Electronic control pneumatic clutch control system and method based on domain control principle and vehicle

Abstract

The invention discloses an electronic control pneumatic clutch control system and method based on a domain control principle and a vehicle, and relates to the field of automobiles. The system comprises a transmission control unit (TCU). The transmission control unit TCU is connected with a clutch control unit CCU through a signal transmission system, and the clutch control unit CCU is connected with a central clutch actuator CCA; the clutch control unit CCU comprises a gas supply module and an electric control module; the air supply module is connected with the electric control module and communicates the electric control module to the transmission control unit TCU; the electric control module comprises an electromagnetic valve assembly. The CCU is innovatively controlled according to a modular design mode through a domain control principle, the clutch control precision is met, meanwhile, the arrangement requirement of the CCU is lowered, and the overall hardware size is effectively reduced. The arrangement is more flexible, and the development cost is reduced.

Description

Technical Field

[0001] The present invention relates to the field of automobiles, and particularly to an electronically controlled pneumatic clutch control system, method and vehicle based on the domain control principle. Background Art

[0002] Against the backdrop of the continuous advancement of the automotive industry towards intelligence and automation, the AMT (Automatic Mechanical Transmission) transmission has achieved rapid popularization in the domestic commercial vehicle field in recent years due to its advantages of combining the high transmission efficiency of a manual transmission and the convenient operation of an automatic transmission. Many OEMs and suppliers have keenly grasped this market trend and have thrown themselves into the research and development and production of AMT transmissions. For example, several large domestic commercial vehicle manufacturing enterprises have increased their R & D investment and launched a number of new commercial vehicles equipped with AMT transmissions, covering multiple sub - fields such as heavy trucks and light buses to meet the diverse needs of different customer groups.

[0003] Mainstream AMT transmissions at home and abroad all adopt the integrated design concept, highly integrating various sensors such as a gearbox controller, a shift cylinder, a shift solenoid valve, a clutch actuator solenoid valve, an intermediate shaft brake solenoid valve, a displacement sensor, and key components such as an air pressure regulator within the shift actuator. This integrated design showed significant advantages in the early stage. The compact structure made the overall layout more regular, the appearance was simple and generous, improving the overall aesthetics of the product. At the same time, the deep integration of the electromechanical system effectively reduced the wiring and connection points inside the system, reduced the signal transmission loss, and to a certain extent improved the system response speed and control accuracy, so it became the mainstream AMT development idea.

[0004] However, with the increasing complexity of automobile adaptability development, the disadvantages of the integrated shift actuator have gradually become apparent. From the perspective of hardware volume, its huge size has caused great trouble in the vehicle space layout. Especially in some models that are extremely demanding on space utilization, such as urban distribution light trucks and vans, it is difficult to find a suitable installation position for the oversized actuator hardware, which seriously limits the flexible layout of the gearbox, and thus affects the adaptability of the product to different models. In terms of maintenance, due to the deep integration of various components, when a component fails, maintenance personnel often need to fully disassemble the entire complex actuator to locate and repair the problem. This not only takes a lot of time, but also other components may be damaged due to misoperation during the maintenance process, which greatly increases the maintenance cost, making many users discouraged when faced with high maintenance costs, and causing serious obstacles to the market promotion of the product. In terms of product innovation and upgrading, the high complexity of the integrated structure makes the development of variant products difficult. If a product variant is to be developed for different working conditions or special customer needs, it is almost necessary to redesign the mold of the entire integrated shift actuator, which involves a large amount of mold manufacturing costs, R&D time costs, and manpower investment. This undoubtedly brings huge challenges to the company's product innovation and market expansion, and limits the company's ability to respond to rapidly changing market demands.

[0005] In addition, as the automotive industry's requirements for energy conservation, emission reduction and intelligent driving become increasingly stringent, traditional integrated shift actuators are unable to cope with these new challenges. For example, in terms of energy conservation and emission reduction, its relatively high energy consumption makes it difficult to meet the increasingly stringent fuel consumption regulations; in terms of the integration of intelligent driving assistance functions, due to the rigidity and complexity of the internal structure, it is difficult to quickly integrate new sensors and control algorithms, which hinders the evolution of vehicles to higher levels of autonomous driving.

