Hydraulic clutch control device with automatic control and manual control functions

Abstract

The invention discloses a hydraulic clutch control device with automatic and manual control, which comprises a clutch control device, a hydraulic control unit and an electronic control unit, the hydraulic control unit comprises a clutch hydraulic unit valve block, and the electronic control unit comprises a clutch hydraulic unit valve block. A plunger capable of linearly reciprocating is arranged in the clutch hydraulic unit valve block, a simulation cavity is formed in the clutch hydraulic unit valve block, and a hand feeling simulator is arranged in the simulation cavity and used for simulating operation damping of a traditional hydraulic clutch; and the driver clutch operating device is communicated with the hydraulic control unit through a hydraulic pipeline, and a sensing sensor is arranged on the driver clutch operating device. According to the hydraulic clutch control device with the automatic control function and the manual control function, connection and disconnection of power transmission between the engine and the transmission are achieved, and gear shifting smoothness, driving safety and control experience of a vehicle are directly affected.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of clutch control devices, and focuses on the clutch control devices of the hydraulic transmission control type, which are widely used in two-wheeled vehicles such as motorcycles. The core function is to realize the connection and disconnection of power transmission between the engine and the transmission, which directly affects the gear shifting smoothness, driving safety and control experience of the vehicle. BACKGROUND

[0002] In the prior art, the clutch automatic control scheme based on actuators has been applied, but there are significant defects. The electronic clutch device commercially available in the industry realizes separation by driving the common end rotation of the manual pull-wire clutch through the execution element. When the system is in an automatic control state, if the rider performs a manual intervention operation, the common end has been separated by the execution element, and the manual operation will appear an empty stroke phenomenon without load. The clutch handle operation force is extremely small, which is greatly different from the conventional manual control feeling, and seriously affects the control consistency and driving experience.

[0003] At the same time, the separation and combination of such electronic clutches completely depend on the rotation angle control of the common end, and the control accuracy is strongly related to the wear state of the clutch plate: when the clutch plate is worn and thinned, the same execution element driving amount cannot obtain consistent friction force, resulting in a decrease in control accuracy. In order to maintain control accuracy, a complex wear estimation algorithm needs to be designed, and high-precision closed-loop control of the common end rotation angle needs to be implemented, which not only increases the system hardware cost and software complexity, but also reduces the reliability in harsh working conditions.

[0004] There are also other hydraulic clutches, which add a piston in front of the original traditional hydraulic clutch cylinder. The piston has a jacking rod and a spring in front of it. A hydraulic cylinder driven by a motor is used to push the piston to compress the spring, and then the jacking rod pushes the clutch cylinder to separate the clutch. This design has two shortcomings: the original clutch cylinder needs to be enlarged in size and height, which is not friendly to the space layout of the motorcycle and may affect the ergonomics. At the same time, the motor-driven oil cylinder is a closed cavity, and it is difficult to add and exhaust hydraulic oil during production and assembly. It is also difficult to replace the hydraulic oil during later user maintenance and maintenance.

[0005] With the rapid development of vehicle electrification and intelligence, comfort features such as full-speed adaptive cruise control and intelligent following have gradually become market hotspots. This places higher demands on the automatic control capabilities of the clutch: on the one hand, it needs to support fully automatic control from high-speed driving to braking to a complete stop, ensuring stable adaptation of the riding assistance system; on the other hand, it needs to have precise clutch capacity detection and dynamic control capabilities to cope with the power matching needs of multiple scenarios such as starting, shifting, and preventing stalling. However, existing technologies are unable to simultaneously meet the comprehensive requirements of consistent manual and automatic control feel, stable control precision after wear, user-friendliness in vehicle layout and ergonomics, and adaptation to intelligent scenarios, indicating a significant technological gap. Summary of the Invention

[0006] In view of the shortcomings of the prior art, the purpose of this invention is to provide a hydraulic clutch control device that combines automatic and manual control.

[0007] To achieve the aforementioned objectives, the technical solution adopted by this invention includes: The clutch control device includes a hydraulic control unit and an electronic control unit. The hydraulic control unit includes a clutch hydraulic unit valve block. The clutch hydraulic unit valve block is provided with a plunger that can reciprocate linearly. The clutch hydraulic unit valve block has a simulation chamber. The simulation chamber is provided with a hand-feel simulator to simulate the operating feedback force of a traditional hydraulic clutch. The driver's clutch control device is connected to the hydraulic control unit via a hydraulic line, and the driver's clutch control device is equipped with a sensing sensor. The power and transmission system, integrated between the engine and the transmission, includes a clutch cylinder hydraulically connected to a hydraulic control unit, and the power and transmission system is equipped with a working condition detection sensor. The wheel and wheel speed sensing system is connected to the electronic control unit; the electronic control unit is connected to the hydraulic control unit, the sensing sensor and the working condition detection sensor respectively, and is used to realize the switching between automatic, manual and manual overtaking modes.

[0008] This invention integrates a hydraulic control unit, an electronic control unit, a driver's clutch operating device, a power and transmission system, and a wheel and wheel speed sensing system to achieve flexible switching between three modes: automatic, manual, and manual overtaking. This not only meets the full-process automatic control requirements in intelligent riding scenarios but also ensures consistency of manual operation through a hand feel simulator. It solves the defects of existing technologies, such as large differences in the feel between manual and automatic control and decreased control accuracy after wear. At the same time, it is compatible with intelligent functions such as full-speed adaptive cruise control, improving the smoothness of vehicle shifting, driving safety, and driving experience.

[0009] Preferably, the clutch hydraulic unit valve block rear end is connected with a motor, the motor output shaft is connected with a lead screw, the lead screw can be a ball screw, the lead screw is sleeved with a screw sleeve, the lead screw and the screw sleeve are matched with self-locking function, the screw sleeve is abutted with a plunger, and the clutch hydraulic unit valve block is internally provided with an anti-rotation mechanism.

[0010] In the application, the precise conversion of rotary motion to linear motion is realized through the thread transmission of the motor, the lead screw and the screw sleeve, the anti-rotation mechanism is matched to avoid the screw sleeve offsetting and jamming, the plunger stroke can be precisely controlled, the clutch gear shifting smoothness and power matching degree are improved, the structure is compact and suitable for two-wheeled vehicle layout, the hydraulic leakage is prevented, the multi-mode seamless switching is supported, the transmission reliability is enhanced and the device service life is prolonged.

[0011] Preferably, the simulation cavity is internally provided with a balance piston, the balance piston is slidingly assembled in the simulation cavity, the outer side of the balance piston is embedded with a sealing element, and one side of the balance piston is sleeved with a simulator spring.

