CN109555794B - Clutch stroke control method of clutch control mechanism - Google Patents
Clutch stroke control method of clutch control mechanism Download PDFInfo
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- CN109555794B CN109555794B CN201710875597.8A CN201710875597A CN109555794B CN 109555794 B CN109555794 B CN 109555794B CN 201710875597 A CN201710875597 A CN 201710875597A CN 109555794 B CN109555794 B CN 109555794B
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- clutch
- control mechanism
- stroke
- control method
- air inlet
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D48/04—Control by fluid pressure providing power assistance
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D2048/0257—Hydraulic circuit layouts, i.e. details of hydraulic circuit elements or the arrangement thereof
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2129/00—Type of operation source for auxiliary mechanisms
- F16D2129/06—Electric or magnetic
- F16D2129/08—Electromagnets
Abstract
The invention relates to clutch stroke control of a clutch control mechanism, and provides a clutch stroke control method of the clutch control mechanism. The method comprises the steps of eliminating a free gap between a release bearing and a diaphragm spring of a clutch through pre-pressure, detecting the output side of a clutch control mechanism or the initial starting position of the release bearing through a sensor, calculating the standard clutch stroke of the clutch control mechanism through the initial end position of the output side of the clutch control mechanism detected by the sensor, or setting the standard clutch stroke according to the sizes of the clutch and the clutch control mechanism; after the clutch is worn or replaced, the sensor detects the actual starting position of the output side of the clutch power cylinder and calculates the actual end position of the clutch stroke of the output side of the clutch power cylinder according to the standard clutch stroke. The method solves the problem that the clutch control mechanism in the prior art cannot reach an ideal separation state and affects quality experience.
Description
Technical Field
The invention relates to clutch stroke control of a clutch control mechanism.
Background
The clutch system is an important ring in the automobile power transmission system, and plays a plurality of roles of transmitting and cutting off power, limiting overload, facilitating gear shifting and the like. The ride feeling is directly influenced by the smoothness of the clutch combining and separating process, and the clutch control mechanism is directly related to the drive feeling of a driver, so that the quality experience of passengers and the driver on the automobile is related. The clutch is basically divided into a manual mode and an automatic mode, in a manual gear type, a driver treads a clutch pedal, and the action is transmitted to a clutch push rod through a mechanical cable, a hydraulic mode and a pneumatic mode to finish the clutch action; in the automatic transmission type, the clutch control mode comprises an electro-hydraulic valve, an air pressure electromagnetic valve, an electric push rod and the like, and the control unit automatically controls the clutch action according to the function requirement without the participation of artificial operation action, so that the driving operation intensity is greatly reduced.
As shown in fig. 1, taking pneumatic control as an example, a conventional clutch operating mechanism is provided with a spring on an exhaust side of a clutch cylinder 1 (i.e. a clutch cylinder) to facilitate the return of a push rod 3 and a piston 2; an air inlet hole 18 is arranged on the air inlet side of the clutch boosting cylinder 1, and an air outlet hole 19 is arranged on the air outlet side; the clutch 15 includes a diaphragm spring 16 and a release bearing 17, and a free gap a is reserved between the diaphragm spring 16 and the release bearing 17. And a push rod 3 of the clutch boosting cylinder is in transmission connection with a release bearing through a crank arm 5 and a shifting fork 4. When the clutch works, if the free gap a is too large, the clutch response speed is influenced or incomplete separation is caused; if the free gap a is too small, it may result in incomplete bonding or over-pushing that may damage the diaphragm spring 16. Due to the problem of consistency deviation of the part product and the system assembly, the clutch free clearance a is required to be adjusted basically whether the clutch is manual or automatic, particularly the clutch is manual, the clutch free clearance a is required to be adjusted manually, and the size of the free clearance a is adjusted by manually adjusting the screw part at the top end of the push rod 3 and extending or shortening the length of the screw. Further, when the clutch is replaced or used for a long time, the diaphragm spring 16 is deformed and the position thereof is changed, so that the free gap a is changed, and manual adjustment is required again. The above problems also exist when hydraulic control is employed.
