Vehicle gearbox and electric clutch executing mechanism thereof

Abstract

The utility model provides a vehicle gearbox and an electrodynamic clutch actuating mechanism thereof. The electrodynamic clutch actuating mechanism comprises a motor rotor, a transmission shaft and a transmission shaft, the motor stator is arranged on the periphery of the motor rotor; the plug terminal is connected with the gearbox controller; the controller is connected with the motor stator and the plug terminal, and the controller receives a control instruction output by the gearbox controller through the plug terminal to input a current signal to the motor stator so as to drive the motor rotor to rotate; one end of the roller screw shaft is fixedly connected with the motor rotor; the roller lead screw nut is arranged on the roller lead screw shaft in a sleeving mode so that rotation of the roller lead screw shaft can be converted into linear reciprocating motion of the roller lead screw nut along the roller lead screw shaft; and the driving shaft is fixedly connected with the roller screw nut. Compared with the prior art, the integration level can be improved, the size and the weight are reduced, the assembly process is simplified, the production takt and the manufacturing cost are reduced, the reliability is improved, and the driving experience feeling of a driver is improved.

Description

[Technical field]

[0001] The utility model relates to the technical field of vehicle speed change, in particular to a vehicle gearbox and an electric clutch actuator thereof. [Background technology]

[0002] In the prior art, the application publication number "CN103867605A" describes a clutch automatic release system, please refer to Figure 1 As shown, it is a schematic diagram of the structure of the clutch automatic release system in one embodiment, please refer to Figure 2 As shown, in one embodiment, Figure 1 A cross-sectional view of the clutch actuator is shown. Figure 1 The clutch automatic release system shown includes a TCU, a shifting mechanism, a clutch, a transmission, a clutch actuator and an energy unit, wherein the TCU is connected to and controls the shifting mechanism and the clutch, the shifting mechanism and the clutch are both connected to the transmission, and the energy unit is connected to the shifting mechanism and the clutch actuator respectively. The clutch actuator is connected to the clutch, and the TCU is connected to control the energy unit and the clutch actuator. Figure 2 The clutch actuator shown includes a valve body 4, a piston 2 in the valve body and a rocker arm 5 connected to the piston 2, the rocker arm 5 is connected to the clutch, the valve body 4 is provided with an oil port 7, and the oil port 7 is connected to the energy unit. A sensor 3 for monitoring pressure is provided on the clutch actuator.

[0003] Figure 1 and Figure 2 The shortcomings of the prior art solutions shown are:

[0004] 1. In the above-mentioned prior art solutions, the clutch actuator also requires an energy unit and a valve module to provide pressure and flow, which will make the structure of the entire system too complicated, and the volume and weight will also be too large.

[0005] 2. In the above-mentioned prior art solutions, the clutch actuator also requires an energy unit and a valve module to provide pressure and flow, which will make the structure of the entire system too decentralized and the integration level low.

[0006] 3. In the above-mentioned prior art solutions, the system described is too complicated, which will also increase the difficulty of the assembly process, increase the production cycle and manufacturing cost.

[0007] 4. In the above-mentioned prior art solutions, the clutch actuator described adopts a hydraulic method, which has the risk of hydraulic oil leakage and greatly reduces the reliability of product use.

[0008] In addition, the clutch actuator of traditional commercial vehicle gearboxes needs to use compressed air as a power source, and air compressors, air tanks, etc. need to be arranged on the vehicle, which requires a large volume and wastes the use space of the entire vehicle. At the same time, the vehicle will also generate a lot of noise during driving, seriously affecting the driver's driving experience.

[0009] Therefore, it is necessary to propose an improved technical solution to solve the above problems. [Utility Model Content]

[0010] One of the purposes of the utility model is to provide a vehicle gearbox and an electric clutch actuator thereof, which adopts a fully electric clutch actuator, thereby improving integration, reducing volume and weight, simplifying assembly process, reducing production cycle and manufacturing cost, improving reliability, and enhancing the driver's driving experience.