[0012] In the application, the hand feeling simulator composed of the balance piston, the sealing element and the simulator spring can precisely reproduce the operation damping characteristics of the traditional hydraulic clutch, effectively solves the problem of idle stroke in the manual intervention under the automatic control state in the prior art, makes the operation hand feeling under the manual mode and the automatic mode highly consistent, significantly improves the operation consistency and driving experience, and reduces the adaptation cost of the user when switching between different modes.

[0013] Preferably, a through oil hole is formed in the plunger, and the plunger is sleeved with a plunger return spring.

[0014] In the application, the through oil hole of the plunger can realize the direct communication between the clutch master cylinder and the clutch oil cylinder in the initial state, ensures that the hydraulic oil flows smoothly and the pressure transmission is lossless in the manual mode, and the plunger return spring can drive the plunger to automatically reset after the control action is completed, ensures that the plunger quickly returns to the initial position when switching between modes, provides a precise reference for the next control action, and improves the timeliness and working reliability of the system response.

[0015] Preferably, the clutch hydraulic unit valve block is provided with an oil inlet interface T and an oil outlet interface P, the oil inlet interface T is communicated with the clutch master cylinder of the driver clutch control device, the oil outlet interface P is communicated with the clutch oil cylinder, the oil inlet interface T and the oil outlet interface P can be respectively connected with the clutch master cylinder and the clutch oil cylinder through an oil pipe, can be installed and arranged at any position on the vehicle, is friendly to the vehicle design layout and man-machine engineering, and is directly communicated in the standby state of the manual mode or the automatic mode. The plunger cavity, the simulator cavity and the front and rear cavity bodies of the hydraulic circuit are all communicated, the motorcycle assembly production oil can be pumped and filled through the oil canister on the clutch master cylinder, the user can replace the hydraulic oil in the later maintenance and maintenance, and the same as the traditional hydraulic clutch, without special equipment and skills, convenient and fast.

[0016] In the present application, the corresponding connection relationship between the oil inlet interface and the oil outlet interface of the clutch hydraulic unit valve block is determined, the hydraulic oil transmission path is clear and the layout is reasonable, the pressure loss and flow resistance of the hydraulic oil in the transmission process are reduced, the hydraulic power generated by manual operation or automatic control can be efficiently transmitted to the clutch oil cylinder, the response speed of clutch separation and combination is improved, and the stability and accuracy of the control action under various working conditions are ensured.

[0017] Preferably, the driver clutch operating device comprises a clutch handle and a clutch master cylinder, the clutch master cylinder is provided with a master cylinder piston, and the clutch handle is in transmission connection with the master cylinder piston through a transmission structure.

[0018] In the present application, the reliable linkage of the clutch handle and the master cylinder piston is realized through the transmission structure, the manual operation force of the rider can be efficiently converted into hydraulic pressure, the operation stroke and the hydraulic pressure output are in linear matching relationship, the control feeling of the traditional hydraulic clutch is perfectly continued, the adaptation difficulty of the user to the new control device is reduced, the transmission structure connection is reliable and has small wear, and the service life and working stability of the driver operating device are improved.

[0019] Preferably, the electronic control unit is internally integrated with a main control chip MCU, a motor driving circuit and a sensor sensing circuit, and the main control chip MCU is respectively connected with the motor driving circuit, the sensing sensor, the working condition detection sensor and the wheel and wheel speed sensing system signal.

[0020] In the present application, the main control chip MCU, the motor driving circuit and the sensor sensing circuit are integrated in the electronic control unit by using integrated circuit design, the system hardware structure is simplified, the line connection nodes are reduced, and the electromagnetic interference risk is reduced; the main control chip MCU serves as the core control center, can centrally process various sensor signals and drive the motor to accurately act, realizes the cooperative linkage of hydraulic control, sensor sensing and mode switching, and greatly improves the integration, response efficiency and reliability of system control.

[0021] Preferably, the working condition detection sensor comprises sensors for detecting engine speed, gear state and gear shifting action, and each working condition detection sensor is connected with the electronic control unit.

[0022] In the present application, by arranging the working condition detection sensor for detecting engine speed, gear state and gear shifting action, the electronic control unit can be provided with comprehensive and real-time vehicle operating parameters, so that the electronic control unit can accurately identify different working conditions such as gear shifting, anti-flameout and starting, provide a scientific basis for adjusting the clutch control strategy in the automatic mode, ensure that the automatic control can accurately adapt to the power matching demand in multiple scenes, and improve the intelligent level and reliability of the automatic control.

[0023] Preferably, the electronic control unit pre-stores a plurality of driving mode corresponding control parameter table. In the present application, by pre-storing a plurality of driving mode corresponding control parameter table, the device can adapt to different user driving style and different road conditions demand, users can select comfort, sports and other modes according to the actual scene, or by the system automatically matching intelligent mode, let the clutch separation and combination characteristics and riding demand accurate fit, not only improve the driving comfort and flexibility, also expand the device application scene, meet the diversified market demand.

[0024] Compared with the prior art, the advantages of the present application include: (1) The hydraulic clutch control device provided by the present application has automatic and manual control functions. By arranging a hand feeling simulator in the analog cavity of the clutch hydraulic unit valve block, the operating damping characteristics of the traditional hydraulic clutch can be accurately simulated, and the core pain points of no load idle stroke and large difference between manual and automatic control hand feeling when manually intervening in the automatic control state in the prior art are solved, so that the operating hand feeling in the two control modes is highly consistent, the operation consistency and driving experience are significantly improved, and the adaptation cost of users when switching between different modes is reduced.

[0025] (2) The hydraulic clutch control device provided by the present application has automatic and manual control functions. Relying on the cooperative linkage of the electronic control unit, various sensors and the hydraulic control unit, seamless switching between automatic, manual and manual override modes is realized, which not only meets the convenience of automatic control in intelligent riding scenes (such as full-speed adaptive cruise, intelligent following), but also retains the autonomy of manual operation of the rider in complex road conditions, and fully adapts to diversified needs under different road conditions and driving habits.

[0026] (3) The hydraulic clutch control device provided by the present application has automatic and manual control functions. The hydraulic control unit is used to directly drive the clutch separation and combination, which breaks the dependence on the public end angle control in the prior art. Even if the clutch plate is worn, the stable friction and control effect can still be ensured through accurate control of the hydraulic pressure, effectively solving the problem of control precision decline after wear in the prior art, and improving the control stability of the device after long-term use. At the same time, without designing a complex wear estimation algorithm and without implementing high-precision closed-loop control on the angle, the system software logic and hardware configuration are greatly simplified, which reduces the system cost and improves the operation reliability in harsh working conditions.

