Commercial vehicle manual transmission vehicle type clutch control system

Abstract

The utility model provides a commercial vehicle manual gear type clutch control system, which is applied to the technical field of clutches and comprises a clutch electromagnetic valve terminal, a clutch separation actuator, a clutch pressure plate assembly and a clutch driven plate assembly. The clutch electromagnetic valve terminal is connected with the clutch separation actuator through a connecting pipeline, the clutch electromagnetic valve terminal is further connected with a whole vehicle air source, and the clutch separation actuator controls the clutch pressure plate assembly and the clutch driven plate assembly to act; a driving part is arranged in a cavity of the clutch separation actuator, the clutch pressure plate assembly comprises a separation finger and a pressure plate, the clutch driven plate assembly comprises a driven plate friction plate, and the driving part is driven by air pressure to move, so that the separation finger controls the pressure plate and the driven plate friction plate to be separated or connected. According to the commercial vehicle manual gear type clutch control system, the structural complexity and joint points can be reduced, and therefore the fault rate is reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of clutches, and particularly relates to a clutch operating system for a commercial vehicle with a manual transmission. Background Art

[0002] The clutch is located in the flywheel housing between the engine and the transmission, and the clutch assembly is fixed to the rear plane of the flywheel with bolts. The output shaft of the clutch is the input shaft of the transmission. During the driving of the vehicle, the driver can step on or release the clutch pedal as needed to temporarily separate and gradually engage the engine and the transmission, so as to cut off or transmit the power input from the engine to the transmission. The clutch is a common component in mechanical transmission and can separate or engage the transmission system at any time.

[0003] At present, most of the clutch operating systems adopt an "oil-pushing air-assisted" structure. The oil circuit is used as the physical connection for operation and needs to be connected from the clutch pedal in the cab to the booster pump at the transmission. For example, in current mainstream fuel buses and other models, the engine and transmission are rear-mounted and rear-wheel drive. The oil circuit from the cab to the transmission needs to be arranged for more than ten meters. Since the oil pipelines of the master and slave pumps are relatively long and air bubbles need to be exhausted in the pipelines, otherwise, due to the large compressibility of gas compared with liquid, the separation and engagement strokes of the clutch cannot be accurately controlled. However, since it is impossible to ensure that there is a high point in the middle of the pipeline layout, almost all such systems cannot exhaust air bubbles, which easily leads to failures. Summary of the Utility Model

[0004] In view of the above problems in the prior art, the purpose of the utility model is to provide a clutch operating system for a commercial vehicle with a manual transmission, which can reduce the structural complexity and the number of joints, thereby reducing the failure rate.

[0005] A clutch operating system for a commercial vehicle with a manual transmission includes a CCU controller connected to the vehicle's CAN network. The CCU controller controls the operation of the clutch system according to the sensor signals and data information collected. The clutch system includes a clutch solenoid valve island, a clutch release actuator, a clutch pressure plate assembly, and a clutch driven plate assembly. The clutch solenoid valve island is connected to the clutch release actuator through a connecting pipeline, and the clutch solenoid valve island is also connected to the vehicle's air source. The clutch release actuator controls the operation of the clutch pressure plate assembly and the clutch driven plate assembly. A driving member is disposed in the cavity of the clutch release actuator. The clutch pressure plate assembly includes release fingers and a pressure plate, and the clutch driven plate assembly includes a driven plate friction plate. The driving member is driven by air pressure to move, so that the release fingers control the separation or engagement of the pressure plate and the driven plate friction plate.

[0006] Preferably, when the clutch solenoid valve island connects the vehicle air source and the clutch release actuator and closes the connection with the atmosphere at the same time, since the pressure of the vehicle air source is greater than the pressure in the clutch release actuator cavity, the vehicle air source inflates the clutch release actuator cavity to increase the air pressure, so that the driving member moves by overcoming the separating force of the separating fingers of the clutch pressure plate assembly, and pushes the separating fingers to separate the pressure plate from the driven disk friction plate.

[0007] Preferably, when the clutch solenoid valve island connects the clutch release actuator and the atmosphere and closes the connection with the vehicle air source at the same time, since the pressure in the clutch release actuator cavity is not less than the atmospheric pressure, the clutch release actuator exhausts air to the atmosphere to reduce the air pressure, so that the driving member moves under the action of the separating fingers, and the pressure plate and the driven disk friction plate are gradually engaged.

