B and enters the third state.

[0044] If the driver releases the stepping on the brake pedal B in the state of Fig. 8, the drive bar 1010 will be in a state where it has moved a predetermined distance to the left in the same manner as in Fig. 6.

[0045] The connecting member S also moves to the left by the moving distance of the drive bar 1010, and thereby the clutch assembly rotates to a position corresponding to the released state of stepping on the brake pedal B and enters the fourth state. This state is shown in Fig. 9.

[0046] Combining FIGS. 6, 7, 8 and 9, the drive bar 1010 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 1000 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 the power cut-off between the engine Eg and the transmission Tr, the initial power transmission (semi-clutch state or transition state), and the power connection state between the engine Eg and the transmission Tr, respectively.

[0047] The power transmission mechanism 1000 and the connecting member S described above can be variously deformed. Although the connecting member S is 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 1000 can move the drive part 1010 to each position on the left and right by driving both actuators, parts such as the frame 1002, the moving part 1004, the first and second springs 1000S1, 1000S2 can be replaced with other configurations or changed.

[0048] 2-2. Structure of Clutch Assembly Any clutch assembly C described below can be adopted as long as it can transmit or cut off power in conjunction with the accelerator pedal E and the brake pedal B.

[0049] FIG. 10 is a perspective view of the rim 2010 forming the outer shell of the clutch assembly C and the fork part 2020 interposed between the rims 2010.

[0050] The rim 2010 is composed of a pair of circular disks facing each other, and the disks are joined by fastening tools (not shown) to be functionally integrated. The rim 2010 serves as a housing.

[0051] As shown in detail in Fig. 11, the fork portion 2020 includes a fork plate 2022 having a pair of substantially circular disk shapes facing each other. On the outer surface of the fork plate 2022, for example, five recessed curved surface portions 2024 are formed at regular intervals, and a connecting portion 2026 connects the curved surface portions 2024 to each other. 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 forks 2028 facing each other between the connecting portions 2026.

[0052] The rotating member 2030 contacts both side surfaces of the fork 2028. That is, the fork 2028 functions to contact and support the rotating member 2030. The rotating member 2030 has a configuration independent of the fork portion 2020. Since the rotating member 2030 is mounted on the curved surface portion 2024 and pinched by the fork 2028, when the rotating member 2030 rotates, the fork portion 2020 also rotates. A rotating shaft 2020A is formed at the center of the fork portion 2020, and the rotation of the rotating shaft 2020A is transmitted to the transmission mechanism Tr.

[0053] In the present invention, an inner cam 2100 is provided adjacent to the lower surface of the rotating member 2030 and an outer cam 2200 is provided adjacent to the upper surface in the space between the pair of fork plates 2022, which is a feature.

[0054] Fig. 12 is a cross-sectional view of the clutch assembly C of the present invention shown by cutting in the space between the fork plates 2022.

[0055] The inner cam 2100 has an overall pentagonal circular shape with a diameter smaller than that of the fork plate 2022. The outer cam 2200 has a disc shape with a diameter larger than that of the fork plate 2022. The inner cam 2100 and the outer cam 2200 are only connected via the rotating member 2030, and are disconnected from each other in terms of power. If either one of the members rotates, the other member does not automatically rotate. Since the inner cam 2100 and the outer cam 2200 are arranged in the space between the fork plates 2022, no collision or interference with the fork plates 2022 occurs due to their respective rotations. The inner cam 2100 and the outer cam 2200 are not made of opposing double plates like the rim 2010 or the fork portion 2020, but are manufactured from a single plate having a predetermined thickness.

[0056] The inner cam 2100 is connected to the rotating shaft of the engine Eg (not shown). Therefore, the inner cam 2100 is a subordinate member that automatically rotates due to the rotation of the engine Eg. On the outer periphery of the inner cam 2100, five curved convex surfaces 2102 protruding outward at equal intervals corresponding to the number of the rotating members 2030 are formed.

[0057] An edge portion 2204 is formed on the outer peripheral portion of the outer cam 2200, and on the inner surface of the edge portion 2204, five curved receiving surfaces 2202 recessed toward the outer surface of the edge portion 2204 at equal intervals corresponding to the number of the rotating members 2030 are formed. With such a structure, it can be said that the respective convex surfaces 2102 and the receiving surfaces 2202 are arranged and "aligned" on the respective rotating members 2030. In the illustrated example, one rotating member 2030 is shown, but a total of five rotating members 2030 are mounted.

