Clutch connecting structure for automobile off-line test bench
By adopting a single clutch structure on the offline test bench and combining the control of the second-gear iron cylinder, the first-gear iron cylinder and the hydraulic cylinder, the clutch can achieve precise torque output under different test conditions, solving the problem of the clutch's inability to accurately output torque in the existing technology and improving the stability and accuracy of the test.
Patent Information
- Application Number
- CN202422693984.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-06
- Publication Date
- 2025-10-10
- Estimated Expiration
- 2034-11-06
AI Technical Summary
How to use a simple mechanism on the existing off-line test bench to enable the clutch to accurately output four torques to correspond to different test conditions is an urgent problem to be solved.
A single clutch structure is adopted, and different disengagement strokes of the clutch are achieved through different extension or retraction combinations of the second gear iron cylinder, the first gear iron cylinder and the hydraulic cylinder to adapt to the torque requirements of various test conditions.
The stability and accuracy of the clutch under different test conditions are achieved, the shaft string structure is reduced, and the impact of the test experiment on the workpiece and the shaft string is reduced.
Smart Images
Figure CN223426271U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of automobile off-line test benches, in particular to a clutch connection structure for automobile off-line test benches. Background Art
[0002] The function of the clutch is to facilitate gear shifting when the car starts, prevent excessive pressure on the transmission system from damaging parts, reduce the torsional vibration impact caused by the engine and extend the life of the transmission gear; and for the off-line testing of the car, the pedaling state of the clutch on the test bench is extremely important. Different inspection items in the gearbox test have different requirements for the clutch disengagement state.
[0003] For example:
[0004] 1. During the TB test, the drive shaft string drives the input shaft to increase its speed to 2000 rpm, and then the clutch needs to be completely separated to test the TB curve. At this time, the clutch driving force is required to be 0 NM.
[0005] 2. When shifting gears, a manual transmission uses external shifting. After the clutch is fully disengaged, the output shaft continues to rotate, while the input shaft quickly slows to 0 rpm due to friction and oil. This can easily cause gear rattling and produce a loud noise. Therefore, it is best to have approximately 5 NM of clutch torque driving the input shaft to prevent excessive speed differences and facilitate shifting.
[0006] 3. During self-learning, the output terminals are disconnected, and the input terminal continuously drives the input shaft at 300 rpm. Then, the gear is automatically engaged. Since the input terminal is continuously rotating and the output terminal is at 0 rpm, engaging a gear requires instantaneously bringing the output terminal to the matching speed. Due to inertia, the input shaft momentarily experiences excessive torque, disengaging the torque limiter (400 NM). Therefore, a clutch friction of 150 NM is ideal. This torque maintains the speed normally and allows for rapid acceleration when there is a speed difference.
[0007] 4. During the external characteristic test, stable torque is required, the input and output are dragging each other, the clutch needs to be fully engaged, and the torque must reach more than 200NM.
[0008] Therefore, how to use a simple mechanism on the existing off-line test bench to enable the clutch to accurately output four torques to correspond to different test conditions is an urgent problem to be solved. Utility Model Content
[0009] The purpose of the present utility model is to provide a clutch connection structure for an automobile off-line test bench, so as to solve the problem raised in the above background art of how to enable the clutch to accurately output four torques corresponding to different test conditions through a simple mechanism on the existing off-line test bench.
[0010] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a clutch connection structure for an automobile offline test bench, comprising a main shaft bracket, a horizontal main shaft is arranged on the main shaft bracket through two bearing seats, a clutch and a clutch control part connected thereto are sleeved on the main shaft, the main shaft bracket comprises a horizontal bracket bottom plate and an auxiliary bracket close to the front side and a main bracket close to the rear side are arranged on the top surface thereof; the auxiliary bracket comprises two auxiliary bracket vertical plates, an auxiliary bracket flat plate, and a first bearing seat; the main bracket comprises a main bracket front vertical plate, a main bracket rear vertical plate, two main bracket front vertical plates ... A main bracket side plate, a main bracket top plate, and a second bearing seat; the main shaft is provided with a clutch between the first bearing seat and the second bearing seat, and a clutch control unit is provided between the second bearing seat and the clutch; the clutch includes a clutch housing, a diaphragm spring, and a driven wheel arranged in sequence from front to back; the clutch control unit includes a pressure plate, a bearing, a locking nut, a sliding sleeve, a guide sleeve, a tension spring, a pedal, a rotating shaft, a baffle, a hydraulic cylinder, a first cylinder bracket, a first iron stop cylinder, a first iron stop, a second cylinder bracket, a second iron stop cylinder, an iron stop pad, and a second iron stop.