[0027] (4) The hydraulic clutch control device provided by the application has automatic and manual control functions, supports automatic control from high-speed driving to brake stopping, perfectly meets the demand of riding auxiliary function under the background of electrification and intelligentization of vehicles, and enables comfortable functions such as full-speed adaptive cruise to be stably landed; by integrating the working condition detection sensor, the wheel and the wheel speed sensing system, the electronic control unit can obtain key parameters such as engine speed, gear state and gear shifting action in real time, accurately identify multiple scenes such as starting, gear shifting and anti-flameout, realize accurate matching of power, effectively reduce the risk of flameout, and further improve the gear shifting smoothness and driving safety.

[0028] (5) The hydraulic clutch control device provided by the application has automatic and manual control functions, supports automatic control from high-speed driving to brake stopping, perfectly meets the demand of riding auxiliary function under the background of electrification and intelligentization of vehicles, and enables comfortable functions such as full-speed adaptive cruise to be stably landed; by integrating the working condition detection sensor, the wheel and the wheel speed sensing system, the electronic control unit can obtain key parameters such as engine speed, gear state and gear shifting action in real time, accurately identify multiple scenes such as starting, gear shifting and anti-flameout, realize accurate matching of power, effectively reduce the risk of flameout, and further improve the gear shifting smoothness and driving safety. BRIEF DESCRIPTION OF DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments described in the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0030] Figure 1 It is a whole schematic view of the vehicle clutch control system in the present application. Figure 2 It is a schematic view of the vehicle clutch control device embodiment one in the present application. Figure 3 It is a schematic view of the vehicle clutch control device embodiment two in the present application. Figure 4 It is a schematic view of the structure of the clutch hydraulic unit valve block in the present application. Figure 5 It is a schematic view of the structure of the plunger in the present application. Figure 6 It is a schematic view of the clutch separation process in the present application.

[0031] Figure 7 It is a schematic view of the clutch manual override process in the present application. Reference signs: 1. Clutch control device; 11. Hydraulic control unit; 111. Clutch hydraulic unit valve block; 112. Plunger; 113. Plunger cavity rear seal; 114. Plunger cavity front seal; 115. Plunger return spring; 12. Electronic control unit; 121. Feel simulator balance piston; 122. Feel simulator seal; 123. Simulator spring; 101. Motor; 102. Screw rod; 103. Screw sleeve; 104. Anti-rotation mechanism; 131. Driver manipulated clutch feel sensor; 2. Driver clutch manipulation device; 201. Clutch handle; 202. Clutch master cylinder piston push rod; 204. Clutch master cylinder; 206. Clutch master cylinder piston; 3. Power and transmission system; 302. Actuation mechanism; 303. Spring set; 305. Transmission input shaft; 306. Shift lever; 307. Transmission; 308. Transmission output shaft; 313. Engine; 316. Clutch oil cylinder; 4. Wheels and wheel speed sensing system. DETAILED DESCRIPTION

[0032] In view of the deficiencies in the prior art, the present inventors have, through long-term research and a large number of practices, come up with the technical solution of the present application. The technical solution, its implementation process and principles will be further explained below in combination with the drawings and specific implementation cases in the embodiments of the present application.

[0033] It should be noted that the embodiments described below by reference to the drawings are exemplary and are only used to explain the present application and cannot be understood as limiting the present application. The described embodiments are only a part of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, the present application covers any alternative, modification, equivalent method and solution defined by the claims, and all other embodiments obtained by those of ordinary skill in the art without making creative efforts, which all fall within the scope of protection of the present application.

[0034] In the description of the present application, "first", "second", "third" and similar words do not represent any order, quantity or importance, but are only used to distinguish different components. Similarly, "one" or "a" and similar words do not represent a quantity limit, but represent the existence of at least one. "Include" or "contain" and similar words mean that the elements or objects appearing before "include" or "contain" cover the elements or objects listed after "include" or "contain" and their equivalents, and do not exclude other elements or objects. "Connected" or "connected" and similar words are not limited to physical or mechanical connection, but can include electrical connection, whether direct or indirect.

[0035] In the description of the present application, the orientation or positional relationship indicated by the terms "center", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application. In addition, when using two sides, outer sides, upper and lower position terms, it should be understood that they are only used for the convenience of understanding and description, considering that the structure can be facing other positions.

[0036] In the description of the present application, unless otherwise explicitly specified and limited, the technical terms or scientific terms used should be understood as the general meaning understood by those skilled in the art to which the present application belongs, and the terms "mounting", "connecting", "connecting" and the like should be understood in a broad sense, for example, it can be fixedly connected, or it can be detachably connected, or it can be in contact or integrated connection; for those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0037] The embodiment of the present application aims to introduce and explain the structure and cooperation relationship between the components of the hydraulic clutch control device with automatic and manual control. Unless otherwise specified, the size, material and manufacturing process of each component in the hydraulic clutch control device with automatic and manual control in the embodiment of the present application can be selected according to the specific circumstances, and no special limitation and explanation is made here.

[0038] Further, in order for the public to have a better understanding of the present application, in the following detailed description of the present application, some specific details are described in detail. The present application can also be completely understood without the description of these details by those skilled in the art.

