Patent Description:
The wheels of the vehicle rotate in such way that rotations of the engine are changed in the transmission through the flywheel and clutch discs, and transmitted to the main shaft.

In case of manual transmission vehicles, the connection or disconnection of the flywheel and disc is achieved by the clutch pedal installed on the upper floor of the left side of the driver's seat. When the clutch pedal is pressed, the connection between the two members is cut off; when the pedal is released, the two member are connected. When the driver presses the clutch pedal, shifts the gear in a state of pressing the clutch, and then slowly takes the foot off the pedal, the vehicle becomes in a state of a semi-clutch, which is about to come into contact between the flywheel and disk.

In case of automatic transmission vehicles, the vehicles do not have a clutch pedal, and are driven by detecting rotations of the engine, speed of the vehicle, and automatically shifting the transmission depending on the vehicle loads. The vehicle consists of the torque converter, the oil pump, the hydraulic clutch, the planetary gear set, the rotary sensor, the deceleration gear, and the valve body. The transmission part consists of a combination of the planetary gear set, the wet multiplate clutches, and the brake.

Manual and automatic transmission vehicles have developed by imitating strengths of each other. For example, manual transmission vehicles have adopted the automatic control algorithms of the automatic transmission; automatic transmission vehicles have partially adopted the mechanical friction clutch of the manual transmission for improving fuel efficiency. However, the design structures of the manual and automatic transmission vehicles have retained the first developed platforms, respectively.

In case of manual transmission vehicles, they have to be switched in conjunction with the clutch pedal at the same time; thus, there is a low preference in South Korea and North America due to slipping when re-starting on ramps. Accordingly, it is necessary to develop a system that enables transmission without a clutch pedal and that prevents slipping on ramps.

In case of automatic transmission vehicles, they have a low fuel efficiency due to the torque transmission through fluid, and are vulnerable to a torque short that is transferred into the transmission from the engine in the abnormal event such as a sudden unintended acceleration. Accordingly, it is necessary to develop a system that eliminates possibilities of a sudden unintended acceleration by mechanically operating states of acceleration, semi-clutch, and stop. <CIT> discloses a clutch device for a vehicle installed between an engine and a transmission to transmit or block a driving force of the engine to the transmission, and comprising: a retainer formed at one side of a housing receiving the driving force of the engine to rotate; a drive unit formed in the retainer; and a piston rod enabling a piston to reciprocate by the drive unit. <CIT> discloses clutch and brake devices of motor vehicles. <CIT> discloses a method and a control unit for controlling the position of an automatic disc clutch in a vehicle. <CIT> discloses a motor vehicle provided with an internal combustion engine, a drive wheel arrangement that can be connected to the former, a clutch for the optional connecting and disconnecting of internal combustion engine and drive wheel arrangement, an actuator for actuating set clutch, and a controller for controlling set actuator. <CIT> discloses a method and an arrangement for operating a motor vehicle, wherein the motor vehicle has a clutch arrangement with an exclusively mechanical transmission of a force introduced at a clutch actuation element to a clutch. <CIT> discloses a method and system provided for operating a lockup clutch of a torque converter of a motor vehicle.

Accordingly, the present invention is suggested to provide a noble clutch system that ensures a <NUM>% torque transmission rate between an engine and a transmission in a vehicle system, can be commonly applied to conventional manual transmission and automatic devices, and operates by interlocking with an accelerator and a brake pedal.

To solve the problems mentioned above, the present invention provides a clutch system comprises: a clutch assembly connected or disconnected to an engine of a vehicle, wherein a state of the clutch assembly is changed by pressing or releasing of an accelerator pedal or a brake pedal, and a rotary shaft assembly including: a power transmission device transmitting a motion of pressing or releasing of the accelerator pedal and the brake pedal into the clutch assembly, and a driving shaft connected to the power transmission device, wherein the clutch system does not include a clutch pedal, and the clutch assembly is in any one of states including: a first state transmitting a rotational force of the engine to a transmission by pressing the accelerator pedal; a second state in which the clutch assembly keeps transmitting the rotational force of the engine to t transmission through the input shaft, after releasing the accelerator pedal; and a third state cutting off a connection between the engine and the driving shaft by pressing the brake pedal, and a fourth state that is an initial transition state or intermediate state transmitting a rotational force of the engine to the transmission by releasing the brake pedal, and wherein the driving shaft of the rotational body assembly connected to the power transmission device linearly moves to a first direction by pressing the accelerator pedal, and the clutch assembly is positioned in the first state.

The driving shaft of the rotational body assembly connected to the power transmission device may linearly move to a second direction that is opposite to the first direction by pressing the brake pedal, and the clutch assembly is positioned in the third state.

The driving shaft of the rotational body assembly connected to the power transmission device may linearly move to the first direction by releasing the brake pedal from the third state, and the clutch assembly is positioned in the fourth state.

The power transmission device may include: an accelerator actuator connected to a cable of the accelerator pedal to drive, and a brake actuator connected to a cable of the brake pedal to drive and placed in an opposite side to the accelerator actuator.

