Automatic semi-clutch control device and clutch control method

Abstract

The present invention discloses an automatic semi-clutch control device and a clutch control method, which relate to the field of vehicle driving technology. The device mainly comprises a pressure reducing valve, a driving mechanism, a one-way throttle valve and a specially designed pressure reducing valve. The pressure reducing valve is provided with a pressure reducing valve rod chamber, a first chamber with a first oil port, a second chamber with a second oil port and a pressure reducing valve rodless chamber with a third oil port from top to bottom. The pressure reducing valve core is provided with a recess, a first oil channel and an oil drain groove. The second oil port is connected to the first clutch oil port, and the second clutch oil port is connected to the second oil port via a one-way throttle valve. In the present invention, when the pressure reducing valve core is stationary at a certain position, the clutch can maintain the current state unchanged. As the gap of the oil tank becomes smaller and smaller, the speed of the clutch valve core moving to the left becomes slower and slower; due to the presence of the one-way throttle valve, the speed of clutch locking is buffered, and the speed of clutch separation will not be too fast, so that the vehicle does not shake when shifting gears.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle driving, and more particularly to an automatic semi-clutch control device and a clutch control method. Background Art

[0002] When shifting gears in a manual transmission, the clutch needs to be stepped on and the gears need to be shifted manually. When starting the car, starting on a slope, or driving slowly, the semi-clutch state needs to be maintained for a few seconds. For untrained operators, the action is often not completed smoothly, causing the engine to stall. In addition, the clutch is heavy, and the driver's feet will be sore and unbearable if the semi-clutch state is maintained for a long time or frequently. Therefore, it is necessary to design a control device that can automatically put the transmission in a semi-clutch state as long as the driver switches gears and releases the brake or moves slowly, so as to reduce the requirements for the driver's operating proficiency and make car driving easier. Summary of the invention

[0003] The present invention provides an automatic semi-clutch control device and a clutch control method, which aim to solve the above-mentioned problems existing in the prior art.

[0004] The technical solution adopted by the present invention is as follows:

[0005] An automatic semi-clutch control device includes a clutch valve for actuating a clutch, the clutch valve is provided with a first clutch oil port and a second clutch oil port; it also includes a pressure reducing valve, a one-way throttle valve and a driving mechanism, the valve body of the pressure reducing valve is provided with a pressure reducing valve rod chamber, a first chamber, a second chamber and a pressure reducing valve rodless chamber from top to bottom, and the first chamber, the second chamber and the pressure reducing valve rodless chamber are respectively provided with a first oil port, a second oil port and a third oil port, the valve body of the pressure reducing valve is also equipped with a pressure reducing valve core, and is equipped with the driving mechanism for retracting the pressure reducing valve core, the middle part of the pressure reducing valve core is provided with a recess for connecting the first chamber and the second chamber, the upper part is provided with a first oil passage for connecting the pressure reducing valve rod chamber and the recess, and the lower part is provided with an oil drain groove for connecting the second chamber and the rodless chamber of the pressure reducing valve; the second oil port is connected to the first clutch oil port, and the second clutch oil port is connected to the second oil port via the one-way throttle valve.

[0006] Furthermore, the driving mechanism includes a connecting rod and an electromagnet, the middle portion of the connecting rod is pivotally connected to the valve body of the pressure reducing valve, one end of the connecting rod abuts against the operating rod of the pressure reducing valve core, and the other end is hinged with the electromagnet that rotates the connecting rod.

[0007] Furthermore, a clutch valve core is provided inside the valve body of the clutch valve, the second clutch oil port is connected to the clutch valve rod chamber, and the clutch valve core is provided with a second oil passage for connecting the first clutch oil port and the clutch valve rod chamber.

[0008] Furthermore, the upper diameter of the pressure reducing valve core is smaller than the lower diameter thereof.

[0009] Furthermore, the clutch valve core is provided with an oil groove at one end of the second oil passage connected to the first clutch oil port, and the depth of the oil groove decreases from large to small toward the rod cavity of the clutch valve.

