CN113864354B - Flywheel clutch heat dissipation device control method - Google Patents

Abstract

The invention discloses a flywheel clutch heat dissipation device control method, which is based on a flywheel clutch heat dissipation device, wherein an ECU judges the state of a clutch based on the speed ratio of the rotational speed of an engine and the rotational speed of an output shaft of a gearbox, if the clutch is in a semi-clutch state for a long time or is separated for a plurality of times in a certain time, the surface of the flywheel and the clutch are in sliding friction for a long time, the surface temperature of a friction plate of the flywheel and the clutch is rapidly increased due to sliding friction, at the moment, the ECU opens an electromagnetic valve of an air storage tank according to the speed ratio of the rotational speed of the engine and the rotational speed of the output shaft of the gearbox when judging that the clutch is in sliding friction for a long time or is separated for a plurality of times in a short time, air in the air storage tank is driven into the inner cavity of a flywheel shell, and the surface of the flywheel and the clutch are actively cooled, so that the problems of Wen Guilie caused by sliding friction between the flywheel and the clutch are solved, and the service life of the flywheel and the clutch is long.

Description

Flywheel clutch cooling device control method

Technical field

The present invention relates to the field of engine technology, and specifically to a method for controlling a flywheel clutch heat dissipation device.

Background technique

The flywheel end of the engine is connected to the clutch. When the clutch pedal is released, the flywheel and the clutch friction plate will slide. The combination process will generate high temperatures, which will cause the flywheel to crack due to high temperature and the clutch friction plate to ablate. The existing flywheel mainly relies on passive heat dissipation by adding heat dissipation ribs on the back, and the heat dissipation effect is poor.

Contents of the invention

In view of the above shortcomings, the technical problem to be solved by the present invention is to provide a control method for a flywheel clutch heat dissipation device. When the flywheel and clutch need to dissipate heat, the flywheel and the clutch are actively cooled down, so as to solve the problems of high temperature cracking of the flywheel and the clutch due to slippage and burning of the clutch flakes. .

In order to solve the above technical problems, the technical solution of the present invention is:

A method for controlling a flywheel clutch heat dissipation device. This method is based on the flywheel clutch heat dissipation device;

The flywheel clutch heat dissipation device includes an air inlet pipeline, a solenoid valve, an air storage tank and an ECU. The air inlet pipeline is connected to the air inlet of the flywheel housing and the air storage tank respectively. The flywheel housing is also provided with an air outlet. , the solenoid valve is electrically connected to the ECU, and the solenoid valve is used to control the on and off of the air intake pipeline and the gas storage tank;

The method includes the following steps:

S1. The ECU determines the status of the clutch based on the speed ratio between the engine speed and the speed of the gearbox output shaft. If it is determined that the clutch is in multiple clutch states or in a half-clutch state for a long time, execute S2. Otherwise, execute S7.

Wherein, if the speed ratio exceeds the calibrated value, it is determined that the clutch is in gear or in the clutch process; if the speed ratio exceeds the calibrated value more than the calibrated number of times within the first calibrated time, the ECU determines that the clutch is in Multiple clutch states,

When the difference between the actual speed ratio of the gearbox in a certain gear and the calibrated speed ratio of the gearbox in that gear exceeds the calibrated deviation for longer than the second calibrated time, the ECU determines that the clutch Being in the half-clutch state for a long time;

S2. The ECU determines whether the system is operating normally. If the ECU detects that the gearbox neutral signal, clutch signal, solenoid valve signal and pressure sensor signal have no timeout fault, it determines that the system is operating normally and executes S3, otherwise , execute S7;

S3. The ECU determines whether the gearbox is in neutral. If the gearbox is not in neutral, execute S4. Otherwise, execute S7;

S4. The ECU determines whether the gas tank pressure value meets the cooling requirement. If the gas tank pressure value detected by the pressure sensor is greater than the calibrated value, the cooling requirement is met by default, and S5 is executed. Otherwise, S7 is executed;

S5. The ECU controls the solenoid valve to open, and the gas storage tank releases gas to the inner cavity of the flywheel housing through the air intake pipeline to cool the flywheel and the clutch;

S6. When the ECU detects that the opening time of the solenoid valve reaches the target time, the ECU controls the solenoid valve to close;

S7. End.