The clutch assembly may include: an out-cam rotating in conjunction with the accelerator pedal and the brake pedal of the vehicle; an in-cam rotating according to rotation of the engine of the vehicle; a rotary member contacted with the out-cam and selectively contacted with the in-cam by moving in a height direction according to rotation of the out-cam, and a forked part supporting the rotary member and rotating in conjunction with the rotary member, wherein a rotational force of the engine is sequentially transmitted through the in-cam, the rotary member, and the forked part.

At least one of protrusion may be formed on a sleeve of a rotary shaft of the out-cam of the clutch assembly, wherein at least one of guide slot is formed on the driving shaft to receive the protrusion, respectively, wherein the guide slot includes: a first path having a linear shape, and a second path extending to form an inclined angle with the first path, wherein the protrusion rotates by the inclined angle formed between the first and the second path according to linear movement of the driving shaft in one direction, thereby rotating the out-cam.

The clutch system of the present invention can expand the base of manual transmission vehicles with simplified transmission, and enables accurate and permanent uses by interlocking with the accelerator and brake pedal.

In addition, the clutch system of the present invention mechanically operates power transmission, thereby preventing sudden unintended acceleration and enabling protection of both drivers and pedestrians.

Furthermore, the clutch system of the present invention can be applied to all vehicles. In case of hybrid cars, the clutch system can replace the main component that transmits power generated from the internal combustion engines at the point that the internal combustion engine operates. In addition, the clutch system can be applied to the components that require power transmission in a large system such as electric vehicles and other power plants, which uses the internal combustion engines.

Hereafter, the present invention will be described in detail in conjunction with the accompanying drawings. All terms used in the specification and claims may not be limited to be interpreted as definitions in a generally-used dictionary, and may be defined according to the inventive concept of the present invention. The embodiments in the specification and structures shown in drawings are embodiments of the present invention, and are not restricting or limiting the scopes of the inventive concepts of the present invention.

Before describing the rotary shaft assembly, the overall configuration of the clutch system and the clutch assembly will be explained referring to <FIG>.

<FIG> is a schematic drawing of a clutch system of the present invention.

The clutch system comprises an engine Eg, and a clutch assembly C connected or disconnected to the engine Eg. An input shaft <NUM>' connects between the clutch assembly C and a transmission Tr. The configurations and functions of the engine Eg, the transmission Tr, and the input shaft <NUM>' have been already disclosed; however, any of the conventional or newly developed ones can be used.

The location and state of the clutch assembly C are changed by pressing or releasing an accelerator pedal E, or pressing or releasing a brake pedal B. A power transmission device <NUM> and a driving shaft <NUM>' are provided to transmit a state of pressing or releasing of the accelerator pedal and the brake pedal E, B to the clutch assembly C. The power transmission device <NUM> and the driving shaft <NUM>' are connected to each other through a connection member S such as rod. The operation of the power transmission device <NUM> is transmitted to the driving shaft <NUM>', and the operation of the driving shaft <NUM>' is transmitted to the clutch assembly C. The driving shaft <NUM>' is not connected to the transmission Tr. One side of the power transmission device <NUM> interlocks with the accelerator pedal E through a certain part, a cable for example, and the other side of the power transmission device <NUM> interlocks with the brake pedal B.

<FIG> is a schematic drawing of the clutch system when the driver presses the accelerator pedal E.

When the driver presses the accelerator pedal E, the connection member S linearly moves to a first direction of <FIG>, to the left side for example, according to the operation of the power transmission device <NUM>. Then, the driving shaft <NUM>' linearly moves to the left side, and the linear motion of the driving shaft <NUM>' is converted to rotary motion of the clutch assembly C. Accordingly, the clutch assembly C transitions to "a first state". In the first state, the clutch assembly C transmits the rotational force of the engine Eg to the transmission Tr through the input shaft <NUM>'. When the driver keeps pressing 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.

<FIG> is a schematic drawing of the clutch system when the driver releases the accelerator pedal E from the state shown in <FIG>.

When the driver releases the accelerator pedal E, the connection member S linearly moves a bit to a second direction of <FIG>, to the right side for example, according to the operation of the power transmission device <NUM>. Then, the driving shaft <NUM>' linearly moves a bit to the right side, and the linear motion of the driving shaft <NUM>' is converted to rotary motion of the clutch assembly C, which rotates in an opposite direction to a direction that the clutch assembly C rotates in <FIG>. In this instance, the location of the clutch assembly C is different from that in the first state; however, "a second state", in which the clutch assembly C transmits the rotational force of the engine Eg to the transmission Tr through the input shaft <NUM>', keeps the same.

In general, the clutch has a function of connecting between the engine and the transmission when the accelerator pedal E is either pressed or released. In this respect, the functions of clutch assembly C in <FIG> and <FIG> may be essentially the same.

<FIG> is a schematic drawing of the clutch system when the driver presses the brake pedal B from the state shown in <FIG>. The state shown in <FIG> refers to when the driver releases the accelerator pedal E.