[0006] Therefore, there is an urgent need for an electronically controlled pneumatic clutch control system, method and vehicle based on the domain control principle. Summary of the invention

[0007] The purpose of the present invention is to provide an electronically controlled pneumatic clutch control system, method and vehicle based on the domain control principle, in which the clutch actuator unit is controlled in a modular manner through the domain control principle, while meeting the clutch control accuracy, reducing the layout requirements of the clutch actuator to overcome the shortcomings of the prior art.

[0008] In order to achieve the above object, the present invention provides the following technical solutions: In a first aspect, the present invention provides an electronically controlled pneumatic clutch control system based on domain control principle. The device includes a transmission control unit TCU; the transmission control unit TCU is connected to a clutch control unit CCU through a signal transmission system, and the clutch control unit CCU is connected to a central clutch actuator CCA through a signal transmission system. The clutch control unit CCU includes a gas supply module and an electronic control module; the gas supply module is connected to the electronic control module and communicates the electronic control module to the transmission control unit TCU; the electronic control module includes a solenoid valve assembly.

[0009] Further, the solenoid valve assembly includes a CCU quick exhaust valve, the CCU quick exhaust valve is connected to a CCU slow exhaust valve and a CCU quick intake valve, and the CCU slow exhaust valve (14) is connected to a CCU slow intake valve.

[0010] Further, the electronic control module further includes an integrated CCU, an on-board temperature sensor disposed above the solenoid valve assembly, and a pressure sensor disposed below the solenoid valve assembly.

[0011] Further, the gas supply module includes a gas storage cylinder; the gas storage cylinder is connected to an air filter and an air pressure regulator through a CCU gas supply pipe, the air filter is connected to the CCU slow intake valve and the CCU quick intake valve through a CCU intake valve front airway, the CCU quick intake valve is connected to a CCU intake valve rear airway, one end of the CCU intake valve rear airway communicates with one end of a CCU exhaust valve front airway and one end of a CCA gas supply airway, the other end of the CCU exhaust valve front airway is connected to the CCU quick exhaust valve, and a CCU exhaust valve rear airway is further provided on the CCU quick exhaust valve; the other end of the CCA gas supply airway leads to the central clutch actuator CCA.

[0012] Further, the signal transmission system includes a domain control communication harness and a CCA displacement sensor harness; the transmission control unit TCU is connected to the clutch control unit CCU through the domain control communication harness, and the clutch control unit CCU is connected to the central clutch actuator CCA through the CCA displacement sensor harness.

[0013] Further, the central clutch actuator CCA includes a CCA cylinder connected to the CCA gas supply airway, a CCA release bearing is connected to one side of the CCA cylinder, a CCA cylinder displacement sensor is disposed above the CCA cylinder, and the CCA cylinder displacement sensor is connected to the clutch control unit CCU through the CCA displacement sensor harness.

[0014] Further, a power supply system is further included, the power supply system includes a CCA power supply system, and the CCA power supply system is powered by the AMT system.

[0015] Further, all four solenoid valves of the solenoid valve assembly are two-position two-way solenoid valves.

[0016] In a second aspect, the present invention also provides an electronically controlled pneumatic clutch control method based on the domain control principle, including the following steps: The transmission control unit TCU obtains the clutch target position information and sends the clutch target position information to the clutch control unit CCU; The clutch control unit CCU obtains the clutch actual position information and receives the clutch target position information, compares the clutch actual position information with the clutch target position information, and calculates the driving mode of the solenoid valve assembly; Send the driving mode of the solenoid valve assembly to the solenoid valve assembly of the electronic control module; The solenoid valve assembly adjusts the gas output of the gas supply module, and the gas supply module supplies gas to the central clutch actuator CCA, so that the clutch moves towards the target position.

[0017] In a third aspect, the present invention also provides a vehicle, and the vehicle includes the above-mentioned electronically controlled pneumatic clutch control system based on the domain control principle.

[0018] Compared with the prior art, the present invention has the following beneficial technical effects: The present invention provides an electronically controlled pneumatic clutch control system based on the domain control principle. The present invention innovatively proposes to design the clutch control unit CCU in a modular manner and achieve control through the domain control principle. While meeting the clutch control accuracy, the layout requirements of the clutch control unit CCU are reduced. At the same time, in the transmission design stage, compared with the problem of the too large hardware volume of the traditional integrated shift actuator, the integrated setting of each module effectively reduces the overall hardware volume. It can be arranged more flexibly, reducing the development cost. It can also be cross-used on different AMT architecture platforms, improving the applicability of the product.