[0039] Embodiment one The present application provides a technical solution: Please refer to Figure 1 , Figure 2 , Figure 4 and Figure 5A hydraulic clutch control device with automatic and manual control, including a clutch control device 1 fixedly installed on the motorcycle frame, a driver clutch operating device 2 installed on the handlebar, a power and transmission system 3 integrated between the engine 313 and the transmission 307, and a wheel and wheel speed sensing system 4 installed on the wheel, each component forming a cooperative control system through hydraulic pipelines or electrical signal wires. The clutch control device 1 includes a hydraulic control unit 11 and an electronic control unit 12, wherein the hydraulic control unit 11 is the core execution module of the entire device, integrating a clutch hydraulic unit valve block 111, a linear reciprocating plunger 112, a feel simulator, a motor 101, a lead screw 102, a threaded sleeve 103, and an anti-rotation mechanism 104. The core function is to receive control instructions from the electronic control unit 12, and through the cooperative operation of the mechanical transmission driven by the motor 101 and the hydraulic pressure, to achieve precise separation and combination of the clutch. At the same time, the feel simulator replicates the operating damping characteristics of the traditional hydraulic clutch, ensuring consistent operating feel in manual and automatic modes. The electronic control unit 12 is the control center, responsible for processing sensor signals, switching control modes, and driving the hydraulic control unit 11 to perform corresponding actions.The clutch hydraulic unit valve block 111 is used as the installation and flow channel integrated carrier of the hydraulic control unit 11, is forged and processed by 6061 aluminum alloy, the surface is treated by anodic oxidation, the rear end face of the clutch hydraulic unit valve block 111 is fixedly connected with the motor 101 through a flange plate bolt, the output shaft of the motor 101 extends to the inside of the clutch hydraulic unit valve block 111 along the axial direction, the output shaft end of the motor 101 is fixedly connected with the lead screw 102 through a flat key, the lead screw 102 can be a ball screw, a sleeve 103 is sleeved on the lead screw 102, the lead screw 102 and the sleeve 103 adopt trapezoidal threads with a size of Tr16x4 or corresponding thread specifications of the ball screw, the cooperation of the two has a self-locking function, and position locking after power transmission can be realized, a rectangular guide groove is formed in the outer side wall of the sleeve 103 along the axial direction, a rotation preventing mechanism 104 is fixedly connected to the corresponding position in the inside of the clutch hydraulic unit valve block 111, the elastic protrusions of the rotation preventing mechanism 104 are embedded in the guide groove of the sleeve 103 to form a sliding fit, the rotation preventing mechanism 104 adopts an elastic elastic sheet or a ball type guide structure, the elastic protrusions have a preset elastic pre-tightening force, the sliding fit with the guide groove of the sleeve 103 is ensured, and guide failure caused by jamming or excessive clearance during movement is avoided, the structure design needs to adapt to the linear motion stroke of the sleeve 103 and does not interfere with the reciprocating movement of the sleeve 103, the rotation freedom of the sleeve 103 is limited to convert the rotary motion of the motor 101 into linear reciprocating motion, the front end of the sleeve 103 is provided with a spherical groove, the front end of the sleeve 103 abuts against the plunger 112 through spherical contact, the plunger 112 is a stepped cylindrical structure, the plunger 112 is slidingly assembled in the plunger cavity formed in the inside of the clutch hydraulic unit valve block 111, the plunger cavity front seal 114 is embedded on the front end inner wall of the plunger cavity, the plunger cavity rear seal 113 is embedded on the rear end inner wall of the plunger cavity, the plunger cavity front seal 114 and the plunger cavity rear seal 113 are made of polytetrafluoroethylene reinforced nitrile rubber material, the sealing lips are directed to the hydraulic oil side to ensure the bidirectional sealing effect, the middle part of the plunger 112 is provided with an annular boss, the plunger 112 is sleeved with a plunger return spring 115, the front end of the plunger return spring 115 abuts against the internal limiting shoulder of the clutch hydraulic unit valve block 111, the rear end of the plunger return spring 115 abuts against the annular boss of the plunger 112, the plunger return spring 115 is in a natural elongation state in the initial state, the plunger 112 is kept in the rear end limit position by the elastic force, a through oil hole is formed in the plunger 112, and the through oil hole is completely communicated with the oil inlet channel and the oil outlet channel in the inside of the clutch hydraulic unit valve block 111 in the initial state.

[0040] It should be noted that the clutch hydraulic unit valve block 111 is provided with two core hydraulic interfaces corresponding to the reference signs T and P: the reference sign T is an oil inlet interface connected to the clutch master cylinder, which is connected to the oil outlet of the clutch master cylinder 204 through a hydraulic pipeline, and is used to receive the high-pressure hydraulic oil generated by the pressurization of the plunger 112 driven by the manual clutch handle 201 or the automatic control plunger, and is a key interface for hydraulic power input; the reference sign P is an oil outlet interface connected to the clutch release cylinder, which is connected to the oil inlet of the clutch cylinder 316 through a hydraulic pipeline, and is used to guide the high-pressure hydraulic oil transmitted by the oil inlet channel to the actuator 302, and realize the separation action of the clutch through hydraulic thrust. Both interfaces are designed with standardized hydraulic connectors, and are connected to the hydraulic pipeline in a tapered or end face sealing connection recommended by ISO to ensure the sealing and connection reliability under high pressure conditions. The interface position is accurately matched with the internal flow channel to make the hydraulic oil flow path shortest and reduce pressure loss.

[0041] Further, the clutch hydraulic unit valve block 111 is further provided with an independent simulation cavity, and a hand feel simulator balance piston 121 is slidingly assembled in the simulation cavity. A hand feel simulator sealing element 122 is embedded on the outer side wall of the hand feel simulator balance piston 121, and dynamic sealing with the inner wall of the simulation cavity is realized through the hand feel simulator sealing element 122. The hand feel simulator sealing element 122 is designed with multiple sealing channels, and in addition to the main sealing lip, a dust-proof secondary lip is added to prevent impurities in the hydraulic oil from entering the sealing surface and affecting the sealing effect. The gap between the sealing element and the inner wall of the simulation cavity needs to be controlled within a predetermined small range, which not only ensures smooth sliding of the balance piston, but also avoids leakage of hydraulic oil and ensures stability of the damping feeling. A simulator spring 123 is sleeved on the front end of the hand feel simulator balance piston 121, and the front end of the simulator spring 123 abuts against the front end wall of the simulation cavity. In the initial state, the simulator spring 123 is in a pre-compressed state, and provides a backward damping force for the hand feel simulator balance piston 121 through elastic force. The hand feel simulator structure can provide the same operating damping feeling as the traditional hydraulic clutch, which directly solves the problem of "automatic control with manual intervention" in the prior art, and ensures that the manual operation hand feeling has no difference. The side surface mounting plane of the clutch hydraulic unit valve block 111 is fixedly connected with an electronic control unit 12 through a countersunk head bolt. The shell of the electronic control unit 12 is a waterproof and dustproof structure, and the electronic control unit 12 is internally integrated with a main control chip MCU (model R7F701374AEAFP), a motor driving circuit (using a TLE9183 chip), and a sensor sensing circuit. The main control chip MCU is electrically connected with the motor driving circuit and the sensor sensing circuit through a circuit.