When the driver presses the brake pedal B, the connection member S linearly moves to the second direction of <FIG>, to the right side for example, according to the operation of the power transmission device <NUM>. Then, the driving shaft <NUM>' linearly moves to the right side, and the linear motion of the driving shaft <NUM>' is converted to rotary motion of the clutch assembly C, which rotates in an opposite direction to the direction shown in <FIG>. In this instance, the clutch assembly C transitions to "a third state". In the third state, the clutch assembly C cuts off the connection between the engine Eg and the input shaft <NUM>', and does not transmit power to the transmission Tr. The difference from the state shown in <FIG> is that the connection member S of the power transmission device <NUM> moves further to the right side. The clutch assembly C rotates further to the same direction as shown in <FIG>, and transitions to the definite cut-off state, in which the rotational force of the engine Eg is not transmitted to the input shaft <NUM>'.

<FIG> is a schematic drawing of the clutch system when the driver releases the brake pedal B from the state shown in <FIG>. The state shown in <FIG> refers to when the driver presses the brake pedal B.

When the driver releases the brake pedal B, the connection member S linearly moves a bit to the first direction of <FIG>, to the left side for example, according to the operation of the power transmission device <NUM>. Then, the driving shaft <NUM>' linearly moves a bit to the left side, and the linear motion of the driving shaft <NUM>' is converted to rotary motion of the clutch assembly C in the same direction as the direction shown in <FIG>. In this instance, the clutch assembly C is converted to "a fourth state", a so-called semi-clutch state, in which the flywheel of the engine Eg is about to come into contact with disk. The term "semi-clutch state" in the present invention is used to indicate an initial, unstable state of transmission from a rotational force of the engine Eg to the transmission Tr. Even though the term "semi-clutch state" in the present invention uses the same word "semi-clutch state" referring to a state, in which a clutch pedal in a manual vehicle is released, the "semi-clutch state" in the present invention is fundamentally different from that in manual vehicles in that the brake pedal B is released in the "semi-clutch state" in the present invention. Hereafter, "semi-clutch state" will be referred to as a transition state or an intermediate state.

To drive the vehicle, the driver starts the vehicle, pressing the brake pedal B, and presses the accelerator pedal E after releasing the brake pedal B. In this case, the states of the clutch system sequentially transition as shown in <FIG>, <FIG>, and <FIG>. In other words, the clutch system sequentially transitions to the state of a cut-off between the engine Eg and the transmission Tr; a state of an initial power transmission, a semi-clutch state or transition state; and a state of a power connection between the engine Eg and the transmission Tr. When the driver repetitively presses and the releases the accelerator pedal E and the brake pedal B while driving, the clutch system also transitions to any one state of <FIG> or keeps the previous state. The clutch system can eliminate a clutch pedal of a manual vehicle, and can be applied to all kind of vehicles including manual and automatic vehicles.

The power transmission device <NUM> may be defined as a rectangular box shape as an external shape. The box may be defined by a long rectangular frame <NUM> as illustrated. On the right side of the frame <NUM>, an accelerator actuator 1000E1 connected to a hydraulic line of the accelerator pedal E is installed, and on the left side, a brake actuator 1000B1 connected to a hydraulic line of the brake pedal B is installed. A first head <NUM> is installed on the front side, the left side in <FIG>, of a screw-shaped rotary shaft connected to the accelerator actuator 1000E1, and a second head <NUM> is installed on the front side, the right side in <FIG>, of the rotary shaft of the brake actuator 1000B1. A first and second spring 1000S1, 1000S2 having cylindrical shapes are installed between the first and the second head <NUM>, <NUM>. The first and second head <NUM>, <NUM> may be pressurized bolts for example.

In <FIG>, a moving bar <NUM> is installed across the frame <NUM> so that the first head <NUM> comes into contact with a center part of the moving bar <NUM>, and a pair of side bars <NUM> respectively extend in parallel from each of a top and bottom end of the moving bar <NUM> toward the left side of <FIG> outside the frame <NUM>. Guides <NUM>, such as wedge, are attached to the other ends of the side bars <NUM>, respectively. A lower portion of the guide <NUM> forms an oblique slope 1008A.

A first support <NUM> having a shape of " <IMG>" and a second support <NUM> having a shape of "<IMG>" are formed continuously on both of the top and bottom of the left side inside the frame <NUM>. A rotary bar <NUM> protrudes outward through the first support <NUM>, the inner space of the first support <NUM>, and frame <NUM>. An upper portion of a rotary bar <NUM> forms a first slope 1016B, which corresponds with the slope 1008A of the lower portion of the guide <NUM>. A lower portion of the rotary bar <NUM>, which is placed toward the inside, also forms an oblique second slope 1016A.

In the present invention, a driving bar <NUM> is installed vertically inside the frame <NUM>, and the right side of the driving bar <NUM> comes in contact with the first spring 1000S1, and the left side comes in contact with the second spring 1000S2. The front sides, the left sides in <FIG>, of both upper and lower end of the driving bar <NUM> are cut and form oblique slopes 1010A that correspond to the second slopes 1016A of the lower portion of the rotary bars <NUM>. The lower or lateral side of the driving bar <NUM> is connected to the connection member S although not illustrated in <FIG>.