[0010] Preferably, the cross-sectional profile of the oil groove is stepped.

[0011] A clutch control method uses the above-mentioned automatic semi-clutch control device to control the clutch and connects the clutch valve core to the clutch. The clutch control method includes the following contents: when the pressure reducing valve core is stationary at a certain position in the middle of the stroke, the liquid pressure in the second chamber remains unchanged at a certain value, and the liquid pressure in the rod chamber of the clutch valve remains unchanged, so that the clutch valve core remains in a fixed position, thereby keeping the clutch in the current state unchanged.

[0012] The specific manner in which the hydraulic pressure of the second chamber remains constant at a certain value is as follows: when the driving mechanism moves the pressure reducing valve core downward, the recess moves downward relative to the first chamber, so that the opening between the first chamber and the recess becomes smaller, the hydraulic oil is blocked, and the hydraulic pressure of the second chamber becomes smaller. At the same time, part of the hydraulic oil of the second chamber enters the rod chamber of the pressure reducing valve through the first oil passage until the forces of all parties are balanced; if the hydraulic pressure of the second chamber increases, the hydraulic pressure of the rod chamber of the pressure reducing valve also increases at the same time, then the balance is destroyed, causing the pressure reducing valve core to move downward, at this time the opening between the first chamber and the recess becomes smaller, the hydraulic oil is blocked and increases, and the hydraulic pressure of the second chamber becomes smaller, thereby keeping the hydraulic pressure of the second chamber constant; conversely, if the hydraulic pressure of the second chamber decreases, the hydraulic pressure of the rod chamber of the pressure reducing valve also decreases at the same time, then the balance is destroyed, causing the pressure reducing valve core to move upward, at this time the opening between the first chamber and the recess becomes larger, the hydraulic oil resistance becomes smaller, and the hydraulic pressure of the second chamber becomes larger, thereby keeping the hydraulic pressure of the second chamber constant.

[0013] When the hydraulic pressure of the clutch valve core is the largest, the hydraulic oil enters the rod chamber of the clutch valve, causing the clutch valve core to move to the left; as the clutch valve core moves to the left, the gap in the oil groove becomes smaller and smaller, and the flow rate of the hydraulic oil becomes smaller and smaller, causing the clutch valve core to move to the left more and more slowly. At the same time, due to the presence of the one-way throttle valve, the hydraulic oil cannot enter the rod chamber of the clutch valve through the second clutch oil port, and the clutch locking speed is buffered, so that the vehicle does not shake when shifting gears.

[0014] When the hydraulic pressure in the second chamber is equal to zero, the clutch valve core moves to the right under the action of the spring, and the hydraulic oil in the rod chamber of the clutch valve flows back to the oil tank through the one-way throttle valve, the second chamber, and the rodless chamber of the pressure reducing valve; due to the existence of the one-way throttle valve, the movement speed of the clutch valve core will not be too fast, and the clutch separation speed will not be too fast.

[0015] Compared with the prior art, the advantages of the present invention are:

[0016] First, in the present invention, a specially designed pressure reducing valve is adopted, and its valve body is provided with a pressure reducing valve rod chamber, a first chamber with a first oil port, a second chamber with a second oil port, and a pressure reducing valve rodless chamber with a third oil port in sequence from top to bottom. The middle part of the pressure reducing valve core is provided with a recess for connecting the first chamber and the second chamber, the upper part is provided with a first oil passage for connecting the pressure reducing valve rod chamber and the recess, and the lower part is provided with an oil drain groove for connecting the second chamber and the pressure reducing valve rodless chamber. Therefore, when the pressure reducing valve core is not moved at a certain position, the hydraulic pressure of the second chamber can remain unchanged at a certain value, and the clutch valve core can remain in a fixed position, so that the clutch remains in a fully separated, semi-clutched or locked state unchanged.

