Large torque compact hydraulic damping clutch, clutch control system and method

Abstract

This invention discloses a high-torque compact hydraulic damping clutch, a clutch control system, and a method. The clutch includes: a damping housing, a first side of which is connected to a transmission drive, and a damping chamber formed within the housing; a power transmission shaft rotatably mounted on the housing and connected to an engine drive, with a main damping gear fixed at one end extending into the damping chamber; and multiple sets of parallel damping gears surrounding and meshing with the main damping gear, rotatably mounted on the housing. This invention uses hydraulic damping to generate damping force, achieving switching between clutch and clutch states. This avoids relative friction that could lead to surface wear. Simultaneously, the high-pressure damping oil can also serve as a cooling medium, facilitating uniform and efficient heat dissipation during vehicle operation, and resulting in longer maintenance intervals and lower costs.

Description

Technical Field

[0001] This invention relates to the field of transmission technology, and in particular to a high-torque compact hydraulic damping clutch, clutch control system and method. Background Technology

[0002] The clutch, installed between the engine and transmission, is an assembly in the automotive drivetrain directly connected to the engine. Typically, the clutch is mounted together with the engine crankshaft flywheel assembly, serving as the component that cuts off and transmits power between the engine and the drivetrain. Throughout the entire process from starting to normal driving, the driver can operate the clutch as needed to temporarily separate or gradually engage the engine and transmission, cutting off or transmitting power from the engine to the drivetrain. Its function is to allow for gradual engagement between the engine and transmission, ensuring a smooth start; or to temporarily disconnect the connection between the engine and transmission to facilitate gear shifting and reduce shift shock; or to disengage during emergency braking to prevent overload of the transmission system, thus providing a certain degree of protection.

[0003] Existing friction clutches consist of four parts: the driving part, the driven part, the clamping mechanism, and the operating mechanism. The driving and driven parts, along with the clamping mechanism, are the basic structures that ensure the clutch is engaged and can transmit power. The operating mechanism is primarily the device for disengaging the clutch. During disengagement, the clutch pedal is depressed. Within the free travel, the clutch's free clearance is first eliminated, and then a separation clearance is generated within the working travel, thus disengaging the clutch. During engagement, the clutch pedal is gradually released. The pressure plate moves forward under the action of the pressure spring, first eliminating the separation clearance and applying sufficient clamping force to the working surfaces of the pressure plate, driven plate, and flywheel. Then, the release bearing moves backward under the action of the return spring, generating a free clearance, and the clutch engages.

[0004] Because the clutch relies on the friction between the pressure plate, driven plate, and flywheel to achieve linkage during operation, surface contact wear is prone to occur during long-term operation, especially for heavy-duty vehicles such as trucks and lorries, as well as in situations with frequent use such as traffic jams and uphill / downhill driving, which can lead to overheating and failure, resulting in a shorter service life for the clutch. Summary of the Invention

[0005] In order to overcome the shortcomings of the prior art, the present invention aims to provide a high-torque compact hydraulic damping clutch, clutch control system and method, which has the advantages of reducing wear, reducing the probability of damage and long service life.

[0006] The objective of this invention is achieved through the following technical solution:

[0007] According to a first aspect of the present disclosure, a high-torque compact hydraulic damping clutch is provided, comprising:

[0008] A damping housing, the first side of which is used for connection with a gearbox drive, and a damping chamber is formed inside the damping housing;

[0009] A power transmission shaft, rotatably mounted on the damping housing for connection to the engine drive, has a main damping gear fixed at one end extending into the damping chamber; and...

[0010] Multiple sets of parallel damping gears surround the main damping gear and mesh with the main damping gear, and the parallel damping gears are rotatably mounted on the damping housing;

[0011] During the meshing and transmission of the main damping gear and the parallel damping gear, a negative pressure can be generated to draw high-pressure damping oil into the damping chamber. The damping chamber can retain the high-pressure damping oil to form a damping force, or release the high-pressure damping oil to remove the damping force. Under the action of the damping force, the main damping gear and the parallel damping gear can form a locked or linearly semi-locked state to transmit the driving force output by the engine to the gearbox through the damping housing, or after the damping force is removed, form an unlocked state so that the main damping gear meshes and drives the parallel damping gear to rotate.

[0012] To achieve the above technical solution, during use, the engine transmits power through the power transmission shaft, which then transmits the power to the gearbox via the damping housing to supply the vehicle for driving. During vehicle start-up or gear shift completion, the power output shaft drives the main damping gear to mesh and rotate the parallel damping gear. During rotation, a negative pressure is generated, drawing high-pressure damping oil from the external oil supply device and injecting it into the damping chamber. The damping chamber traps the high-pressure damping oil to form a damping force. When the damping force reaches a predetermined value, the pressure is maintained. At this time, the main damping gear and the parallel damping gear will form a locked state under the action of the damping force, preventing them from rotating freely. The damping housing forms a near-integral structure, and the power output from the power transmission shaft can be transmitted to the gearbox through the damping housing. During normal vehicle operation, maintaining pressure continuously forms a linkage state, resulting in a continuous and stable power output.

[0013] When shifting gears and engaging the clutch, the high-pressure damping oil in the damping chamber is released, controlling the damping force to be completely or partially removed. The main damping gear and the parallel damping gear form a linear semi-locked / unlocked state, allowing them to mesh and rotate. This means the power transmitted from the drive shaft is converted into meshing rotation between the main and parallel damping gears, making it difficult for the power to be transmitted to the gearbox through the damping housing. This achieves a semi-engaged or clutched state, enabling gear shifting. The hydraulic damping creates damping force to switch between engagement, semi-engaged, and clutch states. Compared to friction-based engagement, this method avoids relative friction and surface wear. The high-pressure damping oil injected into the damping chamber also acts as a cooling medium, promoting uniform and efficient heat dissipation during vehicle operation. This prevents failure under frequent driving conditions such as traffic jams and inclines / declines, effectively extending clutch life. Furthermore, maintenance typically only requires replacing the damping oil, resulting in longer maintenance cycles and lower costs.

[0014] In some exemplary embodiments, the damping chamber is a conformal cavity adapted to the main damping gear and the parallel damping gear, and the damping housing is provided with an oil inlet for injecting high-pressure damping oil and an oil outlet for draining high-pressure damping oil, both of which are connected to the damping chamber; the oil inlet and the oil outlet are located on the damping housing at the meshing positions of the parallel damping gear and the main damping gear, with the oil inlet located on the negative pressure forming side and the oil outlet located on the oil extrusion side.

[0015] To achieve the above technical solution, the conformal cavity design allows the damping force generated by the high-pressure damping oil to more easily act on the main damping gear and the parallel damping gear to form a locking state. The oil inlet and outlet facilitate connection with the oil return device to realize the injection and discharge of the high-pressure damping oil. During the meshing transmission of the main damping gear and the parallel damping gear, a pumping state similar to that of a gear pump is formed. At this time, a negative pressure state is formed on one side of the meshing point of the main damping gear and the parallel damping gear, which is the negative pressure forming side. The oil inlet is located on this side to draw in the high-pressure damping oil, while the other side is used to receive the drawn-in high-pressure damping oil and form a squeezing force, which is the oil squeezing side. The oil outlet is located on this side to discharge the high-pressure damping oil.

[0016] In some exemplary embodiments, a coupling joint is provided at the center of the first side of the damping housing for drive connection with the power input shaft of the gearbox.

