Electric clutch actuator for motorcycle

Abstract

The invention relates to the technical field of engine parts, in particular to an electric clutch actuator for a motorcycle, which comprises a power assembly and a clutch, and is characterized in that the power assembly comprises two power assemblies which are correspondingly provided with two power gears which are connected in parallel to output power; the transmission assembly transmits power to the clutch in a step-by-step speed reducing and torque increasing mode, the first-stage transmission set and the second-stage transmission set mutually form a 90-degree turning angle through a bevel gear pair, a gear shaft in the third-stage transmission set is connected with a clutch stroke sensor, the fourth-stage transmission set is connected with a clutch control shaft, and a main shaft is connected with an inhaul cable handle. The ECU controls two or one power assembly in the power assembly to drive in real time to achieve clutch control according to working condition requirements and in combination with feedback information of the clutch stroke sensor. Meanwhile, a driver can manually control the clutch through the inhaul cable handle at any time. The invention has the structure and layout characteristics that six-shaft four-stage speed reduction transmission is realized, full straight teeth are not self-locked and can rotate reversely, 90-degree turning is realized, and manual operation and automatic operation are integrated and do not interfere with each other.

Description

Technical Field

[0001] The present invention relates to the technical field of engine components, and particularly to an electric clutch actuator for a motorcycle. Background Art

[0002] An electric clutch actuator is an electric actuator used for automatic clutch and automatic gear shifting of a motorcycle. It replaces the traditional manual cable or hydraulic control method and is usually composed of a motor, a transmission mechanism, a control circuit, and sensors, etc. The control circuit drives the motor to operate according to the signals transmitted from the motorcycle electronic control unit (ECU) or the operation instructions of the rider. The motor transmits power to the clutch through the transmission mechanism to realize the separation and engagement of the clutch.

[0003] Due to the limited installation and layout space of the motorcycle, the electric clutch actuator device commonly uses a turbine worm or lead screw reduction structure in the prior art. However, the inherent self-locking function of the turbine worm or lead screw makes the device unable to achieve reverse dragging and reverse rotation, nor can it achieve the coexistence of manual and automatic functions. At the same time, due to self-locking, it is more difficult to grasp the accuracy of semi-clutch control when the clutch is engaged, and it is easy to have jerks and easy to burn the clutch disc.

[0004] Chinese Patent Application Publication No. CN118224298A discloses an actuator for a motorcycle engine, including a drive assembly, an output shaft assembly, a transmission assembly located between the drive assembly and the output shaft assembly, a housing, and a housing cover. The drive assembly is fixed on the housing cover, the output shaft assembly is fixed on the housing, and the transmission assembly is located in the cavity formed by the housing and the housing cover; the drive assembly includes a first motor and a second motor, and the output ends of both the first motor and the second motor are connected to the transmission assembly.

[0005] Although the above technical solution adopts a dual-motor and straight-tooth reduction structure, effectively solving the problem of self-locking of the clutch actuator structure in the prior art, there are still the following problems: all drive shafts are arranged in parallel, and due to the length of the motor, the height of the device is relatively high, restricting the installation applicability of the motorcycle, and the function of integrating manual and automatic is not realized. Summary of the Invention

[0006] Therefore, the present invention provides an electric clutch actuator for a motorcycle to overcome the problems such as self-locking of the clutch actuator structure, relatively high device height, and non-realization of the function of integrating manual and automatic in the prior art.

[0007] To achieve the above object, the present invention provides an electric clutch actuator for a motorcycle, including: A power assembly, which includes a first power assembly and a second power assembly arranged in parallel. Power output shafts and power gears are respectively arranged on the output ends of each power assembly to output power; A clutch control unit ECU, which is connected to the power assembly and is used to control the first power assembly and the second power assembly to operate in a duty cycle driving mode according to corresponding driving control instructions, so as to improve the control rate of the clutch stroke; A transmission assembly, which includes a first-stage transmission group, a second-stage transmission group, a third-stage transmission group, and a fourth-stage transmission group, and is used to gradually reduce the speed and increase the torque of the power generated by the power assembly and transmit it to the clutch. Among them, The first-stage transmission group includes a first large gear and a small bevel gear integrally connected by a first gear shaft. The first large gear meshes with both power gears, and the small bevel gear is arranged on the side of the first large gear away from the power assembly; The second-stage transmission group includes a large bevel gear and a first small gear integrally connected by a second gear shaft. The large bevel gear meshes with the small bevel gear, and the first small gear is arranged above the large bevel gear; The third-stage transmission group includes a second large gear and a second small gear integrally connected by a third gear shaft. The second large gear meshes with the first small gear, and the second small gear is arranged below the second large gear; The fourth-stage transmission group includes a main shaft and a sector gear. The lower end of the main shaft is rigidly connected to the engine clutch control shaft through a spline, and the sector gear meshes with the second small gear.

[0008] Furthermore, it further includes an intermediate connection block connected to the power assembly and a power housing arranged outside the power assembly. Among them, The intermediate connection block is fixedly connected to the power housing and is used to fix each power assembly in the power housing. The intermediate connection block is a centrally symmetric structure and is provided with three mounting holes arranged vertically along the axis. The middle mounting hole is used to mount and support the bearing seat of the first large gear, and the two side mounting holes are used to mount and support the bearing seats of each power output shaft; Among them, power connection terminals are arranged on the outer sides of the power output shafts of each power assembly. The wires of the power assembly are connected to the power connection terminals and extend around the outer side of the intermediate connection block to the outside of the power housing and are connected to the clutch control unit ECU, so as to realize the individual control or coordinated control of each power assembly.

