200824937 九、發明說明： 【發明所屬之技術領域】 本發明是有關於一種動力控系統，特別是指一種可減 少油耗且操作方便的動力控制系統及其控制方法。 【先前技術】 ^200824937 IX. Description of the Invention: [Technical Field] The present invention relates to a power control system, and more particularly to a power control system and a control method thereof that can reduce fuel consumption and are easy to operate. [Prior Art] ^
-般的手排車是藉由一裝設於_引擎與一變速箱之間 的摩擦式離合器（例如螺旋彈簧離合器、膜片㈣離d ，來離合該引擎與該變速箱之間的動力傳動此種 摩擦式離合器藉由直接的摩擦可儘量避免該引擎與該變速 箱之間產生相對滑動空轉的情形，而防止引擎轉速與變速 箱動力輸出之間發生落差過大的油耗問題，然而，此種手 排車必須藉由腳踩離合器踏板配合手控排擋桿的方式，才 能進行換檔操作，對駕駛者而言，不僅困難度較高，操作 上亦較麻煩。 而，一般的自排車是則藉由一裝設於一引擎與一變速 箱之間的自動式離合器（電子控制式離合器），來自動離合 該引擎與該變速箱之間的動力傳動，雖然，此種自動式離 合器不需藉由離合器踏板來操控，而可便於駕駛者學習操 作，然而，由於此種自動式離合器是藉由液壓油來傳動該 引擎與該變速箱之間的動力，因此，該引擎與該變速箱之 間往往會產生相對滑動空轉的情形，而導致引擎轉速與變 速箱動力輸出之間發生落差過大的油耗問題。 此外，不論上述的手排車或自排車，當駕駛者放開油 門煞車時，若駕駛者沒將排檔桿切換至空檔，則該5|擎與 200824937 該變速箱之間仍會保持動力連結的狀態，因而會造成該引 擎浪費動力的油耗問題。 【發明内容】 因此，本發明之一目的，即在提供—種可減少油耗且 操作方便的動力控制系統。 本發明之另-目的，，即在提供一種可減少油耗且操作 方便的動力控制系統的控制方法。 本發明動力控制系統，是裝設於一車體上，而可控制 該車體的-引擎與-變速箱之間的動力傳動，該動力控制 系統包含-油Η踏板單元一離合器單元，及__致動單元 。該油Η踏板單元可在-未加油位置與—加油位置之間移 動。該離合器單元是褒設於該引擎與該變速箱之間，該離 合器單元可在一分開狀態與一連結狀態之間變換，當該離 合器單元在該分開狀態時，”斷該引擎與該變速箱之間 的動力傳動，當該離合器單元在該連結狀態時，可連結該 引擎與該變速箱之間的動力傳動。該致動單元是設置於該 ，門踏板單元與該離合器單元之間，當該油門踏板單元在 =加油位置時，該油門踏板單元經該致動單元可驅使該離 ^早元變換至該連結狀態，當該油門踏板單元在該未加 二位置時’該油門踏板單元經該致動單元可驅使該離合器 早70變換至該分開狀態。 本發：動力控制系統的控制方法，包含：(α)踩踏一 哭„踏板早疋，使一裝設於一引擎與一變速箱之間的離合 為早疋連結該引擎與該變速箱之間的動力傳動。⑻放開 6 200824937 該油門踏板單元’使該離合器單元中斷該引擎與該變速箱 之間的動力傳動。 【實施方式】 有關本發明之前述及其他技術内容、特點與功效，在 乂下配σ參考圖式之一較佳實施例的詳細說明中， 楚的明白。 多閱圖1、2、3 ’本發明動力控制系統的__較佳實施例 ，是裝設於一車體（圖未示）上，而可控制該車體的一引 擎刚與一變速箱200之間的動力傳動，該動力控制*** 包含：:油門踏板單元U)、—離合器單元2〇、—致動單元 、-订程感知器40、-煞車踏板單元5〇，及一煞車油屋 閥60。 該油門踏板單it 10可在—未加油位置（見圖〇與一 加油位置（見圖2)之間移動，該油門踏板單元1G具有一 ，板部11、—相反料踏板部11且樞設於該車體上㈣作 j 12、-形成於該操作部u且開口朝向該致動單元⑽的 备至13、一裝設於該容室13内的電磁閥14，及一裝設於 ^容室13内的連接件15 ’該電磁閥14具有—朝向該致動 早το 30的電磁推桿141，該連接件15具有_偏心地拖設於 。亥知作部12上的軸部151 ’及一與該轴部ΐ5ι連接且介於 該軸部m與該電磁推桿141之間的被推壓部152。當缺， 當該油門踏板單元10在該加油位置（見圖2)時，可經一 加油油路（圖未示）控制該引擎100的轉速。 該離合器單元20是裝設於該引擎100與該變速箱200 7 200824937 之間’而可在一分開狀態（見圖1)與一連結狀態（見圖2 )之間變換，該離合器單元20具有一裝設於該引擎1〇〇的 一曲柄軸110上的飛輪21、一裝設於該飛輪21上而可供該 、變速箱200的一輸入轴210延伸入的殼體22、一裝設於該 輸入軸210朝向該飛輪21的一端上的摩擦盤23、一可移動 地裝設於該輸入軸210上的被驅動盤24，及數裝設於該殼 體22與該被驅動盤24之間的復位彈簧25。當該離合器單 元20在該連結狀態（見圖2)時，該被驅動盤24是帶動該 摩擦盤23移動至抵靠於該飛輪21上，而連結該引擎ι〇〇 與該變速箱200之間的動力傳動，相反地，當該離合器單 兀20在該分開狀態（見圖j)時，該被驅動盤24是被該等 復位彈簧25拉動而反向脫離該摩擦盤23，使該摩擦盤μ 自然被甩開而脫離該飛輪21，而中斷該引擎1〇〇與該變速 箱200之間的動力傳動。 該致動單元30是設置於該油門踏板單元1〇與該離合 器單元20之間，該致動單元3〇具有一鄰近於該油門踏板 單兀10的第一油壓缸31、一鄰近於該離合器單元的第 二油壓缸32、一裝設於該第二油壓缸32與該離合器單元 20之間並樞設於該車體上的連動桿33，及一連接於該第一 、二油壓缸31、32之間的油路34。該第一油壓缸3ι具有 一第一缸體311、一可移動地裝設於該第一缸體3ιι内且朝 該連接件15的軸部151延伸出的第一活塞桿312，及一穿 ㈣該第-紅體311與該第_活塞桿312之間的第_復位二 黃313，該第二油壓缸32具有一第二缸體32ι、一可移動 200824937 地裝ό又於該第二缸體32；[内日知 篮1内且朝該連動桿33延伸出的第一 活塞桿322，及一_ 弗— 及裝认於該弟二缸體321與該第二活塞 322之間的第二復位彈簧323。當該油門踏板單元⑺移動 至該^位置（見圖2)時，該連接件Μ的軸部⑸可推 動該弟一活塞桿312,使該第一缸體3ιι内的液壓油經該油 路34輸达至該第二缸體321 θ，而迫使該第二活塞桿奶 推動該連動桿33朝該被驅動盤24擺動，如此，該連動桿 33即可驅使該被驅動盤24帶動該摩擦盤23移動至抵靠於 該飛輪2丨上，進而使該離合器單元2〇變換至該連結狀態 (見圖2)，相反地，當該油門踏板單元1〇移動至該未加油 ，置（見圖1)時，該連接件15的軸部151會反向遠離該 第一活塞桿312,同時，該第一、二活塞桿312、322會分 別後位至一起始位置（見圖υ，而使該第二缸體321内的 液壓油經該油路34反向輸送至該第一缸體311内，此時， 該被驅動盤24可被該等復位彈簧25拉動而反向脫離該摩 擦盤23,並帶動該連動桿33反向擺動，如此，該摩擦盤 23即可自然被甩開而脫離該飛輪21，使該離合器單元2〇 變換為該分開狀態（見圖1 )。 該行程感知器40是裝設於該車體上，並鄰近於該煞車 踏板單元50 ’且與該油門踏板單元1〇的電磁閥μ電連接 該行程感知器40可感測該煞車踏板單元5〇的移動量， 而將感測訊號傳送至該電磁閥14。 該煞車踏板單元50可在一未煞車位置（見圖1)與一 煞車位置（見圖3 )之間移動。該煞車踏板單元5〇具有一 9 200824937 :板。P 51、_相反於該踏板部51絲設於該車體上的操作 部^2—、一形成於該操作部52上且朝該行程感知器4〇凸出 =弟-凸塊53，及-形成於該操作部52上且朝該煞車油麼 « 6〇凸出的第二凸塊54。