[0017] To achieve the above technical solution, a coupling connector is used to facilitate a drive connection with the power input shaft of the gearbox.

[0018] In some exemplary embodiments, a mounting housing for assembly with a vehicle is also included, wherein the damping housing is rotatably mounted on the mounting housing; the mounting housing is provided with an inlet damping ring cavity corresponding to the oil inlet and an outlet damping ring cavity corresponding to the oil outlet, the inlet damping ring cavity being configured to communicate with the oil inlet when the mounting housing is rotated to any angle, and the outlet damping ring cavity being configured to communicate with the oil outlet when the mounting housing is rotated to any angle;

[0019] The oil inlet damping ring cavity is connected to an oil inlet guide port, which is set substantially vertically downwards.

[0020] To achieve the above technical solution, the mounting housing serves as the mounting base for assembly and fixation with the vehicle, allowing the damping housing to rotate freely within the mounting housing. The inlet and outlet damping ring cavities are designed to connect with the inlet and outlet ports respectively, ensuring the injection or discharge of high-pressure damping oil. The high-pressure damping oil is guided into the inlet damping ring cavity through the oil inlet guide port connected to the oil return device. Because the oil inlet guide port is set vertically downward, air will not be drawn in during the oil injection process, avoiding air explosion and affecting the normal operation of the clutch.

[0021] According to a second aspect of the present disclosure, a clutch control system is provided, comprising: a high-torque compact hydraulic damping clutch as described in the first aspect; and a valve control device.

[0022] The valve control device is connected to the damping chamber and the return oil device. The valve control device is used to control the discharge flow rate and discharge speed of the high-pressure damping oil from the damping chamber to achieve linear pressure holding and form damping force, or to control the discharge of high-pressure damping oil to relieve damping force.

[0023] To achieve the above technical solution, the valve control device controls the on / off state and opening degree of the oil circuit to achieve linear oil discharge and pressure relief control, thereby realizing the clutch's linkage, semi-linkage, or engagement.

[0024] In some exemplary embodiments, the valve control device includes:

[0025] The main valve body is provided with a valve-controlled movable chamber, which is connected to a return oil channel that communicates with the oil outlet damping ring cavity. The return oil channel is connected to the damping oil storage tank.

[0026] The main control valve core, which is slidably mounted on the main valve body, is used to open or close the oil return passage;

[0027] A pilot gear pump, located on the second side of the damping housing and connected to the valve-controlled movable chamber, is used to inject driving oil into the valve-controlled movable chamber to drive the main control valve core to slide, thereby opening or closing the return oil passage; and...

[0028] A proportional solenoid valve, which is connected to the return oil channel, is used to control the discharge of high-pressure damping oil to the damping oil storage tank.

[0029] To achieve the above technical solution, during vehicle startup, the pilot gear pump operates, injecting drive oil into the valve-controlled moving chamber. This causes the main control valve core to slide open the return oil passage. At this time, the main damping gear and the parallel damping gear generate negative pressure during meshing transmission. High-pressure damping oil is drawn from the damping oil reservoir and injected into the damping chamber through the inlet damping ring cavity. The oil is then discharged through the return oil passage to form a circulation. The opening and closing of the return oil passage and the linear discharge flow can be controlled by the on / off state and opening degree of the proportional solenoid valve, thus achieving linear pressure holding or pressure release. At the same time, the proportional solenoid valve can also control the pressure value of the damping chamber, thereby realizing the clutch engagement, semi-engagement, and clutch states, making the shifting process smoother and reducing vehicle jerking.

[0030] In some exemplary embodiments, a first switching valve and a second switching valve are provided between the pilot gear pump and the valve-controlled movable chamber. The first switching valve is used to control the driving oil to be supplied from the first side of the valve-controlled movable chamber to drive the main control valve core to move and open the return oil passage. The second switching valve is used to control the driving oil to be supplied from the second side of the valve-controlled movable chamber to drive the main control valve core to move and close the return oil passage.

[0031] To achieve the above technical solution, when the first switching valve is energized, driving oil is injected from the first side of the valve-controlled active chamber, thereby causing the main control valve core to open the return oil channel, allowing the high-pressure damping oil to drain from the return oil channel and ultimately be linearly depressurized under the control of the proportional solenoid valve. When the second switching valve is energized, driving oil is injected from the second side of the valve-controlled active chamber, thereby causing the main control valve core to close the return oil channel, so as to maintain the pressure holding state for a long time.

[0032] In some exemplary embodiments, the power drive shaft is driven to the pilot gear pump via a transmission assembly, the transmission assembly including: a main shaft gear fixed to the power drive shaft, and a reduction gear rotatably mounted on the mounting housing and meshing with the main shaft gear.

[0033] To achieve the above technical solution, during the vehicle startup phase, the main shaft gear rotates synchronously during the rotation of the power transmission shaft, which in turn meshes with the reduction gear to rotate synchronously, realizing the transmission and conversion of power. This drives the pilot gear pump to work, forming a starting pressure that controls the main control valve core to move and open the return oil channel, so that clutch shifting can be performed when the vehicle starts.

[0034] In some exemplary embodiments, the pilot gear pump includes: a first pilot pump oil gear coaxially connected to the reduction gear, and a second pilot pump oil gear rotatably mounted on the mounting housing and meshing with the first pilot pump oil gear, wherein the first pilot pump oil gear and the second pilot pump oil gear mesh to generate extrusion force to drive the oil to be pumped out.

[0035] To achieve the above technical solution, the first pilot pump oil gear rotates synchronously with the main shaft gear, which in turn meshes with the second pilot pump oil gear. A squeezing force is generated between the first pilot pump oil gear and the second pilot pump oil gear, thereby injecting the driving oil into the valve-controlled moving chamber to form the starting pressure.

[0036] In some exemplary embodiments, the valve control device includes:

[0037] The main valve body is provided with a valve-controlled movable chamber, which is connected to a return oil channel that communicates with the oil outlet damping ring cavity. The return oil channel is connected to the damping oil storage tank.

[0038] The main control valve core, which is slidably mounted on the main valve body, is used to open or close the oil return passage;

[0039] A hydraulic actuator connected to the main control valve core is provided. The hydraulic actuator responds to the depressing or releasing of the clutch pedal to generate a driving force to move the main control valve core to open the oil return passage, or to remove the driving force to reset the main control valve core and close the oil return passage.

[0040] To achieve the above technical solution, during vehicle startup, the hydraulic transmission generates driving force by depressing the clutch pedal, causing the main control valve core to slide open the return oil passage. At this time, the main damping gear and the parallel damping gear generate negative pressure during meshing transmission, drawing high-pressure damping oil from the damping oil reservoir and injecting it into the damping chamber through the inlet damping ring cavity, and then discharging it through the return oil passage to form a circulation. By adjusting the amount of time the clutch pedal is depressed, the opening of the return oil passage can be controlled accordingly, thereby controlling the amount of leakage. When the clutch pedal is depressed, the return oil passage can be closed again, thus realizing the clutch's engagement, semi-engaged, and disengaged states, and achieving the gear shifting process.

[0041] In some exemplary embodiments, the hydraulic actuator includes:

[0042] A transmission cavity, wherein a transmission chamber is formed within the transmission cavity that communicates with the valve-controlled movable cavity; and,

[0043] A transmission piston is slidably and sealed to the transmission chamber. The side of the transmission chamber connected to the valve-controlled movable chamber is filled with driving oil. The transmission piston is provided with a push rod extending out of the transmission chamber. The push rod is drivenly connected to the clutch pedal.