The current manual or automatic clutch requires manual adjustment of the clutch clearance a or tolerance control by the product itself. The manual adjustment clutch clearance error is large, the assembly efficiency is influenced, the diaphragm spring is deformed after the clutch is replaced or used for a long time, and the clutch free clearance a still needs to be adjusted again. For automatic clutch, the clutch performance is usually ensured by the tolerance of the product, the reserved free gap a is smaller, and the free gap a becomes larger because the diaphragm spring is deformed after the clutch is replaced or used for a long time, and the clutch free gap a cannot be manually adjusted, so that an ideal separation state cannot be achieved, and incomplete separation is easily caused.
Chinese patent with publication number CN 103375512B and name "clutch booster" discloses a technical scheme of arranging a spring at the high pressure side of a clutch boosting cylinder and arranging a displacement sensor on a piston to monitor clutch wear, chinese patent application with publication number CN 104632940 a and name "electric control pneumatic type clutch control system and control method" discloses a technical scheme of warning that a clutch friction plate needs to be replaced by using a displacement sensor, although the scheme disclosed in the above patent document can prompt the wear of a clutch, the clutch boosting cylinder still keeps the original motion mode and displacement in the time period from the occurrence of wear to the replacement, so that an ideal separation state cannot be achieved, and quality experience is affected.
Disclosure of Invention
The invention aims to provide a clutch stroke control method of a clutch control mechanism, which aims to solve the problems that the clutch control mechanism in the prior art cannot achieve an ideal separation state and the quality experience is influenced.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
the method comprises the steps of eliminating a free gap between a release bearing and a diaphragm spring of a clutch through pre-pressure, detecting the output side of the clutch control mechanism or the initial starting position of the release bearing through a sensor, calculating the standard clutch stroke of the clutch control mechanism through the initial end position of the output side of the clutch control mechanism or the release bearing detected by the sensor, or setting the standard clutch stroke according to the sizes of the clutch and the clutch control mechanism; after the clutch is worn or replaced, the sensor detects the actual starting position of the output side of the clutch booster cylinder or the release bearing and calculates the actual end position of the clutch stroke of the output side of the clutch booster cylinder or the release bearing according to the standard clutch stroke.
Has the advantages that: by adopting the technical scheme, when the clutch is worn or the diaphragm spring deforms, the actual starting point position of the output side of the clutch control mechanism changes, and the initial end point position of the clutch can be corrected according to the actual starting point position and the standard clutch stroke, so that the due clutch stroke can be ensured, the clutch is ensured to reach an ideal separation state, and meanwhile, as the free gap is eliminated, no idle stroke exists, the clutch response speed can be improved.
And 2, according to the clutch stroke control method in the scheme 1, the clutch control mechanism comprises a shifting fork and a swing arm, wherein the shifting fork is hinged to the swing arm, the swing arm is used for driving the shifting fork to move, the swing arm is connected with a push rod of the clutch boosting cylinder, and the elimination of the free gap is realized by arranging an elastic piece on the air inlet side of a piston of the clutch boosting cylinder.
And 3, according to the clutch stroke control method in the scheme 2, the elastic piece adopts a spiral spring.
And 4, according to the clutch stroke control method in the scheme 2, the sensor adopts a linear displacement sensor for detecting the displacement of the linear component of the clutch power-assisted operating mechanism. The linear displacement sensor is convenient to install and process data.
And 5, according to the clutch stroke control method in the scheme 4, the linear motion part corresponding to the linear displacement sensor is a push rod of the clutch boosting cylinder. Because release bearing realizes promoting through the shift fork swing, and the shift fork is shorter, therefore the stroke of push rod is great, detects the push rod and is favorable to improving the displacement detection precision.
In the clutch stroke control method according to any one of claims 1 to 5, two or more exhaust solenoid valves are connected in parallel between the exhaust side and the intake side of the clutch cylinder of the clutch operating mechanism, and the exhaust solenoid valves are controlled to be simultaneously opened in the pre-engagement stage of the clutch, and only the individual exhaust solenoid valve is opened in the engagement stage of the clutch. By the control mode, the response speed can be increased before the clutch is combined, and the stability of the clutch in combination is improved.
And 8, according to the clutch stroke control method in the scheme 7, an exhaust hole is formed in the exhaust side of the clutch boosting cylinder.
And 9, according to the clutch stroke control method in the scheme 8, a manual air charging and discharging one-way valve is arranged on the air inlet side of the clutch power cylinder, and the manual control of the clutch power cylinder can be realized through the manual air charging and discharging one-way valve.