[0009] Furthermore, an upper gearbox cover and a lower gearbox body are fixedly connected outside the transmission assembly, and the sides of the upper gearbox cover and the lower gearbox body are connected to the power housing.

[0010] Further, it further includes a clutch travel sensor disposed on the upper tooth box cover. The input end of the clutch travel sensor is connected to the upper end of the third gear shaft, and the output end of the clutch travel sensor is electrically connected to the clutch control unit ECU through a waterproof connector, so as to monitor the rotation angle signal of the third gear shaft during the clutch operation process, and convert the rotation angle signal into clutch travel data through the clutch control unit ECU.

[0011] Further, a handle joint, a cable handle, and a torsion spring are provided at the upper end of the main shaft. Among them, The handle joint is disposed above the sector gear and is connected to the main shaft through a spline; The cable handle is disposed above the handle joint and is coaxial with the main shaft. The cable handle and the handle joint form a docking transmission mechanism. The cable handle is connected to the motorcycle manual clutch cable. After manually operating the cable handle, the manual clutch cable generates a linear displacement and reacts on the cable handle. After the cable handle rotates, it drives the handle joint and the main shaft to rotate, thereby driving the clutch to disengage or engage; A torsion spring is disposed around the lower ends of the handle joint and the cable handle. The upper end of the torsion spring is connected to the cable handle, and the lower end of the torsion spring is in contact with the outer surface of the handle joint, so as to keep the manual clutch cable always in a taut state and enable the cable handle to return to its position in time.

[0012] Further, the handle joint is of a column-like structure. A first arc-shaped boss is disposed on the outer side of the upper part of the column-like structure. The part of the cable handle connected to the main shaft is a cylinder. A second arc-shaped boss is disposed below the cylinder. The first arc-shaped boss and the second arc-shaped boss are staggered and mutually engaged. The cable handle can drive the handle joint and the main shaft to rotate within the clutch travel range; Among them, the sum of the arc angles of the first arc-shaped boss and the second arc-shaped boss is less than 360°, and the inner diameter and the outer diameter of the first arc-shaped boss and the second arc-shaped boss are the same.

[0013] Further, the main shaft and the sector gear form a docking transmission structure with an angular difference. On both sides above the bushing of the sector gear, a first boss structure group is oppositely disposed. At the docking portion of the main shaft and the sector gear, a second boss structure group is oppositely disposed along the outer circumference. The first boss structure group and the second boss structure group are staggered and mutually engaged, so that when the sector gear rotates under automatic control, it drives the main shaft to rotate, and when the cable handle drives the main shaft to rotate, the sector gear remains in place; Among them, the sum of the arc angles of the bosses in the first boss structure group and the second boss structure group is less than 360°, so as to form an angular difference.

[0014] Further, the clutch travel sensor uses dual-channel Hall angle signal induction, and the output voltage values of the angle signals corresponding to the two channels are both within a preset voltage range; Among them, when the sum of the output voltage values of the angle signals of the two channels is the maximum voltage within the preset voltage range, the angle signal output is valid; When the sum of the output voltage values does not conform to the maximum voltage, the angle signal output is invalid.

[0015] Further, the drive control instructions preset by the clutch control unit ECU include separation drive, semi-clutch control, and engagement control, where, If the clutch performs a separation drive, then control one of the first power assembly and the second power assembly to full duty cycle; If the clutch performs semi-clutch control, then control the duty cycle corresponding to the first power assembly to be greater than the duty cycle corresponding to the second power assembly, or the duty cycle corresponding to the second power assembly to be greater than the duty cycle corresponding to the first power assembly; If the clutch performs an engagement control, then control the first power assembly to operate at a preset first duty cycle, and the second power assembly to operate at a preset second duty cycle.

[0016] Compared with the prior art, the beneficial effects of the present invention are that the present invention realizes the electric clutch execution drive function of the electronic clutch system under the control of the clutch control unit ECU through the power component and the transmission component. First, the power component adopts a dual-motor dual-control technical solution, which can make one motor the main drive and the other motor the precise drive, with strong power and improved control speed and accuracy of the clutch travel; second, the transmission component of the present invention does not adopt a worm and worm gear or lead screw structure, but adopts a six-axis four-stage straight tooth transmission, so that the device has a reverse drag and reverse function, avoiding the burning of the clutch disc due to motor circuit power failure, sensor failure or controller failure, and also creating conditions for realizing flexible control; third, the transmission component realizes a 90° turning transmission, reducing the height of the device and meeting the requirements of the installation space limitation of the motorcycle.

[0017] Further, the present invention arranges the clutch travel sensor on the second gear shaft, leaving space for arranging the manual handle on the third gear shaft, and the mutual verification function of the dual-channel signal sensing creates conditions for improving the accuracy and reliability of the clutch control.

[0018] Furthermore, the present invention ingeniously utilizes the strong return action of the clutch spring on the engine body, combines with the reversible transmission function of spur gear transmission, and through the angular difference structures between the specially designed main shaft and the sector gear, and between the handle joint and the handle, when the clutch and the main shaft actively return, the gear can be reversely rotated passively without electric drive, realizing the non-interference between gear drive and handle drive. That is, when electrically driving the clutch, the cable handle will stop in place without being disturbed, and when manually operating the clutch, the cable handle will not drive the transmission component to move. This special design of integrating manual and automatic operation without interference enables the driver to intervene or abandon the manual clutch operation at any time.