[0044] To achieve the above technical solution, the amount of time the clutch pedal is depressed is converted into the amount of time the transmission piston moves by the push rod. This movement of the transmission piston then forces the drive oil into the valve control chamber, thereby moving the main control valve core.

[0045] According to a third aspect of the present disclosure, a clutch control method is provided, the method being implemented based on the clutch control system as described in the second aspect, comprising:

[0046] During vehicle startup, the main control valve core actuates to open the return oil passage, and the main damping gear meshes with the parallel damping gear to generate negative pressure and draw high-pressure damping oil into the damping chamber. The proportional solenoid valve receives a linear electrical signal to control the discharge flow of the high-pressure damping oil to decrease linearly, so that the damping force in the damping chamber increases linearly to form a linearly increasing transmission torque.

[0047] During the gear shifting phase, the proportional solenoid valve controls the discharge flow of the high-pressure damping oil to regulate the damping force in the damping chamber, so that the main damping gear and the parallel damping gear form a linear semi-locked state or an unlocked state.

[0048] During normal vehicle operation, the valve control device controls the damping chamber to maintain pressure to keep the damping force so that the main damping gear and the parallel damping gear are in a locked state or a linear semi-locked state, so as to transmit the driving force output by the engine to the gearbox through the damping housing.

[0049] In summary, compared with the prior art, the present invention has the following beneficial effects:

[0050] This invention provides a hydraulic locking clutch, a clutch control system, and a control method. In use, the engine transmits power through the drive shaft, which then transmits the power to the gearbox via the damping housing to power the vehicle. During vehicle startup or gear shifting, the power output shaft drives the main damping gear to mesh and rotate the parallel damping gear. During rotation, a negative pressure is created, drawing high-pressure damping oil from an external oil supply device and injecting it into the damping chamber. The damping chamber traps the high-pressure damping oil, creating a damping force. When the damping force reaches a predetermined value, the pressure is maintained. At this point, the main damping gear and the parallel damping gear are locked together under the action of the damping force, preventing them from rotating freely. The damping housing forms a near-integral structure, allowing the power output from the drive shaft to be transmitted to the gearbox. During normal vehicle operation, maintaining pressure maintains the linkage, resulting in a continuous and stable power output. When gear shifting or clutch engagement is required, the damping chamber... The high-pressure damping oil in the chamber drains, controlling the damping force to be completely or partially released. The main damping gear and the parallel damping gear form a linear semi-locked engagement / disengagement state. The main damping gear and the parallel damping gear can mesh and rotate with each other, that is, the power transmitted by the power transmission shaft is converted into the meshing rotation between the main damping gear and the parallel damping gear. Its power is difficult to transmit to the gearbox through the damping housing, thus realizing the semi-engaged or clutched state, which can be used for gear shifting. The damping force generated by hydraulic damping realizes the switching between the linkage, semi-engaged or clutched state. Compared with the linkage by friction pressing, it will not generate relative friction and cause surface contact wear. At the same time, the high-pressure damping oil injected in the damping chamber can also serve as a heat dissipation medium, which is conducive to uniform and efficient heat dissipation during vehicle operation, ensuring that it will not fail under frequent use conditions such as traffic jams and uphill and downhill driving, and effectively extending the service life of the clutch. Moreover, during maintenance, usually only the damping oil needs to be replaced, resulting in longer maintenance cycles and lower costs. Attached Figure Description

[0051] Figure 1 This is a schematic diagram of the high-torque compact hydraulic damping clutch in Embodiment 1 of the present invention.

[0052] Figure 2 This is an exploded schematic diagram of the high-torque compact hydraulic damping clutch in Embodiment 1 of the present invention.

[0053] Figure 3 This is a cross-sectional view of the high-torque compact hydraulic damping clutch in Embodiment 1 of the present invention.

[0054] Figure 4 This is a structural schematic diagram of the high-torque compact hydraulic damping clutch in Embodiment 1 of the present invention from another perspective.

[0055] Figure 5This is a cross-sectional view of the damping housing portion in Embodiment 1 of the present invention.

[0056] Figure 6 This is a cross-sectional view of the shell cover in Embodiment 1 of the present invention.

[0057] Figure 7 This is a schematic diagram of the main damping gear and the parallel damping gear in the damping housing in Embodiment 1 of the present invention.

[0058] Figure 8 This is a schematic diagram of the meshing structure of the main damping gear and the parallel damping gear in Embodiment 1 of the present invention, used to show the value of the thickness L.

[0059] Figure 9 This is a schematic diagram of the high-torque compact hydraulic damping clutch in Embodiment 2 of the present invention.

[0060] Figure 10 This is a cross-sectional view of the high-torque compact hydraulic damping clutch in Embodiment 2 of the present invention.

[0061] Figure 11 This is an exploded view of the installation of the casing and cover in Embodiment 2 of the present invention.

[0062] Figure 12 This is a partial cross-sectional view of the mounting housing in Embodiment 2 of the present invention.

[0063] Figure 13 This is a partial cross-sectional view of the cover in Embodiment 2 of the present invention.

[0064] Figure 14 This is a schematic diagram of the clutch control system in Embodiment 3 of the present invention.

[0065] Figure 15 This is a schematic diagram of the connection structure between the high-torque compact hydraulic damping clutch and the transmission assembly in Embodiment 3 of the present invention.

[0066] Figure 16 This is a schematic diagram of the valve control device in Embodiment 3 of the present invention.

[0067] Figure 17 This is a schematic diagram of the oil circuit arrangement of the valve control device in Embodiment 3 of the present invention.

[0068] Figure 18 This is a schematic diagram of the valve control device in Embodiment 4 of the present invention.

[0069] Figure 19 This is a control block diagram of Embodiment 5 of the present invention.

[0070] The numbers and letters in the diagram represent the names of the corresponding components:

[0071] 10. Damping housing; 11. Damping chamber; 12. Oil inlet; 13. Oil outlet; 14. Coupling; 15. Housing cover; 16. First flow channel; 161. First inlet; 162. First lubrication port; 163. Oil inlet end cap; 17. Second flow channel; 171. Second inlet; 172. Second lubrication port; 173. Oil outlet end cap; 18. Third concentric bearing; 20. Power transmission shaft; 21. Main damping gear; 22. First concentric bearing; 30. Parallel damping gear; 31. Second concentric bearing; 40. Mounting housing; 41. Oil inlet damping ring cavity; 42. Oil inlet guide channel; 43. Valve body assembly seat; 44. Oil outlet damping ring cavity; 45. Oil outlet guide channel; 46. 50. Engine cover; 51. Pilot gear pump; 52. First pilot pump oil gear; 53. Second pilot pump oil gear; 54. Proportional control valve; 60. Extended end cap; 61. Transmission assembly; 62. Main shaft gear; 70. Reduction transmission gear; 71. Valve control device; 71. Main valve body; 711. Drain port; 712. Return oil interface; 713. Drive oil port; 72. Valve control movable chamber; 73. Return oil channel; 74. Return spring; 75. Main control valve core; 751. Annular guide groove; 76. Proportional solenoid valve; 77. First switching valve; 78. Second switching valve; 79. Damping oil reservoir; 80. Hydraulic actuator; 81. Transmission chamber; 82. Transmission chamber; 83. Transmission piston; 84. Push rod. Detailed Implementation