[0042] Further, the driver clutch operating device 2 includes a clutch handle 201 fixedly installed on the handlebar, the clutch handle 201 is movably connected with a clutch master cylinder piston push rod 202 through a lever mechanism, the force arm ratio of the lever mechanism is designed to match the operation feel characteristics of the conventional hydraulic clutch, and it is ensured that the operation force applied by the rider can effectively push the master cylinder piston after being amplified by the lever, the rotating fulcrum of the lever adopts a wear-resistant bushing structure, reduces the wear gap after long-term use, avoids operation stroke fluctuations caused by loose lever, and the other end of the clutch master cylinder piston push rod 202 extends into the inside of a clutch master cylinder 204 and is fixedly connected with a clutch master cylinder piston 206, the clutch master cylinder 204 is fixedly installed on the handlebar support, the oil outlet of the clutch master cylinder 204 is in communication with the oil inlet of a clutch hydraulic unit valve block 111 through a hydraulic pipeline, a driver-operated clutch sensing sensor 131 is fixedly installed at the oil outlet pipeline of the clutch master cylinder 204, the driver-operated clutch sensing sensor 131 adopts a diffused silicon pressure sensor (other types of sensors are also supported, and it is not necessary to be a pressure sensor), the range is 0-10 MPa, and a SENT protocol signal is output, the driver-operated clutch sensing sensor 131 is connected with the sensor sensing circuit signal of the electronic control unit 12 through a shielded wire, and is used to detect the hydraulic pressure change of the manual operation of the rider; it should be noted that the clutch actuation sensing sensor is not an essential input, and the core control function can be realized without additionally adding the sensor, and the system complexity is further reduced.

[0043] Further, the power and transmission system 3 includes an engine 313, a rotating speed sensor is fixedly installed on the cylinder body of the engine 313, used for detecting the rotating speed no of the crankshaft of the engine 313, the power output end of the engine 313 is connected with the input end of the transmission 307 through a clutch device, a gear position sensor is fixedly installed on the shell of the transmission 307, used for detecting the current gear position state, a plurality of groups of transmission gear sets are arranged in parallel between the transmission input shaft 305 and the output shaft 308, and the gear shifting is realized through the engagement and disengagement of the combination sleeve, the clutch device includes a spring set 303, an actuating mechanism 302 and a clutch oil cylinder 316, the spring set 303 is sleeved outside the actuating mechanism 302, one end of the spring set 303 abuts against the clutch shell, and the other end of the spring set 303 abuts against the boss of the actuating mechanism 302, the clutch is kept in the combined state under the normal state through the pre-pressing force, the clutch oil cylinder 316 is fixed to the end of the clutch shell, the piston rod of the clutch oil cylinder 316 abuts against the rear end of the actuating mechanism 302, the clutch is separated by driving the actuating mechanism 302 to compress the spring set 303 through the hydraulic thrust, the oil inlet of the clutch oil cylinder 316 is communicated with the oil outlet of the clutch hydraulic unit valve block 111 through the hydraulic pipeline, the transmission 307 is provided with a gear shifting lever 306, the lower end of the gear shifting lever 306 is connected with the gear shifting mechanism of the transmission 307 through a hinge, the gear shifting operation sensor is fixedly installed on the middle part of the gear shifting lever 306, the gear shifting operation sensor is signal connected with the electronic control unit 12 through a shielded wire, used for detecting the gear shifting action of the rider.

[0044] The wheel and wheel speed sensing system 4 includes a wheel speed sensor, which is fixedly installed on the wheel hub, and is signal connected with the electronic control unit 12 through a shielded wire, used for collecting the wheel rotating speed signal in real time. In the embodiment, the hydraulic pipeline adopts a high-pressure resistant fluorine rubber pipe, and the pressure bearing grade is not less than 20 MPa; the electric signal wire adopts a shielded twisted pair wire, effectively resisting electromagnetic interference, each hydraulic connection interface is provided with a sealing washer, and the electric signal interface is provided with a waterproof joint, so as to ensure the reliability under the severe working conditions.

[0045] Embodiment two Please refer to Figure 3 , Figure 3It is a structural schematic diagram of the second embodiment of the present application, the core components of which are consistent with the first embodiment, and only the arrangement of the pressure chamber structure and the feel simulator is different; wherein the lead screw 102 can be a ball screw, and has self-locking function in cooperation with the screw sleeve 103: the simulation cavity of the feel simulator is opened in the upper part of the clutch hydraulic unit valve block 111, the rear end of the feel simulator balance piston 121 is sleeved with the simulator spring 123, the rear end of the simulator spring 123 abuts against the rear end wall of the simulation cavity, and the simulator spring 123 is in the natural elongation state, pushing the feel simulator balance piston 121 to abut against the front end limiting surface of the simulation cavity by elastic force in the initial state; the internal flow channel of the clutch hydraulic unit valve block 111 adopts integrated design, the connection port of the oil inlet channel and the simulation cavity is moved to the middle position of the plunger cavity, the hydraulic oil flow path is shortened, and the manual operation response time is shortened to less than 0.05s; the through oil hole of the plunger 112 adopts the design of the quincunx distribution, the number is increased to 6, and the hole diameter is expanded to φ3.5mm, so as to reduce the hydraulic oil flow resistance and improve the response speed of clutch separation and combination. The materials, specifications and connection relationships of the remaining components (motor 101, lead screw 102, screw sleeve 103, anti-rotation mechanism 104, plunger cavity front seal 114, plunger cavity rear seal 113, plunger return spring 115, feel simulator sealing element 122, electronic control unit 12, etc.) are the same as those of the first embodiment, and will not be described here.

[0046] Please refer to Figure 6 , the abscissa is the clutch handle stroke, and the ordinate is the clutch combination capacity, the clutch handle operating force and the clutch oil cylinder 316 pressure respectively. When the rider manually operates or the system automatically controls, with the increase of the handle stroke (or the forward movement of the plunger 112), the clutch oil cylinder 316 pressure linearly rises, and the clutch combination capacity gradually decreases, when the pressure reaches the pre-pressure threshold of the spring set 303 (3MPa in this embodiment), the combination capacity suddenly drops to zero, and the clutch is completely separated; the clutch handle operating force presents two-stage change with stroke, which is dominated by hydraulic oil flow resistance and sealing element friction force in the initial stage, and is dominated by the elastic force of the simulator spring 123 in the later stage, the overall change curve coincides with the operating force characteristic curve of the traditional hydraulic clutch with a coincidence degree ≥95%, which directly verifies the technical effect of "consistent feel of manual and automatic control", and completely solves the dead stroke defect of the prior art.