The above describes the basic configuration of the power transmission device <NUM>. Especially, <FIG> illustrates the operation of the power transmission device <NUM> when the driver presses the accelerator pedal E. In other words, when the driver presses the accelerator pedal E, the accelerator actuator 1000E1 is operated by a hydraulic pressure introduced through the hydraulic line, and thus, the first head <NUM> moves to the left side. Accordingly, as the moving bar <NUM> and the side bar <NUM> move together to the left side, and the guide <NUM> of the side bar <NUM> hits the rotary bar <NUM> from the back side, the rotary bar <NUM> rotates counterclockwise to allow the driving bar <NUM> to move to the left side. The driving bar <NUM> is pressurized by the first spring 1000S1 to move to the position illustrated in <FIG> while beating the elastic force of the second spring 1000S2 and pressurizing the second spring <NUM>000S2. The flat surfaces of the upper and lower end of the driving bar <NUM> are in contact with the inner surfaces of the first supports <NUM> formed in the top and the bottom side of the frame <NUM>, respectively. In this instance, the connection member S moves to the left side, and the clutch assembly rotates to become in the first state.

When the driver releases the accelerator pedal E from the state shown in <FIG>, the operation of the accelerator actuator 1000E1 stops, and the pressurizing force of first spring 1000S1 is released. Accordingly, the second spring 1000S2 starts pushing the driving bar <NUM> to the right side. As the driving bar <NUM> moves to the right side, the moving bar <NUM> and the side bar <NUM> also move in the same direction; however, the slope 1008A of the guide <NUM> interferes with the first slope 1016B of the side bar <NUM>, and the guide <NUM> stops the movement of the side bar <NUM> at the position where it can no longer move. This state is illustrated in <FIG>. In this position, the movement of the driving bar <NUM> stops in a state that the driving bar <NUM> is moved slightly to the right side. The connection member S is also moved to the right side by the moving distance of the driving bar <NUM>. Accordingly, the clutch assembly rotates to the position corresponding to the releasing state of the accelerator pedal E, and becomes in the secondary state.

When the driver presses the brake pedal B from the state shown in <FIG>, the brake actuator 1000B1 is operated by a hydraulic pressure introduced through the hydraulic line, moving the second head <NUM> further to the right side. Accordingly, the moving bar <NUM> and the side bar <NUM> move together to the right side, and the driving bar <NUM> is pressurized by the second spring 1000S2 to move to the position shown in <FIG> while beating the elastic force of the first spring 1000S1 and pressing the first spring 1000S1. The flat surfaces of the upper and lower end of the driving bar <NUM> are in contact with the inner surfaces of the second supports <NUM> formed in the top and the bottom side of the frame <NUM>, respectively. The connection member S moves to the right side, and accordingly, the clutch assembly rotates to the position corresponding to the pressing state of the brake pedal B, and becomes in the third state.

When the driver releases the brake pedal B from the state shown in <FIG>, the driving bar <NUM> is moved to the left side as shown in <FIG>.

The connection member S also moves to the left side by the moving distance of the driving bar <NUM>. Accordingly, the clutch assembly rotates to the position corresponding to the releasing state of the brake pedal B, and becomes in the fourth state. This state is illustrated in <FIG>.

Thus, referring to <FIG>, <FIG>, <FIG>, and <FIG> together, the driving bar <NUM> can be placed in the accelerator pedal pressing position shown in <FIG>, the accelerator pedal releasing position shown in <FIG>, the brake pedal releasing position shown in <FIG>, and the brake pedal pressing position shown in <FIG>. If the driver presses the brake pedal B to start driving the vehicle, releases the brake pedal B, and then presses the accelerator pedal E, then the power transmission <NUM> sequentially becomes in the states shown in <FIG>, <FIG> and <FIG>. Accordingly, the clutch assembly C sequentially transitions to the state of the cut-off between the engine Eg and the transmission Tr; the state of the initial power transmission, the semi-clutch state or transition state; and the state of the power connection between the engine Eg and the transmission Tr.

The power transmission device <NUM> and connection member S described above can be modified in various forms. The connection member S mentioned above is a rod-shaped linear member, but can be replaced by a link apparatus or a push apparatus with a trigger on the tip. The parts in the power transmission device <NUM>, such as the frame <NUM>, the moving bar <NUM>, the first and second spring 1000S1, 1000S2, may also be replaced or modified if the driving bar <NUM> can be moved to each of the left and right positions according to the operation of the two actuators.

The clutch assembly described below can be employed in any structure that can transmit or clamp power, interlocking with the accelerator pedal E and the brake pedal B.

<FIG> is a perspective view of rims <NUM> and a forked part <NUM> included in the clutch assembly C. The rims <NUM> form a frame of the clutch assembly C, and the forked part <NUM> is disposed between the rims <NUM>.

The rims <NUM> consist of a pair of circular disks facing each other. The disks are joined together by tightening tools (not shown), and function as an integrated one body. The rims <NUM> act as a housing.