[0011] According to one aspect of the utility model, the utility model provides an electric clutch actuator, which includes:

[0012] A motor rotor; a motor stator, which is arranged on the periphery of the motor rotor; a plug terminal, which is connected to a gearbox controller; a controller, which is connected to the motor stator and the plug terminal, and the controller receives a control instruction output by the gearbox controller via the plug terminal to input a current signal to the motor stator, thereby driving the motor rotor to rotate around a central axis; a roller screw shaft, one end of which is fixedly connected to the motor rotor so that the roller screw shaft rotates synchronously with the motor rotor; a roller screw nut, which is sleeved on the roller screw shaft, and the roller screw nut cooperates with the roller screw shaft to convert the rotation of the roller screw shaft into a linear reciprocating motion of the roller screw nut along the roller screw shaft; a drive shaft, which is fixedly connected to one end of the roller screw nut away from the motor rotor, and follows the roller screw nut to make a synchronous linear reciprocating motion to achieve the engagement and disengagement of the clutch.

[0013] According to another aspect of the utility model, the utility model provides a vehicle gearbox, which includes: a gearbox controller; a clutch; and an electric clutch actuator as described in the utility model.

[0014] Compared with the prior art, the utility model adopts a fully electric clutch actuator, which can improve integration, reduce volume and weight, simplify assembly process, reduce production cycle and manufacturing cost, improve reliability, and enhance the driver's driving experience.

Brief Description of the Drawings

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the following briefly introduces the drawings required for the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative labor. Among them:

[0016] Figure 1 A schematic diagram of the structure of an automatic clutch release system in the prior art;

[0017] Figure 2 In one embodiment, Figure 1 A cross-sectional view of the clutch actuator shown;

[0018] Figure 3 A top view of an electric clutch actuator in one embodiment of the utility model;

[0019] Figure 4 In one embodiment of the present invention, Figure 1 A cross-sectional view of the electric clutch actuator shown;

[0020] Figure 5 In one embodiment of the present invention, Figure 1 A partial cross-sectional view of the electric clutch actuator is shown. [Specific implementation method]

[0021] In order to make the above-mentioned purposes, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0022] The "one embodiment" or "embodiment" referred to herein refers to a specific feature, structure or characteristic that may be included in at least one implementation of the utility model. The "in one embodiment" that appears in different places in this specification does not all refer to the same embodiment, nor is it a separate or selective embodiment that is mutually exclusive with other embodiments. Unless otherwise specified, the words "coupled", "connected", "connected" and "connected" in this document that indicate electrical connection all mean direct or indirect connection. For example, A is connected to B, which includes both direct electrical connection between A and B and connection between A and B through electrical components or circuits.

[0023] In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "back", "front", "back", "left", "right", "vertical", "perpendicular", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0024] Please refer to Figure 3 As shown, it is a top view of the electric clutch actuator in one embodiment of the utility model; please refer to Figure 4 As shown, the utility model is in one embodiment as Figure 1 A cross-sectional view of the electric clutch actuator is shown; refer to Figure 5 As shown, the utility model is in one embodiment as Figure 1 A partial cross-sectional view of the electric clutch actuator is shown. Figure 3 and Figure 4 The electric clutch actuator shown includes a motor rotor 301, a motor stator 302, a plug terminal 303, a controller 304, a roller screw shaft 305, a roller screw nut 306 and a drive shaft 307. In a specific embodiment of the invention, the controller 304 is an SCU controller (i.e., a clutch auxiliary controller).

[0025] Among them, the motor stator 302 is arranged on the periphery of the motor rotor 301; the plug terminal 303 is connected to the transmission controller (not shown) through a wiring harness (not shown), and the transmission controller can be a TCU (Telematics Control Unit); the controller 304 is connected to the motor stator 302 and the plug terminal 303, and the controller 304 receives the control command output by the transmission controller TCU through the plug terminal 303 to input a current signal to the motor stator 302. The change of the magnetic field in the motor stator 302 drives the rotation of the motor rotor 301, thereby driving the motor rotor 301 to rotate around a central axis; one end of the roller screw shaft 305 is fixedly connected to the motor rotor 301, so that the roller screw shaft 305 is connected to the motor rotor 301. The roller screw nut 306 is sleeved on the roller screw shaft 305, and the roller screw nut 306 is threadedly matched with the roller screw shaft 305 to convert the rotation of the roller screw shaft 305 into the linear reciprocating motion of the roller screw nut 306 along the roller screw shaft 305; the drive shaft 307 is fixedly connected to the end of the roller screw nut 306 away from the motor rotor 301, and it follows the roller screw nut 306 to make synchronous linear reciprocating motion to achieve the engagement and separation of the clutch (not shown). In a specific embodiment, the drive shaft 307 is fixedly connected to the roller screw cylinder nut 306, and the drive shaft 307 is connected to the CSC (i.e., hydraulic release bearing) clutch release bearing through a connecting rod (not shown in the figure), and the CSC clutch release bearing is connected to the clutch, and finally the force of the actuator is applied to the clutch through the action of the lever to achieve the engagement and separation of the clutch.