[0047] Further, the main control chip MCU of the electronic control unit 12 is connected with the wheel speed sensor, the engine speed sensor, the gear position sensor, the gear shifting operation sensor, the driver's clutch operation sensing sensor 131 and the throttle opening degree sensor through the sensor sensing circuit to collect the wheel speed signal, the engine speed signal no, the gear position signal, the gear shifting operation signal, the clutch master cylinder 204 pressure signal and the throttle opening degree signal, etc. After the original signals are filtered and amplified by the signal preprocessing module, the signals are input into the working condition determination module. Based on the engine speed and the speed difference ne of the transmission input shaft 305, the speed difference change rate dne and the engine speed change rate dN, the working condition determination module completes the scene recognition of the gear shifting working condition, the engine stall risk working condition and the starting working condition. The output signal of the working condition determination module is transmitted to the clutch capacity calculation module. According to the clutch engagement force formula (engagement force = spring set 303 pre-pressure - clutch oil cylinder 316 thrust - sealing element and transmission resistance correction value), the clutch capacity TClEst is calculated. The specific calculation process is as follows: the angular velocity change rate dni is obtained by the change of the engine speed ni, the flywheel acceleration torque TAccl is calculated by the angular velocity change rate dni, the corrected torque TCorr is calculated by combining various factors of the driving condition, and finally the accurate clutch engagement capacity TClEst is obtained. This estimation method does not rely on wear estimation, but directly corrects the hydraulic pressure and mechanical parameters dynamically to solve the problem of "decrease in control accuracy after wear" in the prior art. The output signal of the clutch capacity calculation module and the driving mode parameter table are jointly input into the control target determination module to determine the clutch engagement capacity control target Ftar. The output signal of the control target determination module is transmitted to the motor drive circuit. The PWM control signal is output by the motor drive circuit to drive the motor 101 to realize precise displacement control. The duty cycle of the PWM control signal is dynamically adjusted based on the deviation between the control target and the actual state. When the deviation is large, a high duty cycle is used to improve the response speed of the motor 101. When the deviation is small, a low duty cycle is used to ensure the displacement control accuracy. At the same time, an upper limit threshold of the duty cycle is set to avoid overload operation of the motor 101 and ensure the stability and safety of the control process. At the same time, the main control chip MCU sends torque suppression or enhancement instructions to the ECU of the engine 313 through the engine 313 torque control interface to realize power coordination control.

[0048] The specific implementation principle of the hydraulic clutch control device with automatic and manual control is as follows: Figure 6 Key actions in the clutch separation process ① Automatic control starts: the electronic control unit triggers the clutch automatic separation program, the motor starts and drives the plunger to move forward, and the hydraulic pressure in the booster cavity starts to build up. ② Clutch begins to engage in partial engagement (partial engagement - engagement capacity decreases): After the plunger sealing section closes the through oil hole, the hydraulic pressure gradually increases, and the clutch engagement capacity gradually decreases as the pressure rises, entering the partial engagement state. ③ Clutch fully disengaged: When the hydraulic pressure reaches the preset threshold, it overcomes the preload of the spring assembly, and the actuating mechanism pushes the clutch friction plate to completely separate from the clutch plate, thus disconnecting the power transmission; ④ Automatic control to start clutch engagement: The electronic control unit detects that the engagement conditions are met (such as gear shifting completion, starting requirements), starts the automatic engagement program, and the motor reverses to drive the plunger to move backward; ⑤ Clutch begins to engage (semi-clutch): The hydraulic pressure in the booster chamber gradually decreases, the clutch engagement capacity gradually increases, and it enters the semi-clutch transition state to ensure smooth power connection.

[0049] Figure 7 Key Actions of Manual Overrunning with Clutch ⑥ Manually engage the clutch: In automatic mode, the rider manually operates the clutch lever, the hydraulic pressure in the clutch master cylinder increases, and the sensing sensor detects the operation signal; ⑦ Automatic control begins to exit: The electronic control unit triggers the manual overrun logic, the motor reverses to overcome the self-locking effect, drives the plunger to retreat synchronously, and the automatic control is gradually released; ⑧ Automatic control is completely disengaged: The plunger returns to its initial position, the through oil hole reconnects the master cylinder and the oil cylinder, and the system is completely switched to manual control mode; ⑨ Clutch lever fully depressed: The rider operates the clutch lever to its maximum travel, the clutch is fully disengaged, and power transmission is disconnected; ⑩ Rider operation complete: The rider releases the clutch lever, the master cylinder return spring pushes the piston to reset, the hydraulic oil flows back, the clutch gradually engages, and power transmission is restored.

[0050] Manual mode After the system is powered on, the main control chip MCU of the electronic control unit 12 completes a self-test. If it detects that the automatic mode is turned off or that there is a system malfunction, the system enters the manual mode. At this time, the motor 101 is in a power-off standby state, and the plunger 112 maintains its rear end limit position under the natural extension force of the plunger return spring 115. The through oil hole on the plunger 112 completely connects the clutch master cylinder 204 and the clutch oil cylinder 316. The clutch is in a fully engaged state under the preload of the spring assembly 303. The power of the engine 313 is transmitted to the transmission 307 through the clutch, and then to the wheels through the transmission gear set. When the rider needs to disengage the clutch, he grips the clutch handle 201 and pulls it inward. The clutch handle 201 pushes the clutch master cylinder piston push rod 202 through the lever mechanism. The clutch master cylinder piston push rod 202 drives the clutch master cylinder piston 206 to move forward. The hydraulic oil in the clutch master cylinder 204 is compressed, and the pressure increases linearly. The high-pressure hydraulic oil flows into the oil inlet channel of the clutch hydraulic unit valve block 111 through the hydraulic pipeline, flows into the oil outlet channel through the through oil hole on the plunger 112, and then is injected into the clutch cylinder 316 through the hydraulic pipeline. The hydraulic oil generates axial thrust in the clutch cylinder 316, pushing the actuating mechanism 302 to move forward against the preload of the spring assembly 303, causing the clutch friction plate to separate from the clutch plate. The power transmission between the engine 313 and the transmission 307 is disconnected. During this process, the rider's operating force is directly transmitted through the hydraulic oil. The hand feel simulator does not intervene in the work. The operating force characteristics are completely consistent with those of the traditional hydraulic clutch, solving the problem of unstable hand feel in the existing manual control technology. When the rider releases the clutch lever 201, the return spring in the clutch master cylinder 204 pushes the clutch master cylinder piston 206 to reset, reducing the hydraulic pressure in the clutch master cylinder 204. Under the reset force of the spring assembly 303, the hydraulic oil in the clutch cylinder 316 flows back to the clutch master cylinder 204 through the oil outlet channel, the through-hole of the plunger 112, the oil inlet channel, and the hydraulic pipeline. The actuating mechanism 302 retracts synchronously, and the clutch friction plate gradually engages with the clutch plate. As the hydraulic pressure is completely released, the clutch returns to a fully engaged state, and power transmission is restored. After the rider stops operating, the system remains in manual mode, and all components return to their initial positions. The main control chip MCU of the electronic control unit 12 continuously monitors the signals of each sensor through the sensor sensing circuit, waiting for the next manual operation command or automatic control trigger condition.