[0019] The electronic clutch actuator of the present invention solves the problems existing in the prior art such as self-locking of the transmission component, large size, poor fault resistance, no manual function or interference between manual and automatic operations, and creates conditions for simplifying the control algorithm to achieve flexible control. The device of the present invention has a compact structure, strong applicability and versatility, is applicable to most engine models and motorcycle models, and lays a foundation for realizing automatic clutch and further electric shift and automatic transmission. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is the external structure diagram of the electric clutch actuator for motorcycles according to the embodiment of the present invention; Figure 2 is the first side view of the internal structure of the electric clutch actuator for motorcycles according to the embodiment of the present invention; Figure 3 is the second side view of the internal structure of the electric clutch actuator for motorcycles according to the embodiment of the present invention; Figure 4 is the schematic diagram of the operating principle of the electric clutch actuator for motorcycles according to the embodiment of the present invention; Figure 5 is the structural diagram of the intermediate body according to the embodiment of the present invention; In the figure: 101, the first power assembly; 102, the second power assembly; 201, the power gear, 202, the first large gear; 203, the small bevel gear; 204, the large bevel gear; 205, the first small gear; 206, the second large gear; 207, the second small gear; 208, the sector gear; 301, the main shaft; 401, the intermediate connecting block; 402, the power housing; 403, the upper gearbox cover; 404, the lower gearbox body; 405, the wire; 601, the clutch stroke sensor; 701, the handle joint; 702, the cable handle; 703, the torsion spring. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] In order to make the purpose and advantages of the present invention clearer, the present invention will be further described below in conjunction with embodiments; it should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0022] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are only used to explain the technical principles of the present invention and do not limit the protection scope of the present invention.

[0023] It should be noted that in the description of the present invention, the terms indicating directions or positional relationships such as "upper", "lower", "left", "right", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings. This is only for convenience of description and does not indicate or imply that the device or component must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0024] In addition, it should also be noted that in the description of the present invention, unless otherwise clearly specified and defined, the terms "installation", "connection", and "connection" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0025] Please refer to Figure 1 、 Figure 2 and Figure 3 as shown, Figure 1 which is the external structure diagram of the electric clutch actuator for motorcycles according to the embodiment of the present invention, Figure 2 and this is the first side view of the internal structure of the electric clutch actuator for motorcycles according to the embodiment of the present invention; Figure 3 This is the second side view of the internal structure of the electric clutch actuator for motorcycles according to the embodiment of the present invention; specifically, the present invention provides an electric clutch actuator for motorcycles, including: A power assembly, which includes a first power assembly 101 and a second power assembly 102 arranged in parallel. A power output shaft and a power gear 201 are respectively arranged on the output ends of each power assembly to output power; A clutch control unit ECU, which is connected to the power assembly and is used to control the first power assembly 101 and the second power assembly 102 to operate in a duty cycle driving mode according to the corresponding driving and control instructions, so as to improve the control rate of the clutch stroke; A transmission assembly, which includes a first-stage transmission group, a second-stage transmission group, a third-stage transmission group, and a fourth-stage transmission group, and is used to gradually reduce the speed and increase the torque of the power generated by the power assembly and transmit it to the clutch. Among them, The first - stage transmission group includes a first large gear 202 and a small bevel gear 203 integrally connected by a first gear shaft. The first large gear 202 meshes with both power gears 201, and the small bevel gear 203 is arranged on the side of the first large gear 202 away from the drive assembly; The second - stage transmission group includes a large bevel gear 204 and a first small gear 205 integrally connected by a second gear shaft. The large bevel gear 204 meshes with the small bevel gear 203, and the first small gear 205 is arranged above the large bevel gear 204; The third - stage transmission group includes a second large gear 206 and a second small gear 207 integrally connected by a third gear shaft. The second large gear 206 meshes with the first small gear 205, and the second small gear 207 is arranged below the second large gear 206; The fourth - stage transmission group includes a main shaft 301 and a sector gear 208. The lower end of the main shaft 301 is rigidly connected to the engine clutch control shaft through a spline, and the sector gear 208 meshes with the second small gear 207.

[0026] It can be understood that the electric clutch technology of motorcycles includes overall design, control algorithms, clutch actuators, shift intention sensing, and system integration, etc. Among them, the clutch actuator is a key component. Since the automatic clutch actuator of motorcycles is still a new technology, the technology faces three major problems: First, the structure of the motorcycle and its engine is extremely compact, and the installation space available for arranging the newly added clutch actuator is very narrow, and the available positions, sizes, and directions vary for different models; Second, how to retain the manual clutch function for the driver to choose, and it is necessary to solve the mutual interference and behavioral conflicts between manual and electric from the structure; Third, the technical parameters such as driving torque and speed, as well as control algorithms, should not only prevent clutch ablation, avoid driving jerks, but also involve power consumption, manufacturing process, reliability, and cost control.