[0072] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0073] Example 1

[0074] like Figures 1 to 8As shown, a first aspect of the present invention provides a high-torque compact hydraulic damping clutch, comprising: a damping housing 10, a first side of which is used for drive connection with a gearbox, and a damping chamber 11 formed therein; a power transmission shaft 20 rotatably mounted on the damping housing 10 and used for drive connection with an engine, one end of the power transmission shaft 20 extending into the damping chamber 11 being fixed with a main damping gear 21; and multiple sets of parallel damping gears 30 surrounding and meshing with the main damping gear 21, the parallel damping gears 30 being rotatably mounted on the damping housing 10. The damping housing 10; during the meshing transmission of the main damping gear 21 and the parallel damping gear 30, a negative pressure can be generated to draw high-pressure damping oil into the damping chamber 11. The damping chamber 11 can trap the high-pressure damping oil to form a damping force, or drain the high-pressure damping oil to remove the damping force. Under the action of the damping force, the main damping gear 21 and the parallel damping gear 30 can form a locked or linearly semi-locked state to transmit the driving force output by the engine to the gearbox through the damping housing 10, or form an unlocked state after the damping force is removed so that the main damping gear 21 meshes to drive the parallel damping gear 30 to rotate.

[0075] Specifically, the damping chamber 11 is a contoured cavity adapted to the main damping gear 21 and the parallel damping gear 30. It can be understood that this contoured cavity is open in the meshing area of ​​the parallel damping gear 30 and the main damping gear 21, while in other areas it is an arc shape matching the outer contours of the main damping gear 21 and the parallel damping gear 30. Of course, a certain gap must be maintained between the outer contours of the main damping gear 21 and the parallel damping gear 30 and the inner wall of the damping chamber 11. Furthermore, the damping housing 10 is provided with an oil inlet 12 for injecting high-pressure damping oil and an oil outlet 1 for draining high-pressure damping oil. 3. Both the oil inlet 12 and the oil outlet 13 are connected to the damping chamber 11. Typically, several sets of oil inlets 12 and oil outlets 13 are evenly arranged around the circumference of the damping chamber 11. It can be understood that each set of oil inlets 12 and oil outlets 13 corresponds to a set of parallel damping gears 30. That is, the number of oil inlets 12 and oil outlets 13 is the same as the number of parallel damping gears 30. Preferably, the oil inlets 12 and oil outlets 13 are both located on the damping housing at the meshing point of the parallel damping gears 30 and the main damping gear 21, with the oil inlet 12 located on the negative pressure forming side and the oil outlet 13 located on the oil extrusion side.

[0076] The contoured cavity design allows the damping force generated by the high-pressure damping oil to more easily act on the main damping gear 21 and the parallel damping gear 30 to form a locking state. The oil inlet 12 and the oil outlet 13 facilitate connection with the oil return device to realize the injection and discharge of the high-pressure damping oil. During the meshing transmission process, the main damping gear 21 and the parallel damping gear 30 will form a pumping state similar to a gear pump. At this time, a negative pressure state is formed on one side of the meshing point of the main damping gear 21 and the parallel damping gear 30, which is the negative pressure forming side. The oil inlet 12 is located on this side to draw in the high-pressure damping oil, while the other side is used to receive the drawn-in high-pressure damping oil and form a squeezing force, which is the oil squeezing side. The oil outlet 13 is located on this side to discharge the high-pressure damping oil.

[0077] Typically, the main damping gear 21 and the parallel damping gear 30 have the same thickness. The thickness of the gear and the number of parallel damping gears 30 are selected according to the actual required damping force. For example, consider a specific application in a vehicle: Figure 8 As shown, eight sets of parallel damping gears 30 are set. The thickness L of the main damping gear 21 and the parallel damping gears 30 is 15mm, the tooth width B is 50mm, the radius R of the main damping gear 21 is 50mm, and the designed damping pressure P is 10MPa. Here, the thickness L refers to half the distance between the intersection points of the outer contours of the main damping gear 21 and the parallel damping gears 30, the tooth width B is the distance between the two end faces of the main damping gear, the force-bearing area S = L * B, and the damping force F = P * S = 10 * 10 6 *0.015*0.05=7500N, torque T=F*R=7500*0.05=375 N·m, total torque Ttotal=T*8=375*8=3000 N·m. However, in actual applications, there is also frictional damping. For example, the coefficient of friction is 0.95, and Ttotal / 0.95 is obviously greater than 3000 N·m. It can be seen that the clutch of this application can fully meet the usage needs of small and medium-sized cars, and even heavy trucks and vans.

[0078] In another specific example, this clutch can also be applied to fields such as shipbuilding. For instance, when used on large ships: 30 sets of parallel damping gears 30 are installed. The thickness L of the main damping gear 21 and the parallel damping gears 30 is set to 17mm, the tooth width B to 200mm, and the radius R of the main damping gear 21 to 500mm. The designed damping pressure P is also 10MPa, and the force-bearing area S = L * B = 0.017 * 0.2 = 0.034m². 2 F = P * S = 10 * 10 6 *0.034=34000N, torque T=F*R=34000*0.5=17000 N·m, total T=T*30=17000*30=510000 N·m.

[0079] In these two applications, the main size difference is the radius and tooth width B of the main damping gear 21. The volume difference is about 60 times, while the rated torque ratio is about 510000 / 3000=170 times. This shows that the clutch of this application can generate a larger transmission torque when the unit volume is increased, thereby meeting the high torque requirements of the internal combustion engine while occupying a smaller space volume.

[0080] For ease of installation, the damping housing 10 is typically sealed by a separable cover 15. The cover 15 is fixed to the damping housing 10 by a plurality of bolts arranged in a circular array. The main damping gear 21 has first concentric bearings 22 at both ends, and the parallel damping gear 30 has second concentric bearings 31 at both ends to achieve rotatable connection with the damping housing 10 and the cover 15. Oil seals can be used to prevent oil leakage. Similarly, the power transmission shaft 20 is also connected to the damping housing 10 and / or the cover 15 via bearings. The cover 15 is rotatably connected. It can be understood that the oil inlet 12 and the oil outlet 13 are respectively set on the damping housing 10 and the cover 15, which are determined according to the rotation direction of the main damping gear 21 and the parallel damping gear 30. In this embodiment, the oil inlet 12 is set on the cover 15 and the oil outlet 13 is set on the damping housing 10. In other embodiments, when the rotation direction of the main damping gear 21 is opposite, the oil inlet 12 is set on the damping housing 10 and the oil outlet 13 is set on the cover 15.

[0081] A coupling 14 is provided at the center of the first side of the damping housing 10 for driving connection with the power input shaft of the gearbox. It can be understood that the first side is the side of the damping housing 10 opposite to the cover 15. The coupling 14 can be configured in the shape of spline, cross, etc. Correspondingly, the power input shaft of the gearbox is provided with a connector that is adapted to the coupling 14. The coupling 14 facilitates the driving connection with the power input shaft of the gearbox. In some embodiments, the end of the power transmission shaft 20 connected to the engine can also be configured with a structure similar to the coupling 14 for driving connection, or it can also be driven by an existing coupling.

