Judgment mechanism for position state of clutch mechanism

Abstract

The utility model discloses a mechanism for judging the position state of a clutch mechanism, which captures the angular deviation between two rotating shafts through the friction force brought by the axial movement of a pressure plate so as to obtain the reliable position state of the clutch mechanism, thereby prolonging the state judgment time of the clutch mechanism and improving the reliability of the clutch mechanism. And therefore, the control program reasonably optimizes the response time of the whole vehicle system. The clutch generating device comprises a clutch driven motor which is a driven mechanism of the clutch generating device, and when the clutch generating device conducts separation action, the clutch driven motor rotates to output; a mechanism housing disposed in an upper region of a position where the platen is in the separated state; the first worm gear comprises a shaft sleeve, first helical teeth and a second gear; a first worm; a first gear shaft; a second gear shaft; a torsion spring; and a dual angular displacement sensor.

Description

Technical Field

[0001] This utility model relates to the technical field of clutch engagement / disengagement state determination, specifically a clutch mechanism position determination mechanism. Background Technology

[0002] In hybrid or pure engine vehicles, during gear shifting, the clutch mechanism needs to engage first, causing the pressure plate on the transmission side to disengage from the corresponding friction plate on the engine side. This temporarily interrupts the power output of the engine and transmission, allowing the gear shifting mechanism to then shift gears. With the increasing intelligence of automobiles, quickly, reliably, and accurately determining whether the clutch mechanism has completed its operation is crucial for smooth gear shifting. Accurately, reliably, and quickly determining the position of the clutch mechanism is a technical problem that urgently needs to be solved at present. Utility Model Content

[0003] To address the aforementioned issues, this invention provides a clutch mechanism position determination mechanism. It captures the angular deviation between the two rotating shafts through the frictional force generated by the axial movement of the pressure plate, thereby determining the reliable position state of the clutch mechanism. This improves the clutch mechanism position determination time, enabling the control program to reasonably optimize the vehicle system response time.

[0004] A clutch mechanism position state determination mechanism, characterized in that it comprises:

[0005] The clutch driven motor is the driven mechanism of the clutch generating device. When the clutch generating device performs the disengagement action, the clutch driven motor rotates and outputs power.

[0006] The housing of the mechanism is located in the upper region of the pressure plate in the separated state;

[0007] The first worm gear includes a bushing, a first helical gear, and a second gear;

[0008] First worm gear;

[0009] First gear shaft;

[0010] Second gear shaft;

[0011] Torsion spring;

[0012] And dual angular displacement sensors;

[0013] The housing of the mechanism is provided with two sets of parallel first gear shafts and second gear shafts. The tops of the first gear shafts and second gear shafts are convex. A first magnet is fixedly mounted on the top of the first gear shaft, and a second magnet is fixedly mounted on the top of the second gear shaft. The dual angular displacement sensor is mounted on the upper surface of the housing of the mechanism, with the first sensing end of the dual angular displacement sensor located directly above the first magnet and the second sensing end located directly above the second magnet. The first sensing end and the second sensing end perform electromagnetic induction synchronously. When the rotational speeds of the first gear shaft and the second gear shaft are the same, the dual angular displacement sensor does not emit a signal. When the rotational speeds of the first gear shaft and the second gear shaft are different, the electromagnetic induction obtained by the first sensing end and the second sensing end are different, and the dual angular displacement sensor emits a signal.

[0014] The output shaft of the clutch driven motor is fixed to the first worm gear, which extends into the housing of the mechanism. The first worm gear meshes with the first helical tooth of the first worm wheel. A third gear is sleeved on the second gear shaft, and the third gear meshes with the second gear. The first gear shaft is fitted with a bushing of the first worm wheel via a spline structure. The spline structure is an assembly spline with radial angular intervals. In the initial state, the torsion spring is assembled between the bushing and the first gear shaft, so that one end face of the spline and one end face of the keyway are in contact with each other. The clutch driven motor rotates, causing the first gear shaft and the second gear shaft to rotate at the same speed. The lower end of the first gear shaft is directly or indirectly arranged above the axially moving pressure plate. When the pressure plate is disengaged from the friction plate, the pressure plate is directly or intermittently pressed against the bottom of the first gear shaft. The first gear shaft receives a force opposite to the preload of the torsion spring, and the first gear shaft pauses rotation within the radial angular interval range. The bushing continues to rotate, and the second gear shaft continues to rotate. The dual angular displacement sensor senses the electromagnetic induction difference and sends a signal.

[0015] Its further features are:

[0016] The lower end of the first gear shaft is splined and fitted into the keyway of the planetary gear base. The bottom of the planetary gear base is positioned and installed at the lower end of the mechanism housing by a bearing. The bottom of the planetary gear base protrudes downward and is in close contact with the pressure plate when the pressure plate is disengaged from the friction plate.