[0027] It can be understood that the present invention realizes the electric clutch drive of the electronic clutch system under the control of the controller through the combination of the drive assembly and the transmission assembly. At the same time, the transmission assembly is set with a six - axis four - stage deceleration transmission scheme. Among them, the worm - gear, screw - rod, or planetary - gear deceleration structure is not adopted in the transmission assembly. Because the worm - gear and screw - rod structures have an inherent self - locking function and cannot operate reversibly, and the planetary - gear structure has more gears and small torque, which will lead to a more complex structure. Therefore, the present invention adopts a combination of spur gears and bevel gears for deceleration to achieve reversible operation, 90° turning, simplify the overall actuator structure, meet the requirements of motorcycle clutch drive and installation space limitations, and create conditions for further realizing the linkage of manual and automatic clutches.

[0028] It can be understood that in the electric clutch actuator for motorcycles, the core function of the clutch control unit ECU is to accurately regulate the operating states of the first power assembly 101 and the second power assembly 102 according to the preset control logic or external instructions. By adjusting the duty cycle (i.e., the ratio of the energization time) of each power assembly, the magnitude and duration of the output power are controlled, thereby achieving the optimization of the clutch stroke rate, while optimizing the system energy efficiency and providing redundant protection.

[0029] In a specific embodiment, both the first power assembly 101 and the second power assembly 102 are motors. It can be understood that the motor selection, as well as its power, torque, and speed characteristics, should meet the requirements of the engine clutch control performance, and those skilled in the art can make selections according to specific scenario needs. The output gears 201 on the output ends of the first power assembly 101 and the second power assembly 102 and the first large gear 202 form a first-stage reduction structure. The small bevel gear 203 and the large bevel gear 204 form a second-stage reduction structure. The first small gear 205 and the second large gear 206 form a third-stage reduction structure. The second small gear 207 and the sector gear 208 form a fourth-stage reduction structure. Specifically, the power gears 201 on the output ends of the first power assembly 101 and the second power assembly 102 jointly drive the first large gear 202 to decelerate under the drive of the power assembly. The small bevel gear 203 drives the large bevel gear 204 to decelerate. The first small gear 205 drives the second large gear 206 to decelerate. The second small gear 207 drives the sector gear 208 to decelerate. The sector gear 208 then drives the main shaft 301 to output and drive the clutch, that is, to engage or disengage the electric drive clutch.

[0030] In a specific embodiment, bearings are provided both below the large bevel gear 204 and above the first small gear 205, and the bearing sleeves are arranged on the second gear shaft. Bearings are provided both above the second large gear 206 and below the second small gear 207, and the bearing sleeves are sleeved on the third gear shaft. Bearings are provided at both the upper and lower ends of the sector gear 208, and the bearing sleeves are sleeved on the main shaft 301. The bearings are used to reduce the friction and wear between components and improve the mechanical efficiency.

[0031] The present invention realizes the electric clutch execution driving function of the electronic clutch system under the control of the control unit ECU through the power assembly and the transmission assembly. First, the power assembly adopts a dual-motor dual-control technical solution, which enables one motor to be the main driver and the other motor to be the precise driver, providing strong power and improving the control rate and accuracy of the clutch stroke. Second, the transmission assembly of the present invention does not adopt a worm and worm gear or lead screw structure, but adopts a six-axis four-stage spur gear transmission, enabling the device to have a reverse drag and reverse function, avoiding the burning of the clutch disc caused by power failure of the motor circuit, sensor failure or controller failure, and creating conditions for realizing flexible control. Third, the transmission assembly realizes a 90° turning transmission, reducing the height of the device and meeting the requirements of the installation space limitation of the motorcycle.

[0032] Specifically, it further includes an intermediate connection block 401 connected to the power assembly and a power housing 402 arranged outside the power assembly. Among them, The intermediate connection block 401 is fixedly connected to the power housing 402, and is used to fix each power assembly in the power housing 402 through the intermediate connection block 401. The intermediate connection block 401 is a centrosymmetric structure and is provided with three mounting holes arranged vertically along the axis. The middle mounting hole is used to mount and support the bearing seat of the first large gear, and the two side mounting holes are used to mount and support the bearing seats of each power output shaft; Among them, power connection terminals are arranged on both sides of the power output shaft of each power assembly. The wire 405 is connected to the power connection terminal, and is arranged along the outer side of the intermediate connection block 401 and extends to the outside of the power housing 402 to be connected to the clutch control unit ECU, so as to realize the individual control or coordinated control of each power assembly.

[0033] It can be understood that the intermediate connection block 401 provides support and positioning for the power gear 201 and the first large gear 202, ensuring the relative position accuracy between the gears. At the same time, the intermediate connection block 401 is used as the wire routing channel for the wires 405 of the first power assembly 101 and the second power assembly 102 in the power assembly, playing a role in protecting and organizing the wires 405 to prevent the wires 405 from being damaged by the movement of the gears. At the same time, the wire 405 can supply power to the first power assembly 101 and the second power assembly 102, so as to drive the motor to operate, realize gear transmission and the normal operation of the equipment.

[0034] Specifically, a fixedly connected upper gearbox cover 403 and a lower gearbox body 404 are arranged on the periphery of the transmission assembly, and the sides of the upper gearbox cover 403 and the lower gearbox body 404 are connected to the power housing 402.

[0035] Specifically, the clutch travel sensor 601 is disposed on the upper gearbox cover 403. Its input end is connected to the upper end of the third gear shaft, and its output end is connected to the clutch control unit ECU through a waterproof connector and a wire 405, for monitoring the rotation angle signal of the third gear shaft during the clutch operation, and converting the rotation angle signal into clutch travel data through the clutch control unit ECU.