[0017] Second, the depth of the oil groove decreases toward the clutch valve rod chamber. When the hydraulic pressure in the clutch valve rod chamber increases, the clutch valve core moves to the left, the gap in the oil groove becomes smaller and smaller, and the flow of hydraulic oil becomes smaller and smaller, making the clutch valve core move to the left slower and slower. At the same time, due to the existence of the one-way throttle valve, the hydraulic oil cannot enter the clutch valve rod chamber through the second clutch oil port, so the clutch locking speed is buffered, so that the vehicle does not shake when shifting gears.

[0018] Third, in the present invention, the upper diameter of the pressure reducing valve core 34 is smaller, so that the effective area of ​​the hydraulic pressure in the rod chamber of the pressure reducing valve is reduced, so the hydraulic pressure in the rod chamber of the pressure reducing valve is also reduced. In this way, the force that the second spring 35 used to balance the hydraulic pressure in the rod chamber of the pressure reducing valve and other forces needs to provide is correspondingly reduced, so that a second spring with a smaller outer diameter and core diameter can be used, which is beneficial to reducing the volume of the pressure reducing valve and making the structure more compact. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural schematic diagram of the present invention.

[0020] Figure 2 It is a cross-sectional view of the pressure reducing valve in the present invention. DETAILED DESCRIPTION

[0021] The specific implementation of the present invention is described below with reference to the accompanying drawings. In order to fully understand the present invention, many details are described below, but for those skilled in the art, the present invention can be implemented without these details.

[0022] like Figure 1As shown, an automatic semi-clutch control device includes a clutch valve 4 for actuating a clutch, the clutch valve 4 mainly includes a valve body 42, a spring 41 and a clutch valve core 43, the clutch valve core 43 is movably mounted inside the valve body 42, and the internal space of the valve body 42 is divided into a clutch valve rodless chamber 401 and a clutch valve rod chamber 402, and the spring 41 is mounted inside the clutch valve rodless chamber 401, with one end supported on the inner wall of the valve body 42 and the other end supported on the clutch valve core 43. In addition, the valve body 42 is provided with a first clutch oil port 421 and a second clutch oil port 422. The second clutch oil port 422 is connected to the clutch valve rod chamber 402, and the clutch valve core 43 is provided with a second oil passage 430 for connecting the first clutch oil port 421 and the clutch valve rod chamber 402.

[0023] like Figure 1 As shown, in addition, the clutch valve core 43 is provided with an oil groove 431 at one end of the second oil passage 430 connected to the first clutch oil port 421, and the depth of the oil groove 431 decreases from large to small toward the clutch valve rod cavity. Preferably, the cross-sectional profile of the oil groove 431 is stepped.

[0024] like Figure 1 and Figure 2 As shown, the present invention also includes a driving mechanism, a pressure reducing valve 3 and a one-way throttle valve 5. The pressure reducing valve 3 mainly includes a valve body 31, an operating rod 32, a first spring 33, a pressure reducing valve core 34 and a second spring 35. The operating rod 32 and the pressure reducing valve core 34 are movably assembled inside the valve body 31, and a first spring 33 for regulating and buffering is provided between the operating rod 32 and the pressure reducing valve core 34, and a second spring 35 for extending the operating rod 32 and the pressure reducing valve core 34 upward is provided between the pressure reducing valve core 34 and the valve body 31. The valve body 31 is provided with a pressure reducing valve rod chamber 310, a first chamber 311, a second chamber 312 and a pressure reducing valve rodless chamber 313 from top to bottom. And the valve body 31 is provided with a first oil port 301, a second oil port 302 and a third oil port 303 for the first chamber 311, the second chamber 312 and the pressure reducing valve rodless chamber 313, respectively.

[0025] like Figure 1 and Figure 2 As shown, the middle part of the pressure reducing valve core 34 is provided with a recess 342 for connecting the first chamber 301 and the second chamber 302, the upper part of the pressure reducing valve core 34 is provided with a first oil channel 341 for connecting the rod chamber 310 of the pressure reducing valve and the recess 342, and the lower part of the pressure reducing valve core 34 is provided with an oil drain groove 343 for connecting the second chamber 312 and the rodless chamber 313 of the pressure reducing valve.