[0017] The transmission ratio of the second gear and the third gear is 1:1, ensuring that the first gear shaft and the second gear shaft rotate synchronously when no external force is applied.

[0018] The bottom of the second gear shaft is inserted into the support cover plate, and the outer periphery of the support cover plate is fixed to the corresponding position of the top cover of the mechanism housing by bolts. The support cover plate is provided with a clearance notch corresponding to the meshing position of the second gear and the third gear.

[0019] The first gear shaft has at least three sets of splines at the spline connection position corresponding to the bushing. The inner wall of the bushing has an arc-shaped keyway corresponding to the position of each set of splines. The angle of the arc-shaped keyway is greater than the angle of the spline. One end of the torsion spring is connected to the inner wall of the bushing, and the other end is connected to the outer periphery of the first gear shaft. The preload of the torsion spring makes one end face of the spline and one end face of the arc-shaped keyway fit together. When the bottom of the first gear shaft is directly or indirectly subjected to the friction force of the pressure plate, the first gear shaft stops rotating within the radial angle interval between the arc-shaped keyway and the spline. As a result, the electromagnetic induction obtained by the first sensing end and the second sensing end is different, and the dual angular displacement sensor sends a signal. The entire vehicle control system quickly and reliably obtains the clutch mechanism disengagement completion signal and performs subsequent rapid gear shifting. Afterward, the clutch mechanism switches to the engaged state, and the preload of the torsion spring comes into play again, causing the first gear shaft and bushing to reset the spline connection, so that the determination mechanism continues to operate reliably.

[0020] With the structure of this utility model, in the initial state, the torsion spring is assembled between the bushing and the first gear shaft, so that one end face of the spline and one end face of the keyway are in contact with each other. The clutch driven motor rotates, driving the first gear shaft and the second gear shaft to rotate at the same speed. When the pressure plate disengages from the friction plate, the pressure plate is directly or intermittently pressed onto the bottom of the first gear shaft. The first gear shaft receives a force opposite to the preload of the torsion spring, and the first gear shaft pauses rotation within the radial angular interval range. The bushing continues to rotate, and the second gear shaft continues to rotate. The dual angular displacement sensor senses the electromagnetic induction difference and sends a signal. The entire vehicle control system quickly and reliably obtains the clutch mechanism disengagement completion signal and performs subsequent rapid gear shifting. Afterward, the clutch mechanism switches to the engaged state, and the preload of the torsion spring comes into play again, causing the first gear shaft and the bushing to reset the spline connection, so that the judgment mechanism can continue to operate reliably. It captures the angular deviation between the two shafts through the friction force brought by the axial movement of the pressure plate, thereby knowing the reliable position state of the clutch mechanism. It improves the clutch mechanism state judgment time, allowing the control program to reasonably optimize the response time of the whole vehicle system. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the specific three-dimensional structure of this utility model;

[0022] Figure 2 This is a three-dimensional structural schematic diagram of the housing of the removal mechanism of this utility model;

[0023] Figure 3 This is a schematic diagram of the main view structure of this utility model;

[0024] Figure 4 for Figure 3 A schematic diagram of the AA cross-section structure;

[0025] Figure 5 for Figure 3 A schematic diagram of the spline structure assembly of the bushing and the first gear shaft under the BB sectional view; the names corresponding to the numbers in the figure are as follows:

[0026] The components include: clutch driven motor 10, mechanism housing 20, first worm gear 30, bushing 31, first helical gear 32, second gear 33, first worm 40, first gear shaft 50, first magnet 51, second gear shaft 60, second magnet 61, third gear 62, torsion spring 70, dual angular displacement sensor 80, first sensing end 81, second sensing end 82, spline structure 90, spline 91, arc keyway 92, radial angle interval 901, planetary gear base 100, bearing 110, and support cover plate 120. Detailed Implementation

[0027] A clutch mechanism position state determination mechanism, see Figures 1-5 It includes a clutch driven motor 10, a mechanism housing 20, a first worm gear 30, a first worm 40, a first gear shaft 50, a second gear shaft 60, a torsion spring 70, and a dual angular displacement sensor 80;

[0028] The clutch driven motor 10 is the driven mechanism of the clutch generating device. When the clutch generating device performs the disengagement action, the clutch driven motor 10 rotates and outputs.

[0029] The mechanism housing 20 is located in the upper region of the pressure plate (not shown in the figure) in the separated state. When the pressure plate is arranged horizontally, the mechanism housing is located on one side of the pressure plate.