[0008] Preferably, a vehicle air pressure sensor and an internal air pressure sensor of the actuator are arranged on the clutch solenoid valve island, and a displacement sensor is arranged on the clutch release actuator; the sensing signals collected by the CCU controller include displacement sensor signals, vehicle air pressure sensor signals, and internal air pressure sensor signals of the actuator, and the data information obtained by the CCU controller through the vehicle CAN network includes engine speed signals and clutch pedal position signals.

[0009] Preferably, the displacement sensor on the clutch release actuator is used to collect the current position signal when the pressure plate and the driven disk friction plate are fully engaged; the CCU controller is used to compare the current position signal collected by the displacement sensor with the initial position signal when the pressure plate and the driven disk friction plate are fully engaged, and send the prediction information of the remaining wear life of the clutch to the vehicle CAN network.

[0010] Preferably, the CCU controller is used to calculate the clutch slip work in real time and simulate the temperature rise.

[0011] Preferably, a valve island bracket is connected to the clutch solenoid valve island, a transfer plate is arranged on the clutch release actuator, and both ends of the connecting pipe are respectively connected to the valve island bracket and the transfer plate.

[0012] The beneficial effects of the present utility model are as follows: for the clutch operating system of this commercial vehicle manual transmission model, the traditional oil circuit structure is cancelled and the number of joint points is optimized. The engagement or separation between the pressure plate and the driven disk friction plate is realized through the air circuit cooperation between the clutch solenoid valve island and the clutch release actuator, making the structure compact, thereby ensuring high consistency.

[0013] In addition, the change of the clutch pedal signal collected is transmitted by using the vehicle CAN network, and the clutch execution action is controlled by the CCU controller, which improves the disadvantages caused by the traditional complex physical connection mechanism and reduces the failure rate.

[0014] Further, a displacement sensor configured on the clutch release actuator is used to collect the current position signal when the pressure plate and the driven plate friction disc are fully engaged in real time, compare the current position signal with the initial position signal, judge the wear degree according to the position change, give the predicted value of the remaining wear life of the clutch, and then transmit it to the vehicle CAN network through the CCU controller for transmission, so that the vehicle instrument can display relevant information in real time. Brief Description of the Drawings

[0015] The drawings are used to provide a further understanding of the present invention, and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention, and do not constitute a limitation to the present invention. In the drawings:

[0016] Figure 1 is a system block diagram of the present invention;

[0017] Figure 2 is a structural schematic diagram of the present invention;

[0018] Figure 3 is a sectional view of the present invention.

[0019] The labels in the figures are: 1, CCU controller; 2, clutch solenoid valve island; 3, valve island bracket; 4, adapter plate; 5, clutch release actuator; 5001, displacement sensor; 5002, driving part; 6, clutch pressure plate assembly; 6001, release finger; 6002, pressure plate; 7, clutch driven plate assembly; 7001, driven plate friction disc; 8, vehicle air pressure sensor; 9, actuator internal air pressure sensor; 10, connecting pipe. Detailed Description of the Embodiments

[0020] Embodiment 1

[0021] As Figures 1 to 3 shown, a clutch operating system for a commercial vehicle manual transmission model includes a CCU controller 1 connected to the vehicle CAN network. The CCU controller 1 is used to control the operation of the clutch system. The clutch system includes a clutch solenoid valve island 2, a clutch release actuator 5, a clutch pressure plate assembly 6, and a clutch driven plate assembly 7.

[0022] As Figure 2 、 Figure 3 shown, a vehicle air pressure sensor 8 and an actuator internal air pressure sensor 9 are configured on the clutch solenoid valve island 2. A displacement sensor 5001 is configured on the clutch release actuator 5. The clutch solenoid valve island 2 is connected to the clutch release actuator 5 through a connecting pipe 10.

[0023] Specifically, a valve island bracket 3 is connected to the clutch solenoid valve island 2, a transfer plate 4 is configured on the clutch release actuator 5, and both ends of the connecting pipe 10 are respectively connected to the valve island bracket 3 and the transfer plate 4.

[0024] In addition, the clutch solenoid valve island 2 is also connected to the vehicle air source, and the clutch release actuator 5 controls the actions of the clutch pressure plate assembly 6 and the clutch driven plate assembly 7.

[0025] Please refer to Figure 3 specifically, a driving member 5002 is disposed inside the cavity of the clutch release actuator 5. The clutch pressure plate assembly 6 includes release fingers 6001 and a pressure plate 6002, and the clutch driven plate assembly 7 includes a driven plate friction plate 7001. The driving member 5002 is driven by air pressure to move, so that the release fingers 6001 control the separation or engagement of the pressure plate 6002 and the driven plate friction plate 7001.