[0019] The traditional deeply integrated structure makes maintenance difficult and costly. The present invention modularizes the system functions through the domain control architecture. When a fault occurs in the system, maintenance personnel can quickly locate the specific faulty module with the help of the diagnostic function of the domain controller, without disassembling and repairing the entire highly integrated system as in the traditional structure. This greatly shortens the maintenance time, reduces the maintenance difficulty, reduces the component replacement cost and labor cost caused by maintenance, thereby enhancing the market competitiveness of the product and facilitating the wide promotion of the product. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the electronically controlled pneumatic clutch control system based on the domain control principle in the embodiment of the present invention.

[0021] Figure 2Schematic diagram of the air supply principle of the clutch control unit CCU in the embodiment of the present invention.

[0022] Figure 3 Schematic diagram of the control principle of the clutch control unit CCU in the embodiment of the present invention.

[0023] In the figure, 1. Domain control communication wiring harness; 2. CCU fast exhaust valve; 3. Air passage in front of the CCU exhaust valve; 4. Air passage behind the CCU exhaust valve; 5. CCA displacement sensor wiring harness; 6. CCA cylinder displacement sensor; 7. CCA release bearing; 8. CCA cylinder; 9. CCA air supply passage; 10. Air passage behind the CCU intake valve; 11. CCU fast intake valve; 12. CCU slow intake valve; 13. Air passage in front of the CCU intake valve; 14. CCU slow exhaust valve; 15. Gas cylinder; 16. CCU air supply pipe; 17. CCU system power supply. Detailed implementation manners

[0024] In order to enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0025] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described herein can be implemented in an order different from those illustrated or described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0026] In order to solve the problems that the hardware volume of the integrated shift actuator is too large, which is not conducive to the layout of the gearbox, affects the adaptability; is not conducive to maintenance, and it is difficult to develop variant products, such as Figure 1As shown, the present application proposes an electronically controlled pneumatic clutch control system based on the domain control principle, specifically including a transmission control unit TCU, a clutch control unit CCU, and a central clutch actuator CCA; the clutch control unit CCU includes a power supply system, a signal transmission system, a gas supply module, and an electronic control module; the signal transmission system includes a domain control communication harness 1 and a CCA displacement sensor harness 5; the transmission control unit TCU is connected to the clutch control unit CCU through the domain control communication harness 1, and the clutch control unit CCU is connected to the central clutch actuator CCA through the CCA displacement sensor harness 5.

[0027] The gas supply module and the electronic control module are integrated in the clutch control unit CCU. The gas supply module is connected to the electronic control module and connects the electronic control module to the transmission control unit TCU; the electronic control module includes a solenoid valve assembly. In some preferred embodiments of the present invention, as Figure 2 shown, it is the gas supply schematic diagram; the solenoid valve assembly can accurately control the opening and closing of the gas path according to the instructions received by the clutch control unit CCU from the transmission control unit TCU; the solenoid valve assembly specifically includes a CCU quick exhaust valve 2, the right side of the CCU quick exhaust valve 2 is connected to a CCU slow exhaust valve 14, the lower side of the CCU quick exhaust valve 2 is connected to a CCU quick intake valve 11, and the CCU slow exhaust valve 14 is connected to a CCU slow intake valve 12; and the CCU quick exhaust valve 2 and the CCU slow exhaust valve 14 are connected to the atmospheric exhaust on the opposite side. When the clutch is engaged, the CCU slow intake valve 12 and the CCU quick intake valve 11 are opened, and the CCU quick exhaust valve 2 and the CCU slow exhaust valve 14 are closed, so that the compressed air flows into the central clutch actuator along the established path; when the clutch is disengaged, the working state is quickly switched, the CCU quick exhaust valve 2 and the CCU slow exhaust valve 14 are opened, and the CCU slow intake valve 12 and the CCU quick intake valve 11 are closed, so that the gas is quickly discharged, realizing the quick switching control of the clutch working state.