當該煞車踏板單元 =1_3)^凸塊53可顧該行程感: 使該仃程感知器40驅使該電磁閥14的電磁推桿 141從一伸出位置（見圖〇移動至一縮回位置（見圖3)， =離該連接件15的被推麼部152，此時，該連接件Η的 。"5!會偏心地轉動至遠離該第一油壓缸μ的第一活塞 =312，如此，就算駕敬者踩下該油門踏板翠& 的踏二 。u’由於該軸部151已觸壓不到該第一活塞桿312，因此 ^亥離合器單元2G並不會變換至該連結狀態，相反地，告 =車踏板單元5G移動至該未煞車位置（見圖〇時，兮 Μ可遠離該行程感知，使該行程感知器4〇 :々使該電磁閥14的電磁推桿141從該縮回位置（見圖W 出位置(見圖…而抵靠於該連接件15的被推 至靠、二該連接件15的轴部151會偏心地轉動 I 苐—油壓红31的第-活塞桿3i2,此時，若駕敬 該油門踏板單元10的踏板部⑴該軸部⑸即:觸 厂=弟-活塞桿312，而使該離合器單元2G變換為該^ =煞7壓闊60是裝設於該車體上，並鄰近於 二早Π:該煞車踏板單元一 弟二凸塊54可觸壓該煞車油壓閥60,而使煞 10 200824937 車油驅動車輪處的鼓式煞車或碟式煞車產生制止車輪的煞 車效果。 … 藉此’駕駛者即可以下述的控制方法來操控本發明的 動力控制系統： 步驟一：如圖2所示，當駕駛者要驅動車子時，即可 逐漸踩下該踏板部U，使該油門踏板單元1〇逐漸移動至該 加油位置（見圖2)，在此過程中，該引擎1〇〇的曲柄軸ιι〇 的轉速會逐漸提高，而，該離合器單元2〇亦會逐漸變換為 該連結狀態，在本實施例中，可配合該引擎1〇〇的扭力需 求，而在引擎轉速1000〜 1200RPM時，使該摩擦盤23與 該飛輪21開始接合，並在引擎轉速16〇〇〜18〇〇RpM時，' 使該摩擦盤23與該飛輪21完全壓緊，而使該離合器單元 20完全連結該引擎100與該變速箱2〇〇之間的動力傳動， 如此，車子即可產生移動。 步驟二：如圖1所示，當駕駛者要使車子減速時，即 可逐漸放開該踏板部11，使該油門踏板單元1〇逐漸移動至 該未加油位置，在此過程中，該引擎100的曲柄軸110的轉 速會逐漸降低，而，該離合器單元20亦會逐漸變換為該分 開狀態，如此，該摩擦盤23即可逐漸脫離該飛輪21，最終 並中斷該引擎100與該變速箱200之間的動力傳動，而使 車子逐漸減速。 步驟三：如圖3所示，當駕駛者要煞車時，即可逐漸 踩下該踏板部51，使該煞車踏板單元50逐漸移動至該煞車 位置，在此過程中，該第二凸塊54可觸壓該煞車油壓閥肋 11 200824937 車式㈣產… 知器40,使該行程感知器4 3、亦可縣仏丁私感 141移動至_π/ 制電磁閥14的電磁推桿 ⑸，：動至該細回位置，而遠離該連接件15的被誠部 ，第法严，該連接件15的軸部151會偏心地轉動至遠離 ==31的第一活塞桿312，此時，如圖4所示， 門踏板單元1〇的踏板部η，由於該轴 财不Γ壓不到該第一活塞桿312，因此，該離合器單元 20亦不會再變換為該連結狀態。 i f驟四：如圖2所示，當駕駛者要恢復行驶時，即可 轰開謂板^ 51，使該煞車踏板單元％逐漸移動至該未教 位置，在此過程中，該第二凸塊54可遠離該煞車油塵閥 ’而使車輪處的鼓式煞車或碟式料不再產生制止車輪 :煞車效果，同時，該第—凸塊53亦可遠離該行程感知器 0 ’使程感知器4G驅使該電磁閥14的電磁推桿⑷ 移動至^伸出位置，而抵餘該連接件15的被推壓部152 ^此％，该連接件15的轴部151會偏心地轉動至靠近該 第-油S缸31的第—活塞桿312，此時，若駕駛者再逐漸 踩下該踏板部Π，使該油門踏板單元10逐漸移動至該加油 位置，該離合器單元2〇即會再逐漸變換為該連結狀態，而 再度連結該引擎100與該變速箱2〇〇之間的動力傳動。 此外，如圖4所示，當駕駛者在緊急狀況踩煞車又誤 踩油門時，該煞車踏板單元50會移動至該煞車位置，而使 該第二凸塊54觸壓該煞車油壓閥60，進而產生制止車輪的 12 200824937 煞車效果，同時，該第一凸塊53亦可觸壓該行程感知器仞 ’使該行程感知器40驅使該電磁閥14的電磁推桿⑷移 動至該縮回位置，而遠離該連接件15的被推壓部，此 時，該連接件15的軸部151會偏心地轉動至遠離該第一油 «缸31的第—活塞桿312，如此，就算駕驶者同時誤踩下 該油門踏板單A 10的踏板部U，而使該油η踏板單元10 ::至該加油位置，由於該軸部151已觸壓不到該第一活 基才干312，因此’該離合器單元2〇並不會變換為該連結狀 態，如此，即可中斷該引擎1〇〇與該變速箱·之間的動 力傳動’而防止車子發生意外暴衝的問題。此後，在緊糸 狀況解除後’駕駛者當㈣放開該煞車踏板單S 50,使^ 煞車踏板單元50移動至該未煞車位置（見圖2)，如此，咳 電磁闊14的電磁推桿141即會移動至該伸出位置（見圖2) ’而抵靠於該連接件15的被推壓部152上，進而使該連接 件15的軸部151偏心地轉動至#近該第—油壓缸η的第 一活塞桿312。 、工由以上的„兒明’可再將本發明的優點歸納如下： 一、 駕敬者只藉由踩下或放開該油門踏板單元ι〇與該 煞車踏板單元5G，即可操控該離合器單元2()連結或中斷該 引擎⑽與該變速肖2⑼之間的動力傳動，因此，本發明 的控制方法就如同自排車一般簡單，而可便於駕駛者學習 操作。 二、 本發明的離合n單元2Q是藉由該飛輪21與該摩 *盤23之間的直接摩擦來連結該引擎ι〇〇與該變速箱· 13 200824937 之間的動力傳動’因此’當駕敬者踩下該油門踏板單元ι〇 的程度越大，該飛輪21與該摩擦盤23之間即會接合得更 緊’如此，即可有效防止該引擎刚與該變速箱2〇〇之間 產生相對滑動s轉的情形’而避免引擎轉速與變速箱動力 輸出之間發生落差過大的油耗問題。 三、 當駕駛者放開本發明的油門踏板單元1〇，而踩下 該煞車踏板單元50時，該離合器單元2〇即會自動變換至 該分開狀態，而中斷該引擎⑽與該變速箱細之間的動 力傳動’如此，在車子暫停時.，即可有效防止該引擎⑽ 無谓地浪費動力。 四、 駕駛者只要踩下本發明的煞車踏板單元5〇，即可 使《合器單it 20變換至該分開狀態，而中斷該引擎刚 與该變速帛200之間的動力傳動，因此，就算駕驶者在緊 心狀况寸同枯踩下该煞車踏板單元50與該油門踏板單元 10,該引擎100亦無法帶動該變速箱200,如此，即可有效 地防止車子發生意外暴衝的問題。 值得一提的是，本發明的油門踏板單元10當然亦可不 裝設於該連接件15，而直接利用該電磁閥14的電磁推桿 141來推動或遠_该第一油壓缸η的第一活塞桿η!。 歸納上述，本發明之動力控制系統及其控制方法，不 僅操作簡便’更可有效減少引擎的油耗，故確實能達到發 明之目的。 ^ ί隹以上所述者’僅為本發明之較佳實施例而已，當不 月匕以此限疋本發明實施之範圍，即大凡依本發明申請專利 14 200824937 範圍及發明說明内容所作之簡單的等效變化與修飾，皆仍 屬本發明專利涵蓋之範圍内。A typical hand-cranked vehicle is a clutch that is coupled between the engine and the transmission by a friction clutch (such as a coil spring clutch and a diaphragm (4)) that is disposed between the engine and the transmission. Such a friction clutch can avoid the situation of relative sliding idling between the engine and the transmission by direct friction, and prevent excessive fuel consumption between the engine speed and the transmission power output. However, such a frictional clutch The hand-cranked vehicle must be equipped with a hand-operated shift