[0026] like Figure 1 and Figure 2As shown, the second oil port 302 of the pressure reducing valve core 34 is connected to the first clutch oil port 421 of the clutch valve 4 , and the second clutch oil port 422 of the clutch valve 4 is connected to the second oil port 302 via the one-way throttle valve 5 .

[0027] like Figure 1 As shown, the valve body 31 of the pressure reducing valve 3 is also equipped with the above-mentioned driving mechanism for retracting the operating rod 32 and the pressure reducing valve core 34. Specifically, the above-mentioned driving mechanism includes a connecting rod 2 and an electromagnet 1, the connecting rod 2 is roughly L-shaped, the middle part of the connecting rod 2 is rotatably arranged on the valve body 31 of the pressure reducing valve 3 through a pivot seat, one end of the connecting rod 2 is in contact with the operating rod 32 up and down, and the other end is hinged with the electromagnet 1 for rotating the connecting rod 2.

[0028] like Figure 1 and Figure 2 As shown, a clutch control method:

[0029] The clutch valve core 43 in the automatic semi-clutch control device is connected to the clutch (not shown in the figure). When the electromagnet 1 is not in motion, the connecting rod 2, the joystick 32, the pressure reducing valve core 34, etc. are not in motion. Under the action of the second spring 35, the pressure reducing valve core 34 is in the highest position. At this time, the first chamber 311 is completely connected with the second chamber 312 through the recess 342. The hydraulic oil enters the pressure reducing valve 3 from the first oil port 301 and then enters the second chamber 312 without resistance. The hydraulic pressure of the first chamber 311 is the same as the hydraulic pressure of the second chamber 312.

[0030] When the electromagnet 1 is pushed forward, the connecting rod 2 drives the operating rod 32 and the pressure reducing valve core 34 to be pushed downward, and the recess 342 moves downward relative to the first chamber 311, so that the opening between the first chamber 311 and the recess 342 becomes smaller, and the hydraulic oil is blocked when entering the second chamber 312 from the first chamber 311, resulting in a loss of hydraulic pressure, which reduces the hydraulic pressure of the second chamber 312. At the same time, part of the hydraulic oil in the second chamber 312 enters the rod chamber 310 of the pressure reducing valve through the first oil channel 341. At this time, the forces from all aspects (including the suction force of the electromagnet, the elastic force of the upper spring, the downward hydraulic pressure of the rod chamber 310 of the pressure reducing valve, the elastic force of the lower spring and some hydraulic forces and hydraulic clamping forces) form a balance. If the hydraulic pressure of the second chamber 312 increases, the hydraulic pressure of the rod chamber 310 of the pressure reducing valve also increases at the same time, and the balance is broken, causing the pressure reducing valve core 34 to move downward. At this time, the opening between the first chamber 311 and the recess 342 decreases, and then the hydraulic oil is blocked when entering the second chamber 312 from the first chamber 311, and the hydraulic pressure of the second chamber 312 decreases, thereby maintaining the hydraulic pressure of the second chamber 312 constant. Conversely, if the hydraulic pressure of the second chamber 312 decreases, the hydraulic pressure of the rod chamber 310 of the pressure reducing valve also decreases at the same time, and the balance is broken, causing the pressure reducing valve core 34 to move upward. At this time, the opening between the first chamber 311 and the recess 342 increases, and then the hydraulic oil is blocked when entering the second chamber 312 from the first chamber 311, and the hydraulic pressure of the second chamber 312 increases, thereby maintaining the hydraulic pressure of the second chamber 312 constant.

[0031] As the electromagnet 1 moves downward, the hydraulic pressure loss of the hydraulic oil from the first chamber 311 to the second chamber 312 becomes larger and larger. At the same time, the flow rate from the second chamber 312 through the oil drain groove 343 to the rodless chamber 313 of the pressure reducing valve and then back to the oil tank through the third oil port 303 becomes larger and larger, and the hydraulic pressure of the second chamber 312 becomes smaller and smaller until the hydraulic pressure is equal to zero.