[0082] In use, the engine transmits power through the power drive shaft 20, which is then transmitted to the gearbox via the damping housing 10 to power the vehicle. During vehicle startup or gear shift completion, the power output shaft drives the main damping gear 21 to mesh with the parallel damping gear 30 and rotate. During rotation, a negative pressure is generated, drawing high-pressure damping oil from the external oil supply device and injecting it into the damping chamber 11. The damping chamber 11 traps the high-pressure damping oil to form a damping force. When the damping force reaches a predetermined value, the pressure is maintained. At this time, the main damping gear 21 and the parallel damping gear 30 will form a locked state under the action of the damping force, preventing them from rotating freely. The damping housing 10 forms a near-integral structure. The power output from the power drive shaft 20 can be transmitted to the gearbox through the damping housing 10. During normal vehicle operation, maintaining pressure continuously forms a linkage state, resulting in a continuous and stable power output.

[0083] When gear shifting or clutch engagement is required, the high-pressure damping oil in the damping chamber 11 is released, controlling the damping force to be completely or partially removed. The main damping gear 21 and the parallel damping gear 30 form a linear semi-locked / unlocked state, allowing them to mesh and rotate. This means the power transmitted from the power transmission shaft 20 is converted into meshing rotation between the main damping gear 21 and the parallel damping gear 30. This power is difficult to transmit to the gearbox through the damping housing 10, thus achieving a semi-engaged or clutched state, allowing for gear shifting. Hydraulic damping creates damping force to switch between linked, semi-linked, or clutch states. Compared to friction clamping, this method avoids relative friction and surface wear. The high-pressure damping oil injected into the damping chamber 11 also serves as a heat dissipation medium, promoting uniform and efficient heat dissipation during vehicle operation. This ensures that the clutch will not fail under frequent driving conditions such as traffic jams and uphill / downhill driving, effectively extending its service life. Furthermore, during maintenance, only the damping oil usually needs to be replaced, resulting in longer maintenance cycles and lower costs.

[0084] Example 2

[0085] This invention provides a high-torque compact hydraulic damping clutch. The difference between this embodiment and Embodiment 1 is that in this embodiment, as... Figures 9 to 13 As shown, the clutch also includes a mounting housing 40 for assembly with a vehicle. The two ends of the damping housing 10 are rotatably mounted to the mounting housing 40 via bearings. The mounting housing 40 is provided with an oil inlet damping ring cavity 41 corresponding to the oil inlet 12 and an oil outlet damping ring cavity 44 corresponding to the oil outlet 13. The oil inlet damping ring cavity 41 is used to connect with the oil inlet 12 when the mounting housing 40 is rotated to any angle, and the oil outlet damping ring cavity 44 is used to connect with the oil outlet 13 when the mounting housing 40 is rotated to any angle.

[0086] Specifically, the mounting housing 40 is provided with an oil inlet guide channel 42 and an oil outlet guide channel 45. The oil inlet guide channel 42 is connected to the oil inlet damping ring cavity 41, and the oil outlet guide channel 45 is connected to the oil outlet damping ring cavity 44 to realize the injection or discharge of high-pressure damping oil. The mounting housing 40 is used as a mounting base for assembly and fixation with the vehicle, so that the damping housing 10 can rotate freely within the mounting housing 40. The oil inlet damping ring cavity 41 and the oil outlet damping ring cavity 44 are respectively connected to the oil inlet 12 and the oil outlet 13 to ensure the injection or discharge of high-pressure damping oil.

[0087] In a specific instance, such as Figures 1 to 6 As shown, the oil inlet 12 is connected to a first flow channel 16, and the oil outlet 13 is connected to a second flow channel 17. The first flow channel 16 extends to the shaft end connection portion of the housing cover 15, and the opening of the first flow channel 16 is a first inlet 161 arranged circumferentially on the shaft end connection portion of the housing cover 15. The second flow channel 17 extends to the shaft end connection portion of the damping housing 10, and the opening of the second flow channel 17 is a second inlet 171 arranged circumferentially on the shaft end connection portion of the damping housing 10. The damping ring cavity 41 is sealed to the shaft end connection portion, so that the oil inlet damping ring cavity 41 can be connected to the oil inlet 12 through the first inlet 161 and to the oil outlet 13 through the second inlet 171.

[0088] Typically, when machining the first flow channel 16, drilling is performed from the corresponding position on the side of the cover 15 in a predetermined direction until a channel of predetermined depth is formed, thus forming part of the first flow channel 16. Then, an oil inlet end cap 163 is sealed inside the first flow channel 16 to achieve end sealing. Similarly, when machining the second flow channel 17, drilling is performed from the corresponding position on the side of the cover damping housing 10 in a predetermined direction until a channel of predetermined depth is formed, thus forming part of the second flow channel 17. Then, an oil inlet end cap 173 is sealed inside the second flow channel 17 to achieve end sealing.

[0089] Meanwhile, in some embodiments, a first lubrication port 162 and a second lubrication port 172 can be connected to the first flow channel 16. The first lubrication port 162 and the second lubrication port 172 are located near the center of the main damping gear 21. There is usually a gap of 0.01-0.04mm between the two side surfaces of the main damping gear 21 and the inner wall of the damping chamber 11 and the inner surface of the cover 15. The first lubrication port 162 and the second lubrication port 172 can release a portion of the high-pressure damping oil to the main damping gear 21, forming a lubricating oil film on the two side surfaces of the main damping gear 21 to lubricate the main damping gear 21.

[0090] In this embodiment, similar to the damping housing 10, for ease of installation, the mounting housing 40 is typically sealed by a separable cover 46. The cover 46 and the mounting housing 40 are locked together by a plurality of bolts arranged in a ring array. The two ends of the damping housing 10 are rotatably connected to the mounting housing 40 and / or the cover 46 by a third concentric bearing 18. It can be understood that the oil inlet damping ring cavity 41 and the oil outlet damping ring cavity 44 are respectively provided on the cover 46 and the mounting housing 40. In this embodiment, the cover 46 corresponds to the housing cover 15, that is, the oil inlet damping ring cavity 41 and the oil inlet guide channel 42 are provided on the cover 46, and the oil outlet damping ring cavity 44 and the oil outlet guide channel 45 are provided on the mounting housing 40.

[0091] Example 3

[0092] like Figures 14 to 17 As shown, a second aspect of the present invention provides a clutch control system, including: a high-torque compact hydraulic damping clutch as described in Embodiment 2; and a valve control device 70; wherein the valve control device 70 is connected to the damping chamber 11 and the return oil device, and the valve control device 70 is used to control the discharge flow rate and discharge speed of high-pressure damping oil from the damping chamber 11 to achieve linear pressure holding to form damping force, or to control the discharge of high-pressure damping oil to relieve damping force. The valve control device 70 controls the on / off state and opening degree of the oil circuit to achieve linear oil discharge and pressure relief control, thereby realizing the clutch engagement, partial engagement, or disengagement.

[0093] Specifically, the valve control device 70 includes: a main valve body 71, which has a valve control movable chamber 72 connected to a return oil channel 73 that communicates with the oil outlet damping ring chamber 44, and the return oil channels 73 are all connected to the damping oil storage tank 79; a main control valve core 75 slidably mounted on the main valve body 71 for opening or closing the return oil channel 73; a pilot gear pump 50 located on the second side of the damping housing 10, which is connected to the valve control movable chamber 72 and is used to inject driving oil into the valve control movable chamber 72 to drive the main control valve core 75 to slide to open or close the return oil channel 73; and a proportional solenoid valve 76, which is connected to the return oil channel 73 and is used to control the high-pressure damping oil to flow to the damping oil storage tank 79.