[0036] It can be understood that setting the clutch travel sensor 601 can accurately monitor the rotation angle signal of the third gear shaft during the clutch operation. The controller calculates the real-time rotation angle signal of the third gear shaft or the engine clutch based on this. The clutch travel sensor 601 can accurately reflect the degree of the clutch operation, which helps the operator or the control system accurately judge whether the clutch is in a fully engaged, fully disengaged or semi-clutch state, as well as its travel degree, direction and speed, so as to achieve automatic control. At the same time, setting the clutch travel sensor 601 on the third gear shaft instead of the main shaft 301 directly connected to the clutch control shaft creates space for the subsequent arrangement of the manual joint 701 and the cable handle 702 (see Figure 5 ).

[0037] In a specific embodiment, the intermediate connecting block 401, the power housing 402, the upper gearbox cover 403 and the lower gearbox body 404 can be connected by positioning pins, wave washers and bolts. There are positioning pin holes at the corresponding positions of the intermediate connecting block 401, the power housing 402, the upper gearbox cover 403 and the lower gearbox body 404. After inserting the positioning pins, putting in the wave washers and fixing with bolts can ensure the firm and reliable connection between the intermediate connecting block 401, the power housing 402, the upper gearbox cover 403 and the lower gearbox body 404, and at the same time has good sealing performance and stability, and can meet the requirements of the equipment under different working conditions.

[0038] Please refer to Figure 4 shown in Figure 4 which is a schematic diagram of the operating principle of the electric clutch actuator for a motorcycle according to an embodiment of the present invention; specifically, a handle joint 701, a cable handle 702 and a torsion spring 703 are provided at the upper end of the main shaft 301, wherein, the handle joint 701 is disposed above the sector gear 208 and is connected to the main shaft 301 through a spline; the cable handle 702 is disposed above the handle joint 701 and is coaxial with the main shaft 301, and the cable handle 702 and the handle joint 701 form a docking transmission mechanism. The cable handle 702 is connected to the motorcycle manual clutch cable. After manually operating the cable handle 702, the manual clutch cable generates a linear displacement and reacts on the cable handle 702. After the cable handle 702 rotates, it drives the handle joint 701 and the main shaft 301 to rotate, thereby driving the clutch to disengage or engage; A torsion spring 703 is arranged around the peripheries of the lower ends of the handle joint 701 and the cable handle 702. The upper end of the torsion spring 703 is connected to the cable handle 702, and the lower end of the torsion spring 703 is in contact with the outer surface of the handle joint 701, so as to keep the manual clutch cable in a taut state all the time and enable the cable handle 702 to return to its position in time.

[0039] It can be understood that the operation of the cable handle 702 can be accurately transmitted to the main shaft 301 through the handle joint 701, and then the action of the clutch can be precisely controlled to realize the engagement and separation of the clutch by manual operation. At the same time, the driver can control the stroke and force of the cable handle 702 according to needs to realize fine adjustment of the clutch engagement degree and meet the control requirements of the clutch under different operating scenarios and conditions.

[0040] In the present invention, the clutch stroke sensor 601 is arranged on the second gear shaft, leaving space for arranging the manual handle on the third gear shaft, and the mutual verification function of the dual-channel signal sensing creates conditions for improving the accuracy and reliability of the clutch control.

[0041] Please refer to Figure 5 shown, which is a schematic structural diagram of the four-stage transmission group according to the embodiment of the present invention.

[0042] Specifically, the handle joint 701 has a column-like structure. A first arc-shaped boss is arranged on the outer side of the upper part of the column-like structure. The part of the cable handle 702 connected to the main shaft 301 is a cylinder, and a second arc-shaped boss is arranged below the cylinder. The first arc-shaped boss and the second arc-shaped boss are staggered and fitted with each other. When the cable handle 702 rotates within the clutch stroke range, it can drive the handle joint 701 and the main shaft 301 to rotate. Wherein, the sum of the arc angles of the first arc-shaped boss and the second arc-shaped boss is less than 360°, and the inner diameters and outer diameters of the first arc-shaped boss and the second arc-shaped boss are the same.

[0043] Specifically, the main shaft 301 and the sector gear 208 form a butt joint transmission structure with an angular difference. On both sides above the bushing of the sector gear 208, a first boss structure group is arranged oppositely. At the butt joint of the main shaft 301 and the sector gear 208, a second boss structure group is arranged oppositely along the outer circumferential direction. The first boss structure group and the second boss structure group are staggered and fitted with each other, so that when the sector gear 208 rotates under automatic control, it can drive the main shaft 301 to rotate, and when the cable handle 702 drives the main shaft 301 to rotate, the sector gear 208 remains in place. Wherein, the sum of the arc angles of the bosses in the first boss structure group and the second boss structure group is less than 360° to form an angular difference.