[0032] Therefore, when the push rod of the electromagnet 1 is stationary at a certain position and the clutch valve core 34 is stationary at a certain position in the middle of the stroke, the hydraulic pressure in the second chamber 312 can remain unchanged at a certain value, and the hydraulic oil in the second chamber 312 enters the clutch valve rod chamber 402 through the second oil port 302, the first clutch oil port 421, and the second oil channel 430. The hydraulic pressure is also maintained at a fixed value. The hydraulic pressure in the clutch valve rod chamber 402 and the elastic force of the spring 41 are kept balanced, so the clutch valve core 43 is also maintained in a fixed position, so that the clutch maintains the current fully separated state, semi-clutch state or locked state unchanged.

[0033] When the hydraulic pressure of the second chamber 312 is equal to zero, the clutch valve core 43 moves rightward under the action of the spring 41, and the hydraulic oil in the clutch valve rod chamber 402 flows through the one-way throttle valve 5 at a certain speed through the second chamber 312 and the pressure reducing valve rodless chamber 313, and then flows back to the oil tank. Due to the existence of the one-way throttle valve 5, the movement speed of the clutch valve core 43 will not be too fast, the clutch separation speed will not be too fast, and it has a buffering effect, and can increase the clutch separation speed during the gear shift operation, so that it is not too slow.

[0034] When the hydraulic pressure of the clutch valve core 43 is the maximum, the hydraulic oil enters the clutch valve rod chamber 402 from the clutch valve core 43, causing the clutch valve core 43 to move to the left. At this time, since the hydraulic oil needs to pass through the oil groove 43 to the second oil channel 430 and then to the clutch valve rod chamber 402, as the clutch valve core 43 moves to the left, the gap in the oil groove 43 becomes smaller and smaller, and the flow of the hydraulic oil to the clutch valve rod chamber 402 becomes smaller and smaller, causing the clutch valve core 43 to move to the left more and more slowly. At the same time, due to the presence of the one-way throttle valve 5, the hydraulic oil cannot enter the clutch valve rod chamber 402 through the second clutch oil port 422, so that the clutch locking speed is buffered, so that the vehicle does not shake when shifting gears.

[0035] In addition, since the upper diameter of the pressure reducing valve core 34 is smaller than its lower diameter and a sealing ring 36 is provided between the valve body, the effective area of ​​the liquid pressure in the rod chamber of the pressure reducing valve is reduced, so the liquid pressure in the rod chamber 310 of the pressure reducing valve is also reduced. In this way, the force that the second spring 35 used to balance the liquid pressure in the rod chamber of the pressure reducing valve and other forces needs to provide is correspondingly reduced, so that the second spring 35 with a smaller outer diameter and core diameter can be used, which is beneficial to reducing the volume of the pressure reducing valve 3 and making the structure more compact.

[0036] The above is only a specific implementation of the present invention, but the design concept of the present invention is not limited thereto. Any non-substantial changes to the present invention using this concept shall be deemed as an infringement of the protection scope of the present invention.