[0094] Typically, a valve body mounting base 43 for mounting the main valve body 71 is provided on the mounting housing 40. The main valve body 71 is fixed to the valve body mounting base 43 by bolts. The oil outlet guide channel 45 extends to the valve body mounting base 43 and communicates with the oil return channel 73. The damping oil reservoir 79 is used to store high-pressure damping oil, and this damping oil reservoir 79 serves as the oil return device. The main control valve core 75 is adapted to the valve control moving chamber 72. An oil return interface 712 is provided on one side of the main valve body 71 for communication with the oil outlet damping ring cavity 4. 4. The high-pressure damping oil is connected to the main control valve core 75 and is provided with an annular guide groove 751. When the annular guide groove 751 corresponds to the return oil channel 73, the high-pressure damping oil can enter the return oil channel 73 through the annular guide groove 751 to achieve drainage. Of course, the annular guide groove 751 can also be replaced by a guide groove that runs through the main control valve core 75. It can be understood that the main valve body 71 achieves drainage of high-pressure damping oil by setting an oil drain port 711 connected to the return oil channel 73.

[0095] During vehicle startup, the pilot gear pump 50 actuates, injecting drive oil into the valve-controlled movable chamber 72, causing the main control valve core 75 to slide open the return oil passage 73. At this time, the main damping gear 21 and the parallel damping gear 30 form a negative pressure during meshing transmission, drawing high-pressure damping oil from the damping oil reservoir 79 and injecting it into the damping chamber 11 through the inlet damping ring cavity, and then discharging it through the return oil passage 73 to form a circulation. The on / off state and linear discharge flow control of the return oil passage 73 can be controlled by the on / off state and opening degree of the proportional solenoid valve 76, thus achieving linear pressure holding or pressure release. At the same time, the proportional solenoid valve 76 can also control the pressure value of the damping chamber 11, thereby realizing the clutch engagement, semi-engagement and clutch states, making the shifting process smoother and reducing the phenomenon of vehicle jerking.

[0096] A first switching valve 77 and a second switching valve 78 are provided between the pilot gear pump 50 and the valve-controlled movable chamber 72. The first switching valve 77 is used to control the driving oil to be supplied from the first side of the valve-controlled movable chamber 72 to drive the main control valve core 75 to move and open the return oil passage 73. The second switching valve 78 is used to control the driving oil to be supplied from the second side of the valve-controlled movable chamber 72 to drive the main control valve core 75 to move and close the return oil passage 73.

[0097] The main valve body 71 has drive oil ports 713 at both ends that are connected to the two ends of the valve-controlled active chamber 72. The drive oil ports 713 are used to connect with the first switching valve 77 and the second switching valve 78 to allow drive oil to enter or circulate out. The pilot gear pump 50 is connected to the oil supply device for drive oil and draws drive oil into the valve-controlled active chamber 72 when it is in operation.

[0098] Both the first switching valve 77 and the second switching valve 78 are O-type solenoid valves, and the first switching valve 77 and the second switching valve 78 are set to start at different times. That is, when the first switching valve 77 is energized and conducts, the second switching valve 78 is in the closed state, and when the second switching valve 78 is energized and conducts, the first switching valve 77 is in the closed state. When the first switching valve 77 is energized, the driving oil is injected from the first side of the valve-controlled active chamber 72, thereby causing the main control valve core 75 to open the return oil passage 73, so that the high-pressure damping oil can be discharged from the return oil passage, and finally linearly depressurized under the control of the proportional solenoid valve 76. When the second switching valve 78 is energized, the driving oil is injected from the second side of the valve-controlled active chamber 72, thereby causing the main control valve core 75 to close the return oil passage 73, so as to maintain the pressure holding state for a long time. Especially during long-term high-speed driving, the main control valve core 75 can maintain pressure for a long time. In addition, the main control valve core 75 is configured to be in a hydraulic self-locking closed state when the power is off.

[0099] Taking a specific example, the main valve body 71 is equipped with four conduction points: H, P, A, and B. When the first switching valve 77 is energized, points A and P are turned on, and points B and H are turned on. At this time, the oil pressure flows from point P to point A and then enters the first side of the valve control active chamber 72, thereby generating oil pressure to push the main control valve core 75 to move, opening the return oil channel 73, and finally flowing from point B to point H to drive the oil unloading circulation. When the second switching valve 78 is energized, points A and H are turned on, and points B and P are turned on. At this time, the oil pressure flows from point P to point B, thereby driving the main control valve core 75 to reset, closing the return oil channel 73 again, thus forming a pressure holding state.

[0100] On the other hand, in some embodiments, a proportional valve can be configured on the oil supply passage of the clutch. The proportional valve can control the oil inlet speed and oil inlet volume, thereby further meeting the more precise control required for different damping forces. A proportional control valve 53 can also be configured on the oil inlet passage of the pilot gear pump 50 to realize intelligent control of the drive oil inlet. An extension plug 54 can also be configured on the oil inlet passage of the pilot gear pump 50 for extended connection. Usually, the extension plug 54 is closed by a plug.

[0101] The power drive shaft 20 is driven by a transmission assembly 60 connected to the pilot gear pump 50. The transmission assembly 60 includes a main shaft gear 61 fixed to the power drive shaft 20 and a reduction gear 62 rotatably mounted on the mounting housing 40 and meshing with the main shaft gear 61. Typically, the main shaft gear 61 and the reduction gear 62 are enclosed within the mounting housing 40, and the transmission ratio between them can be set as needed. The reduction gear 62 is rotatably connected to the mounting housing 40 via bearings.

[0102] During the vehicle start-up phase, as the power transmission shaft 20 rotates, the main shaft gear 61 rotates synchronously, which in turn meshes with the reduction transmission gear 62 to rotate synchronously, thereby realizing the power transmission conversion. This drives the pilot gear pump 50 to work, forming a starting pressure control main control valve core 75 to move and open the return oil channel 73, so that clutch shifting operation can be performed when the vehicle starts.

[0103] The pilot gear pump 50 includes a first pilot pump oil gear 51 coaxially connected to the reduction gear 62, and a second pilot pump oil gear 52 rotatably mounted on the mounting housing 40 and meshing with the first pilot pump oil gear 51. The first pilot pump oil gear 51 and the second pilot pump oil gear 52 mesh and drive each other to generate a squeezing force to pump out the driving oil. The first pilot pump oil gear 51 rotates synchronously with the main shaft gear 61, thereby meshing with the second pilot pump oil gear 52 to rotate. A squeezing force is generated between the first pilot pump oil gear 51 and the second pilot pump oil gear 52, thereby injecting the driving oil into the valve-controlled movable chamber 72 to form the starting pressure.

[0104] It is understood that the first pilot pump oil gear 51 and the second pilot pump oil gear 52 are both sealed in a pump body to ensure that the driving oil can be squeezed and flow in the pump body. The inlet end of the pilot gear pump 50 is connected to the driving oil storage tank, and the outlet end is connected to the valve-controlled active chamber 72. The driving oil storage tank is used to store the driving oil and form an oil circuit circulation of the driving oil.