[0058] The outer cam 2200 rotates clockwise or counterclockwise by stepping on or releasing the accelerator or brake pedal E, 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 via the shaft of the outer cam 2200. As a result, the position of the rotating member 2030 received in the receiving surface 2202 changes.

[0059] In FIG. 12, the rotating member 2030 contacts the vertex of the accommodating surface 2202 and is completely accommodated, leaving a fine gap from the convex surface 2102. Therefore, even if the engine Eg and the inner cam 2100 rotate, the rotating member 2030 and the fork portion 2020 that supports it do not rotate, and the rotational force is not transmitted to the transmission mechanism Tr. In this regard, it can be said that FIG. 12 shows a state in which the brake pedal B is fully depressed and the power is cut off in the vehicle.

[0060] With reference to FIG. 13 which is an enlarged view of a part of FIG. 12, the operating principle of the clutch assembly C will be described.

[0061] In the state of FIG. 13, if the outer cam 2200 rotates counterclockwise (2000R1), the accommodating surface 2202 rotates in the same direction. At this time, since other parts than the vertex of the accommodating surface 2202 forcibly push the rotating member 2030 downward, the rotating member 2030 moves downward in the direction (2000H1). As described above, the side surface of the rotating member 2030 is supported by the side surface 2028A of the fork 2028, and the fork portion 2020 does not rotate even if the outer cam 2200 rotates, so the rotating member 2030 does not move laterally. That is, the direction (2000H1) is a linear path that is almost perpendicular to the downward movement of the rotating member 2030 along the side surface 2028A. If the rotating member 2030 moves downward, the rotating member 2030 comes into contact with the convex surface 2102 of the inner cam 2100. Therefore, if the engine Eg is driven and the inner cam 2100 rotates, the rotating member 2030 rotates as the convex surface 2102 rotates, the fork portion 2020 that grips the rotating member 2030 also rotates, and the rotational force is transmitted to the transmission mechanism Tr via the rotation axis 2020A of the fork portion 2020. Since the edge portion 2204 of the outer cam 2200 is always in contact with the rotating member 2030, it rotates together with the rotation of the rotating member 2030.

[0062] In the state of FIG. 13, it will be understandable that the same principle as described above is applied if the outer cam 2200 rotates clockwise (2000R2).

[0063] Next, based on the above description, when the driver steps on the accelerator pedal E, when the driver releases the depression of the accelerator pedal E, when the driver steps on the brake pedal B, and when the driver releases the depression of the brake pedal B, the operation of the clutch assembly C of the present invention will be described with reference to FIGS. 14 to 17.

[0064] FIG. 14 shows a case where the driver steps on the accelerator pedal E in FIG. 12. Assuming that the outer cam 2200 rotates counterclockwise (2000R1) due to the depression of the accelerator pedal E, it will be consistent with the result described in FIG. 13. That is, as shown in the figure, the accommodating surface 2202 disengages from the rotating member 2030 while pushing the rotating member 2030 downward, and the flat surface on the inner circumference of the edge portion 2204 pushes the rotating member 2030. The rotating member 2030 moves downward (2000H1) by the depth of the accommodating surface 2202 and comes into contact with the convex surface 2102 of the inner cam 2100. The rotational force of the inner cam 2100 that rotates due to the acceleration of the engine Eg is transmitted to the fork portion 2020 via the rotating member 2030, and the rotational movement of the fork portion 2020 is transmitted to the transmission mechanism Tr. The outer cam 2200 that is in contact with the rotating member 2030 also rotates simultaneously. If the accelerator pedal E is depressed to the maximum, the outer cam 2200 will rotate more counterclockwise (2000R1), but since the rotating member 2030 and the inner cam 2100 basically maintain the contact state as in FIG. 14 all the time, there is no problem in power transmission.