[0044] In a specific embodiment, the full - stroke rotation angle of the clutch is 60°, that is, the full - stroke rotation angle of the main shaft is also 60°. The rotation - angle difference between the main shaft 301 and the sector gear 208 is 60°, and the rotation - angle difference between the handle joint 701 and the cable handle 702 is also 60°. When the sector gear 208 actively drives the main shaft 301 to rotate, the second arc - shaped boss of the cable handle 702 is exactly in the 60° rotation - angle difference from the first arc - shaped boss of the handle joint 701, so the cable handle 702 will not rotate following the main shaft 301. Conversely, when the cable handle 702 actively drives the main shaft 301 to rotate, the first boss structure group of the sector gear 208 is exactly in the 60° rotation - angle difference from the second boss structure group of the main shaft 301, so the sector gear 208 will not follow the main shaft 301 to rotate. In this way, the manual drive and the automatic drive are independent of each other and do not interfere with each other.

[0045] The present invention ingeniously borrows the strong return function of the clutch spring on the engine body, combines the reversible transmission function of spur - gear transmission, and through the differential - angle structure between the specially designed main shaft 301 and the sector gear 208, and the differential - angle structure between the handle joint 701 and the cable handle 702. When the clutch and the main shaft 301 actively return, the gear can be reversely rotated passively without electric drive, realizing the non - interference between the gear drive and the handle drive. That is, when the clutch is electrically driven, the cable handle will stop in place without being disturbed, and when the clutch is manually operated, the cable handle 702 will not pull the transmission component to move. This special design of the combination of manual and automatic operation and non - interference enables the driver to intervene or abandon the manual clutch operation at any time.

[0046] Specifically, the clutch - stroke sensor 601 uses dual - channel Hall rotation - angle signal induction, and the output voltage values of the rotation - angle signals corresponding to the two channels are both within the preset voltage range; Among them, when the sum of the output voltage values of the rotation - angle signals of the two channels is the maximum voltage value within the preset voltage range, the rotation - angle signal output is effective; When the sum of the output voltage values does not conform to the maximum voltage value, the rotation - angle signal output is invalid.

[0047] Specifically, based on the rotation - angle signal with effective output, calculate and measure the clutch stroke, and based on the measured clutch stroke and the standard stroke, determine the measurement error of the clutch - stroke sensor to determine the single - measurement error rate of the clutch - stroke sensor.

[0048] In implementation, after determining that the rotation - angle signal output is effective, use the data corresponding to the effective output of the rotation - angle signal to calculate the clutch stroke to obtain the measured clutch stroke, calculate the standard stroke according to the designed clutch stroke of the clutch, determine that the measurement error of the clutch - stroke sensor is the difference between the standard stroke and the measured clutch stroke, and calculate the single - measurement error rate by comparing this difference with the standard stroke. Furthermore, by comparing the single - measurement error rate with the preset error rate, determine whether there is a measurement risk for the clutch - stroke sensor; If the single measurement error rate is greater than the preset error rate, it is determined that the clutch travel sensor has a measurement risk. Preferably, the preset error rate is generally set to 3%-8%. If the single measurement error rate exceeds the preset error rate, it is determined that the clutch travel sensor has a measurement risk.

[0049] Furthermore, the average value and standard deviation of several measurement error rates of the clutch stroke sensor can be calculated through several single measurement error rates, and the measurement stability of the clutch stroke sensor can be determined according to the standard deviation to further judge whether there is a measurement risk of the clutch stroke sensor.

[0050] In a specific embodiment, preferably, the preset voltage range is [0V, 5V], the maximum voltage in the preset voltage range is 5V, and the minimum voltage is 0V. When one channel outputs 0V, it indicates that the clutch is at 0% travel, and 5V indicates 100% travel. The other channel is the opposite. When the sum of the voltage values ​​output by the two channels is equal to 5V, it indicates that the angle signal output is valid. When it is not equal to 5V, it is considered that the signal is erroneous or interfered and will be judged as an invalid signal. The two channels verify each other to ensure the accuracy of the angle signal. In implementation, the value range and preferred value range of the preset voltage range can be determined according to actual conditions, and are not specifically limited here and will not be repeated.

[0051] Specifically, the drive control command control preset by the clutch control unit ECU includes separation drive, half-clutch control and engagement control, wherein: If the clutch is disengaged, one of the first powertrain 101 and the second powertrain 102 has a full duty cycle; If the clutch performs half-clutch control, the corresponding duty cycle of the first power assembly 101 is greater than the corresponding duty cycle of the second power assembly 102, or the corresponding duty cycle of the second power assembly 102 is greater than the corresponding duty cycle of the first power assembly 101; If the clutch is in engagement control, the first powertrain 101 operates at a preset first duty cycle, and the second powertrain 102 operates at a preset second duty cycle.

[0052] It is understandable that the difficulty of motorcycle clutch operation lies in the control of clutch engagement, especially the half-clutch control at the start. If it is too fast, it is easy to cause a rush or even engine stall, and if it is too slow, it is easy to damage the clutch friction plate. The control of the powertrain is closely related to the real-time information of the motorcycle speed, speed, gear position, etc., the real-time position and speed feedback of the clutch travel sensor, the calibration results and self-learning parameters stored and recorded by the ECU, and especially closely related to the ECU control algorithm.

[0053] It can be understood that the electronic clutch actuator of the present invention is provided with a dual power assembly and dual control to achieve precise drive. The wire circuits of the first power assembly 201 and the second power assembly 202 are separated and respectively connected to the control unit ECU, and their power and torque performance can each meet the clutch drive requirements. When fast drive is required under working conditions, such as clutch separation drive, the two motors can work simultaneously; when precise drive is required under working conditions, such as semi-clutch control of the clutch during motorcycle starting, one power assembly, such as the first power assembly 201, can be used for main drive, and the other motor, such as the second power assembly 202, can be used for precise drive. The main drive has a large PWM duty cycle, and the precise drive has a small PWM duty cycle. In this way, the two motors, one for main drive and one for precise drive, drive together to achieve precise drive.