Preferably, the target time is obtained by searching a pre-calibrated time-speed MAP according to the current rotation speed of the engine.

Preferably, the order of steps S3 and S4 can be interchanged.

Preferably, steps S3 and S4 can be performed simultaneously.

Preferably, the air intake pipeline is provided with a muffler.

After adopting the above technical solution, the beneficial effects of the present invention are:

When the clutch is in a semi-clutch state for a long time or the clutch is performed multiple times within a certain period of time, the surface of the flywheel and the clutch will wear for a long time. Due to the wear and tear, the surface temperatures of the flywheel and clutch friction plates will rise sharply. At this time, the ECU will output according to the engine speed and gearbox output. The speed ratio of the shaft speed. When it is judged that the clutch is slipping for a long time or the clutch is clutched multiple times in a short period of time, the solenoid valve of the gas storage tank is opened, and the gas in the gas storage tank is driven into the inner cavity of the flywheel housing, and the flywheel is The surface and clutch actively cool down, thus solving the problems of high-temperature cracking of the flywheel and clutch due to slipping and burning of the clutch plates, and long service life of the flywheel and clutch.

Description of the drawings

Figure 1 is a schematic structural diagram of the flywheel clutch heat dissipation device;

Figure 2 is a schematic diagram of the structure of Figure 1 viewed from above;

Figure 3 is a schematic side view of the flywheel in Figure 1;

Figure 4 is a flow chart of the control method of the flywheel clutch heat dissipation device of the present invention;

In the picture: 1. Flywheel housing; 2. Air intake joint; 3. Air intake pipe; 4. Clutch; 5. Air tank; 6. Muffler; 7. Air outlet; 8. Flywheel.

Detailed ways

In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the present invention and are not used to limit the present invention.

As shown in Figure 1, Figure 2 and Figure 3, a flywheel clutch heat dissipation device, the flywheel housing 1 is provided with an air inlet and an air outlet 7 connected to its inner cavity, and the air inlet is connected to the air inlet pipeline 3 The air intake joint 2, the flywheel clutch heat dissipation device includes: an air intake pipe 3, a solenoid valve, a cooling air source and a controller. The cooling air source is preferably the vehicle's air storage tank 5, and the controller is preferably the engine's ECU. The air intake pipe 3 is connected to the air outlet of the gas storage tank 5. The solenoid valve is located at the gas outlet of the gas storage tank 5. The solenoid valve is electrically connected to the ECU. The solenoid valve is used to control the on/off connection of the air inlet pipeline 3 and the gas storage tank 5.

The gas storage tank 5 is provided with a pressure sensor for detecting its internal air pressure, and the air intake pipeline 3 is provided with a silencer 6 .

A method for controlling a flywheel clutch heat dissipation device. The method is based on the above-mentioned flywheel clutch heat dissipation device and includes the following steps:

S1. The ECU determines the status of clutch 4 based on the speed ratio between the engine speed and the speed of the transmission output shaft. If it is determined that clutch 4 is in multiple clutch states or in a half-clutch state for a long time, execute S2. Otherwise, execute S7.

If the speed ratio exceeds the calibrated value, it is determined that clutch 4 is in gear or in the process of clutching. If the speed ratio exceeds the calibrated value more than the calibrated number of times within the first calibrated time, the ECU determines that clutch 4 is in a multiple clutch state.

When the difference between the actual speed ratio of the gearbox in a certain gear and the calibrated speed ratio of the gearbox in that gear exceeds the calibrated deviation for more than the second calibrated time, the ECU determines that clutch 4 has been in a half-clutch state for a long time;

S2. The ECU determines whether the system is operating normally. If the ECU detects that the gearbox neutral signal, clutch signal, solenoid valve signal and pressure sensor signal do not have timeout faults, it determines that the system is operating normally and executes S3. Otherwise, executes S7;

S3. The ECU determines whether the gearbox is in neutral. If the gearbox is not in neutral, execute S4. Otherwise, execute S7;

S4, ECU determines whether the pressure value of the gas tank 5 meets the cooling demand. If the pressure value of the gas tank 5 detected by the pressure sensor is greater than the calibrated value, the cooling demand is met by default. The gas tank 5 has sufficient gas to satisfy the flywheel 8 and clutch 4. The cooling requirement does not affect the vehicle braking effect, execute S5, otherwise, execute S7;

S5. The ECU controls the solenoid valve to open, and the gas tank 5 releases gas to the inner cavity of the flywheel housing 1 through the air inlet pipe 3 to cool the flywheel 8 and the clutch 4;

S6. When the ECU detects that the solenoid valve opening time reaches the target time, the ECU controls the solenoid valve to close;

S7. End.