[0065] FIG. 15 is a diagram showing the case where the driver releases the depression of the accelerator pedal E in FIG. 14. The outer cam 2200 rotates a little clockwise (2000R2) and positions itself. Since the rotating member 2030 still lies on the flat inner peripheral surface of the edge 2204, similar to the case when the accelerator pedal E is depressed, the torque of the engine Eg is still transmitted. Also, the rotating member 2030 maintains the state of being in contact with the convex surface 2102 of the inner cam 2100. Therefore, compared with FIG. 14, since the depression of the accelerator pedal E is released, except for the points that the acceleration of the engine Eg and the rotational force of the inner cam 2100 decrease, the rotational force of the engine Eg is continuously transmitted to the fork portion 2020 via the rotating member 2030. The outer cam 2200 in contact with the rotating member 2030 also rotates continuously at the same time.

[0066] FIG. 16 is a diagram showing the case where the driver fully depresses the brake pedal B in FIG. 15. The outer cam 2200 rotates further clockwise (2000R2), moves upward so that the rotating member 2030 contacts the apex of the housing surface 2202 as shown in FIG. 12, and is completely housed, and is separated from the convex surface 2102 with a fine gap. Therefore, the power of the engine Eg is not transmitted to the transmission mechanism Tr.

[0067] It will be understandable that if the brake pedal B is gradually depressed in the state of FIG. 15, it will change step by step to the state of FIG. 16. That is, the rotating member 2030 initially maintains contact with the inner cam 2100, but due to its own centrifugal force, it starts to enter the housing surface 2202 of the outer cam 2200 again and moves vertically upward (2000H2), and the contact area with the inner cam 2100 gradually becomes smaller. And at the moment when it reaches near the apex of the housing surface 2202, it is completely housed in the housing surface 2202 and is separated from the inner cam 2100 (FIG. 16).

[0068] FIG. 17 is a diagram showing a case where the driver releases the brake pedal B in the state of FIG. 16. In the state of FIG. 16, the outer cam 2200 rotates a little in the counterclockwise direction (2000R1), but the accelerator pedal E is not depressed, so the rotation distance is smaller than that of FIG. 14. At this time, as shown in the figure, the outer cam 2200 rotates until the rotating member 2030 is located near the boundary between the receiving surface 2202 and the inner circumferential flat surface of the edge portion 2204. Then, the rotating member 2030 gradually moves downward (2000H1) and reaches a position where it starts to contact the convex surface 2102 of the inner cam 2100 as shown in the figure. This state is the so-called half-clutch state ("fourth state") described above, which is an initial unstable state in which the rotational force of the engine is transmitted to the transmission. In this way, the present invention can realize a "transition state" or "intermediate state" like a manual transmission vehicle while eliminating the clutch pedal. This is a characteristic of the clutch assembly C of the present invention.

[0069] 14 to 17, when the driver starts the vehicle by depressing the brake pedal B to drive it, and then releases the brake pedal B and depresses the accelerator pedal E, the clutch assembly C of the present invention will be in the states of Fig. 16, Fig. 17 and Fig. 14 in sequence. It is important to note that while the vehicle is running, the clutch assembly C is in one of the stages described with reference to Fig. 14 and Fig. 15 depending on how much the driver depresses the accelerator pedal and the brake pedal E, B, and the engine Eg and the transmission mechanism Tr are always in a power-connected state. Changes in the actual running speed of the vehicle are determined by changes in the engine RPM and are not related to the clutch assembly C itself.

[0070] The clutch assembly C described above can be variously modified. As long as the fork portion 2020 can grip and support the rotating member 2030, the fork 2028 can be omitted. The number and shape of the rotating member 2030 can be variously changed, and as long as it can move in the height direction between the inner cam 2100 and the outer cam 2200, components other than the needle bearing can be selected. Also, in order for the fork 2028 to firmly support the rotating member 2030 despite high-speed rotation, it is also possible to fix the fork 2028 to the rim using a fastening member.

[0071] 2-3. Rotating Shaft Assembly Next, the rotating shaft assembly according to an embodiment of the present invention will be 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 for explanation, and any structure that can convert linear motion into the rotational motion of other members can be adopted.

[0072] Referring to FIG. 18, a first guide slot 3002 and a second guide slot 3004 are formed in the sleeve of the drive shaft 3100' at a portion 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 1000 is located on the right side.

[0073] A pair of the first guide slots 3002 that face each other are formed and are in the shape of long linear channels having a predetermined length along the longitudinal direction of the drive shaft 3100'. The pair of first guide slots 3002 can face each other with a 180-degree angle therebetween, but is not limited thereto.