lever by means of a foot clutch pedal to perform a shifting operation, which is not only difficult for the driver but also troublesome in operation. However, the general self-discharging vehicle is Automatically clutching the power transmission between the engine and the transmission by an automatic clutch (electronically controlled clutch) mounted between an engine and a gearbox, although such an automatic clutch is not required By the clutch pedal, it is convenient for the driver to learn the operation. However, since the automatic clutch is driven by hydraulic oil, the engine and the gearbox are driven. The power, therefore, the situation between the engine and the gearbox tends to produce relative sliding idling, resulting in excessive fuel consumption between the engine speed and the transmission power output. In addition, regardless of the above-mentioned hand truck or self When the driver releases the throttle and brakes, if the driver does not switch the gearshift lever to neutral, the 5|engine and 200824937 will still maintain the power connection between the gearbox, thus causing the engine to waste. SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a power control system that can reduce fuel consumption and is easy to operate. Another object of the present invention is to provide an operation that can reduce fuel consumption. The control method of the convenient power control system. The power control system of the present invention is mounted on a vehicle body, and can control the power transmission between the engine and the transmission, the power control system includes - oil Η pedal unit - a clutch unit, and __ actuation unit. The oil pedal unit is movable between a - unfueled position and a - refueling position. The unit is disposed between the engine and the transmission, and the clutch unit is switchable between a separated state and a connected state. When the clutch unit is in the separated state, the engine is disconnected from the transmission. The power transmission, when the clutch unit is in the connected state, can connect the power transmission between the engine and the transmission. The actuation unit is disposed between the door pedal unit and the clutch unit, when the throttle When the pedal unit is in the =refueling position, the accelerator pedal unit can drive the early change to the connected state via the actuating unit, and when the accelerator pedal unit is in the unplus position, the accelerator pedal unit passes through the The moving unit can drive the clutch to change to the separated state as early as possible. The present invention: The control method of the power control system includes: (α) stepping on a crying „ pedal early, so that one is installed between an engine and a gearbox The clutch is the power transmission between the engine and the gearbox. (8) Release 6 200824937 The accelerator pedal unit 'interrupts the clutch unit between the engine and the transmission. [Embodiment] The foregoing and other technical contents, features and effects of the present invention are apparent from the detailed description of a preferred embodiment of the sigmoid reference pattern. Referring to Figures 1, 2, and 3, the preferred embodiment of the power control system of the present invention is mounted on a vehicle body (not shown), and an engine and a gearbox for controlling the vehicle body are controlled. Power transmission between 200, the power control system includes:: accelerator pedal unit U), - clutch unit 2 〇, - actuation unit, - booking sensor 40, - brake pedal unit 5 〇, and a brake oil house valve 60. The accelerator pedal unit 100 can be moved between the unrefueled position (see FIG. 