[0026] Figure 3 and Figure 4 The electric clutch actuator shown also includes a support member 308, wherein the support member 308 is arranged on the periphery of the roller screw nut 306; the roller screw nut 306 is arranged on the support member 308 to resist torsion; and a channel 309 is arranged on the support member 308 for the roller screw nut 306 to perform linear reciprocating motion, wherein the purpose of the roller screw nut 306 being arranged on the support member 308 to resist torsion is to limit the roller screw nut 306 to perform linear reciprocating motion only along the roller screw shaft 305.

[0027] Figure 3 and Figure 4The electric clutch actuator shown also includes a housing 310, a bearing seat 311 and a ball bearing 312, wherein the motor rotor 301, the motor stator 302, the controller 304, the roller screw shaft 305, the roller screw nut 306 and the support member 308 are accommodated in a cavity (not marked) defined in the housing 310; the bearing seat 311 and the ball bearing 312 are also accommodated in a cavity (not marked) defined in the housing 310; the bearing seat 311 and the ball bearing 312 are located between the roller screw nut 306 and the motor rotor 301; the ball bearing 312 is sleeved on the roller screw shaft 305; the bearing seat 311 is fixed in the housing 310, the bearing seat 311 is arranged on the periphery of the ball bearing 312 along the radial direction of the ball bearing 312, and the ball bearing 312 is radially supported in the bearing seat 311. That is, the roller screw shaft 305 and the roller screw nut 306 are radially supported in the bearing seat 311 by the ball bearing 312. At the same time, a support portion 313 for radially supporting the roller screw nut 306 is provided on the support member 308. The advantage of this is that the axial bearing capacity of the clutch actuator can be increased without increasing the transmission mechanism, which can meet the customer's demand for a larger clutch load.

[0028] Figure 3 and Figure 4 The electric clutch actuator shown further includes a bearing stopper 314 , which is disposed on one side of the ball bearing 312 . The bearing stopper 314 is used to limit the axial movement of the ball bearing 312 along the roller screw shaft 305 .

[0029] Figure 3 and Figure 4 The electric clutch actuator shown also includes an induction magnetic ring 315 and an angle sensor 316. The induction magnetic ring 315 is fixedly connected to the roller screw shaft 305. The angle sensor 316 is connected to the controller 304. The angle sensor 316 is opposite to the induction magnetic ring 315, and the angle sensor 316 is used to sense the change in the magnetic field strength of the induction magnetic ring 315 to determine the change in the rotation angle of the roller screw shaft 305. The controller 304 controls the rotation angle of the roller screw shaft 305 based on the change in the magnetic field strength of the induction magnetic ring 315 sensed by the angle sensor 316, thereby achieving the control of the axial displacement of the roller screw nut 306 (or the drive shaft 307). Specifically, when the roller screw shaft 305 rotates under the action of the motor rotor 301 and the motor stator 302, the angle sensor 316 can sense the change in the magnetic field strength of the induction magnetic ring 315; then the controller 304 can control the rotation angle of the roller screw shaft 305 through the angle sensor 316, thereby controlling the axial displacement of the drive shaft 307, and finally controlling the displacement of the clutch (not shown) to open.

[0030] exist Figure 4In the specific embodiment shown, the motor rotor 301 is sleeved on one end of the roller screw shaft 305; the induction magnetic ring 315 is fixedly connected to one end of the roller screw shaft 305 close to the motor rotor 301. In a specific embodiment of the utility model, the induction magnetic ring 315 is fixedly connected to the roller screw shaft 305 by injection molding.

[0031] Figure 3 , Figure 4 and Figure 5 The electric clutch actuator shown also includes a displacement sensor head 317 and a displacement sensor 318. The displacement sensor head 317 is fixedly connected to the drive shaft 307. The displacement sensor 318 is connected to the controller 304. The displacement sensor 318 is used to sense the change in the magnetic field strength of the displacement sensor head 317 to determine the relative displacement between the displacement sensor head 317 and the displacement sensor 318. The controller 304 detects the position of the drive shaft 307 in real time based on the change in the magnetic field strength of the displacement sensor head 317 sensed by the displacement sensor 318, and provides real-time feedback to the transmission controller TCU (not shown) through the plug terminal 303.

