Clutch control device and vehicle

Abstract

The utility model discloses a clutch control device and a vehicle, the clutch control device comprises a clutch and an electromagnetic valve, the clutch comprises a pressure plate and a release bearing, and the pressure plate is connected with the release bearing; and the electromagnetic valve is connected with the release bearing, and drives the release bearing to move between a first position facing the pressure plate and a second position far away from the pressure plate. Therefore, the electromagnetic valve is suitable for being connected with the release bearing of the clutch and driving the release bearing to move so as to control the clutch to move between the closed state and the separated state, automation of the clutch control device can be achieved through the arrangement of the electromagnetic valve, the automatic gear shifting process is achieved, and the driving intensity and technical requirements are reduced; and the service life of the clutch is prolonged. The clutch controlled by the electromagnetic valve is more accurate and stable in operation, gear shifting impact can be reduced, the service life of the clutch control device is prolonged, and the driving comfort is effectively improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a clutch control device and a vehicle. Background Art

[0002] In the existing technology, the vehicle cuts off the engine and vehicle power through the clutch. The vehicle needs to press the clutch pedal frequently during starting and shifting. The clutch pedal shifting force is relatively large compared to the accelerator force, which increases the driver's stress when driving for a long time. In addition, the clutch needs to comprehensively consider the vehicle and engine status during the engagement process, which requires certain driving skills. Moreover, different drivers have different driving conditions, which directly affects the life of the clutch. Utility Model Content

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the first object of the present invention is to provide a clutch control device that can realize automation of the clutch control device, realize automatic shifting process, and reduce driving intensity and technical requirements.

[0004] A second object of the present invention is to provide a vehicle comprising the clutch control device described in the above embodiment.

[0005] According to the clutch control device of the first aspect embodiment of the present utility model, it includes: a clutch and a solenoid valve, the clutch includes a pressure plate and a release bearing, the pressure plate is connected to the release bearing; the solenoid valve is connected to the release bearing, and the solenoid valve drives the release bearing to move between a first position toward the pressure plate and a second position moving away from the pressure plate.

[0006] In the clutch control device of the present invention, a solenoid valve is adapted to connect to the clutch's release bearing and drive the release bearing to control the clutch's movement between a closed and released state. The solenoid valve automates the clutch control device, enabling automatic shifting, reducing driving effort and technical requirements, while also extending the clutch's service life. The solenoid valve-controlled clutch operation is more precise and smooth, reducing shift shock, extending the clutch control device's service life, and effectively improving driving comfort.

[0007] In some embodiments, the release bearing moves in a direction opposite to the solenoid valve.

[0008] In some embodiments, the pressure plate includes: a first elastic connector, one end of the first elastic connector is connected to the release bearing, and the other end of the first elastic connector is connected to the pressure plate, and the first elastic connector is configured so that when the release bearing moves from the second position to the first position, the first elastic connector drives the pressure plate to move toward the release bearing.

[0009] In some embodiments, the invention further includes: a limiting member, at least a portion of the first elastic connecting member cooperates with the limiting member.

[0010] In some embodiments, the clutch includes: a housing and a flywheel, one side of the housing is open; the flywheel is arranged on the open side of the housing, the housing and the flywheel define an accommodating cavity, the pressure plate is arranged in the accommodating cavity, and the pressure plate is movable along the axial direction of the housing in the accommodating cavity.

[0011] In some embodiments, it also includes: a second elastic connecting member, one end of the second elastic connecting member is connected to the pressure plate, the other end of the second elastic connecting member is connected to the shell, and the second elastic member drives the pressure plate to move in a direction away from the bearing.

[0012] In some embodiments, it further includes: a connecting shaft, one end of the connecting shaft passes through the release bearing and extends into the housing, and the pressure plate is sleeved on the one end of the connecting shaft.

[0013] In some embodiments, the clutch also includes: a driven plate, which is rotatably connected to the end of the connecting shaft extending into the housing, the driven plate and the flywheel are separable, and the pressure plate is arranged between the driven plate and the release bearing; when the release bearing is in the first position, the driven plate is combined with the flywheel, and when the release bearing is in the second position, the driven plate is separated from the flywheel.

[0014] In some embodiments, the method further includes: a controller electrically connected to the solenoid valve.

[0015] A vehicle according to an embodiment of the second aspect of the present invention includes a clutch control device according to an embodiment of the first aspect of the present invention.