As illustrated in <FIG>, the forked part <NUM> includes forked plates <NUM>, a pair of approximately circular discs facing each other. On the outer circumference of the forked plate <NUM>, concave curved parts <NUM>, having five concaves for example, are formed at regular intervals, and the connection parts <NUM> connect between the concave curved parts <NUM>. Forks <NUM> are installed on both sides of the connection part <NUM>. Between the forks <NUM> facing each other between two connection parts <NUM>, a rotary member <NUM>, such as a needle bearing, is installed.

The rotary member <NUM> meets with the forks <NUM> in both sides. In other words, the forks <NUM> have a function of supporting the rotary member <NUM>. The rotary member <NUM> is an independent element from the forked part <NUM>. The rotary member <NUM> is mounted on the concave curved part <NUM>, and clipped by the forks <NUM>; accordingly, when the rotary member <NUM> rotates, the forked parts <NUM> also rotate. A rotary shaft 2020A is formed in the center of the forked part <NUM>, and the rotation of the rotary shaft 2020A is transmitted to the transmission Tr.

This invention is characterized by installations of an in-cam <NUM> adjacent to the bottom of the rotary member <NUM> and an out-cam <NUM> adjacent to the top of the rotary member <NUM>, in the empty space between a pair of forked plates <NUM>.

<FIG> is a cross-sectional view of the clutch assembly C, cut in a space between the forked plates <NUM>.

The in-cam <NUM> has a pentagonal circular shape with a smaller diameter than that of the forked plate <NUM>. The out-cam <NUM> is a circular disk shape with a larger diameter than that of the forked plate <NUM>. The in-cam <NUM> and out-cam <NUM> are only connected by the rotary member <NUM>, and are dynamically disconnected from each other. Therefore, even if any one of the in-cam <NUM> and out-cam <NUM> rotates, the other does not automatically rotate. Because the in-cam <NUM> and out-cam <NUM> are placed in the empty space between the forked plates <NUM>, there is no collision or interference between the in-cam <NUM> and the forked plates <NUM>, or between the out-cam <NUM> and the forked plates <NUM> when the in-cam <NUM> or out-cam <NUM> rotates. The in-cam <NUM> and out-cam <NUM> does not consist of double plates, such as the rim <NUM> or the forked part <NUM>. Each of the in-cam <NUM> and out-cam <NUM> is a single plate with a certain thickness.

The in-cam <NUM> is connected to the rotary shaft of the engine Eg, which is not illustrated. Therefore, the in-cam <NUM> is a dependent member that rotates automatically according to the engine Eg. The in-cam <NUM> has curved convex surfaces <NUM>, having five convex parts for example, on the outer circumference of the in-cam <NUM>. The curved convex parts <NUM> protrude outward at equal intervals according to the number of the rotary members <NUM>.

On the outer circumference of the out-cam <NUM>, rims <NUM> are formed. On the inner side of the rim <NUM>, five curved receptive surfaces <NUM> that are concave toward the outer surface of the rim <NUM> at equal intervals according to the number of rotary members <NUM>. Each rotary member <NUM> is aligned to each convex surface <NUM> and receptive surface <NUM>. In <FIG>, although a single rotary member <NUM> is shown, five rotary members <NUM> are mounted on the clutch assembly C.

The out-cam <NUM> rotates clockwise or counterclockwise depending on pressing or releasing of the accelerator or brake pedal E,B. The driving shaft <NUM>' is connected to the shaft of the out-cam <NUM>, which is not illustrated, and the linear motion of the driving shaft <NUM>' is converted into the rotational motion of the out-cam <NUM> through the shaft of the out-cam <NUM>. Accordingly, the position of the rotary member <NUM> received in the receptive surfaces <NUM> is moved.

In <FIG>, the rotary member <NUM> comes in contact with the apex of the receptive surfaces <NUM>, and is fully received. Accordingly, the rotary member <NUM> is spaced apart from the convex surface <NUM> with a fine distance. Therefore, even if the engine Eg and the in-cam <NUM> rotate, the rotary member <NUM> and the forked part <NUM> supporting the rotary member <NUM> do not rotate, and rotational force is not transmitted to the transmission Tr. In this respect, <FIG> illustrates the state of complete power disconnection by pressing the brake pedal B on the vehicle.

<FIG> is a drawing magnifying a portion of <FIG>.