[0011] Preferably, the auxiliary bracket includes two auxiliary bracket uprights arranged in a T-shape, an auxiliary bracket flat plate is commonly provided on the top ends of the two auxiliary bracket uprights, and a first bearing seat with a horizontal axis is provided on the top surface of the auxiliary bracket flat plate.
[0012] Preferably, the main bracket includes a main bracket front vertical plate and a main bracket rear vertical plate vertically arranged on the top surface of the bracket base plate and parallel to each other, and both vertical plates are arranged perpendicular to the axis of the first bearing seat, and the left and right sides of the two vertical plates are jointly provided with main bracket side vertical plates perpendicular to the bracket base plate, and the top ends of the two vertical plates and the two main bracket side vertical plates are jointly provided with a main bracket top plate, and a second bearing seat coaxial with the first bearing seat is penetrated through the main bracket front vertical plate; a main shaft is jointly provided through the first bearing seat and the second bearing seat.
[0013] Preferably, the clutch control part includes a pressure plate which is sleeved on the main shaft and can slide axially, and the pressure plate is provided with a bearing block extending radially outward at one end close to the clutch, and a bearing and a locking nut sleeved on the outside of the pressure plate are sequentially provided on the rear side of the bearing block, the outer ring of the bearing is provided with a sliding sleeve, the outer side of the sliding sleeve is provided with a guide sleeve, the rear side of the sliding sleeve is connected to a pedal through a tension spring, and the pedal is provided with a rotating shaft extending horizontally to the left and right directions under the main shaft, and the rotating shaft is commonly connected to a bearing block provided on the front side of the front vertical plate of the main bracket on the left and right sides. The bottom end of the pedal is hinged with a hydraulic cylinder extending horizontally to the rear side, and the cylinder end of the hydraulic cylinder is fixedly arranged on the top surface of the bracket bottom plate; the top surface of the bracket bottom plate is connected with a horizontal first iron-stop cylinder on the left side of the hydraulic cylinder through a first cylinder bracket, and the shaft of the first iron-stop cylinder passes through the first cylinder bracket and is connected to the first iron-stop through the bracket; the front side surface of the front vertical plate of the main bracket is connected with a second iron-stop cylinder through a second cylinder bracket, and the shaft of the second iron-stop cylinder passes through the second cylinder bracket and is connected to the iron-stop pad, and the second iron-stop is arranged at the center of the pedal.
[0014] Preferably, the locking nut is threadedly fixed to the outer wall of the pressure plate.
[0015] Preferably, a retaining ring is provided on the inner side of the sliding sleeve.
[0016] Preferably, the axis of the hydraulic cylinder is parallel to the axis of the first stop iron and the axis of the second stop iron.
[0017] Preferably, the first iron-stop cylinder and the second iron-stop cylinder are parallel to each other, and both are perpendicular to the vertical plane where the axis of the hydraulic cylinder is located.
[0018] Compared with the prior art, the beneficial effects of the present invention are:
[0019] The clutch connection structure provided by this utility model uses a single clutch. Then, through different extension or retraction combinations of the second-speed iron cylinder, the first-speed iron cylinder, and the hydraulic cylinder, different clutch disengagement strokes can be achieved to meet the torque requirements required for various test conditions. This reduces the shaft string structure and reduces the impact of the test experiment on the workpiece and the shaft string. It also ensures the stability and accuracy of the test. BRIEF DESCRIPTION OF THE DRAWINGS
[0020] Figure 1 This is the axonometric drawing of the utility model;
[0021] Figure 2 for Figure 1 Structural diagram;
[0022] Figure 3 for Figure 2 Enlarged view of middle A;
[0023] Figure 4 Sectional view of main shaft, clutch and clutch control part;
[0024] Figure 5 For Figure 4 Enlarged view of middle B;
[0025] In the figure: main shaft support-1, support bottom plate-11, auxiliary support-12, auxiliary support vertical plate-121, auxiliary support flat plate-122, first bearing seat-123, main support-13, main support front vertical plate-131, main support rear vertical plate-132, main support side vertical plate-133, main support top plate-134, second bearing seat-135, main shaft-2, clutch-3, clutch housing-31, diaphragm spring-32, driven wheel-33, clutch control part-4, pressure plate-41, bearing stopper-42, bearing-43, locking nut-44, sliding sleeve-45, check ring-46, guide sleeve-47, tension spring-48, pedal-49, rotating shaft-50, baffle-51, hydraulic cylinder-52, first cylinder support-53, first baffle cylinder-54, first baffle-55, second cylinder support-56, second baffle cylinder-57, baffle pad-58, second baffle-59. DETAILED DESCRIPTION
[0026] In order for those skilled in the art to better understand the technical scheme of the utility model, the technical scheme in the utility model embodiment is described clearly and completely below in combination with the drawings and specific embodiments.