[0026] The CCU controller 1 controls the clutch action according to the sensor signals and data information collected. Among them, the sensing signals collected by the CCU controller 1 include the signals of the displacement sensor 5001, the vehicle air pressure sensor 8, and the internal air pressure sensor 9 of the actuator. The data information obtained by the CCU controller 1 through the vehicle CAN network includes the engine speed signal and the clutch pedal position signal. Among them, the engine and the clutch pedal are not shown in the figure. Since the gear selection and shifting process of the manual transmission vehicle model is well-known to those skilled in the art, it will not be elaborated here.

[0027] Since the basic state of the air pressure in the clutch system is: vehicle air source pressure > pressure in the cavity of the clutch release actuator 5 ≥ atmospheric pressure, the CCU controller 1 continuously obtains the position signal of the clutch pedal from the vehicle CAN network in real time, controls the clutch solenoid valve island 2 according to the signal change, and connects the clutch release actuator 5 to the vehicle air source or the atmosphere through the clutch solenoid valve island 2 to realize the intake or exhaust of the cavity of the clutch actuator 5, so as to drive the driving member 5002 to move through air pressure, and make the release fingers 6001 control the separation or engagement of the pressure plate 6002 and the driven plate friction plate 7001.

[0028] Specifically, when the clutch pedal is depressed from the fully engaged position, the clutch pedal displacement signal is sent to the vehicle CAN network in real time. Among them, the acquisition of the clutch pedal displacement signal can be realized through an electronic pedal or an electronic master cylinder, and the acquisition method is determined by the specific vehicle model structure. The CCU controller 1 continuously obtains the position signal of the clutch pedal from the vehicle CAN network in real time, controls the clutch solenoid valve island 2 according to the signal change, connects the vehicle air source to the cavity of the clutch release actuator 5, and closes the connection with the atmosphere at the same time.

[0029] At this time, the clutch solenoid valve island 2 connects the vehicle air source and the clutch release actuator 5, and at the same time closes the connection with the atmosphere. Since the pressure of the vehicle air source is greater than the pressure in the cavity of the clutch release actuator 5, the vehicle air source inflates the cavity of the clutch release actuator 5 to increase the air pressure, so that the driving member 5002 moves against the separating force of the separating fingers 6001 of the clutch pressure plate assembly 6, pushing the separating fingers 6001 to separate the pressure plate 6002 from the driven disk friction plate 7001, thereby achieving the purpose of reducing or even cutting off the power transmission.

[0030] When the clutch pedal is released from a depressed position and returns to its original position, the clutch pedal displacement signal is sent to the vehicle CAN network in real time. The CCU controller 1 obtains the clutch pedal position change signal from the vehicle CAN network in real time, and controls the clutch solenoid valve island 2 according to the signal change, so that the cavity of the clutch release actuator 5 is connected to the atmosphere, and at the same time closes the connection with the vehicle air source.

[0031] At this time, the clutch solenoid valve island 2 connects the clutch release actuator 5 and the atmosphere, and at the same time closes the connection with the vehicle air source. Since the pressure in the cavity of the clutch release actuator 5 is not less than the atmospheric pressure, the clutch release actuator 5 exhausts air to the atmosphere to reduce the air pressure, so that the driving member 5002 moves under the action of the separating fingers 6001, and the pressure plate 6002 and the driven disk friction plate 7001 are gradually engaged, thereby achieving the purpose of gradually increasing the power transmission until the maximum torque transmission capacity is reached.

[0032] Embodiment 2

[0033] The structure of this embodiment is basically the same as that in Embodiment 1, and the difference lies in that: the displacement sensor 5001 on the clutch release actuator 5 of this embodiment is used to collect the current position signal when the pressure plate 6002 and the driven disk friction plate 7001 are fully engaged.

[0034] The CCU controller 1 compares the current position signal collected by the displacement sensor 5001 with the initial position signal when the pressure plate 6002 and the driven disk friction plate 7001 are fully engaged, and sends the prediction information of the remaining wear life of the clutch to the vehicle CAN network.

[0035] By collecting the current position signal when the pressure plate 6002 and the driven disk friction plate 7001 are fully engaged, analyzing the wear degree of the clutch according to the preset empirical value, and thus sending the prediction information of the remaining wear life to the vehicle CAN network, the information can be displayed through the vehicle instrument.