[0028] In some preferred embodiments of the present invention, the electronic control module further includes an integrated CCU arranged above the solenoid valve assembly, a board-mounted temperature sensor, and a pressure sensor arranged below the solenoid valve assembly; the integrated CCU regulates the working states of the solenoid valves in the solenoid valve assembly, and thus coordinates the work of the gas supply module and the central clutch actuator; the board-mounted temperature sensor is used to monitor the temperature inside the electronic control module in real time; the pressure sensor is used to measure the air pressure in the gas path to ensure that the pressure of the compressed air entering the CCA cylinder is stable and the flow rate is appropriate.

[0029] In some preferred embodiments of the present invention, the air supply module includes an air storage cylinder 15; the air storage cylinder 15 is connected to an air filter and an air pressure regulator through a CCU air supply pipe 16, the air filter is connected to a CCU slow intake valve 12 and a CCU fast intake valve 11 through a CCU pre-intake valve air passage 13, a CCU post-intake valve air passage 10 is connected to the CCU fast intake valve 11, one end of the CCU post-intake valve air passage 10 communicates with one end of a CCU exhaust valve pre-air passage 3 and one end of a CCA air supply passage 9, the other end of the CCU exhaust valve pre-air passage is connected to a CCU fast exhaust valve 2, and a CCU post-exhaust valve air passage 4 is further provided on the CCU fast exhaust valve 2; the other end of the CCA air supply passage 9 leads to a central clutch actuator CCA.

[0030] In some preferred embodiments of the present invention, the central clutch actuator CCA includes a CCA cylinder 8 connected to the CCA air supply passage 9 to receive gas from the air supply module and generate power. A CCA release bearing 7 is connected to one side of the CCA cylinder 8 to transmit the power to the CCA release bearing 7. When the clutch is engaged, the piston rod extends to drive the CCA release bearing 7 to press against the clutch pressure plate; when the clutch is disengaged, the piston rod retracts to pull the CCA release bearing 7 away from the clutch pressure plate.

[0031] A CCA cylinder displacement sensor 6 is provided above the CCA cylinder 8 to continuously monitor the piston position in the CCA cylinder 8 and convert this position information into an electrical signal, which is fed back to the clutch control unit CCU through a CCA displacement sensor wire harness 5. Based on these feedback data, the clutch control unit CCU can accurately know the current engagement or disengagement degree of the clutch. For example, during the clutch engagement process, if the CCU finds that the piston moves too fast or too slow according to the feedback, it can timely adjust the opening degrees of the CCU slow intake valve 12 and the CCU fast intake valve 11 to control the gas flow and pressure entering the CCA cylinder 8 to ensure a smooth and accurate clutch engagement process. During the disengagement process, the opening degrees of the CCU fast exhaust valve 2 and the CCU slow exhaust valve 14 are also adjusted in real time according to the feedback to achieve precise control of the clutch disengagement action.

[0032] In some preferred embodiments of the present invention, the power supply system includes a CCA power supply system 17, and the CCA power supply system 17 is connected to the AMT system power supply. The transmission control unit TCU is connected to the vehicle CAN bus, vehicle hard wire signals, and the AMT system power supply.

[0033] On the other hand, as Figure 3 shown, the present invention provides an electronically controlled pneumatic clutch control method based on the domain control principle, The transmission control unit TCU continuously collects information during the vehicle operation process and judges the target position information that the clutch needs to reach under the current working conditions; For example, when the vehicle is traveling at a low speed and the driver is preparing to accelerate, the transmission control unit (TCU) analyzes information such as engine speed, vehicle speed, and accelerator pedal position to determine that the clutch needs to be engaged to a certain extent to smoothly transmit the engine power and meet the acceleration requirements. During the gearshift process, the TCU determines that the clutch needs to be fully disengaged based on the change between the current gear and the target gear to achieve a shock-free gearshift. After determining the target position information of the clutch, the TCU sends a request for the clutch position signal and transmits it to the clutch control unit (CCU) via the domain control communication harness 1; The CCU obtains the actual position information of the clutch in real time through the CCA displacement sensor harness 5 connected to the central clutch actuator (CCA) and the CCA cylinder displacement sensor 6; the CCA cylinder displacement sensor 6 converts the position of the piston in the CCA cylinder 8 into an electrical signal, and the CCU reads this electrical signal and accurately calculates the actual position of the clutch based on the calibration parameters of the sensor; After receiving the target position information of the clutch from the TCU, the CCU compares it with the actual position of the clutch obtained, calculates the deviation between the actual position and the target position of the clutch, and further calculates the driving mode of the solenoid valve assembly based on this deviation. For example, if the actual position of the clutch is far from the target position and needs to quickly approach the target position, the CCU may calculate that the CCU fast intake valve 11 needs to be quickly opened at a large opening, and at the same time the CCU slow intake valve 12 is also appropriately opened to maintain a stable increase in pressure, and determines the precise on-off time of each solenoid valve; conversely, if the actual position of the clutch is close to the target position, the CCU calculates that the solenoid valve assembly needs to work with a smaller opening or for a shorter time to finely adjust the air supply to ensure that the clutch can accurately reach the target position.