[0016] Additional aspects and advantages of the present invention will be given in part in the following description and will become apparent from the following description or learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0018] Figure 1 Schematic diagram of a clutch control device according to an embodiment of the present invention.

[0019] Reference numerals:

[0020] 100. Clutch control device;

[0021] 10. Clutch; 11. Pressure plate; 12. Release bearing; 13. First elastic connector; 14. Housing; 141. Limiting portion; 15. Flywheel; 16. Accommodating chamber; 17. Second elastic connector; 18. Connecting shaft; 19. Driven plate;

[0022] 20. Solenoid valve; 21. Controller. DETAILED DESCRIPTION

[0023] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Figure 1 The clutch control device 100 according to the embodiment of the present invention includes: a clutch 10 and a solenoid valve 20.

[0024] Specifically, if Figure 1 As shown, the clutch 10 includes a pressure plate 11 and a release bearing 12, the pressure plate 11 is connected to the release bearing 12; the solenoid valve 20 is connected to the release bearing 12, and the solenoid valve 20 drives the release bearing 12 to move between a first position toward the pressure plate 11 and a second position moving away from the pressure plate 11.

[0025] Combine Figure 1 When the solenoid valve 20 is deactivated, the release bearing 12 is in the first position, close to the pressure plate 11. At this point, the clutch 10 is closed, and engine power can be transmitted to the transmission through the clutch 10. When the solenoid valve 20 is activated, it drives the release bearing 12 from the first position to the second position, causing the clutch 10 to disengage, interrupting power transmission between the engine and transmission.

[0026] According to the clutch control device 100 of the present embodiment, the solenoid valve 20 is adapted to connect to the release bearing 12 of the clutch 10 and drive the release bearing 12 to move, thereby controlling the movement of the clutch 10 between the closed and released states. The provision of the solenoid valve 20 automates the clutch control device 100, enabling automatic shifting, reducing driving intensity and technical requirements, and extending the service life of the clutch 10. The solenoid valve 20 controls the clutch 10 for more precise and smooth operation, reducing shift shock, extending the service life of the clutch control device 100, and effectively improving driving comfort.

[0027] According to some embodiments of the present invention, Figure 1 As shown, the direction of movement of the release bearing 12 is opposite to the direction of movement of the solenoid valve 20 .

[0028] When the solenoid valve 20 is energized by current, it moves in one direction. This movement, translated by the mating relationship between the solenoid valve 20 and the release bearing 12, causes the release bearing 12 to move in the opposite direction of the solenoid valve 20. When the solenoid valve 20 is activated, the release bearing 12, under the action of the solenoid valve 20, moves axially away from the pressure plate 11, disengaging the clutch 10. When the solenoid valve 20 is deactivated, the release bearing 12 moves toward the pressure plate 11, engaging the clutch 10.

[0029] Thus, within a limited space, the mechanism in which the release bearing 12 moves in the opposite direction to the solenoid valve 20 allows for more efficient component placement while maintaining a sufficient travel range. This mechanism also increases overall system stability, preventing unwanted vibration or instability under high-speed or high-load conditions.

[0030] According to some embodiments of the present invention, Figure 1 As shown, the pressure plate 11 includes: a first elastic connector 13, one end of the first elastic connector 13 is connected to the release bearing 12, and the other end of the first elastic connector 13 is connected to the pressure plate 11, and the first elastic connector 13 is configured so that when the release bearing 12 moves from the second position to the first position, the first elastic connector 13 drives the pressure plate 11 to move toward the direction of the release bearing 12.

[0031] The first elastic connector 13 extends radially along the pressure plate 11. When the solenoid valve 20 is activated, the solenoid valve 20 pushes the release bearing 12 to a first position toward the pressure plate 11. The end of the first elastic connector 13 connected to the release bearing 12 moves toward the pressure plate 11, while the other end of the first elastic connector 13 pulls the pressure plate 11 toward the release bearing 12. The clutch 10 begins to disengage, interrupting power transmission between the engine and the transmission. When the solenoid valve 20 is deactivated, the solenoid valve 20 drives the release bearing 12 from the first position toward the pressure plate 11 to a second position away from the pressure plate 11. The end of the first elastic connector 13 connected to the release bearing 12 moves away from the pressure plate 11. The other end of the first elastic connector 13 drives the pressure plate 11 away from the release bearing 12. The clutch 10 begins to close, and engine power can be transmitted to the transmission through the clutch 10. Power transmission between the engine and the transmission is interrupted. There may be multiple first elastic connectors 13, each of which is spaced apart along the circumference of the pressure plate 11. A protrusion is formed on the outer periphery of the pressure plate 11 and protrudes toward the side where the release bearing 12 is located. The other end of the first elastic connecting member 13 is suitable for connecting with the protrusion.