[0074] Similarly, the second guide slot 3004 also includes a second upper guide slot 3004A and a second lower guide slot 3004B that face each other. The second upper guide slot 3004A consists of a first path 3006A that is a linear channel of a predetermined length and a second path 3008A that is a channel inclined continuously to the first path 3006A. The second lower guide slot 3004B has a shape obtained by rotating the second upper guide slot 3004A by 180 degrees. That is, a third path 3008B is formed to face along the outer surface of the drive shaft 3100' corresponding to the first path 3006A, and a fourth path 3006B that is an inclined channel of a predetermined length is formed corresponding to the second path 3008A. The boundary between the first path 3006A and the second path 3008A and the boundary between the third path 3008B and the fourth path 3006B are the same along the circumferential direction as can be seen from the virtual line. The lengths of the first path 3006A and the third path 3008B and the lengths of the second path 3008A and the fourth path 3006B are the same respectively. The second upper guide slot 3004A and the second lower guide slot 3004B can face each other with a 180-degree separation, but are not limited thereto.

[0075] Referring to FIG. 19, on the rotation shaft 2020A of the fork portion 2020, a pair of protrusions 2002' are formed on the outside from the sleeve in the circumferential direction perpendicular to the longitudinal direction. The pair of protrusions 2002' are for being inserted into the respective first guide slots 3002. The separation distance along the circumference of the protrusions 2002' is the same as the separation distance of the first guide slots 3002, and the longitudinal positions of the protrusions 2002' along the sleeve are the same.

[0076] Referring to FIG. 20, on the rotation axis 3000' of the outer cam 2200, first and second protrusions 3002A', 3002B' are formed inward from the sleeve in the circumferential direction perpendicular to the longitudinal direction. The first protrusion 3002A' is for insertion into the second upper guide slot 3004A, and the second protrusion 3002B' is for insertion into the second lower guide slot 3004B. The separation distance along the circumference of the first and second protrusions 3002A', 3002B' is the same as the separation distance of the second upper and second lower guide slots 3004A, 3004B, and the longitudinal positions of the first and second protrusions 3002A', 3002B' along the sleeve are the same.

[0077] FIG. 21 is a perspective view showing the structural connection of the rotation axis 2020A of the fork portion and the rotation axis 3000' of the outer cam 2200 to the drive shaft 3100'. The diameter of the drive shaft 3100' is larger than the diameter of the rotation axis 2020A and smaller than the diameter of the rotation axis 3000'. Therefore, if the three shafts are coupled in such a state that the first guide slot 3002 of the drive shaft 3100' faces the respective protrusions 2002' on its lower side and the first and second protrusions 3002A', 3002B' on the upper side of the second guide slot 3004, as shown in the figure, the protrusion 2002' is inserted from the lower side to the upper side of the first guide slot 3002 of the drive shaft 3100', 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 3004A, 3004B, respectively.

[0078] The rotation axis of the inner cam 2100 (not shown) is manufactured to have a diameter smaller than that of the rotation axis 2020A and is coupled to the rotation axis 2020A, or the rotation axis 2020A itself can be part of the rotation axis of the inner cam 2100. Therefore, the rotational movement of the engine Eg is transmitted to the transmission mechanism Tr via the drive shaft 3100' without interference or collision with the rotation axis assembly of the present invention.

[0079] Based on the above description, with reference to FIG. 22, the rotational operation of the outer cam 2200 due to the linear movement of the drive shaft 3100' will be described.

[0080] If the driver depresses the accelerator pedal and the drive shaft 3100’ linearly moves to the left, i.e., in the A’ direction, the first guide slot 3002 moves in the same direction. However, since the latter is linear, the protrusion 2002’ does not move circumferentially. Therefore, the fork portion 2020 maintains a stable correct position without rotating.