〇 and a refueling position (see FIG. 2) having one, the plate portion 11, and the opposite pedal portion 11 and pivoted. On the vehicle body (4), j12, a solenoid valve 14 formed in the operating portion u and having an opening facing the actuating unit (10), a solenoid valve 14 installed in the chamber 13, and a mounting device The connecting member 15' in the chamber 13 has the electromagnetic push rod 141 facing the actuating early το 30, and the connecting member 15 has a shaft portion 151 ' eccentrically dragged on the inner portion 12 And a pressed portion 152 connected to the shaft portion ΐ5ι and interposed between the shaft portion m and the electromagnetic push rod 141. When the valve pedal unit 10 is in the refueling position (see FIG. 2), The speed of the engine 100 can be controlled via a fueling circuit (not shown). The clutch unit 20 is mounted between the engine 100 and the gearbox 200 7 200824937 and can be separated (see Figure 1). Switching between a coupled state (see FIG. 2), the clutch unit 20 has a fly mounted on a crankshaft 110 of the engine 1〇〇 a wheel 22, a housing 22 mounted on the flywheel 21 for extending into an input shaft 210 of the transmission 200, and a friction disk 23 mounted on an end of the input shaft 210 facing the flywheel 21. a driven disk 24 movably mounted on the input shaft 210, and a plurality of return springs 25 mounted between the housing 22 and the driven disk 24. When the clutch unit 20 is in the connected state (see FIG. 2), the driven disk 24 drives the friction disk 23 to move against the flywheel 21, and connects the power transmission between the engine ι and the gearbox 200. Conversely, when When the clutch unit 20 is in the separated state (see FIG. j), the driven disk 24 is pulled by the return springs 25 to be disengaged from the friction disk 23, so that the friction disk μ is naturally opened and disengaged. The flywheel 21 interrupts the power transmission between the engine 1 and the transmission 200. The actuation unit 30 is disposed between the accelerator pedal unit 1 and the clutch unit 20, and the actuation unit 3 has a first hydraulic cylinder 31 adjacent to the accelerator pedal unit 10, adjacent to the clutch unit a hydraulic cylinder 32, a linkage rod 33 mounted between the second hydraulic cylinder 32 and the clutch unit 20 and pivoted on the vehicle body, and a first hydraulic pump 31 connected to the first and second hydraulic cylinders 31 An oil passage 34 between the 32. The first hydraulic cylinder 3 has a first cylinder 311, and is movably mounted in the first cylinder 3 and extends toward the shaft portion 151 of the connecting member 15. a first piston rod 312, and a first (rear) dimming 313 between the first red body 311 and the first piston rod 312, the second hydraulic cylinder 32 having a second cylinder 32, a The movable 200824937 is mounted on the second cylinder 32; [the first piston rod 322 in the inner Japanese basket 1 and extending toward the linkage rod 33, and a _ _ _ - and the acquaintance of the second cylinder A second return spring 323 between the body 321 and the second piston 322. When the accelerator pedal unit (7) is moved to the position (see FIG. 2), the shaft portion (5) of the connecting member 可 can push the piston-piston rod 312 to pass the hydraulic oil in the first cylinder block 3 ι through the oil passage. 