[0032] Thus, through the first elastic connector 13, the release bearing 12 can drive the movement of the pressure plate 11, thereby achieving the closing and release process of the clutch 10. The provision of the first elastic connector 13 makes the closing and release process of the clutch 10 smoother, reducing the impact and noise during gear shifting.

[0033] According to some embodiments of the present invention, Figure 1 As shown, it also includes: a limiting member, and at least a portion of the first elastic connecting member 13 cooperates with the limiting member.

[0034] The first elastic connector 13 is inserted into the stopper. The stopper prevents the first elastic connector 13 from remaining stable during the disengagement and engagement of the clutch 10 and limits its range of motion. The stopper also serves as a guide for the first elastic connector 13, preventing it from deflecting or twisting when subjected to force, thereby improving the reliability and precision of the entire clutch 10 control system. By limiting the elastic connector's degrees of freedom, the stopper increases the rigidity and stability of the entire system, helping to improve the smoothness and responsiveness of clutch 10 operation.

[0035] According to some embodiments of the present invention, Figure 1 As shown, the clutch 10 includes: a housing 14 and a flywheel 15, one side of the housing 14 is open; the flywheel 15 is arranged on the open side of the housing 14, the housing 14 and the flywheel 15 define an accommodating chamber 16, the pressure plate 11 is arranged in the accommodating chamber 16, and the pressure plate 11 is movable along the axial direction of the housing 14 in the accommodating chamber 16.

[0036] The flywheel 15 has a large moment of inertia and can store and release energy, helping the engine to maintain smooth operation when the load changes. The main function of the flywheel 15 is to store the energy generated by the engine's power generation process, stabilize the engine's rotation, and transmit torque to the clutch 10. The space between the housing 14 and the flywheel 15 forms a accommodating chamber 16, which is suitable for accommodating structures such as the pressure plate 11, the driven plate 19 and the first elastic connector 13. The design of the accommodating chamber 16 ensures that these components can move axially within a certain range. The pressure plate 11 is located between the flywheel 15 and the release bearing 12 and can move axially within the accommodating chamber 16. When the pressure plate 11 approaches the flywheel 15 and applies pressure, the clutch 10 closes and power is transmitted from the engine to the transmission; conversely, when the pressure plate 11 is away from the flywheel 15, the clutch 10 is disengaged and the power transmission is interrupted.

[0037] Therefore, the primary function of housing 14 is to protect the internal components of clutch 10 from external environmental influences. Housing 14 provides the necessary structural support, ensuring proper alignment and stability of all components. The accommodating cavity 16 provides positioning and guidance for the pressure plate 11, ensuring smooth axial movement during closing and opening. The coordination between the flywheel 15, pressure plate 11, and release bearing 12 effectively controls power transfer between the engine and transmission, enabling smooth shifting and vehicle starting.

[0038] According to some embodiments of the present invention, Figure 1 As shown, it also includes: a second elastic connecting member 17, one end of the second elastic connecting member 17 is connected to the pressure plate 11, and the other end of the second elastic connecting member 17 is connected to the shell 14, and the second elastic member drives the pressure plate 11 to move in a direction away from the bearing.

[0039] The second elastic connector 17 extends axially along the housing 14. One axial end of the second elastic connector 17 is connected to the pressure plate 11, and the other axial end of the second elastic connector 17 is connected to the inner wall surface of the housing 14. It structurally serves as a connection and support, ensuring that the pressure plate 11 can move freely axially within the housing 14. When the clutch 10 is closed, the second elastic connector 17 applies a force to the pressure plate 11 toward the side where the flywheel 15 is located to maintain contact between the pressure plate 11, the driven plate 19, and the flywheel 15, generating sufficient friction to transmit torque. At this time, the second elastic connector 17 is in a compressed state, and its elastic potential energy is converted into a pressing force on the pressure plate 11.