In the state of <FIG>, when the out-cam <NUM> rotates counterclockwise 2000R1, the receptive surfaces <NUM> rotate in the same direction. In this instance, the other points other than the apex of the receptive surfaces <NUM> forcibly push the rotary member <NUM> downward; accordingly, the rotary member <NUM> moves in a downward direction 2000H1. Because the rotary member <NUM> is supported by the side 2028A of the forks <NUM> as described above, and the forked part <NUM> does not rotate even if the out-cam <NUM> rotates, the rotary member <NUM> does not move in lateral directions. Thus, the motion of the rotary member <NUM> in the downward direction 2000H1 follows a linear path close to the vertical line along the side 2028A of the forks <NUM>. When the rotary member <NUM> moves downward, the rotary member <NUM> comes in contact with the convex surface <NUM> of the in-cam <NUM>. Accordingly, when the engine Eg is driven and the in-cam <NUM> rotates, the rotary member <NUM> rotates according to the rotation of the convex surface <NUM>. Therefore, the forked part <NUM> clipping the rotary member <NUM> also rotates, and the rotational force is transmitted to the transmission Tr through the rotary shaft 2020A of the forked part <NUM>. The out-cam <NUM> rotates according to the rotation of the rotary member <NUM> because the rim <NUM> of the out-cam <NUM> is always in contact with the rotary member <NUM>.

Likewise, if the out-cam <NUM> rotates clockwise 2000R2 from the state shown in <FIG>, the principle explained above can be applicable.

Referring to the explanation described above, and <FIG>, the operations of the clutch assembly C of the present invention will be described. The operations can categorize into when the accelerator pedal E is pressed, when the accelerator pedal E is released, when the brake pedal B is pressed, and when the brake pedal B is released.

<FIG> is a drawing when the driver presses the accelerator pedal E from the state shown in <FIG>. Assuming that the out-cam <NUM> rotates counterclockwise 2000R1 according to accelerator pedal E, the result will be consistent as described in <FIG>. Thus, as illustrated in <FIG>, when the receptive surface <NUM> pushes the rotary member <NUM> down, the rotary member <NUM> are escaped from the receptive surface <NUM>. Then, the flat surface of the inner rim <NUM> presses the rotary member <NUM>. The rotary member <NUM> moves downward by the depth of the receiving surface <NUM>, and comes in contact with the convex surface <NUM> of the in-cam <NUM>. The rotational force of the in-cam <NUM>, which is rotated by acceleration of the engine Eg, is transmitted to the forked part <NUM> through the rotary member <NUM>, and the rotation of the forked part <NUM> is transmitted to the transmission Tr. In this instance, the out-cam <NUM> that is in contact with the rotary member <NUM> also rotates at the same time. When the accelerator pedal E is further pressed to the maximum, the out-cam <NUM> rotates counterclockwise 2000R1 further. In this case, because the rotary member <NUM> and the in-cam <NUM> keep in constant contact with each other as shown in <FIG>, there is no problem with power transmission.

<FIG> is a drawing when the driver releases the accelerator pedal E from the state shown in <FIG>. The out-cam <NUM> is positioned where it slightly rotates clockwise 2000R2. Because the out-cam <NUM> is still positioned on the flat inner surface of the inner rim <NUM>, the out-cam <NUM> still transmits the torque of the engine Eg as the accelerator pedal E is pressed. In addition, the rotary member <NUM> remains in contact with the convex surface <NUM> of the in-cam <NUM>. Thus, compared to <FIG>, the rotational force of the engine Eg is continuously transmitted to the forked part <NUM> through the rotary member <NUM>, even though the acceleration of the engine Eg and the rotational force of the in-cam <NUM> are reduced due to releasing of the accelerator pedal E. The out-cam <NUM> in contact with the rotary member <NUM> also keep rotating at the same time.

<FIG> is a drawing when the driver fully presses the brake pedal from the state shown in <FIG>. The out-cam <NUM> further rotates clockwise 2000R2 so that the rotary member <NUM> moves up to comes in contact with the apex of the receptive surface <NUM> as shown in <FIG>, and is spaced apart from the convex surface <NUM> of the in-cam <NUM> with a fine distance. Therefore, power from the engine Eg is not transmitted to the transmission Tr.

It can be understood that when the brake pedal B is slowly pressed from the state of <FIG>, the clutch assembly C changes its state towards <FIG>. In other words, the rotary member <NUM> is initially in contact with the in-cam <NUM>, but by its centrifugal force, the rotary member <NUM> begins to enter the receptive surface <NUM> of the out-cam <NUM> again, moving up vertically in the upward direction 2000H2. Accordingly, the contact area between the rotary member <NUM> and the in-cam <NUM> gets narrower. As soon as the rotary member <NUM> reaches the apex of the receptive surface <NUM>, the rotary member <NUM> is completely received in the receptive surface <NUM>, and spaced apart from the in-cam as shown in <FIG>.

<FIG> is a drawing when the driver releases the brake pedal B from the state shown in <FIG>. From the state shown in <FIG>, the out-cam <NUM> rotates slightly counterclockwise 2000R1, but the rotation distance is smaller than that of <FIG> because the accelerator pedal E is not pressed. In this instance, the out-cam <NUM> rotates until the rotary member <NUM> is located near the boundary between the receptive surface <NUM> and the flat surface of the inner rim <NUM>. Then, the rotary member <NUM> gradually moves in the downward direction 2000H1 and reaches to the position where the rotary member <NUM> comes to contact with the convex surface <NUM> of the in-cam <NUM> as illustrated in <FIG>. This is the aforementioned semi-clutch state, "the fourth state", which is the initial, unstable state of transmission of the rotational force of the engine Eg to the transmission Tr. As such, without a clutch pedal, the present invention can implement "a transitional state" or "intermediate state" used in manual transmission vehicles. This is a feature of the clutch assembly C of the present invention.