[0034] The clutch control unit (CCU) sends the driving mode of the solenoid valve assembly to the solenoid valve assembly of the electronic control module. The solenoid valve assembly performs corresponding actions according to the instructions, including detailed instruction information such as the switching time and opening degree of each solenoid valve, and adjusts the gas output of the air supply module. Under the control of the solenoid valve assembly, the air supply module supplies gas with appropriate pressure and flow rate to the central clutch actuator (CCA). Under the control of the solenoid valve assembly, the internal gas flow state of the air supply module changes accordingly. The compressed air in the gas storage cylinder 15 flows along different gas path channels according to the working state of the solenoid valve assembly after filtering impurities through the air filter element and adjusting the pressure through the air pressure regulating valve. When the CCU fast intake valve 11 and the CCU slow intake valve 12 are opened, the compressed air enters these two valves through the air passage in front of the CCU intake valve 13, and then through the air passage behind the CCU intake valve 10. Part of it flows to the CCA air supply passage 9 to provide gas power for the central clutch actuator CCA. During this process, due to the different opening degrees of the solenoid valves, the gas flow rate and pressure entering the CCA air supply passage 9 also change accordingly. For example, when it is necessary to quickly push the clutch to the target position, the opening degree of the CCU fast intake valve 11 is larger, and a large amount of compressed air will quickly rush into the CCA air supply passage 9 to increase the gas pressure and flow rate. When fine adjustment is required when approaching the target position, the CCU slow intake valve 12 plays a major role, providing a small amount of stable air flow to accurately control the gas pressure and flow rate. After the central clutch actuator (CCA) receives the gas with appropriate pressure and flow rate provided by the air supply module, the piston in the CCA cylinder 8 starts to move under the action of the gas pressure. The piston overcomes the resistance of the return spring and the friction between mechanical components and moves linearly along the inner wall of the cylinder. The piston rod is connected to the piston and transmits the movement of the piston to the CCA release bearing 7. During the clutch engagement process, the piston rod extends, pushing the CCA release bearing 7 towards the clutch pressure plate, gradually pressing the clutch pressure plate, and gradually increasing the friction force between the engine flywheel and the clutch driven disc to achieve power transmission, and the clutch moves towards the target position of engagement. During the clutch disengagement process, the piston rod retracts, pulling the CCA release bearing 7 away from the clutch pressure plate, causing the clutch pressure plate to disengage from the clutch driven disc under the elastic force of the clutch spring, interrupting the power transmission, and the clutch moves towards the target position of disengagement. During the whole process, the CCA cylinder displacement sensor 6 continuously monitors the piston position and real-time feedbacks the position information to the clutch control unit CCU. The clutch control unit CCU makes real-time adjustments to the driving mode of the solenoid valve assembly according to the feedback information to ensure that the clutch can accurately and smoothly reach the target position.

[0035] On the other hand, the present invention also provides a vehicle, and the vehicle includes the above-mentioned electronically controlled pneumatic clutch control system based on the domain control principle.

[0036] Compared with the problem of the overly large hardware volume of traditional integrated shift actuators, based on the domain control principle, the present invention integrates multiple functionally related control units into a domain controller. Taking the clutch control unit CCU as an example, the integrated design of its electronic control module and air supply module effectively reduces the overall hardware volume. This enables more flexible utilization of space during gearbox layout, without the need to reserve excessive space for the large actuator hardware, significantly enhancing the adaptability to gearboxes of different vehicle models. Whether it is a compact vehicle or a large vehicle, the system can be installed and adapted more conveniently, meeting the diverse design requirements of automobiles.

[0037] The specific embodiments described herein are merely illustrative examples of the spirit of the present invention. Those skilled in the art to which the present invention pertains can make various modifications or supplements to the described specific embodiments or use similar methods for substitution, but will not deviate from the spirit of the present invention or exceed the scope defined by the appended claims.