[0040] When the solenoid valve 20 is activated, the release bearing 12 pushes the pressure plate 11 through the elastic connecting member to move away from the flywheel 15, and the second elastic connecting member 17 continues to compress, and the pressure plate 11 moves toward the side away from the flywheel 15, eventually interrupting the transmission of torque and achieving the separation of the clutch 10.

[0041] Thus, the second elastic connector 17 provides a buffer between the release bearing 12 and the pressure plate 11, helping to regulate the contact pressure between them and ensuring smooth engagement and disengagement of the clutch 10. The second elastic connector 17 absorbs some of the impact force, reducing vibration and noise when the clutch 10 engages, thereby improving driving comfort. By regulating the contact pressure, the second elastic connector 17 helps reduce wear on the pressure plate 11 and driven plate 19, extending the service life of the clutch 10 components.

[0042] According to some embodiments of the present invention, Figure 1 As shown, it also includes: a connecting shaft 18, one end of the connecting shaft 18 passes through the release bearing 12 and extends into the housing 14, and the pressure plate 11 is sleeved on one end of the connecting shaft 18.

[0043] When the solenoid valve 20 is activated, pushing the release bearing 12 away from the flywheel 15, the connecting shaft 18 moves accordingly, driving the pressure plate 11 to move away from the flywheel 15, thereby reducing the contact pressure between the pressure plate 11 and the driven plate 19, and achieving the disengagement of the clutch 10. Conversely, when the solenoid valve 20 is deactivated, the release bearing 12 and the pressure plate 11 return to their original positions under the action of a spring or other elastic element, and the pressure plate 11 once again makes close contact with the driven plate 19, resuming torque transmission.

[0044] Thus, the connecting shaft 18 provides axial guidance for the release bearing 12 and pressure plate 11, ensuring that they move along the correct axis during movement without lateral deviation. This helps maintain the alignment of the clutch 10 components and ensures that the contact surface between the pressure plate 11 and the driven plate 19 is evenly distributed, thereby improving the efficiency and stability of torque transmission. The connecting shaft 18 acts as a force transmission medium. When the solenoid valve 20 drives the release bearing 12 to move, this movement is transmitted to the pressure plate 11 through the connecting shaft 18, controlling its movement toward or away from the flywheel 15. The strength and stability of the connecting shaft 18 directly affect the reliability and responsiveness of the clutch 10 operation. The connecting shaft 18 provides a fixed support point for the pressure plate 11. The pressure plate 11 is mounted on one end of the connecting shaft 18, ensuring that the pressure plate 11 is correctly positioned within the housing 14 and remains stable even under high-speed rotation and frequent clutch 10 operation.

[0045] According to some embodiments of the present invention, Figure 1As shown, the clutch 10 also includes: a driven disc 19, which is rotatably connected to one end of the connecting shaft 18 extending into the housing 14, and the driven disc 19 and the flywheel 15 are separable and matched, and the pressure plate 11 is arranged between the driven disc 19 and the release bearing 12; when the release bearing 12 is in the first position, the driven disc 19 is combined with the flywheel 15, and when the release bearing 12 is in the second position, the driven disc 19 is separated from the flywheel 15.

[0046] When the release bearing 12 is in the first position, close to the pressure plate 11, the pressure plate 11, under the action of the second elastic connector 17, presses the driven plate 19 tightly against the flywheel 15. At this point, the driven plate 19 is tightly coupled to the flywheel 15, and the engine torque is transmitted to the driven plate 19 through friction. From there, it is transmitted to the transmission, driving the vehicle forward. When the release bearing 12 moves to the second position, away from the pressure plate 11, it drives the pressure plate 11 backward, reducing the pressure from the pressure plate 11 on the driven plate 19. A certain distance is created between the driven plate 19 and the flywheel 15, thus interrupting the frictional contact between the two. At this point, the engine torque is no longer transmitted to the transmission through the clutch 10, and the vehicle can shift gears or stop without encountering engine resistance.

[0047] As a result, the driven plate 19 achieves torque transfer between the engine and the transmission through its friction plate contacting the flywheel 15 and the pressure plate 11. During the shifting process, the separation of the driven plate 19 from the flywheel 15 provides the necessary time for the transmission gears to engage, thus avoiding shift shock and improving driving smoothness.

[0048] According to some embodiments of the present invention, Figure 1 As shown, the controller 21 is further included. The controller 21 is electrically connected to the solenoid valve 20 .