34 is delivered to the second cylinder 321 θ, forcing the second piston rod to push the linkage rod 33 to swing toward the driven disk 24. Thus, the linkage rod 33 can drive the driven disk 24 to drive the friction The disk 23 is moved to abut against the flywheel 2丨, thereby changing the clutch unit 2〇 to the connected state (see FIG. 2). Conversely, when the accelerator pedal unit 1〇 is moved to the unfueled position, 1), the shaft portion 151 of the connecting member 15 is opposite to the first piston rod 312, and the first and second piston rods 312, 322 are respectively rearwardly located to a starting position (see FIG. The hydraulic oil in the second cylinder 321 is reversely conveyed into the first cylinder 311 via the oil passage 34. At this time, the driven disk 24 can be pulled by the return springs 25 to be reversed from the friction. The disk 23 drives the linkage rod 33 to swing in the opposite direction, so that the friction disk 23 can be naturally opened and disengaged from the flywheel 21, so that The clutch unit 2 is changed to the separated state (see Fig. 1). The stroke sensor 40 is mounted on the vehicle body and adjacent to the brake pedal unit 50' and the solenoid valve μ of the accelerator pedal unit 1 Electrically connecting the stroke sensor 40 can sense the amount of movement of the brake pedal unit 5〇, and transmit a sensing signal to the solenoid valve 14. The brake pedal unit 50 can be in an untwisted position (see FIG. 1) and a Moving between the brake position (see Fig. 3). The brake pedal unit 5 has a 9 200824937: board. P 51, _ opposite to the operation portion 2 of the pedal portion 51 which is provided on the vehicle body, And the second bump 54 protruding from the operating portion 52 and protruding toward the brake oil 〇 6 。 is formed on the operating portion 52 and toward the stroke sensor 4 . When the brake pedal unit=1_3)^bump 53 can take care of the stroke: the stroke sensor 40 drives the electromagnetic push rod 141 of the solenoid valve 14 from an extended position (see FIG. 〇 to a retracted position ( See Fig. 3), = from the pushed portion 152 of the connecting member 15, at this time, the connecting member is 。. "5! will rotate eccentrically The first piston that is away from the first hydraulic cylinder μ=312, so that even if the driver presses the pedal pedal Cui & step 2, u' because the shaft portion 151 has not touched the first piston rod 312, therefore, the ^H clutch unit 2G does not change to the connected state, and conversely, the vehicle pedal unit 5G moves to the untwisted position (see Figure 兮Μ, the 感知 can be far away from the stroke perception, so that the stroke is perceived 4: the electromagnetic push rod 141 of the solenoid valve 14 is moved from the retracted position (see FIG. 4 out of position (see FIG. The shaft portion 151 eccentrically rotates the first piston rod 3i2 of the oil pressure red 31. At this time, if the pedal portion (1) of the accelerator pedal unit 10 is respected, the shaft portion (5) is: the contact factory = brother-piston rod 312 And the clutch unit 2G is converted into the ^=煞7 pressure width 60 is installed on the vehicle body, and adjacent to the second morning: the brake pedal unit and the second two bumps 54 can touch the brake oil pressure The valve 60 makes the drum brake or the disc brake at the wheel of the 200810937 vehicle oil drive to prevent the braking effect of the wheel. ... whereby the driver can control the power control system of the present invention by the following control methods: Step 1: As shown in FIG. 2, when the driver wants to drive the car, the pedal portion U can be gradually depressed, so that The accelerator pedal unit 1〇 is gradually moved to the refueling position (see FIG. 2). During this process, the rotational speed of the crankshaft ιι of the engine 1 逐渐 is gradually increased, and the clutch unit 2〇 is gradually changed. In this connection state, in the present embodiment, the torque requirement of the engine 1〇〇 can be matched, and when the engine speed is 1000 to 1200 RPM, the friction disk 23 and the flywheel 21 are started to be engaged, and the engine speed is 16 〇〇. When it is ~18〇〇RpM, 'the friction disc 23 and the flywheel 21 are completely pressed, and the clutch unit 20 is completely connected to the power transmission between the engine 100 and the transmission 2〇〇, so that the car can be Generate movement. Step 2: As shown in FIG. 1 , when the driver wants to decelerate the car, the pedal portion 11 can be gradually released, and the accelerator pedal unit 1〇 is gradually moved to the unfueled position, in the process, the engine The rotational speed of the crankshaft 110 of 100 will gradually decrease, and the clutch unit 20 will gradually change to the separated state, so that the friction disc 23 can gradually disengage from the flywheel 21, and finally the engine 100 and the transmission are interrupted. The power transmission between 200, and the car gradually slowed down. Step 3: As shown in FIG. 3, when the driver wants to brake, the pedal portion 51 can be gradually depressed, and the brake pedal unit 50 is gradually moved to the braking position. In the process, the second bump 54 is removed. The brake oil pressure rib 11 can be touched by the brakes. 200824937 The vehicle type (4) is used to produce the stroke sensor 4, and the movement sensor 141 can be moved to the electromagnetic push rod of the _π/ solenoid valve 14 (5) , moving to the fine return position, and away from the joint portion of the connecting member 15, the law is strict, the shaft portion 151 of the connecting member 15 is eccentrically rotated to the first piston rod 312 away from == 31, at this time As shown in FIG. 4, since the pedal portion η of the door pedal unit 1〇 does not press the first piston rod 312, the clutch unit 20 is not changed to the connected state. If the fourth step: as shown in Figure 2, when the driver wants to resume driving, the board can be opened to make the brake pedal unit % gradually move to the unteached position, in the process, the second convex The block 54 can be remote from the brake dust valve ', so that the drum brake or the disc material at the wheel no longer produces a stop wheel: the brake effect, and the first bump 53 can also be away from the stroke sensor 0' The sensor 4G drives the electromagnetic push rod (4) of the solenoid valve 14 to the extended position, and the shaft portion 151 of the connecting member 15 is eccentrically rotated until the pressed portion 152 of the connecting member 15 is removed. Close to the first piston rod 312 of the first oil