[0030] The first worm gear 30 includes a bushing 31, a first helical gear 32, and a second gear 33;

[0031] The housing 20 of the mechanism is provided with two sets of parallel first gear shafts 50 and second gear shafts 60. The tops of the first gear shafts 50 and second gear shafts 60 are convex. A first magnet 51 is fixedly mounted on the top of the first gear shaft 50 and a second magnet 61 is fixedly mounted on the top of the second gear shaft 60. A dual-angle position sensor 80 is mounted on the upper surface of the housing 20. The first sensing end 81 of the dual-angle displacement sensor 80 is located directly above the first magnet 51, and the second sensing end 82 is located directly above the second magnet 61. The first sensing end 81 and the second sensing end 82 perform electromagnetic induction synchronously. When the rotation speeds of the first gear shafts 50 and second gear shafts 60 are the same, the dual-angle displacement sensor 80 does not emit a signal. When the rotation speeds of the first gear shafts 50 and second gear shafts 60 are different, the electromagnetic induction obtained by the first sensing end 81 and the second sensing end 82 is different, and the dual-angle displacement sensor 80 emits a signal.

[0032] The output shaft of the clutch driven motor 10 is fixedly connected to the first worm 40, which extends into the mechanism housing 20. The first worm 40 meshes with the first helical tooth 32 of the first worm wheel 30. A third gear 62 is sleeved on the second gear shaft 60, which meshes with the second gear 33. The transmission ratio of the second gear 33 and the third gear 63 is 1:1, ensuring that the first gear shaft and the second gear shaft rotate synchronously when no external force is applied.

[0033] The first gear shaft 50 is fitted with a bushing 31 of the first worm gear 30 via a spline structure 90. The spline structure 90 is an assembly spline with a radial angle interval 901. In the initial state, the torsion spring 70 is assembled between the bushing 31 and the first gear shaft 50, so that one end face of the spline and one end face of the keyway are in contact with each other. The clutch driven motor 10 rotates, driving the first gear shaft 50 and the second gear shaft 60 to rotate at the same speed. The lower end of the first gear shaft 50 is directly or indirectly arranged above the axially moving pressure plate. When the pressure plate is separated from the friction plate, the pressure plate is directly or intermittently pressed onto the bottom of the first gear shaft 50. The first gear shaft 50 receives a force opposite to the preload force of the torsion spring 70. The first gear shaft 50 pauses rotation within the radial angle interval 901, while the bushing 31 continues to rotate and the second gear shaft 60 continues to rotate. The dual angular displacement sensor 80 senses the electromagnetic induction difference and sends a signal.

[0034] In specific implementation, the spline at the lower end of the first gear shaft 50 is sleeved in the keyway of the planetary gear base 100. The bottom of the planetary gear base 100 is positioned and installed at the lower end of the mechanism housing 20 by the bearing 110. The bottom of the planetary gear base 100 protrudes downward and is in close contact with the pressure plate when the pressure plate is separated from the friction plate.

[0035] The bottom of the second gear shaft 60 is inserted into the support cover plate 120. The outer periphery of the support cover plate 120 is fixed to the corresponding position of the top cover 21 of the mechanism housing 20 by bolts. The support cover plate 120 is provided with a clearance notch corresponding to the meshing position of the second gear 33 and the third gear 63.

[0036] The first gear shaft 50 has three sets of splines 91 arranged around the spline connection position of the bushing 31. The inner wall of the bushing 31 has an arc-shaped keyway 92 corresponding to the position of each set of splines 91. The angle of the arc-shaped keyway 92 is greater than the angle of the spline 91. One end of the torsion spring 70 is connected to the inner wall of the bushing 31, and the other end is connected to the outer circumference of the first gear shaft 50. The preload of the torsion spring 70 causes one end face of the spline 91 and one end face of the arc-shaped keyway 92 to fit together. When the bottom of the first gear shaft 50 is directly or indirectly subjected to the frictional force of the pressure plate, the first... The gear shaft 50 pauses rotation within the radial angular interval 901 between the arc-shaped keyway 92 and the spline 91. Consequently, the electromagnetic induction obtained by the first sensing end 81 and the second sensing end 82 is different, and the dual angular displacement sensor 80 sends a signal. The entire vehicle control system quickly and reliably obtains the clutch mechanism disengagement completion signal and performs subsequent rapid gear shifting. Afterward, the clutch mechanism switches to the engaged state, and the preload of the torsion spring 70 comes into play again, causing the first gear shaft 50 and the bushing 31 to reset spline connection, so that the determination mechanism continues to operate reliably.