[0049] Controller 21 receives and processes signals from driver input (e.g., clutch pedal), sensor data (e.g., vehicle speed, engine speed), or other vehicle control units. Based on these signals, controller 21 generates corresponding control instructions, which are then sent to solenoid valve 20 via electrical signals, indicating when to open or close the solenoid valve, and to what degree. By coordinating and controlling the operation of solenoid valve 20, controller 21 indirectly controls the engagement and disengagement of clutch 10.

[0050] Therefore, when clutch 10 needs to be closed, controller 21 sends a signal to solenoid valve 20 to close it, allowing pressure plate 11 to tightly engage with driven plate 19 under the action of second elastic connector 17, restoring power transmission from the engine to the transmission. When shifting gears or stopping the vehicle, controller 21 commands solenoid valve 20 to open, moving release bearing 12 and reducing the pressure of pressure plate 11 on driven plate 19, interrupting power transmission. The configuration of controller 21 and solenoid valve 20 enables automatic closing and opening of clutch 10, automating clutch control device 100 and improving the driving experience.

[0051] The vehicle according to the second embodiment of the present invention includes the clutch control device 100 according to the first embodiment of the present invention.

[0052] According to the vehicle of the embodiment of the present invention, by applying the clutch control device 100 described in the above embodiment, the clutch control device 100 can realize automatic closing and separation of the clutch 10, and the vehicle can provide a smoother shifting experience, reduce power loss, extend the service life of the clutch control device 100, and improve the vehicle's economy and driving comfort.

[0053] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships 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 to the present invention.

[0054] In the description of the present invention, "first feature" and "second feature" may include one or more of the features. In the description of the present invention, "plurality" means two or more. In the description of the present invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may also include the first and second features not being in direct contact but being in contact via another feature between them. In the description of the present invention, the first feature being "above", "above" and "above" the second feature includes the first feature being directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.

[0055] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0056] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and purpose of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A clutch control device, characterized in that: include: A clutch, the clutch comprising a pressure plate and a release bearing, the pressure plate being connected to the release bearing; A solenoid valve is connected to the release bearing, and the solenoid valve drives the release bearing to move between a first position toward the pressure plate and a second position away from the pressure plate.

2. The clutch control device according to claim 1, characterized in that: The direction in which the release bearing moves is opposite to the direction in which the solenoid valve moves.

3. The clutch control device according to claim 1, wherein: The pressure plate includes a first elastic connecting member, one end of which is connected to the release bearing, and the other end of which is connected to the pressure plate. The first elastic connecting member is configured so that when the release bearing moves from the second position to the first position, the first elastic connecting member drives the pressure plate to move toward the release bearing.

4. The clutch control device according to claim 3, characterized in that: Also includes: A limiting member, wherein at least a portion of the first elastic connecting member cooperates with the limiting member.

5. The clutch control device according to claim 1, wherein: The clutch comprises: a housing, one side of which is open; A flywheel is arranged on an open side of the shell, the shell and the flywheel define an accommodating cavity, the pressure plate is arranged in the accommodating cavity, and the pressure plate is movable along the axial direction of the shell in the accommodating cavity.

6. The clutch control device according to claim 5, characterized in that: Also includes: A second elastic connecting member, one end of the second elastic connecting member is connected to the pressure plate, the other end of the second elastic connecting member is connected to the shell, and the second elastic connecting member drives the pressure plate to move in a direction away from the release bearing.

7. The clutch control device according to claim 5, characterized in that: Also includes: A connecting shaft, one end of which passes through the release bearing and extends into the housing, and the pressure plate is sleeved on the one end of the connecting shaft.

8. The clutch control device according to claim 7, characterized in that: The clutch further comprises: A driven plate, the driven plate being rotatably connected to one end of the connecting shaft extending into the housing, the driven plate being detachably engaged with the flywheel, and the pressure plate being disposed between the driven plate and the release bearing; When the release bearing is located at the first position, the driven plate is coupled to the flywheel, and when the release bearing is located at the second position, the driven plate is separated from the flywheel.

9. The clutch control device according to any one of claims 1 to 8, characterized in that: Also includes: A controller is electrically connected to the solenoid valve.

10. A vehicle, characterized in that: Comprising a clutch control device according to any one of claims 1-9.

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