[0105] The use of a proportional solenoid valve 76 for oil drain control results in a fast response speed and shorter reaction time, leading to faster clutch switching. In practical applications: the maximum output torque of large vehicles such as trucks and vans is typically 2000 N / m, with a corresponding clutch design maximum torque of 3000 N / m and a design damping pressure of 10 MPa; while the maximum output torque of small cars is 800 N / m, with a corresponding clutch design maximum torque of 1000 N / m and a design damping pressure of 10 MPa. The proportional solenoid valve 76 is controlled based on the voltage and current signals output by the vehicle's main control system. The voltage signal has a value of 0-10V, and the current signal has a value of 0-1A. The response time of the proportional solenoid valve 76 is typically 20ms, while the vehicle control system outputs an electrical signal typically within 10ms. This means that the proportional solenoid valve 76 can achieve a clutch engagement / disengagement state switch within 30ms.

[0106] Example 4

[0107] A clutch control system is provided to adapt to the application requirements of manual transmission vehicles. The difference between this embodiment and Embodiment 3 is that: Figure 18As shown, in this embodiment, the valve control device 70 includes: a main valve body 71, a valve control movable chamber 72 provided inside the main valve body 71, a return oil passage 73 connected to the oil outlet damping ring chamber 44, and the return oil passage 73 connected to the damping oil storage tank 79; a main control valve core 75 slidably mounted on the main valve body 71 for opening or closing the return oil passage 73; and a hydraulic actuator 80 connected to the main control valve core 75. The hydraulic actuator 80 responds to the pressing or releasing of the clutch pedal to generate a driving force to drive the main control valve core 75 to move and open the return oil passage 73, or to remove the driving force to reset the main control valve core 75 and close the return oil passage 73.

[0108] The structure of the main control valve core 75 is the same as that in the embodiment, and will not be described in detail here. Usually, in order to facilitate the reset of the main control valve core 75, a reset spring 74 is provided at one end of the main control valve core 75. In the natural state, the main control valve core 75 is in the state of closing the oil return channel 73 under the action of the reset spring 74. Usually in the closed state, the annular guide groove 751 on the main control valve core 75 and the oil drain port 711 on the main valve body 71 are offset from each other and form a conduction gap. When the displacement of the main control valve core 75 operates the conduction gap, the annular guide groove 751 will gradually connect with the oil drain port 711, thereby preventing misoperation.

[0109] During vehicle startup, the hydraulic transmission 80 generates driving force by depressing the clutch pedal, causing the main control valve core 75 to slide open the return oil passage 73. At this time, the main damping gear 21 and the parallel damping gear 30 generate negative pressure during meshing transmission, drawing high-pressure damping oil from the damping oil reservoir 79 and injecting it into the damping chamber 11 through the inlet damping ring cavity 41. The oil is then discharged through the return oil passage 73 to form a circulation. The opening size of the drain port 711 can be controlled by adjusting the amount of time the clutch pedal is depressed, which in turn controls the opening size of the return oil passage 73, thereby controlling the amount of leakage. When the clutch pedal is depressed, the return oil passage 73 is closed again, thus realizing the clutch's engagement, semi-engaged, and disengaged states, and achieving the gear shifting process.

[0110] In this embodiment, the hydraulic actuator 80 includes: a transmission cavity 81, in which a transmission chamber 82 communicating with a valve-controlled movable chamber 72 is formed; and a transmission piston 83 slidably and sealed to the transmission chamber 82, wherein the side of the transmission chamber 82 connected to the valve-controlled movable chamber 72 is filled with driving oil, and the transmission piston 83 is provided with a push rod 84 extending out of the transmission cavity 81, the push rod 84 being drivenly connected to the clutch pedal.

[0111] Typically, the push rod 84 transmits power to the clutch pedal via a linkage structure such as a connecting rod or a ball joint. The push rod 84 converts the amount of the clutch pedal being depressed into the amount of movement of the transmission piston 83, which in turn causes the transmission piston 83 to move and squeeze the driving oil into the valve control chamber 72, thereby moving the main control valve core 75. When the clutch is reset, the main control valve core 75 and the transmission piston 83 are driven to reset synchronously under the action of the reset spring 74.

[0112] Example 5

[0113] This embodiment provides a clutch control system to demonstrate the control process during a steep hill start using the clutch control system of this application. The difference from Embodiment 3 is that: Figure 19 As shown, in this embodiment, the first switching valve 77, the second switching valve 78, and the proportional solenoid valve 76 are all connected to the vehicle's main control system. The main control system is also connected to a sensor module, a signal monitoring module, and a hill start button. The sensor module is used to detect the vehicle tilt angle to provide feedback on the hill angle signal. The sensor module is also used to detect the vehicle speed signal to determine whether the vehicle is in motion. The signal monitoring module is used to monitor the brake on / off signal and the gear signal. The hill start button can be a smart button configured in the vehicle's computer or a mechanical button located on the steering wheel or other positions.

[0114] When the control signal of the steep slope start button is received, or when the steep slope angle signal and the gear shift start signal are detected at the same time, the first switching valve 77 is activated to initiate the start. The voltage signal received by the proportional solenoid valve 76 increases, which controls the discharge flow of the high-pressure damping oil to decrease. This causes the high-pressure damping oil to be gradually injected into the damping chamber 11 to generate damping force and form a semi-clutch state until the vehicle body tends to move forward. Then, the brake and clutch are released and the accelerator is pressed to start the vehicle.

[0115] Example 6

[0116] A third aspect of this invention provides a clutch control method, which is implemented based on the clutch control system described in the second aspect, and includes:

[0117] S100. During the vehicle start-up phase, the main control valve core 75 actuates to open the return oil passage 73. The main damping gear 21 and the parallel damping gear 30 mesh and drive to form a negative pressure to draw high-pressure damping oil into the damping chamber 11. The proportional solenoid valve 76 receives a linear electrical signal to control the discharge flow of the high-pressure damping oil to decrease linearly proportionally, so that the damping force in the damping chamber 11 increases linearly proportionally to form a linearly increasing transmission torque.

[0118] Specifically, when the vehicle starts, the engine begins to work and drives the power transmission shaft 20 to rotate synchronously. During the power transmission process, the pilot gear pump 50 moves synchronously, thereby driving the driving oil into the valve-controlled moving chamber 72, which drives the main control valve core 75 to move and open the return oil passage 73. During the rotation of the power transmission shaft 20, the main damping gear 21 and the parallel damping gear 30 will mesh and rotate synchronously, thereby generating negative pressure to draw high-pressure damping oil into the damping chamber 11. The linear electrical signal is usually a voltage signal of 0-10V. After the proportional solenoid valve 76 receives the linear electrical signal, it controls the oil discharge to decrease linearly. Correspondingly, the damping force in the damping chamber 11 increases linearly proportionally, thereby forming a linearly increasing transmission torque, which gradually builds up the starting pressure and completes the vehicle starting preparation.

[0119] S200. During the shifting phase, the proportional solenoid valve 76 controls the discharge flow of the high-pressure damping oil to regulate the damping force in the damping chamber 11 so that the main damping gear 21 and the parallel damping gear 30 form a linear semi-locked state or an unlocked state.

[0120] Specifically, as high-pressure damping oil is gradually drawn into the damping chamber 11, the proportional solenoid valve 76 controls the discharge flow of the high-pressure damping oil, thereby regulating the damping force in the damping chamber 11. This causes the main damping gear 21 and the parallel damping gear 30 to form a linear semi-locked or unlocked state. The linear semi-locked state refers to the linear change in the discharge flow of the high-pressure damping oil, which causes the damping force in the damping chamber 11 to change inversely linearly. This change causes the main damping gear 21 and the parallel damping gear 30 to be in a semi-locked state between locking and unlocking. Since the change in damping force is linear, a linear semi-locked state is formed, thus enabling the clutch to form a semi-engaged or disengaged state.