[0027] Please refer to Figure 1-5 , Figure 1 Axonometric view of the utility model; Figure 2 For Figure 1 Structural schematic view; Figure 3 For Figure 2 Enlarged view of middle A; Figure 4 Sectional view of main shaft, clutch and clutch control part; Figure 5 For Figure 4 Enlarged view of middle B.
[0028] The utility model provides a kind of clutch connecting structure for automobile off-line test bench, for the clutch of test bench can be connected with traditional gearbox or hybrid gearbox, to facilitate the test operation of various specifications of vehicle;Including the main shaft support 1 being set on test bench, horizontal main shaft 2 is provided on the main shaft support 1 by two bearing seats, clutch 3 is set on the main shaft 2, and clutch control part 4 connected with clutch 3 is also provided, so that the output of clutch 3 can be controlled by clutch control part 4.
[0029] The spindle support 1 includes a horizontal support base plate 11, and an auxiliary support 12 close to the front side and a main support 13 close to the rear side are provided on the top surface of the support base plate 11;
[0030] The auxiliary support 12 includes two auxiliary support uprights 121 arranged in a T-shape on the top surface of the support base 11, an auxiliary support flat plate 122 is commonly provided on the top of the two auxiliary support uprights 121, and a first bearing seat 123 with a horizontal axis is provided on the top surface of the auxiliary support flat plate 122;
[0031] The main bracket 13 includes a main bracket front vertical plate 131 vertically arranged in the middle of the top surface of the bracket base plate 11, and a main bracket rear vertical plate 132 vertically arranged on the rear side of the bracket base plate 11, and the vertical planes of the main bracket front vertical plate 131 and the main bracket rear vertical plate 132 are both perpendicular to the axis of the first bearing seat 123, and the left and right sides of the main bracket front vertical plate 131 and the main bracket rear vertical plate 132 are jointly provided with main bracket side vertical plates 133 perpendicular to the bracket base plate 11, and the main bracket front vertical plate 131, the main bracket rear vertical plate 132 and the top ends of the two main bracket side vertical plates 133 are jointly provided with a main bracket top plate 134, and a second bearing seat 135 coaxial with the first bearing seat 123 is penetrated by the main bracket front vertical plate 131; the main shaft 2 is jointly provided through the first bearing seat 123 and the second bearing seat 135.
[0032] The main shaft 2 is provided with a clutch 3 between the first bearing seat 123 and the second bearing seat 135 , and a clutch control unit 4 is provided between the second bearing seat 135 and the clutch 3 .
[0033] The clutch 3 includes a clutch housing 31 , a diaphragm spring 32 , and a driven wheel 33 , which are sequentially arranged from front to back.
[0034] The clutch control unit 4 includes a pressure plate 41 which is sleeved on the main shaft 2 and can slide axially, and the diaphragm spring 32 can be stepped on by the pressure plate 41; a bearing block 42 extending radially outward is provided at one end of the pressure plate 41 close to the clutch 3, and a bearing 43 and a locking nut 44 sleeved on the outside of the pressure plate 41 are sequentially provided on the rear side of the bearing block 42, and the locking nut 44 is threadedly fixed to the outer wall of the pressure plate 41; the outer ring of the bearing 43 is provided with a sliding sleeve 45, and the inner side of the sliding sleeve 45 is provided with a retaining ring 46 for fixing the bearing 43, and the outer side of the sliding sleeve 45 is provided with a The guide sleeve 47 is used to guide the axial sliding of the sliding sleeve 45; the rear side of the sliding sleeve 45 is connected to the pedal 49 through a tension spring 48, and the pedal 49 is provided with a rotating shaft 50 extending horizontally to the left and right directions below the main shaft 2, which serves as the rotation center of stepping on the pedal to realize the function of rotating stepping. The rotating shaft 50 is commonly provided with a baffle 51 arranged on the front side of the front vertical plate 131 of the main bracket on the left and right sides of the pedal 49, and the rotating shaft 50 is auxiliary supported by the baffle 51. The bottom end of the pedal 49 is hinged with a hydraulic cylinder 52 extending horizontally to the rear side as the power source for stepping on the clutch 3, and the cylinder body of the hydraulic cylinder 52 The end is fixedly arranged on the top surface of the bracket base plate 11; on the top surface of the bracket base plate 11, a first iron stop cylinder 54 is connected to the left side of the hydraulic cylinder 52 through a first cylinder bracket 53, and the shaft of the first iron stop cylinder 54 passes through the first cylinder bracket 53 and is connected to the first iron stop 55 through the bracket, and the displacement is used to control the magnitude of the clutch pedaling force, thereby controlling the pedaling function of the clutch in different states. The first iron stop 55 is arranged parallel to the axis of the hydraulic cylinder 52, and the first iron stop cylinder 54 pushes the first iron stop 55 to extend and retract to cooperate to complete different degrees of clutch 3. The clamping force is used to realize the pedaling function of the clutch 3 in different states; the front side surface of the front vertical plate 131 of the main bracket is connected to the second iron-blocking cylinder 57 through the second cylinder bracket 56, and the second iron-blocking cylinder 57 is arranged in parallel with the first iron-blocking cylinder 54. The shaft of the second iron-blocking cylinder 57 passes through the second cylinder bracket 56 and is connected to the iron-blocking pad 58. At the same time, a second iron-blocking cylinder 59 is arranged at the center of the pedal 49, and the displacement is used to control the magnitude of the clutch pedaling force, so as to control the pedaling function of the clutch in different states, and the iron-blocking pad 58 is pushed out and retracted by the second iron-blocking cylinder 57 to cooperate in completing the pedaling action of the clutch 3.