S cylinder 31, at this time, if the driver gradually presses the pedal portion Π to gradually move the accelerator pedal unit 10 to the fueling position, the clutch unit 2 will Then, the connection state is gradually changed, and the power transmission between the engine 100 and the transmission 2〇〇 is again connected. In addition, as shown in FIG. 4, when the driver steps on the brake and accidentally steps on the accelerator in an emergency, the brake pedal unit 50 moves to the brake position, and the second projection 54 touches the brake hydraulic valve 60. In turn, the braking effect of the wheel 12 200824937 is generated, and the first bump 53 can also press the stroke sensor 仞 'to cause the stroke sensor 40 to drive the electromagnetic push rod (4) of the electromagnetic valve 14 to the retraction. Positioned away from the pressed portion of the connecting member 15, at this time, the shaft portion 151 of the connecting member 15 is eccentrically rotated to the first piston rod 312 away from the first oil «cylinder 31, so that even the driver At the same time, the pedal portion U of the accelerator pedal unit A 10 is accidentally depressed, and the oil η pedal unit 10 :: to the refueling position, since the shaft portion 151 has not touched the first living base 312, thus ' The clutch unit 2〇 does not change to the connected state, so that the power transmission between the engine 1〇〇 and the transmission can be interrupted to prevent the accidental overshoot of the vehicle. Thereafter, after the state is released, the driver releases the brake pedal unit S 50 to move the brake pedal unit 50 to the untwisted position (see FIG. 2), thus, the electromagnetic push rod of the cough electromagnetic 14 141 will move to the extended position (see FIG. 2) and abut against the pressed portion 152 of the connecting member 15, thereby causing the shaft portion 151 of the connecting member 15 to be eccentrically rotated to #near the first- The first piston rod 312 of the hydraulic cylinder η. The advantages of the present invention can be further summarized as follows: 1. The driver can control the clutch only by pressing or releasing the accelerator pedal unit ι and the brake pedal unit 5G. The unit 2() connects or interrupts the power transmission between the engine (10) and the shifting shaft 2 (9). Therefore, the control method of the present invention is simple as a self-discharging vehicle, and can facilitate the driver to learn the operation. 2. The clutch of the present invention The n unit 2Q is a power transmission between the engine ι and the gearbox 13 200824937 by direct friction between the flywheel 21 and the motor disk 23. Therefore, when the driver respects the throttle The greater the degree of the pedal unit ι〇, the tighter the flywheel 21 and the friction disc 23 will be. Thus, the relative slip between the engine and the gearbox 2 can be effectively prevented. In the case of 'avoiding excessive fuel consumption between the engine speed and the transmission power output. 