[0121] Normally, the clutch is kept in a semi-engaged state during gear shifting to maintain smoothness, and then switched to a fully engaged state after the shift is complete to ensure stability during driving. Alternatively, the flow rate of high-pressure damping fluid can be controlled by pressing the brake pedal (for braking) or the clutch pedal (for clutch engagement) to maintain a semi-engaged state.

[0122] S300 During normal vehicle operation, the valve control device 70 controls the damping chamber 11 to maintain pressure to keep the damping force so that the main damping gear 21 and the parallel damping gear 30 are kept in a locked state or a linear semi-locked state, so as to transmit the driving force output by the engine to the gearbox through the damping housing 10.

[0123] Specifically, during vehicle operation, especially in road conditions where gear shifting is not required for extended periods, the clutch can be kept in a continuously engaged state to ensure stable vehicle operation. Alternatively, based on braking or speed signals, the clutch can be intermittently engaged to prevent excessive speed and potential accidents.

[0124] The above embodiments merely illustrate several implementation methods of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the invention patent. It should be noted that, for those skilled in the art, several modifications and improvements can be made without departing from the concept of the present invention. These are all equivalent modifications and improvements made to the above embodiments based on the essential technology of the present invention, and all of these fall within the protection scope of the present invention.

Claims

1. A clutch control system, characterized in that, include: Hydraulic damping clutch; And, a valve control device installed on the mounting housing; The hydraulic damping clutch includes: A damping housing, the first side of which is used for drive connection with a gearbox, and a damping chamber is formed inside the damping housing; A power transmission shaft, rotatably mounted on the damping housing for connection to the engine drive, has a main damping gear fixed at one end extending into the damping chamber; and... Multiple sets of parallel damping gears surround the main damping gear and mesh with the main damping gear, the parallel damping gears being rotatably mounted on the damping housing; During the meshing and transmission of the main damping gear and the parallel damping gear, a negative pressure can be generated to draw high-pressure damping oil into the damping chamber. The damping chamber can retain the high-pressure damping oil to form a damping force, or release the high-pressure damping oil to remove the damping force. The main damping gear and the parallel damping gear can form a locked or linearly semi-locked state under the action of the damping force to transmit the driving force output by the engine to the gearbox through the damping housing, or form an unlocked state after the damping force is removed so that the main damping gear meshes and drives the parallel damping gear to rotate. The damping chamber is a contoured cavity adapted to the main damping gear and the parallel damping gear. The damping housing is provided with an oil inlet for injecting high-pressure damping oil and an oil outlet for draining high-pressure damping oil. Both the oil inlet and the oil outlet are connected to the damping chamber. The oil inlet and the oil outlet are located on the damping housing at the meshing positions of the parallel damping gear and the main damping gear, with the oil inlet located on the negative pressure forming side and the oil outlet located on the oil extrusion side. It also includes a mounting housing for assembly with a vehicle, wherein the damping housing is rotatably mounted on the mounting housing; the mounting housing is provided with an oil inlet damping ring cavity corresponding to the oil inlet and an oil outlet damping ring cavity corresponding to the oil outlet, the oil inlet damping ring cavity being used to connect with the oil inlet when the mounting housing is rotated to any angle, and the oil outlet damping ring cavity being used to connect with the oil outlet when the mounting housing is rotated to any angle; The oil inlet damping ring cavity is connected to an oil inlet guide port, which is set basically vertically downward; A coupling joint is provided at the center of the first side of the damping housing for driving connection with the power input shaft of the gearbox; The valve control device is connected to the damping chamber and the return oil device. The valve control device is used to control the discharge flow rate and discharge speed of the high-pressure damping oil from the damping chamber to achieve linear pressure holding to form damping force, or to control the discharge of high-pressure damping oil to remove damping force. The valve control device includes: The main valve body is provided with a valve-controlled movable chamber, which is connected to a return oil channel that communicates with the oil outlet damping ring cavity. The return oil channel is connected to the damping oil storage tank. The main control valve core, which is slidably mounted on the main valve body, is used to open or close the oil return passage; The valve control device also includes: A pilot gear pump, located on the second side of the damping housing and connected to the valve-controlled movable chamber, is used to inject driving oil into the valve-controlled movable chamber to drive the main control valve core to slide, thereby opening or closing the return oil passage; and... A proportional solenoid valve, which is connected to the return oil channel, is used to control the high-pressure damping oil to flow into the damping oil storage tank. Alternatively, the valve control device may further include: A hydraulic actuator connected to the main control valve core is provided. The hydraulic actuator responds to the depressing or releasing of the clutch pedal to generate a driving force to move the main control valve core to open the oil return passage, or to remove the driving force to reset the main control valve core and close the oil return passage.

2. The clutch control system according to claim 1, characterized in that, A first switching valve and a second switching valve are provided between the pilot gear pump and the valve-controlled movable chamber. The first switching valve is used to control the driving oil to be supplied from the first side of the valve-controlled movable chamber to drive the main control valve core to move and open the return oil channel. The second switching valve is used to control the driving oil to be supplied from the second side of the valve-controlled movable chamber to drive the main control valve core to move and close the return oil channel.

3. The clutch control system according to claim 1 or 2, characterized in that, The power drive shaft is driven to the pilot gear pump via a transmission assembly. The transmission assembly includes a main shaft gear fixed to the power drive shaft and a reduction gear rotatably mounted on the mounting housing and meshing with the main shaft gear.

4. The clutch control system according to claim 3, characterized in that, The pilot gear pump includes: a first pilot pump oil gear coaxially connected to the reduction transmission gear, and a second pilot pump oil gear rotatably mounted on the mounting housing and meshing with the first pilot pump oil gear. The first pilot pump oil gear and the second pilot pump oil gear mesh and drive to generate extrusion force to drive the oil to be pumped out.

5. The clutch control system according to claim 1, characterized in that, The hydraulic actuator includes: A transmission cavity, wherein a transmission chamber is formed within the transmission cavity that communicates with the valve-controlled movable cavity; and, A transmission piston is slidably and sealed to the transmission chamber. The side of the transmission chamber connected to the valve-controlled movable chamber is filled with driving oil. The transmission piston is provided with a push rod extending out of the transmission chamber. The push rod is drivenly connected to the clutch pedal.

6. A clutch control method, characterized in that, The method is implemented based on the clutch control system as described in any one of claims 1-4, and includes: During vehicle startup, the main control valve core actuates to open the return oil passage, and the main damping gear meshes with the parallel damping gear to generate negative pressure and draw high-pressure damping oil into the damping chamber. The proportional solenoid valve receives a linear electrical signal to control the discharge flow of the high-pressure damping oil to decrease linearly, so that the damping force in the damping chamber increases linearly to form a linearly increasing transmission torque. During the gear shifting phase, the proportional solenoid valve controls the discharge flow of the high-pressure damping oil to regulate the damping force in the damping chamber, so that the main damping gear and the parallel damping gear form a linear semi-locked state or an unlocked state. During normal vehicle operation, the valve control device controls the damping chamber to maintain pressure to keep the damping force so that the main damping gear and the parallel damping gear are in a locked state or a linear semi-locked state, so as to transmit the driving force output by the engine to the gearbox through the damping housing.

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