[0035] When in use, the hydraulic cylinder 52 drives the pedal 49 to rotate via the rotating shaft 50, thereby pushing and pulling the sliding sleeve 45 and the bearing 43 and other structures to reciprocate in the guide sleeve 47, thereby driving the entire set of structures such as the pressure plate 41, the bearing 43, and the locking nut 44 to control the engagement state of the clutch 3;
[0036] a) When the second iron stop cylinder 57 and the first iron stop cylinder 54 return to their original positions, the hydraulic cylinder 52 extends, and the second iron stop 59 directly hits the baffle 51. At this position, the clutch 3 is completely disengaged, and the clutch clamping force is 0 N. This state is used for TP testing.
[0037] b): When the second iron block cylinder 57 extends and the first iron block cylinder 54 returns to its original position, the hydraulic cylinder 52 extends, and the second iron block 59 directly hits the baffle 51 through the iron block pad 58. The clamping force of the clutch in this position is 5N. In this state, the input and output ends are not completely separated, and there is slight friction, which can prevent the speed of the output end from decreasing too quickly, resulting in the gear teeth being knocked during gear shifting, which affects the life of the clutch.
[0038] c) When the second iron block cylinder 57 extends, the first iron block cylinder 54 extends, and the hydraulic cylinder 52 extends, the pedal 49 hits the first iron block 55. At this position, the clamping force of the clutch 3 is 100N, which is used for the self-learning shift function to prevent the output end from being completely disconnected at 3000rpm, the speed from decreasing too quickly and the gears from playing, and the torque limiter from disengaging;
[0039] d): When the hydraulic cylinder 52 retreats, the clutch 3 is in a fully engaged state at this position and can perform normal gear shifting.
[0040] The clutch connection structure provided by this utility model uses a single clutch. Then, through different extension or retraction combinations of the second-speed iron cylinder, the first-speed iron cylinder, and the hydraulic cylinder, different clutch disengagement strokes can be achieved to meet the torque requirements required for various test conditions. This reduces the shaft string structure and reduces the impact of the test experiment on the workpiece and the shaft string. It also ensures the stability and accuracy of the test.
[0041] Although the embodiments of the present invention have been shown and described, it is clear that the described embodiments are only a portion of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, it is understood by those skilled in the art that all other embodiments obtained by various changes, modifications, substitutions, and variations of these embodiments without departing from the principles and spirit of the present invention and without making any creative efforts are within the scope of protection of the present invention.
Claims
1. A clutch connection structure for an automobile off-line test bench, characterized by: The invention comprises a main shaft support (1), a horizontal main shaft (2) is arranged on the main shaft support (1) through two bearing seats, a clutch (3) and a clutch control unit (4) connected thereto are sleeved on the main shaft (2), the main shaft support (1) comprises a horizontal support bottom plate (11) and an auxiliary support (12) close to the front side and a main support (13) close to the rear side are arranged on the top surface thereof; the auxiliary support (12) comprises two auxiliary support vertical plates (121), an auxiliary support flat plate (122), and a first bearing seat (123); the main support (13) comprises a main support front vertical plate (131), a main support rear vertical plate (132), two main support side vertical plates (133), a main support top plate (134), and a second bearing seat (135); the main shaft (2) is arranged on the first bearing seat (1 A clutch (3) is provided between the first bearing seat (23) and the second bearing seat (135), and a clutch control unit (4) is provided between the second bearing seat (135) and the clutch (3); the clutch (3) comprises a clutch housing (31), a diaphragm spring (32), and a driven wheel (33) which are arranged in sequence from front to back; the clutch control unit (4) comprises a pressure plate (41), a bearing (43), a locking nut (44), a sliding sleeve (45), a guide sleeve (47), a tension spring (48), a pedal (49), a rotating shaft (50), a baffle (51), a hydraulic cylinder (52), a first cylinder bracket (53), a first iron stop cylinder (54), a first iron stop (55), a second cylinder bracket (56), a second iron stop cylinder (57), an iron stop pad (58), and a second iron stop (59).