[0036] Furthermore, the CCU controller 1 can also be used to calculate the clutch slip work in real time and simulate the temperature rise. When the temperature rise is too high, a high-temperature alarm is sent to the vehicle CAN network in real time and feedback is provided to the driver through the instrument panel; while when the temperature further rises and the system determines that there is a risk of clutch damage due to overheating, the CCU controller executes a pre-set forced strategy and at the same time informs the driver to perform cold engine treatment through the instrument panel.

[0037] The foregoing are only the preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A clutch operating system for a commercial vehicle with a manual transmission, characterized in that, It includes a CCU controller (1) connected to the vehicle's CAN network. The CCU controller (1) controls the operation of the clutch system according to the collected sensor signals and data information. The clutch system includes a clutch solenoid valve island (2), a clutch release actuator (5), a clutch pressure plate assembly (6), and a clutch driven plate assembly (7). The clutch solenoid valve island (2) is connected to the clutch release actuator (5) through a connecting pipe (10). The clutch solenoid valve island (2) is also connected to the vehicle's air source. The clutch release actuator (5) controls the operation of the clutch pressure plate assembly (6) and the clutch driven plate assembly (7). A driving member (5002) is disposed in the cavity of the clutch release actuator (5). The clutch pressure plate assembly (6) includes release fingers (6001) and a pressure plate (6002). The clutch driven plate assembly (7) includes a driven plate friction plate (7001). The driving member (5002) is driven by air pressure to move, so that the release fingers (6001) control the separation or engagement of the pressure plate (6002) and the driven plate friction plate (7001).

2. The clutch operating system for a commercial vehicle with a manual transmission according to claim 1, characterized in that, When the clutch solenoid valve island (2) connects the vehicle's air source and the clutch release actuator (5) and closes the connection to the atmosphere at the same time, since the pressure of the vehicle's air source is greater than the pressure in the cavity of the clutch release actuator (5), the vehicle's air source inflates the cavity of the clutch release actuator (5) to increase the air pressure, so that the driving member (5002) overcomes the separating force of the release fingers (6001) of the clutch pressure plate assembly (6) and moves, pushing the release fingers (6001) to separate the pressure plate (6002) from the driven plate friction plate (7001).

3. The clutch operating system for a commercial vehicle with a manual transmission according to claim 1, characterized in that, When the clutch solenoid valve island (2) connects the clutch release actuator (5) and the atmosphere and closes the connection to the vehicle's air source at the same time, since the pressure in the cavity of the clutch release actuator (5) is not less than the atmospheric pressure, the clutch release actuator (5) exhausts air to the atmosphere to reduce the air pressure, so that the driving member (5002) moves under the action of the release fingers (6001), and the pressure plate (6002) and the driven plate friction plate (7001) are gradually engaged.

4. The clutch operating system for a commercial vehicle with a manual transmission according to claim 1, characterized in that, A vehicle air pressure sensor (8) and an actuator internal air pressure sensor (9) are configured on the clutch solenoid valve island (2). A displacement sensor (5001) is configured on the clutch release actuator (5). The sensing signals collected by the CCU controller (1) include the signals of the displacement sensor (5001), the vehicle air pressure sensor (8), and the actuator internal air pressure sensor (9). The data information obtained by the CCU controller (1) through the vehicle's CAN network includes the engine speed signal and the clutch pedal position signal.

5. The clutch operating system for a commercial vehicle with a manual transmission according to claim 1, characterized in that, The displacement sensor (5001) on the clutch release actuator (5) is used to collect the current position signal when the pressure plate (6002) and the driven disk friction plate (7001) are fully engaged; the CCU controller (1) is used to compare the current position signal collected by the displacement sensor (5001) with the initial position signal when the pressure plate (6002) and the driven disk friction plate (7001) are fully engaged, and send the prediction information of the remaining wear life of the clutch to the vehicle CAN network.

6. The clutch operating system for a commercial vehicle with a manual transmission according to claim 1, characterized in that, The CCU controller (1) is used to calculate the clutch slip work in real time and simulate the temperature rise.

7. The clutch operating system for a commercial vehicle with a manual transmission according to claim 1, characterized in that, A valve island bracket (3) is connected to the clutch solenoid valve island (2), a transfer plate (4) is configured on the clutch release actuator (5), and both ends of the connecting pipe (10) are respectively connected to the valve island bracket (3) and the transfer plate (4).

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