[0081] On the other hand, if the second upper guide slot 3004A linearly moves, the inclined surface of the second path 3008A presses the first protrusion 3002A’. Therefore, the first protrusion 3002A’ cannot maintain the correct position and receives a force to rotate in the direction (3000Ar) according to the inclination angle formed by the first path 3006A and the second path 3008A. At this time, also in the case of the second lower guide slot 3004B, the second protrusion 3002B’ rotates in the direction (3000Ar) in the same operating principle as in the second upper guide slot 3004A according to the inclination angle of the inclined surfaces of the third path 3008B and the fourth path 3006B. Therefore, the rotation shaft 3000’ of the outer cam 2200 is supported by the first and second protrusions 3002A’ and 3002B’ and rotates in the direction (3000Ar), and finally the outer cam 2200 rotates.

[0082] In a state where the drive shaft has moved in the A’ direction, conversely, if the brake pedal is depressed and the drive shaft 3100’ linearly moves to the right, i.e., in the B’ direction, the first guide slot 3002 moves in the same direction. However, since the latter is linear, the protrusion 2002’ does not move circumferentially. Therefore, the fork portion 2020 maintains a stable correct position without rotating.

[0083] On one hand, if the second upper guide slot 3004A linearly moves, the inclined surface of the second path 3008A presses the first protrusion 3002A', so the first protrusion 3002A' cannot maintain its correct position and receives a force to rotate in the direction (3000Br) according to the inclination angle formed by the first path 3006A and the second path 3008A. At this time, in the case of the second lower guide slot 3004B as well, due to the inclination angle of the inclined surfaces of the third path 3008B and the fourth path 3006B, similar to the operating principle in the second upper guide slot 3004A, it rotates in the direction of the second protrusion 3002B' (3000Br). Therefore, the rotation axis 3000' of the outer cam 200 is supported by the first and second protrusions 3002A', 3002B' and rotates in the direction (3000Br), and finally the outer cam 2200 rotates.

[0084] Although the preferred embodiments of the present invention have been disclosed above, these are only for illustration purposes and do not limit or restrict the scope of rights of the present invention.

[0085] The clutch system of the present invention can be widely applied to passenger cars, as well as large trucks, buses, heavy machinery, military vehicles or armored equipment where manual transmission operations are common.

Claims

1. A clutch system including a clutch assembly that is connected to or disconnected from a vehicle engine, the clutch assembly changing its state according to the depression and release of an accelerator pedal and the depression and release of a brake pedal, and further including a rotating body assembly including a power transmission mechanism and a drive shaft connected to the power transmission mechanism for transmitting the depression and release of the accelerator pedal and the brake pedal to the clutch assembly, wherein the clutch assembly is in any one of a first state in which the accelerator pedal is depressed and the rotational force of the engine is transmitted to a transmission via an input shaft, a third state in which the brake pedal is depressed and the connection between the engine and the input shaft is disconnected, and a fourth state which is an initial transition state or an intermediate state in which the depression of the brake pedal is released in the third state and the rotational force of the engine is transmitted to the transmission, and includes an outer cam that rotates in conjunction with the accelerator pedal and the brake pedal of the vehicle, an inner cam that rotates by the rotation of the vehicle engine, a rotating member that contacts the outer cam and can selectively contact the inner cam by the rotation of the outer cam, and a fork portion that supports the rotating member and rotates together with the rotating member, and the rotational force of the engine is sequentially transmitted via the inner cam, the rotating member, and the fork portion.

2. The clutch system according to claim 1, wherein when the accelerator pedal is depressed, the drive shaft of the rotating body assembly connected to the power transmission mechanism linearly moves in one direction, and the clutch assembly is positioned in the first state.

3. The clutch system according to claim 1, wherein when the brake pedal is depressed, the drive shaft of the rotating body assembly connected to the power transmission mechanism linearly moves in the other direction opposite to one direction, and the clutch assembly is positioned in the third state.

4. The clutch system according to claim 3, wherein when the depression of the brake pedal is released in the third state, the drive shaft of the rotating body assembly connected to the power transmission mechanism linearly moves in one direction, and the clutch assembly is positioned in the fourth state.

5. The clutch system according to claim 1, wherein 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.

6. At least two protrusions are formed on the sleeve of the rotation axis of the outer cam of the clutch assembly, and guide slots for accommodating the respective protrusions are formed on the drive shaft. The guide slots include a linear first path and a second path extending at a predetermined inclination angle with respect to the first path. The protrusion rotates by an angle of inclination formed by the first path and the second path due to a linear movement of the drive shaft in one direction, and the outer cam rotates. The clutch system according to claim 1.

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