The clutch stroke control method according to any one of the aspects 1 to 5, wherein a piston check valve is provided on a piston of a clutch cylinder of the clutch operating mechanism, the piston check valve is communicated only from a low pressure side to a high pressure side, and the piston is moved back and forth to keep the clutch disengaged when a control valve of the clutch cylinder fails.
Drawings
FIG. 1 is a schematic diagram of a clutch operating mechanism in the prior art;
FIG. 2 is a schematic diagram of a first embodiment of a clutch stroke control method according to the present invention;
FIG. 3 is a schematic diagram of a second embodiment of a clutch stroke control method of the present invention;
fig. 4 is a schematic diagram of a third embodiment of the clutch stroke control method according to the present invention.
The names corresponding to the reference numbers in the figures are: 1-clutch boosting cylinder, 2-piston, 3-push rod, 4-shifting fork, 5-swing arm, 6-spring, 7-displacement sensor, 8-piston one-way valve, 9-air inlet electromagnetic valve, 10-air inlet one-way valve, 11-exhaust electromagnetic valve, 12-angular displacement sensor, 13-manual air charging and discharging one-way valve, 14-communication hole, 15-clutch, 16-diaphragm spring, 17-release bearing, 18-air inlet hole and 19-exhaust hole.
Detailed Description
The invention will be further explained with reference to the drawings.
An embodiment of a clutch stroke control method of a clutch operating mechanism in the invention is shown in fig. 2, wherein the clutch operating mechanism comprises a clutch boosting cylinder 1, a push rod 3 connected with a piston 2 of the clutch boosting cylinder 1, a shifting fork 4 arranged in an articulated manner and a swing arm 5 for driving the shifting fork 4 to act. The structures of the push rod 3, the fork 4 and the swing arm 5 are the same as those of the prior art and will not be described in detail here. A spring 6 is arranged between the piston 2 and the cylinder body on the air inlet side of the clutch boosting cylinder 1, and the spring 6 can generate pre-pressure for pushing a release bearing 17 of the clutch to act, so that a free gap between the release bearing 17 of the clutch and a diaphragm spring 16 is eliminated. Thus, when the piston 2 of the clutch cylinder 1 operates, the release bearing 17 of the clutch synchronously follows the operation, and the operational relationship between the release bearing 17 and the clutch operating mechanism is matched. The push rod 3 is used as a direct-acting component of the clutch operating mechanism, the displacement sensor 7 is correspondingly arranged, the displacement sensor 7 can reflect the state of the clutch operating mechanism in real time, and meanwhile, the motion state of the clutch can be reflected, so that a foundation is laid for stroke control of the clutch. The displacement sensor 7 is in signal connection with an electronic control unit ECU of the vehicle for transmitting a displacement signal to the electronic control unit ECU.
When the clutch control mechanism works, the displacement sensor 7 can detect an initial starting position and an initial end position on the output side of the clutch control mechanism in a state that the clutch is not worn, and the difference value of the initial starting position and the initial end position is the standard clutch stroke of the displacement sensor 7. Along with the abrasion of the clutch or the deformation of the diaphragm spring 16, the actual starting position of the output side of the clutch control mechanism changes, at the moment, the initial end position of the clutch = the actual starting position + the standard clutch stroke, so that the due clutch stroke can be ensured, the ideal separation state of the clutch can be ensured, and meanwhile, because the free gap is eliminated, no idle stroke exists, and the clutch response speed can be improved.
The air inlet side of a clutch power cylinder 1 of the clutch control mechanism is connected with two air inlet electromagnetic valves 9 in parallel, and the air inlet electromagnetic valves 9 are controlled to be opened simultaneously in the initial separation stage of the clutch, so that the rapid propulsion is realized, and the response speed is improved; in the final separation stage of the clutch boosting cylinder 1, only one air inlet electromagnetic valve 9 is opened, the separation bearing 17 is pushed at a low speed, over-pushing is avoided, and the reliability of the clutch diaphragm spring 16 is ensured. The air inlet side of the air inlet electromagnetic valve 9 is also provided with an air inlet one-way valve 10, so that gas can be prevented from being discharged reversely, and the reliability can be improved. The intake check valve 10 is connected to an electronic control unit ECU of the vehicle for operation under the control of the electronic control unit ECU.