[0054] In a specific embodiment, during automatic clutch control, the electronic clutch actuator executes the instructions of the clutch control unit ECU. The first power assembly 201 and the second power assembly 202 jointly serve as the power source. After the speed reduction and torque increase of each gear pair in the four-stage transmission assembly, the main shaft 301 is driven, and then the separation or engagement of the engine clutch is driven. The clutch control unit ECU synchronously and real-time monitors the working states and voltage and current parameters of the first power assembly 201 and the second power assembly 202 during operation. The operation of the first power assembly 201 and the second power assembly 202 adopts the PWM drive method, and the drive torque, speed, and start and stop times are all adjustable and controllable. At the same time, the control unit ECU also monitors the angular signal feedback by the clutch stroke sensor 601 on the third gear shaft, and then calculates the real-time stroke, direction, and speed data during clutch separation or engagement. The conversion formula is the full circumference tooth number ratio of the second smallest gear 207 of the third transmission group and the sector gear 208 on the main shaft of the fourth transmission group. Through the motor and stroke data information feedback by the electronic clutch actuator, the control unit ECU combines other operation data of the whole vehicle and the engine, such as engine speed, vehicle speed, throttle, brake, gear position and speed ratio, clutch driving shaft speed and driven shaft speed, driver control buttons, etc., and through internal algorithm programs for comprehensive calculation. First, it calculates the optimal operation parameters and control timing, and timely instructs the electronic clutch actuator to execute the separation or engagement of the drive clutch, making the clutch and gear shifting of the motorcycle smooth; second, it real-time monitors and judges the separation critical start and stop points and engagement critical start and stop points of the clutch and their drift changes, so as to dynamically correct and optimize the operation control parameters in a timely manner; third, it timely discovers and processes the response and cooperation during manual clutch access, and can also timely discover the operation faults of the clutch actuator and their handling, such as wire breakage, power failure, overcurrent, jamming, etc., so as to make the motorcycle run safely and reliably.

[0055] In another specific embodiment, the first power assembly 101 and the second power assembly 102 can be controlled separately, that is, dual motor dual control, such as one main and one auxiliary, one fine and one rough or common output. If the clutch needs to be driven quickly, such as separation drive, the first power assembly 101 and the second power assembly 102 work at the same time, drive the clutch force spring to make the clutch separate quickly, and keep on standby at the separation stop position PWM, one of the power assemblies works at full duty cycle, and the other power assembly works at partial duty cycle, such as 20% to 40%. When the clutch is engaged, both power assemblies work at partial PWM duty cycle, the first power assembly 101 runs according to the preset first duty cycle, and the second power assembly 102 runs according to the preset second duty cycle. The preset first duty cycle is 40% to 60%, and the preset second duty cycle is 20% to 40%, and at this time, the clutch force spring is reversed as the driving source, so that the main shaft 301 follows closely with the reverse rotation of the sector gear 208 until the end of the engagement. After the end point of engagement, the clutch spring has completely unloaded, and the sector gear continues to move downward to the engagement stop position under the drive of the powertrain, and the powertrain stops and stands by. The end point of engagement means that the clutch has completed the key action process from separation to engagement, and the sector gear 208 continues to move downward to the engagement stop position, allowing the various components of the clutch to be in a more precise and stable engagement position. In implementation, the value range and preferred value of the preset first duty cycle and the preset second duty cycle can be determined according to actual conditions, and are not specifically limited here, and will not be repeated.

[0056] In a specific embodiment, after the clutch force calibration and self-learning, the working stroke of the main shaft should be about 40% of the stroke range of the clutch stroke sensor from 0% to 100%, the disengagement stop position is at 10% of the stroke interval length after the disengagement end point, and the engagement stop position is at 10% of the stroke interval length after the engagement end point. The stroke interval is the 0% to 100% stroke interval of the clutch stroke sensor.

[0057] So far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

Claims

1. An electric clutch actuator for a motorcycle, characterized in that, Including: A power assembly, which includes a first power assembly and a second power assembly arranged in parallel. Power output shafts and power gears are respectively arranged at the output ends of each power assembly for outputting power; A clutch control unit ECU, which is connected to the power assembly and is used to control the first power assembly and the second power assembly to operate in a duty cycle driving mode according to corresponding driving and control instructions, so as to improve the control rate of the clutch stroke; A transmission assembly, which includes a first-stage transmission group, a second-stage transmission group, a third-stage transmission group, and a fourth-stage transmission group, and is used to gradually reduce the speed and increase the torque of the power generated by the power assembly and transmit it to the clutch. Among them, The first-stage transmission group includes a first large gear and a small bevel gear integrally connected by a first gear shaft. The first large gear meshes with each of the power gears, and the small bevel gear is arranged on the side of the first large gear away from the power assembly; The second-stage transmission group includes a large bevel gear and a first small gear integrally connected by a second gear shaft. The large bevel gear meshes with the small bevel gear, and the first small gear is arranged above the large bevel gear; The third-stage transmission group includes a second large gear and a second small gear integrally connected by a third gear shaft. The second large gear meshes with the first small gear, and the second small gear is arranged below the second large gear; The fourth-stage transmission group includes a main shaft and a sector gear. The lower end of the main shaft is rigidly connected to the engine clutch control shaft through a spline, and the sector gear meshes with the second small gear.