[0051] Automatic mode After the system is powered on, if there is no fault or manual shutdown, the system defaults to automatic mode. The main control chip MCU of the electronic control unit 12 starts periodic signal acquisition with a sampling period of 10ms. It acquires parameters such as wheel speed signal, engine speed no signal, transmission 307 gear position signal, throttle opening signal, and shift operation status signal in real time through the sensor sensing circuit. The main control chip MCU calculates the transmission input shaft 305 speed ni based on the wheel speed signal, reducer transmission ratio, wheel transmission ratio, and wheel rolling radius. It also calculates the half-clutch speed difference ne (ne=no-ni) and the rate of change of the difference dne. At this time, the motor 101 is in a power-off standby state. Because the lead screw 102 and the screw sleeve 103 have a self-locking function, the plunger 112 stably maintains its initial position under the combined action of the self-locking action and the plunger return spring 115. The clutch is in a fully engaged state. When the main control chip MCU of the electronic control unit 12 detects any of the following trigger conditions, the automatic clutch disengagement program is initiated: ① The shift operation sensor of the shift lever 306 detects a gear shifting action; ② The engine speed no is lower than a preset threshold, and the speed change rate dN is negative (determined as a tendency to stall); ③ An ignition signal of the engine 313 is detected in a non-neutral state. The main control chip MCU calculates the clutch disengagement control target based on the current operating parameters and sends a forward rotation control signal to the motor 101 through the motor drive circuit. The motor 101 starts and rotates forward, driving the lead screw 102 to rotate. The lead screw 102 drives the sleeve 103 to move forward through the trapezoidal thread. The sleeve 103 pushes the plunger 112 to move forward against the elastic force of the plunger return spring 115. When the sealing section of the plunger 112 passes the plunger cavity front seal 114, the through oil hole on the plunger 112 is closed, the direct passage between the clutch master cylinder 204 and the clutch cylinder 316 is disconnected, and the plunger cavity forms an independent pressure chamber. The motor 101 continues to drive... The moving plunger 112 moves forward, increasing the hydraulic oil pressure in the booster chamber. The high-pressure hydraulic oil pushes the actuating mechanism 302 in the clutch cylinder 316 forward, compressing the spring assembly 303 and achieving clutch disengagement. Simultaneously, the main control chip MCU sends a torque suppression command to the engine 313 ECU through the engine 313 torque control interface, adjusting the engine 313 power output to the speed range matching the target gear. This process directly controls clutch disengagement through hydraulic pressure, without relying on angle control. Even if the clutch plate wears, the pressure closed loop can still ensure consistent disengagement, solving the problem of decreased accuracy after wear in existing technologies. When the main control chip MCU of the electronic control unit 12 detects that the engagement conditions are met, it starts the automatic clutch engagement program: ① Starting and disengaging requirements (vehicle speed is 0, side stand is retracted, engine is running, throttle opening > 5%); ② Gear shift completed (gear position sensor confirms target gear engagement, the direction of change of ne is consistent with the direction of engine speed increase and exceeds the dead zone).The main control chip (MCU) calculates the clutch engagement capacity control target Ftar based on the current vehicle speed, gear, engine speed, and throttle opening. The correction range of Ftar is dynamically adjusted according to the actual engine torque. Simultaneously, it incorporates the driver's acceleration expectation, engine stall tendency index, and speed deviation (the difference between ni and the speed nvGeo calculated based on vehicle speed and gear ratio) for weighted processing. Subsequently, the main control chip (MCU) sends a reverse control signal to motor 101 through the motor drive circuit. Motor 101 reverses, causing the lead screw 102 to rotate in the opposite direction. The threaded sleeve 103 retracts under the action of the thread, and the plunger... Under the elastic force of the plunger return spring 115, 112 retracts synchronously, the hydraulic oil pressure in the booster chamber gradually decreases, and the clutch engagement capacity gradually increases. The main control chip MCU adjusts the retraction speed of plunger 112 by precisely controlling the reverse angle and speed of motor 101, realizing semi-clutch transition, ensuring smooth vehicle start or smooth acceleration after gear shift. When plunger 112 returns to the initial position, the through oil hole reconnects clutch master cylinder 204 and clutch oil cylinder 316, and the clutch is fully engaged. The dynamic correction and precise control of engagement capacity meet the power matching requirements in intelligent scenarios. When the vehicle is in riding assistance modes such as adaptive cruise control, the engagement and disengagement of the clutch are fully controlled automatically by the main control chip MCU of the electronic control unit 12. During high-speed cruise, the main control chip MCU dynamically adjusts the clutch engagement capacity according to the cruise speed and road conditions to ensure stable power transmission. During deceleration and stopping, the main control chip MCU monitors the engine speed and rate of change in real time, detects the risk of engine stalling in advance, and automatically controls the clutch to disengage before the speed drops to a safe threshold, supporting full-range cruise control from high speed to standstill. This design perfectly adapts to the needs of intelligent full-speed cruise and solves the shortcomings of existing technologies that cannot cover full-scenario automatic control.

[0052] Manual Overtake Mode In automatic mode, when the main control chip MCU of the electronic control unit 12 is performing clutch disengagement or engagement, the rider operates the clutch lever 201, increasing the hydraulic pressure in the clutch master cylinder 204. The driver's clutch sensing sensor 131 detects the pressure change and transmits the signal to the main control chip MCU. After recognizing the signal, the main control chip MCU triggers the manual overrunning logic. After triggering the manual overrunning logic, the main control chip MCU immediately adjusts the control strategy. At this time, the hydraulic circuit of the clutch master cylinder 204 is only connected to the simulation chamber of the hand feel simulator. The hydraulic oil generated by the rider's operation flows into the simulation chamber, pushing the hand feel simulator balance piston 121 to move. The elastic force generated by the compression of the simulator spring 123, together with the hydraulic force of the front chamber of the hand feel simulator balance piston, provides operating damping almost identical to that of a traditional hydraulic clutch, completely avoiding the feeling of free travel—specifically solving the hand feel defects of manual intervention in the automatic control of existing technologies. When the hydraulic pressure in the clutch master cylinder 204 exceeds the pressure in the clutch cylinder 316, the hand-feel simulator balance piston 121 overcomes the elastic force of the simulator spring 123 and continues to move forward. Its front end directly acts on the hydraulic oil in the clutch cylinder 316, further disengaging the clutch. Simultaneously, the main control chip MCU, based on the operating stroke and pressure parameters detected by the driver's clutch sensing sensor 131, controls the motor 101 to reverse through the motor drive circuit. This overcomes the self-locking effect of the lead screw 102 and the sleeve 103, driving the plunger 112 to retract synchronously, ensuring that the clutch engagement capacity matches the rider's operating needs. When the clutch lever 201 reaches its maximum stroke, the plunger 112 returns to its initial position, and the main control chip MCU switches to manual mode control logic, giving the rider complete control of the clutch. In manual overtaking mode, the main control chip MCU of the electronic control unit 12 continuously monitors the rider's operation status. When the preset return conditions are met (such as the rider not operating the clutch lever 201 for 3 consecutive seconds, the vehicle speed being stable within the preset range and without gear shifting), the main control chip MCU automatically switches back to the automatic mode control logic and restores the automatic control function.