[0032] exist Figure 4 and Figure 5 In the specific embodiment shown, the displacement sensor 318 is fixed to the outside of the motor stator 302, the displacement sensor head 317 is adjacent to the displacement sensor 318, and the displacement sensor head 317 and the displacement sensor 318 maintain relative displacement. Figure 4 and Figure 5In the specific embodiment shown, the electric clutch actuator also includes a locking nut 319, a bracket 320, a head connecting sleeve 321 and a head protective cover 322 with an opening at one end, wherein the locking nut 319 is sleeved on the drive shaft 307, and the locking nut 319 is used to fix one end of the bracket 320 to the drive shaft 307; the bracket 320, the head connecting sleeve 321 and the head protective cover 322 are located on the same side of the roller screw shaft 305 and the roller screw nut 306; the bracket 320 is placed along the axial direction of the roller screw shaft 305, and the other end of the bracket 320 is fixedly connected to the displacement sensor head 317 via the head connecting sleeve 321; the head connecting sleeve 321 and the displacement sensor head 317 are accommodated in the head protective cover 322; the other end of the bracket 320 enters the head protective cover 322 through the opening of the head protective cover 322 and is fixedly connected to the head connecting sleeve 321. In this way, the displacement sensor head 317 will follow the drive shaft 307 to make a back and forth linear motion (in this process, the head protection cover 322 provides guidance and radial support for the displacement sensor head 317). During the linear motion, the relative position of the displacement sensor head 317 and the displacement sensor 318 will change, and the magnetic field strength of the displacement sensor head 317 sensed by the displacement sensor 318 will change. In this way, the displacement sensor 318 will detect the position of the drive shaft 307 in real time and provide real-time feedback to the transmission controller TCU (not shown) through the plug terminal 303 (communication interface).

[0033] Figure 3 and Figure 4 The electric clutch actuator shown also includes an end cover 323 and a dust cover 324, wherein the housing 310 is a housing with an opening on one side, the motor rotor 301 and the motor stator 302 are close to the bottom of the housing 310 opposite to the opening of the housing 310; the drive shaft 307 is close to the opening of the housing 310 and extends out of the housing 310 through the opening of the housing 310; the end cover 323 is snapped into the opening of the housing 310, and the drive shaft 307 passes through the end cover 323 and is exposed outside the housing 310; the dust cover 324 is sleeved on the drive shaft 307 and covers the gap between the drive shaft 307 and the dust cover 324.

[0034] According to another aspect of the utility model, the utility model provides a vehicle gearbox, which includes: a gearbox controller; a clutch; and an electric clutch actuator as provided by the utility model above.

[0035] In summary, the vehicle gearbox and the electric clutch actuator provided by the utility model have the following beneficial effects:

[0036] 1. The electric clutch actuator provided by the utility model is a transmission mechanism based on a roller screw (or ball screw), and is an intelligent product that highly integrates a controller 304, a brushless motor (for example, a motor rotor 301 and a motor stator 302), a rotation angle sensor 316 and a displacement sensor 318.

[0037] 2. The electric clutch actuator provided by the utility model is different from the traditional pneumatic and electro-hydraulic actuators and is a fully electric clutch actuator.

[0038] 3. The electric clutch actuator provided by the utility model is equipped with a controller 304, which can accurately control the position of the drive shaft 307 to achieve the closing and engagement of the clutch.

[0039] 4. The electric clutch actuator provided by the utility model has a highly integrated design, which can reduce the size and weight of the mechanism.

[0040] 5. The electric clutch actuator provided by the utility model can simplify the assembly process and reduce the production cycle and manufacturing cost.

[0041] 6. The electric clutch actuator provided by the utility model can solve the risk of hydraulic oil leakage in the existing technical solutions, improve reliability, and enhance the driver's driving experience.

[0042] It should be noted that any changes made by those skilled in the art to the specific implementation of the present invention do not deviate from the scope of the claims of the present invention. Accordingly, the scope of the claims of the present invention is not limited to the aforementioned specific implementation.