Referring to <FIG> again, when the driver starts pressing the brake pedal B to drive the vehicle, releases the brake pedal B, and then presses the accelerator pedal E, the clutch assembly C of the present invention sequentially becomes in states shown in <FIG>, <FIG>, and <FIG>. While driving, the clutch assembly C is located at any states described in <FIG> and <FIG>, depending on the degree to which the driver presses the accelerator pedal E or brake pedal B. In this case, it is important that the engine Eg and the transmission Tr are always in the state of power connection. The change of driving speed of the vehicle is determined by the change in rotation of the engine Eg, and is independent of the clutch assembly C itself.

The clutch assembly C described above can be modified as various forms. The forked part <NUM> may omit the fork <NUM> as long as the forked part <NUM> can clip and support the rotary member <NUM>. The number and shape of rotary member <NUM> can be various, and other components other than a needle bearing can be used as long as they can be moved in the height direction between the in-cam <NUM> and the out-cam <NUM>. In addition, a fastening member may be used to secure the fork <NUM> to the rim so as to firmly support the rotary member <NUM>.

Next, a rotary shaft assembly according to an embodiment of the present invention is described. The rotary shaft assembly is a device that converts linear motion of the driving shaft <NUM>' to rotational motion of the out-cam <NUM> of the clutch assembly C. The following is one example of the present invention, and any structure that can convert linear motion of one member to rotational motion of other members, may be employed.

Referring to <FIG>, a first guide slot <NUM> and a second guide slot <NUM> are formed on the sleeve of the driving shaft <NUM>' in the area adjacent to the clutch assembly C. Although not shown, the clutch assembly C is located on the left side of the <FIG>, and the power transmission device <NUM> is located on the right side of <FIG>.

The first guide slots <NUM> are a pair of long, straight channel shapes with specified lengths, formed along the longitudinal direction of the driving shaft <NUM>'. The pair of first guide slots <NUM> may face each other with <NUM> degrees therebetween, but are limited to.

The second guide slots <NUM> also have a second upper guide slot 3004A and a second lower guide slot 3004B facing each other. The second upper guide slot 3004A comprises a first path 3006A, which is a linear channel with a specified length, and a second path 3008A, which is an inclined channel connected to the first path 3006A. The second lower guide slot 3004B is a shape that the second upper guide slot 3004A rotates <NUM> degrees. In other words, a third path 3008B is formed along the outer surface of the driving shaft <NUM>' corresponding to the first path 3006A, and a fourth path 3006B, which is an inclined channel with a specified length, is formed corresponding to the second path 3008A. The boundaries between the first path 3006A and the second path 3008A and between the third path 3008B and fourth path 3006B are the same along the circumferential direction of the driving shaft <NUM>', as shown by the imaginary line. The lengths of the first path 3006A and the third path 3008B are the same, and the lengths of the second path 3008A and fourth path 3006B are the same. The second upper guide slot 3004A and the second lower guide slot 3004B may face each other with <NUM> degrees therebetween, but are not limited to.

Referring to <FIG>, a pair of projections <NUM>' are formed on the rotary shaft 2020A of the forked part <NUM>. The projections <NUM>' are protruded from the sleeve of the rotary shaft 2020A outward in a radial directions perpendicular to the longitudinal direction of the rotary shaft 2020A. The pair of projections <NUM> are employed to be inserted into each first guide slot <NUM>. The separation distance between the protrusions <NUM>' in the circumferential direction is the same as the separation distance of the first guide slot <NUM>, and the positions of the protrusions <NUM>' along the sleeve in the longitudinal direction are the same.

Referring to <FIG>, a first and second protrusions 3002A', 3002B' are formed on the rotary shaft <NUM>' of the out-cam <NUM>. The first and second protrusions 3002A', 3002B' are protruded from the sleeve of the rotary shaft <NUM>' inward in a centripetal direction, which is perpendicular to the longitudinal direction of the rotary shaft <NUM>'. The first protrusion 3002A' is inserted into the second upper guide slot 3004A, and the second protrusion 3002B' into the second lower guide slot 3004B. The separation distance between the first and second protrusions 3002A', 3002B' in the circumferential direction is the same as the separation distance between the second upper and second lower guide slots 3004A, 3004B, and the positions of the first and second protrusions 3002A', 3002B' along the sleeve in the longitudinal direction are the same.

<FIG> is a perspective view shown the structural connections between the driving shaft <NUM>' and the rotary shaft 2020A of the forked part <NUM>, and between the driving shaft <NUM>' and the rotary shaft <NUM>' of the out-cam <NUM>. The diameter of the driving shaft <NUM>' is greater than that of the rotary shaft 2020A, and smaller than that of the rotary shaft <NUM>'. Thus, if the three shafts are combined in the state in which the first guide slot <NUM> of the driving shaft <NUM>' faces each protrusion <NUM>' below the driving shaft <NUM>', and the first and second protrusions 3002A', 3002B' above the driving shaft <NUM>', then the protrusions <NUM>' are inserted to the first guide slot <NUM> of the driving shaft <NUM>' from the bottom to the top, and at the same time, the first and the second protrusion 3002A', 3002B' are inserted to the second upper and second lower guide slots 3004A, 3004B from the top to the bottom.