[0037] Its working principle is as follows: In the initial state, the torsion spring is assembled between the bushing and the first gear shaft, so that one end face of the spline and one end face of the keyway are in contact with each other. The clutch driven motor rotates, driving the first gear shaft and the second gear shaft to rotate at the same speed. When the pressure plate disengages from the friction plate, the pressure plate is directly or intermittently pressed onto the bottom of the first gear shaft. The first gear shaft receives a force opposite to the preload of the torsion spring. The first gear shaft pauses rotation within the radial angular interval range, while the bushing continues to rotate and the second gear shaft continues to rotate. The dual angular displacement sensor senses the electromagnetic induction difference and sends a signal. The entire vehicle control system quickly and reliably obtains the clutch mechanism disengagement completion signal and performs subsequent rapid gear shifting. Afterward, the clutch mechanism switches to the engaged state, and the preload of the torsion spring comes into play again, causing the first gear shaft and bushing to reset the spline connection, allowing the determination mechanism to continue to operate reliably. It captures the angular deviation between the two shafts through the friction force brought by the axial movement of the pressure plate, thereby knowing the reliable position state of the clutch mechanism. This improves the clutch mechanism state judgment time, allowing the control program to reasonably optimize the response time of the entire vehicle system.

[0038] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0039] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A mechanism for determining the position state of a clutch mechanism, characterized in that, It includes: The clutch driven motor is the driven mechanism of the clutch generating device. When the clutch generating device performs the disengagement action, the clutch driven motor rotates and outputs power. The housing of the mechanism is located in the upper region of the pressure plate in the separated state; The first worm gear includes a bushing, a first helical gear, and a second gear; First worm gear; First gear shaft; Second gear shaft; Torsion spring; And dual angular displacement sensors; The housing of the mechanism is provided with two sets of parallel first gear shafts and second gear shafts. The tops of the first gear shafts and second gear shafts are convex. A first magnet is fixedly mounted on the top of the first gear shaft, and a second magnet is fixedly mounted on the top of the second gear shaft. The dual angular displacement sensor is mounted on the upper surface of the housing of the mechanism, with the first sensing end of the dual angular displacement sensor located directly above the first magnet and the second sensing end located directly above the second magnet. The first sensing end and the second sensing end perform electromagnetic induction synchronously. When the rotational speeds of the first gear shaft and the second gear shaft are the same, the dual angular displacement sensor does not emit a signal. When the rotational speeds of the first gear shaft and the second gear shaft are different, the electromagnetic induction obtained by the first sensing end and the second sensing end are different, and the dual angular displacement sensor emits a signal. The output shaft of the clutch driven motor is fixed to the first worm gear, which extends into the housing of the mechanism. The first worm gear meshes with the first helical tooth of the first worm wheel. A third gear is sleeved on the second gear shaft, and the third gear meshes with the second gear. The first gear shaft is fitted with a bushing of the first worm wheel via a spline structure. The spline structure is an assembly spline with radial angular intervals. In the initial state, the torsion spring is assembled between the bushing and the first gear shaft, so that one end face of the spline and one end face of the keyway are in contact with each other. The clutch driven motor rotates, causing the first gear shaft and the second gear shaft to rotate at the same speed. The lower end of the first gear shaft is directly or indirectly arranged above the axially moving pressure plate. When the pressure plate is disengaged from the friction plate, the pressure plate is directly or intermittently pressed against the bottom of the first gear shaft. The first gear shaft receives a force opposite to the preload of the torsion spring, and the first gear shaft pauses rotation within the radial angular interval range. The bushing continues to rotate, and the second gear shaft continues to rotate. The dual angular displacement sensor senses the electromagnetic induction difference and sends a signal.

2. The clutch mechanism position state determination mechanism according to claim 1, characterized in that: The lower end of the first gear shaft is splined and fitted into the keyway of the planetary gear base. The bottom of the planetary gear base is positioned at the lower end of the mechanism housing by a bearing. The bottom of the planetary gear base protrudes downward and is in close contact with the pressure plate when the pressure plate is disengaged from the friction plate.

3. The clutch mechanism position state determination mechanism according to claim 1, characterized in that: The transmission ratio of the second gear and the third gear is 1:

1.

4. The clutch mechanism position state determination mechanism according to claim 1, characterized in that: The bottom of the second gear shaft is inserted into the support cover plate, and the outer periphery of the support cover plate is fixed to the corresponding position of the top cover of the mechanism housing by bolts. The support cover plate is provided with a clearance notch corresponding to the meshing position of the second gear and the third gear.

5. The clutch mechanism position state determination mechanism according to claim 1, characterized in that: The first gear shaft is provided with at least three sets of splines at the spline connection position of the bushing. The inner wall of the bushing is provided with an arc-shaped keyway corresponding to the position of each set of splines. The angle of the arc-shaped keyway is greater than the angle of the spline. One end of the torsion spring is connected to the inner wall of the bushing, and the other end is connected to the outer periphery of the first gear shaft.

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