[0053] Driving mode adaptation logic The system supports multiple driving modes, and the clutch control parameter tables differ between modes. These parameters are pre-stored in the main control chip (MCU) of the electronic control unit 12: ① Comfort mode: Smooth clutch disengagement and engagement speed response, earlier anti-stalling trigger timing (higher engine speed threshold), clutch engagement capacity change rate ≤2N・m / s, ensuring smooth shifting; ② Sport mode: Faster disengagement and engagement speed response, delayed anti-stalling trigger timing, engagement capacity change rate ≥5N・m / s, improving power response speed; ③ Intelligent mode: The main control chip (MCU) uses data collected from onboard sensors by the rider... Operating habits (such as throttle operation frequency and shift interval) are automatically selected to match the control style characteristic curve. The characteristic curve is determined by the preset parameters of the electronic control unit 12. The preset parameters include, but are not limited to, vehicle speed range, engine load, and gear type. Different dimension parameters are weighted to form the characteristic curve. For example, the low-speed range focuses on smoothness parameters, and the high-speed range focuses on power response parameters to ensure the adaptability of the characteristic curve to the actual driving scenario. At the same time, a parameter calibration interface is reserved so that personalized adjustments can be made according to the needs of different vehicle models. The multi-mode design further adapts to different driving scenarios and enhances the intelligent experience.

[0054] It should be understood that the above embodiments are only for illustrating the technical concept and features of the present invention, and are intended to enable those skilled in the art to understand the content of the present invention and implement it accordingly. It should not be considered that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, several simple deductions or substitutions can be made without departing from the concept of the present invention. All equivalent changes or modifications made in accordance with the spirit and essence of the present invention should be covered within the protection scope of the present invention.

Claims

1. A hydraulic clutch control device that combines automatic and manual control, characterized in that, include: The clutch control device (1) includes a hydraulic control unit (11) and an electronic control unit (12). The hydraulic control unit (11) includes a clutch hydraulic unit valve block (111). The clutch hydraulic unit valve block (111) is provided with a plunger (112) that can reciprocate linearly. The clutch hydraulic unit valve block (111) is provided with a simulation chamber. The simulation chamber is provided with a hand-feel simulator for simulating the operating feedback force of a traditional hydraulic clutch. The driver clutch control device (2) is connected to the hydraulic control unit (11) via a hydraulic line, and the driver clutch control device (2) is equipped with a sensing sensor (131). The power and transmission system (3) includes a clutch cylinder (316), which is hydraulically connected to a hydraulic control unit (11), and the power and transmission system (3) is equipped with a working condition detection sensor; The wheel and wheel speed sensing system (4) is connected to the electronic control unit (12) via signal. The electronic control unit (12) is connected to the hydraulic control unit (11), the sensing sensor (131) and the working condition detection sensor via signal, respectively, to realize automatic, manual and manual overtaking mode switching.

2. The hydraulic clutch control device with both automatic and manual control according to claim 1, characterized in that: The clutch hydraulic unit valve block (111) is connected to a motor (101) at its rear end. The output shaft of the motor (101) is connected to a lead screw (102). The lead screw (102) can be a ball screw. The lead screw (102) is fitted with a threaded sleeve (103). The lead screw (102) and the threaded sleeve (103) have a self-locking function. The threaded sleeve (103) abuts against the plunger (112). The clutch hydraulic unit valve block (111) is provided with an anti-rotation mechanism (104).

3. A hydraulic clutch control device with both automatic and manual control according to claim 1, characterized in that: The simulation chamber is equipped with a balance piston (121), which is slidably assembled in the simulation chamber. A sealing element (122) is embedded on its outer side, and a simulator spring (123) is sleeved on one side of the balance piston (121).

4. A hydraulic clutch control device with both automatic and manual control according to claim 1 or 2, characterized in that: The plunger (112) has a through oil hole and a plunger return spring (115) is sleeved on the plunger (112).

5. A hydraulic clutch control device with both automatic and manual control according to claim 1, characterized in that: The clutch hydraulic unit valve block (111) is provided with an oil inlet port T and an oil outlet port P. The oil inlet port T is connected to the clutch master cylinder (204) of the driver's clutch control device (2), and the oil outlet port P is connected to the clutch cylinder (316). In the manual mode or automatic mode standby state, the oil inlet port T and the oil outlet port P are directly connected.

6. A hydraulic clutch control device with both automatic and manual control according to claim 1, characterized in that: The driver's clutch control device (2) includes a clutch handle (201) and a clutch master cylinder (204). The clutch master cylinder (204) is provided with a master cylinder piston (206). The clutch handle (201) is connected to the master cylinder piston (206) through a transmission structure.

7. A hydraulic clutch control device with both automatic and manual control according to claim 1, characterized in that: The electronic control unit (12) integrates a main control chip MCU, a motor drive circuit, and a sensor sensing circuit. The main control chip MCU is connected to the motor drive circuit, the sensing sensor (131), the working condition detection sensor, and the wheel and wheel speed sensing system (4) respectively.

8. A hydraulic clutch control device with both automatic and manual control according to claim 1, characterized in that: The operating condition detection sensors include at least sensors for detecting engine speed, gear status and shifting action, and each of the operating condition detection sensors is signal-connected to the electronic control unit (12).

9. A hydraulic clutch control device with both automatic and manual control according to claim 1, characterized in that: The electronic control unit (12) has a pre-stored control parameter table corresponding to various driving modes.

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