Claims

1. An electronically controlled pneumatic clutch control system based on the domain control principle, characterized in that, It includes a transmission control unit (TCU); the transmission control unit (TCU) is connected to a clutch control unit (CCU) through a signal transmission system, and the clutch control unit (CCU) is connected to a central clutch actuator (CCA) through a signal transmission system. The clutch control unit (CCU) includes a gas supply module and an electronic control module; the gas supply module is connected to the electronic control module and connects the electronic control module to the transmission control unit (TCU); the electronic control module includes a solenoid valve assembly.

2. The electro-pneumatic clutch control system based on the domain control principle according to claim 1, wherein The solenoid valve assembly includes a CCU quick exhaust valve (2), the CCU quick exhaust valve (2) is connected to a CCU slow exhaust valve (14) and a CCU quick intake valve (11), and the CCU slow exhaust valve (14) is connected to a CCU slow intake valve (12).

3. The electronically controlled pneumatic clutch control system based on the domain control principle according to claim 2, characterized in that, The electronic control module further includes an integrated CCU arranged above the solenoid valve assembly, an on-board temperature sensor, and a pressure sensor arranged below the solenoid valve assembly.

4. The electro-pneumatic clutch control system based on the domain control principle according to claim 2, wherein, The gas supply module includes a gas storage cylinder (15); the gas storage cylinder (15) is connected to an air filter and an air pressure regulating valve through a CCU gas supply pipe (16), the air filter is connected to the CCU slow intake valve (12) and the CCU quick intake valve (11) through a CCU intake valve front air passage (13), a CCU intake valve rear air passage (10) is connected to the CCU quick intake valve (11), one end of the CCU intake valve rear air passage (10) communicates with one end of a CCU exhaust valve front air passage (3) and one end of a CCA gas supply passage (9), the other end of the CCU exhaust valve front air passage is connected to the CCU quick exhaust valve (2), and a CCU exhaust valve rear air passage (4) is further arranged on the CCU quick exhaust valve (2); the other end of the CCA gas supply passage (9) leads to the central clutch actuator (CCA).

5. The electronically controlled pneumatic clutch control system based on the domain control principle according to claim 4, wherein The signal transmission system includes a domain control communication harness (1) and a CCA displacement sensor harness (5); the transmission control unit (TCU) is connected to the clutch control unit (CCU) through the domain control communication harness (1), and the clutch control unit (CCU) is connected to the central clutch actuator (CCA) through the CCA displacement sensor harness (5).

6. The electronic control pneumatic clutch control system based on the domain control principle according to claim 5, characterized in that, The central clutch actuator (CCA) includes a CCA cylinder (8) connected to the CCA gas supply passage (9), a CCA release bearing (7) is connected to one side of the CCA cylinder (8), a CCA cylinder displacement sensor (6) is arranged above the CCA cylinder (8), and the CCA cylinder displacement sensor (6) is connected to the clutch control unit (CCU) through the CCA displacement sensor harness (5).

7. A control system for an electro-pneumatic clutch based on the domain control principle according to claim 1, characterized in that It further includes a power supply system, the power supply system includes a CCA power supply system (17), and the CCA power supply system (17) is connected to the AMT system power supply to supply power to the clutch control unit (CCU).

8. The electro-pneumatic clutch control system based on the domain control principle according to claim 2, wherein, The four solenoid valves of the solenoid valve assembly are all two-position two-way solenoid valves.

9. An electronic control pneumatic clutch control method based on the domain control principle, characterized in that, It includes the following steps: The transmission control unit (TCU) obtains clutch target position information and sends the clutch target position information to the clutch control unit (CCU). The clutch control unit CCU obtains the actual position information of the clutch and receives the target position information of the clutch, compares the actual position information of the clutch with the target position information of the clutch, and calculates the driving mode of the solenoid valve assembly; Send the driving mode of the solenoid valve assembly to the solenoid valve assembly of the electronic control module; The solenoid valve assembly adjusts the gas output of the air supply module, and the air supply module supplies gas to the central clutch actuator CCA, so that the clutch moves towards the target position.

10. A vehicle, characterized in that, The vehicle includes an electro-pneumatic clutch control system based on the domain control principle as described in any one of claims 1-8.

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