2. The clutch connection structure for an automobile off-line test bench according to claim 1, characterized in that: The auxiliary support (12) comprises two auxiliary support uprights (121) arranged in a T-shape and intersecting with each other, an auxiliary support flat plate (122) being commonly arranged at the top ends of the two auxiliary support uprights (121), and a first bearing seat (123) with a horizontal axis being arranged on the top surface of the auxiliary support flat plate (122).
3. The clutch connection structure for an automobile off-line test bench according to claim 2, characterized in that: The main support (13) includes a main support front vertical plate (131) and a main support rear vertical plate (132) vertically arranged on the top surface of the support base plate (11) and parallel to each other, and both vertical plates are arranged perpendicular to the axis of the first bearing seat (123), and the left and right sides of the two vertical plates are jointly provided with main support side vertical plates (133) perpendicular to the support base plate (11), and the top ends of the two vertical plates and the two main support side vertical plates (133) are jointly provided with a main support top plate (134), and a second bearing seat (135) coaxial with the first bearing seat (123) is penetrated through the main support front vertical plate (131); and a main shaft (2) is jointly provided through the first bearing seat (123) and the second bearing seat (135).
4. The clutch connection structure for an automobile off-line test bench according to claim 3, characterized in that: The clutch control unit (4) includes a pressure plate (41) which is sleeved on the main shaft (2) and can slide axially. The pressure plate (41) is provided with a bearing block (42) which extends radially outward at one end close to the clutch (3), and a bearing (43) and a locking nut (44) which are sleeved on the outside of the pressure plate (41) are provided in sequence on the rear side of the bearing block (42). The outer ring of the bearing (43) is provided with a sliding sleeve (45), and the outer side of the sliding sleeve (45) is sleeved with a guide sleeve (47). The rear side of the sliding sleeve (45) is connected to a pedal (49) through a tension spring (48). The pedal (49) is provided with a rotating shaft (50) which extends horizontally to the left and right directions below the main shaft (2). The rotating shaft (50) is connected to the front side of the front vertical plate (131) of the main bracket on both the left and right sides of the pedal (49). A baffle (51) is arranged on the top, and the bottom end of the pedal (49) is hinged with a hydraulic cylinder (52) extending horizontally to the rear side, and the cylinder end of the hydraulic cylinder (52) is fixedly arranged on the top surface of the bracket bottom plate (11); on the top surface of the bracket bottom plate (11), a horizontal first iron-blocking cylinder (54) is connected to the left side of the hydraulic cylinder (52) through a first cylinder bracket (53), and the shaft of the first iron-blocking cylinder (54) passes through the first cylinder bracket (53) and is connected to the first iron-blocking cylinder (55) through the bracket; the front side surface of the front vertical plate (131) of the main bracket is connected to the second iron-blocking cylinder (57) through a second cylinder bracket (56), and the shaft of the second iron-blocking cylinder (57) passes through the second cylinder bracket (56) and is connected to the iron-blocking pad (58), and a second iron-blocking cylinder (59) is arranged at the center of the pedal (49).
5. The clutch connection structure for an automobile off-line test bench according to claim 4, characterized in that: The locking nut (44) is threadably fixed to the outer wall of the pressure plate (41).
6. The clutch connection structure for an automobile off-line test bench according to claim 5, characterized in that: A retaining ring (46) is provided on the inner side of the sliding sleeve (45).
7. The clutch connection structure for an automobile off-line test bench according to claim 6, characterized in that: The axis of the hydraulic cylinder (52), the axis of the first stop iron (55), and the axis of the second stop iron (59) are all parallel to each other.
8. The clutch connection structure for an automobile off-line test bench according to claim 7, characterized in that: The first iron-blocking cylinder (54) and the second iron-blocking cylinder (57) are parallel to each other and perpendicular to the vertical plane where the axis of the hydraulic cylinder (52) is located.