2. The electric clutch actuator for a motorcycle according to claim 1, wherein It also includes an intermediate connection block connected to the power assembly and a power housing arranged outside the power assembly. Among them, The intermediate connection block is fixedly connected to the power housing and is used to fix each power assembly in the power housing. The intermediate connection block is a centrosymmetric structure and is provided with three mounting holes arranged vertically along the axis. The middle mounting hole is used to mount and support the bearing seat of the first large gear, and the two side mounting holes are used to mount and support the bearing seats of each power output shaft; Among them, power connection terminals are arranged on the outer sides of the power output shafts of each power assembly. The wires of the power assembly are connected to the power connection terminals and extend around the outer side of the intermediate connection block to the outside of the power housing and are connected to the clutch control unit ECU, so as to realize the individual control or coordinated control of each power assembly.

3. The electric clutch actuator for a motorcycle according to claim 2, wherein An upper gearbox cover and a lower gearbox body are fixedly connected outside the transmission assembly, and the sides of the upper gearbox cover and the lower gearbox body are connected to the power housing.

4. The electric clutch actuator for motorcycle according to claim 3, characterized in that, It also includes a clutch stroke sensor arranged on the upper gearbox cover. The input end of the clutch stroke sensor is connected to the upper end of the third gear shaft, and the output end of the clutch stroke sensor is electrically connected to the clutch control unit ECU through a waterproof connector, so as to monitor the angular signal of the third gear shaft during the clutch operation process, and convert the angular signal into clutch stroke data through the clutch control unit ECU.

5. The electric clutch actuator for motorcycle according to claim 1, wherein, A handle joint, a cable handle and a torsion spring are arranged at the upper end of the main shaft. Among them, The handle joint is arranged above the sector gear and is connected to the main shaft through a spline; The cable handle is arranged above the handle joint and coaxial with the main shaft. The cable handle and the handle joint form a docking transmission mechanism. The cable handle is connected to the motorcycle manual clutch cable. After manually operating the cable handle, the manual clutch cable generates a linear displacement and reacts on the cable handle. After the cable handle rotates, it drives the handle joint and the main shaft to rotate, thereby driving the clutch to disengage or engage. Torsion springs are arranged on the outer periphery of the lower ends of the handle joint and the cable handle. The upper ends of the torsion springs are connected to the cable handle, and the lower ends of the torsion springs are in contact with the outer surface of the handle joint, so as to keep the manual clutch cable always in a taut state and enable the cable handle to return to its original position in time.

6. The electric clutch actuator for a motorcycle according to claim 5, characterized in that, The handle joint is of a column-like structure. A first arc-shaped convex platform is arranged on the outer side of the upper part of the column-like structure. The part of the cable handle connected to the main shaft is a cylinder. A second arc-shaped convex platform is arranged below the cylinder. The first arc-shaped convex platform and the second arc-shaped convex platform are staggered and mutually engaged. Within the clutch stroke range, the rotation of the cable handle can drive the handle joint and the main shaft to rotate. Wherein, the sum of the arc angles of the first arc-shaped convex platform and the second arc-shaped convex platform is less than 360°, and the inner diameters and outer diameters of the first arc-shaped convex platform and the second arc-shaped convex platform are the same.

7. The electric clutch actuator for a motorcycle according to claim 6, wherein, The main shaft and the sector gear form a docking transmission structure with an angular difference. On both sides above the bushing of the sector gear, a first convex platform structure group is oppositely arranged. At the docking part of the main shaft and the sector gear, a second convex platform structure group is oppositely arranged along the outer circumference. The first convex platform structure group and the second convex platform structure group are staggered and mutually engaged, so that when the sector gear rotates under automatic control, it drives the main shaft to rotate, and when the cable handle drives the main shaft to rotate, the sector gear remains in place.

8. The electric clutch actuator for motorcycle according to claim 7, characterized in that, The sum of the arc angles of the convex platforms in the first convex platform structure group and the second convex platform structure group is less than 360°, so as to form an angular difference.

9. The electric clutch actuator for a motorcycle according to claim 4, wherein, The clutch stroke sensor compares the output voltage value of the corresponding angular signal with a preset voltage range to determine whether the output of the angular signal is effective, calculates and measures the clutch stroke based on the effective angular signal output, and determines the measurement error of the clutch stroke sensor based on the measured clutch stroke and the standard stroke, so as to determine the single measurement error rate of the clutch stroke sensor.

10. The electric clutch actuator for motorcycle according to claim 1, characterized in that, The drive control instructions preset by the clutch control unit ECU include separation drive, semi-clutch control and engagement control. Among them, If the clutch performs a separation drive, then control one of the first power assembly and the second power assembly to have a full duty cycle; If the clutch performs semi-clutch control, then control the corresponding duty cycle of the first power assembly to be greater than the corresponding duty cycle of the second power assembly, or the corresponding duty cycle of the second power assembly to be greater than the corresponding duty cycle of the first power assembly; If the clutch performs an engagement control, then control the first power assembly to operate at a preset first duty cycle, and the second power assembly to operate at a preset second duty cycle.

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