The diameter of the rotary shaft of the in-cam <NUM>, which is not illustrated, may be smaller than that of the rotary shaft 2020A of the forked part <NUM>, and joined to the rotary shaft 2020A, or the rotary shaft 2020A itself may be a part of the rotary shaft of the in-cam <NUM>. Therefore, the rotation of the engine Eg is transmitted to the transmission Tr through the driving shaft <NUM>' without interference or collision with the rotary shaft assembly of the present invention.

Referring to <FIG> based on the explanation above, the rotation of the out-cam <NUM> according to linear motion of the driving shaft <NUM>' will be described.

When the driver presses the accelerator pedal P, and the driving shaft <NUM>' is linearly moved to the left side, that is, to an A' direction, the first guide slot <NUM> moves in the same direction, but the protrusions <NUM>' does not move in the circumferential direction because the first guide slot <NUM> is a line shape. Therefore, the forked part <NUM> does not rotate and remains in a stable position.

Meanwhile, when the second upper guide slot 3004A moves linearly, the slope of the second path 3008A pressurizes the first protrusion 3002A'. Accordingly, the first protrusion 3002A' cannot stay in the original place, and the first protrusion 3002A' is pressurized to rotate in a first direction 3000Ar, by the angle formed between the first path 3006A and the second path 3008A. Likewise, when the second lower guide slot 3004B moves linearly, the slope of the fourth path 3006B pressurizes the second protrusion 3002B'. Accordingly, the second protrusion 3002B' cannot stay in the original place, and the second protrusion 3002B' is pressurized to rotate in the first direction 3000Ar, by the angle formed between the third path 3008B and the fourth path 3006B. Therefore, the rotary shaft <NUM>' of the out-cam <NUM> is supported by the first and second protrusion 3002A', 3002B' and rotates in the first direction 3000Ar, and eventually the out-cam <NUM> rotates.

In the state that the driving shaft moves in the A' direction, when the brake pedal is pressed in reverse, and the driving shaft <NUM>' moves linearly to the right side, in the B' direction for example, the first guide slot <NUM> moves in the same direction, but the protrusions <NUM> does not move in the circumferential direction because the first guide slot <NUM> is a line shape. Therefore, the forked part <NUM> does not rotate and remains in the stable position.

Meanwhile, when the second upper guide slot 3004A moves linearly, the slope of the second path 3008A pressurizes the first protrusion 3002A'. Accordingly, the first protrusion 3002A' cannot remain in the original place and is pressurized to rotate in a second direction 3000Br, by the angle formed between of the first path 3006A and the second path 3008A. Likewise, when the second lower guide slot 3004B moves linearly, the slope of the fourth path 3006B pressurizes the second protrusion 3002B'. Accordingly, the second protrusion 3002B' cannot stay in the original place, and the second protrusion 3002B' is pressurized to rotate in the first direction 3000Ar, by the angle formed between the third path 3008B and the fourth path 3006B. Therefore, the rotary shaft <NUM>' of the out-cam <NUM> is supported by the first and second protrusion 3002A', 3002B' and rotates in the second direction 3000Br, and eventually the out-cam <NUM> rotates.

While embodiments of the present invention have been described, the present invention is not limited to what has been particularly shown, but just by the appended claims.

Claim 1:
A clutch system comprising:
a clutch assembly (C) connected or disconnected to an engine (Eg) of a vehicle, wherein a state of the clutch assembly (C) is changed by pressing or releasing of an accelerator pedal (E) or a brake pedal (B), and
a rotary shaft assembly including:
a power transmission device (<NUM>) configured to transmit a motion of pressing or releasing of the accelerator pedal (E) and the brake pedal (B) into the clutch assembly (C), and
a driving shaft (<NUM>') connected to the power transmission device (<NUM>), and
characterized in that the clutch system does not include a clutch pedal, and
wherein the clutch assembly (C) is in any one of states including:
a first state configured to transmit a rotational force of the engine (Eg) to a transmission (Tr) by pressing the accelerator pedal (E);
a second state in which the clutch assembly (C) keeps transmitting the rotational force of the engine (Eg) to the
transmission (Tr) through the input shaft (<NUM>'), after releasing the accelerator pedal,
a third state configured to cut off a connection between the engine (Eg) and the driving shaft (<NUM>') by pressing the brake pedal (B), and
a fourth state that is an initial transition state or intermediate state configured to transmit a rotational force of the engine (Eg) to the transmission by releasing the brake pedal (B), and
wherein the driving shaft (<NUM>') of the rotational body assembly connected to the power transmission device (<NUM>) linearly is configured to move to a first direction by pressing the accelerator pedal (E), and the clutch assembly (C) is positioned in the first state.