3. When the driver releases the accelerator pedal unit 1 of the present invention and depresses the brake pedal unit 50, the clutch unit 2 Immediate Automatically shifting to the separate state, and interrupting the power transmission between the engine (10) and the gearbox's fine, so that when the car is paused, the engine (10) can be effectively prevented from wasting power unnecessarily. The brake pedal unit 5〇 of the present invention can change the combiner unit 20 to the separated state, and interrupt the power transmission between the engine and the shifting jaw 200, so that even if the driver is in a tight heart shape When the brake pedal unit 50 and the accelerator pedal unit 10 are depressed, the engine 100 cannot drive the transmission 200, so that the accidental overshoot of the vehicle can be effectively prevented. It is worth mentioning that The accelerator pedal unit 10 of the present invention may of course not be mounted on the connecting member 15, but directly use the electromagnetic push rod 141 of the electromagnetic valve 14 to push or extend the first piston rod η! of the first hydraulic cylinder n. In summary, the power control system and the control method thereof of the present invention are not only easy to operate, but also can effectively reduce the fuel consumption of the engine, so it can indeed achieve the purpose of the invention. ^ 隹 隹 隹 隹 ' ' ' ' ' The present invention is not limited to the scope of the present invention, and the simple equivalent changes and modifications made by the scope of the invention and the description of the invention are still covered by the present invention. Within the scope.
15 200824937 【圖式簡單說明】 圖1是本發明動力控制系統一較佳實施例的配置示意 圖； 圖2是一類似圖1的視圖，說明該較佳實施例的一油 門踏板單元移動至一加油位置； 圖3是一類似圖1的視圖，說明該較佳實施例的一煞 車踏板單元移動至一煞車位置；及15 is a schematic view of a preferred embodiment of the power control system of the present invention; FIG. 2 is a view similar to FIG. 1 illustrating the movement of an accelerator pedal unit of the preferred embodiment to a refueling Figure 3 is a view similar to Figure 1 illustrating the brake pedal unit of the preferred embodiment moved to a brake position;
« 4 t—類似冑1的視圖’說明該油門踏板單 至該加油位置，同眭兮妨土 叫 寺為4車踏板單元移動至該煞車位置。 16 200824937« 4 t—view similar to 胄1' indicates that the accelerator pedal is single to the refueling position, and the siege is called the 4-car pedal unit to move to the brake position. 16 200824937
【主要元件符號說明】 100 * …·引擎 313… …第一復位彈簧 110- •…曲柄轴 32，·… …第二油壓缸 200… •…變速箱 321… …第二缸體 210- ♦…輸入軸 322… …第二活塞桿 10… …·油門踏板單元 323… …第二復位彈簧 11… •…·踏板部 33…" …連動桿 12" ……操作部 34…·， …油路 13 - ……容室 40·…· …行程感知器 14… …♦電磁閥 50"·. …煞車踏板單元 141 ” ……電磁推桿 51…… …踏板部 15… …"連接件 52* •… …操作部 15L· ……軸部 53*…· …第一凸塊 152- ……被推壓部 54…， …第二凸塊 20 - ……離合器單元 60··"* …煞車油壓閥 21 - …“飛輪 22 - ……殼體 23 - ……摩擦盤 24 - ……被驅動盤 25… ……復位彈簧 30 * …"致動單元 31 - "…第一油壓缸 311， "…第一缸體 312· …"第一活塞桿 17[Main component symbol description] 100 * ... engine 313 ... first return spring 110 - • ... crank shaft 32, ... ... second hydraulic cylinder 200 ... • ... gearbox 321 ... ... second cylinder 210 - ♦ ...the input shaft 322...the second piston rod 10...the accelerator pedal unit 323...the second return spring 11...the...the pedal portion 33..." ...the linkage rod 12" the operation portion 34...·, ...oil Road 13 - ... chamber 40 ..... ... stroke sensor 14 ... ... ♦ solenoid valve 50 " .... brake pedal unit 141 ” ... electromagnetic push rod 51 ... ... pedal portion 15 ... ... " connector 52 * •...Operating part 15L·......shaft part 53*...·first bump 152-...pressed part 54...,second bump 20-...clutch unit 60··"* ... Brake hydraulic valve 21 - ... "flywheel 22 - ... housing 23 - ... friction disc 24 - ... driven disc 25 ... ... reset spring 30 * ... " actuation unit 31 - "... first oil Pressure cylinder 311, "...first cylinder 312· ..." first piston rod 17