The exhaust side of the clutch boosting cylinder 1 is provided with the rod cavity and is also provided with a communicating hole 14 communicated with the atmosphere, two exhaust electromagnetic valves 11 are connected in parallel between the exhaust side and the air inlet side of the clutch boosting cylinder 1 of the clutch control mechanism, before the clutch is combined, namely in the stage before the clutch is combined, the exhaust electromagnetic valves 11 are controlled to be opened simultaneously, the air inlet side is communicated with the exhaust side, a diaphragm spring 16 of the clutch returns to push a release bearing 17 reversely, a piston 2 is pushed to return through a swing arm 5 and a push rod 3, and gas is exhausted from an exhaust hole. Because the two exhaust electromagnetic valves 11 are opened simultaneously, the air pressure is reduced rapidly, the release bearing 17 can return rapidly, and the response speed is improved; in the clutch combination stage, only one exhaust electromagnetic valve 11 is opened, the release bearing 17 is slowly returned, and the clutch is stably combined. The exhaust solenoid valve 11 is connected to an electronic control unit ECU of the vehicle for operation under the control of the electronic control unit ECU.
The piston 2 of the clutch boosting cylinder 1 is provided with a piston one-way valve 8 which is communicated with the air inlet side from the exhaust side in a one-way mode. Under the condition that the air inlet electromagnetic valve 9 and the air outlet electromagnetic valve 11 are not conducted, the air inlet side is filled with high-pressure air through the manual reciprocating movable piston 2, the clutch push rod 3 is pushed to the air outlet side, and the clutch is guaranteed to be separated under the condition that the electromagnetic valves are in electrical appliance failure.
A manual inflation and deflation one-way valve 13 is arranged on the air inlet side of the clutch boosting cylinder 1, so that manual inflation can be realized, the inflation state can be kept, and the clutch can be kept separated; and if the clutch needs to be restored to the combined state, the valve core of the one-way valve is pressurized, and the one-way valve is manually controlled to be opened for manual exhaust. The clutch boosting cylinder 1 can be controlled manually in an auxiliary mode through the manual air charging and discharging one-way valve 13.
Fig. 3 shows a second embodiment of the clutch stroke control method of the clutch operating mechanism according to the present invention, which is different from embodiment 1 in that the sensor for detecting the initial starting position of the output side of the clutch operating mechanism in this embodiment is an angular displacement sensor 12 provided at the hinge of the shift fork 4, and stroke control of the clutch is realized by detecting the angular displacement.
Fig. 4 shows a third embodiment of a clutch stroke control method of a clutch operating mechanism according to the present invention, which is different from embodiment 1 in that a displacement sensor 7 in the present embodiment is provided corresponding to a release bearing 17.
In the above-described embodiment, the free play between the release bearing 17 of the clutch and the diaphragm spring 16 is eliminated by providing the spring 6 in the clutch cylinder 1, and the standard clutch stroke of the clutch operating mechanism is measured when the clutch is not worn. In other embodiments of the invention, the free play between the release bearing 17 of the clutch and the diaphragm spring 16 can be eliminated in other ways, for example by providing an elastic element between the push rod 3 and the cylinder of the clutch cylinder 1, or by providing a torsion spring at the hinge axis of the fork 4, and in other embodiments, the standard clutch stroke of the clutch actuator can also be set according to the clutch and its own dimensions. In other embodiments, the displacement sensor 7 may be provided corresponding to the piston 2 of the clutch cylinder 1.
In other embodiments, since the clutch operating mechanism has a non-linear moving component, such as the articulated fork 4, and the amount of swing is affected by the start angle when the amount of swing is converted into the linear amount of the release bearing 17, the actual end position of the clutch stroke can be corrected appropriately to take the start angle of the fork 4 into account. Because the corresponding relation between the swing amount and the linear movement amount of the shifting fork 4 is fixed under different starting angles, the correction value can be calculated and determined by a person skilled in the art without creating new labor, and the specific correction value is not specifically exemplified here.
Claims (10)
1. The clutch stroke control method of the clutch control mechanism is characterized in that: the method comprises the steps of eliminating a free gap between a release bearing and a diaphragm spring of a clutch through pre-pressure, detecting the output side of a clutch control mechanism or the initial starting position of the release bearing through a sensor, calculating the standard clutch stroke of the clutch control mechanism through the initial end position of the output side of the clutch control mechanism or the initial end position of the release bearing detected by the sensor, or setting the standard clutch stroke according to the sizes of the clutch and the clutch control mechanism; after the clutch is worn or replaced, the sensor detects the actual starting position of the output side of the clutch booster cylinder or the release bearing and calculates the actual end position of the clutch stroke of the output side of the clutch booster cylinder or the release bearing according to the standard clutch stroke.