Claims

1. An electric clutch actuator, characterized in that: It includes: Motor rotor; A motor stator, which is arranged on the periphery of the motor rotor; A plug terminal connected to a transmission controller; A controller connected to the motor stator and the plug terminal, wherein the controller receives a control instruction output by the gearbox controller via the plug terminal to input a current signal to the motor stator, thereby driving the motor rotor to rotate around a central axis; A roller screw shaft, one end of which is fixedly connected to the motor rotor so that the roller screw shaft rotates synchronously with the motor rotor; A roller screw nut, which is sleeved on the roller screw shaft, and the roller screw nut cooperates with the roller screw shaft to convert the rotation of the roller screw shaft into a linear reciprocating motion of the roller screw nut along the roller screw shaft; The driving shaft is fixedly connected to one end of the roller screw nut away from the motor rotor, and follows the roller screw nut to make synchronous linear reciprocating motion to achieve the engagement and disengagement of the clutch.

2. The electric clutch actuator according to claim 1, characterized in that: It also includes a support member, The support member is arranged on the periphery of the roller screw nut; The roller screw nut is anti-twistably arranged on the support member; The support member is formed with a channel for the roller screw nut to linearly reciprocate.

3. The electric clutch actuator according to claim 2, characterized in that: It also includes a housing, a bearing seat and a ball bearing. The motor rotor, the motor stator, the controller, the roller screw shaft, the roller screw nut and the support are accommodated in a cavity defined in the housing; The bearing seat and the ball bearing are received in a cavity defined in the housing; The bearing seat and the ball bearing are located between the roller screw nut and the motor rotor; The ball bearing is sleeved on the roller screw shaft; The bearing seat is fixed in the housing, the bearing seat is arranged at the periphery of the ball bearing along the radial direction of the ball bearing, and the ball bearing is supported in the bearing seat along the radial direction; The support member is provided with a support portion for radially supporting the roller screw nut.

4. The electric clutch actuator according to claim 3, characterized in that: It also includes an inductive magnetic ring and an angle sensor. The induction magnetic ring is fixedly connected to the roller screw shaft; The rotation angle sensor is connected to the controller, the rotation angle sensor is opposite to the induction magnetic ring, and the rotation angle sensor is used to sense the change of the magnetic field intensity of the induction magnetic ring to determine the change of the rotation angle of the roller screw shaft; The controller controls the rotation angle of the roller screw shaft based on the change in magnetic field strength of the induction magnetic ring sensed by the rotation angle sensor, thereby controlling the axial displacement of the drive shaft.

5. The electric clutch actuator according to claim 4, characterized in that: The motor rotor is sleeved on one end of the roller screw shaft; The induction magnetic ring is fixedly connected to one end of the roller screw shaft close to the motor rotor.

6. The electric clutch actuator according to claim 5, characterized in that: It also includes a displacement sensor head and a displacement sensor, The displacement sensor magnetic head is fixedly connected to the driving shaft; The displacement sensor is connected to the controller, and the displacement sensor is used to sense the change in magnetic field strength of the displacement sensor head to determine the relative displacement between the displacement sensor and the displacement sensor head; The controller detects the position of the drive shaft in real time based on the change in magnetic field strength of the displacement sensor magnetic head sensed by the displacement sensor, and feeds back the position to the gearbox controller in real time through the plug terminal.

7. The electric clutch actuator according to claim 6, characterized in that: The displacement sensor is fixed on the outer side of the motor stator, the displacement sensor magnetic head is adjacent to the displacement sensor, and the magnetic head and the displacement sensor maintain relative displacement.

8. The electric clutch actuator according to claim 7, characterized in that: It also includes a locking nut, a bracket, a magnetic head connection sleeve and a magnetic head protection cover with an opening at one end. The locking nut is sleeved on the driving shaft, and the locking nut is used to fix one end of the bracket to the driving shaft; The other end of the bracket is fixedly connected to the displacement sensor magnetic head via the magnetic head connecting sleeve; The magnetic head connecting sleeve and the displacement sensor magnetic head are accommodated in the magnetic head protection cover; The other end of the bracket enters into the magnetic head protection cover through the opening of the magnetic head protection cover and is fixedly connected to the magnetic head connecting sleeve.

9. The electric clutch actuator according to any one of claims 3 to 8, characterized in that: It also includes end caps and dust covers The housing is a housing with an opening on one side. The motor rotor and the motor stator are close to the bottom of the housing opposite to the opening of the housing; The driving shaft is close to the opening of the shell and extends out of the shell through the opening of the shell; The end cover is buckled at the opening of the shell and the drive shaft passes through the end cover and is exposed outside the shell; The dust cover is sleeved on the driving shaft and covers the gap between the driving shaft and the dust cover.

10. A vehicle gearbox, comprising: Transmission controller; clutch; An electric clutch actuator as described in any one of claims 1 to 9.

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