Claims

1. An automatic semi-clutch control device, comprising a clutch valve for actuating a clutch, the clutch valve being provided with a first clutch oil port and a second clutch oil port, characterized in that: The throttle body of the pressure reducing valve is provided with a pressure reducing valve rod chamber, a first chamber, a second chamber and a pressure reducing valve rodless chamber from top to bottom, and the first chamber, the second chamber and the pressure reducing valve rodless chamber are respectively provided with a first oil port, a second oil port and a third oil port. The valve body of the pressure reducing valve is also equipped with a pressure reducing valve core and is provided with the driving mechanism for retracting the pressure reducing valve core. The middle part of the pressure reducing valve core is provided with a recess for connecting the first chamber and the second chamber, the upper part is provided with a first oil channel for connecting the pressure reducing valve rod chamber and the recess, and the lower part is provided with an oil drain groove for connecting the second chamber and the rodless chamber of the pressure reducing valve; the second oil port is connected to the first clutch oil port, and the second clutch oil port is connected to the first clutch oil port through the one-way throttle valve. The flow valve is connected to the second oil port; the driving mechanism includes a connecting rod and an electromagnet, the middle part of the connecting rod is pivotally connected to the valve body of the pressure reducing valve, one end of the connecting rod is in contact with the operating lever of the pressure reducing valve core, and the other end is hinged with the electromagnet for rotating the connecting rod; the upper diameter of the pressure reducing valve core is smaller than the lower diameter; a clutch valve core is provided inside the valve body of the clutch valve, the second clutch oil port is connected to the rod chamber of the clutch valve, and the clutch valve core is provided with a second oil channel for connecting the first clutch oil port and the rod chamber of the clutch valve; the clutch valve core is provided with an oil groove at one end of the second oil channel connecting the first clutch oil port, and the depth of the oil groove decreases from large to small toward the rod chamber of the clutch valve; the cross-sectional profile of the oil groove is stepped.

2. A clutch control method, characterized in that: The clutch is controlled using the automatic semi-clutch control device as described in claim 1, and the clutch valve core is connected to the clutch. The clutch control method includes the following contents: when the pressure reducing valve core is stationary at a certain position in the middle of the stroke, the hydraulic pressure in the second chamber remains constant at a certain value, and the hydraulic pressure in the rod chamber of the clutch valve remains constant, so that the clutch valve core is kept in a fixed position, thereby keeping the clutch in the current state unchanged.

3. A clutch control method according to claim 2, characterized in that: The specific manner in which the hydraulic pressure of the second chamber remains constant at a certain value is as follows: when the driving mechanism moves the pressure reducing valve core downward, the recess moves downward relative to the first chamber, so that the opening between the first chamber and the recess becomes smaller, the hydraulic oil is blocked, and the hydraulic pressure of the second chamber becomes smaller. At the same time, part of the hydraulic oil of the second chamber enters the rod chamber of the pressure reducing valve through the first oil passage until the forces of all parties are balanced; if the hydraulic pressure of the second chamber increases, the hydraulic pressure of the rod chamber of the pressure reducing valve also increases at the same time, then the balance is destroyed, causing the pressure reducing valve core to move downward, at this time the opening between the first chamber and the recess becomes smaller, the hydraulic oil is blocked and increases, and the hydraulic pressure of the second chamber becomes smaller, thereby keeping the hydraulic pressure of the second chamber constant; if the hydraulic pressure of the second chamber decreases, the hydraulic pressure of the rod chamber of the pressure reducing valve also decreases at the same time, then the balance is destroyed, causing the pressure reducing valve core to move upward, at this time the opening between the first chamber and the recess becomes larger, the hydraulic oil is blocked and decreases, and the hydraulic pressure of the second chamber becomes larger, thereby keeping the hydraulic pressure of the second chamber constant.

4. A clutch control method according to claim 2, characterized in that: When the hydraulic pressure of the clutch valve core is the largest, the hydraulic oil enters the rod chamber of the clutch valve, causing the clutch valve core to move to the left; as the clutch valve core moves to the left, the gap in the oil groove becomes smaller and smaller, and the flow rate of the hydraulic oil becomes smaller and smaller, causing the clutch valve core to move to the left more and more slowly. At the same time, due to the presence of the one-way throttle valve, the hydraulic oil cannot enter the rod chamber of the clutch valve through the second clutch oil port, and the clutch locking speed is buffered, so that the vehicle does not shake when shifting gears.

5. A clutch control method according to claim 2, characterized in that: When the hydraulic pressure in the second chamber is equal to zero, the clutch valve core moves to the right under the action of the spring, and the hydraulic oil in the rod chamber of the clutch valve flows back to the oil tank through the one-way throttle valve, the second chamber, and the rodless chamber of the pressure reducing valve; due to the existence of the one-way throttle valve, the movement speed of the clutch valve core will not be too fast, and the clutch separation speed will not be too fast.

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