2. The clutch stroke control method according to claim 1, characterized in that: the clutch control mechanism comprises a shifting fork and a swing arm, wherein the shifting fork is hinged to the swing arm, the swing arm is used for driving the shifting fork to move, the swing arm is connected with a push rod of the clutch power cylinder, and the free gap is eliminated by arranging an elastic piece on the air inlet side of a piston of the clutch power cylinder.
3. The clutch stroke control method according to claim 2, characterized in that: the elastic piece adopts a spiral spring.
4. The clutch stroke control method according to claim 2, characterized in that: the sensor adopts a linear displacement sensor for detecting the displacement of a linear component of the clutch power-assisted operating mechanism.
5. The clutch stroke control method according to claim 4, characterized in that: and the linear motion part corresponding to the linear displacement sensor is a push rod of the clutch boosting cylinder.
6. The clutch stroke control method according to any one of claims 1 to 5, characterized in that: the air inlet side of a clutch power cylinder of the clutch control mechanism is connected with more than two air inlet electromagnetic valves in parallel, the air inlet electromagnetic valves are controlled to be opened simultaneously in the initial separation stage of the clutch, and only the individual air inlet electromagnetic valves are opened in the final separation stage of the clutch power cylinder.
7. The clutch stroke control method according to any one of claims 1 to 5, characterized in that: more than two exhaust electromagnetic valves are connected in parallel between the exhaust side and the air inlet side of a clutch power cylinder of the clutch control mechanism, the exhaust electromagnetic valves are controlled to be opened simultaneously in the pre-combination stage of the clutch, and only the individual exhaust electromagnetic valves are opened in the combination stage of the clutch.
8. The clutch stroke control method according to claim 7, characterized in that: and an exhaust hole is formed in the exhaust side of the clutch boosting cylinder.
9. The clutch stroke control method according to claim 8, characterized in that: and a manual air charging and discharging one-way valve is arranged on the air inlet side of the clutch power cylinder, and the manual control of the clutch power cylinder can be realized through the manual air charging and discharging one-way valve.
10. The clutch stroke control method according to any one of claims 1 to 5, characterized in that: and a piston one-way valve is arranged on a piston of a clutch boosting cylinder of the clutch control mechanism, the piston one-way valve is only communicated from a low-pressure side to a high-pressure side, and when a control valve of the clutch boosting cylinder breaks down, the piston is moved in a reciprocating manner to keep the clutch separated.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710875597.8A CN109555794B (en) | 2017-09-25 | 2017-09-25 | Clutch stroke control method of clutch control mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710875597.8A CN109555794B (en) | 2017-09-25 | 2017-09-25 | Clutch stroke control method of clutch control mechanism |
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| Publication Number | Publication Date |
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| CN109555794A CN109555794A (en) | 2019-04-02 |
| CN109555794B true CN109555794B (en) | 2020-09-01 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201710875597.8A Active CN109555794B (en) | 2017-09-25 | 2017-09-25 | Clutch stroke control method of clutch control mechanism |
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Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110985565B (en) * | 2019-12-31 | 2021-06-18 | 潍柴动力股份有限公司 | Method and device for controlling pneumatic clutch |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP5000893B2 (en) * | 2005-01-27 | 2012-08-15 | 日立オートモティブシステムズ株式会社 | Electric brake control device and electric brake control method |
| CN102452317A (en) * | 2010-10-26 | 2012-05-16 | 茅菁 | Method for determining clutch pedal travel and clutch pedal force |
| CN203557954U (en) * | 2013-11-06 | 2014-04-23 | 瑞立集团瑞安汽车零部件有限公司 | Air-assisted clutch control system |
| DE102014224201A1 (en) * | 2013-12-17 | 2015-06-18 | Schaeffler Technologies AG & Co. KG | Hydrostatic clutch actuator |
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Address after: 450061 Yudao Road, Guancheng District, Zhengzhou City, Henan Province Patentee after: Yutong Bus Co., Ltd Address before: 450016 Yutong Industrial Zone, eighteen Li River, Henan, Zhengzhou Patentee before: Zhengzhou Yutong Bus Co., Ltd |