Among them, the pre-calibrated time-speed MAP is searched based on the current engine speed to obtain the target time. The order of steps S3 and S4 can be interchanged, and steps S3 and S4 can also be executed at the same time.

When clutch 4 is in a half-clutch state for a long time or clutches are performed multiple times within a certain period of time, the surface of flywheel 8 and clutch 4 will slip and wear for a long time. Due to the slipping, the surface temperature of the friction plates of flywheel 8 and clutch 4 will rise sharply. At this time, the ECU will The speed ratio between the engine speed and the gearbox output shaft speed. When it is judged that the clutch 4 is slipping for a long time or the clutch is clutched multiple times in a short period of time, the solenoid valve of the gas storage tank 5 is opened to release the gas in the gas storage tank 5. Entering the inner cavity of the flywheel housing 1, the surface of the flywheel 8 and the clutch 4 are actively cooled, thereby solving the problems of high temperature cracking of the flywheel 8 and the clutch 4 due to slipping and burning of the clutch 4, and long service life of the flywheel 8 and the clutch 4.

The above are examples of the best embodiments of the present invention, and parts not described in detail are common knowledge to those of ordinary skill in the art. The protection scope of the present invention is subject to the content of the claims, and any equivalent transformation based on the technical inspiration of the present invention is also within the protection scope of the present invention.

Claims (5)

1. The control method of the flywheel clutch heat dissipation device is characterized in that the method is based on the flywheel clutch heat dissipation device;

the flywheel clutch heat dissipation device comprises an air inlet pipeline, an electromagnetic valve, an air storage tank and an ECU, wherein the air inlet pipeline is respectively connected with an air inlet of a flywheel shell and the air storage tank, the flywheel shell is also provided with an air outlet, the electromagnetic valve is electrically connected with the ECU, and the electromagnetic valve is used for controlling the on-off of the air inlet pipeline and the air storage tank;

the method comprises the following steps:

s1, the ECU judges the state of the clutch based on the speed ratio of the rotation speed of the engine and the rotation speed of the output shaft of the gearbox, if the clutch is judged to be in a multi-clutch state or in a semi-clutch state for a long time, S2 is executed, otherwise S7 is executed,

wherein if the speed ratio exceeds the calibration value, the ECU judges that the clutch is in a multi-clutch state when the number of times that the speed ratio exceeds the calibration value exceeds the calibration number of times in the first calibration time in the process of gear engagement or clutch engagement,

when the time that the difference value between the actual speed ratio of the gearbox in a certain gear and the calibrated speed ratio of the gearbox in the gear exceeds the calibrated deviation exceeds the second calibrated time, the ECU judges that the clutch is in a half-clutch state for a long time;

s2, judging whether the system runs normally or not by the ECU, if the ECU detects that the transmission gear signal, the clutch signal, the electromagnetic valve signal and the pressure sensor signal do not have overtime faults, judging that the system runs normally, executing S3, otherwise, executing S7;

s3, the ECU judges whether the gearbox is in a neutral position, if not, S4 is executed, otherwise S7 is executed;

s4, the ECU judges whether the air pressure value of the air storage tank meets the cooling requirement, if the air pressure value of the air storage tank detected by the pressure sensor is larger than a calibration value, the air pressure value of the air storage tank is defaulted to meet the cooling requirement, S5 is executed, and otherwise S7 is executed;

s5, the ECU controls the electromagnetic valve to be opened, the air storage tank releases air to the inner cavity of the flywheel shell through an air inlet pipeline, and the flywheel and the clutch are cooled;

s6, when the ECU detects that the opening time of the electromagnetic valve reaches the target time, the ECU controls the electromagnetic valve to be closed;

s7, ending.

2. The flywheel clutch radiator control method according to claim 1, wherein the target time is obtained by searching for a time-rotation speed MAP calibrated in advance according to the rotation speed of the engine in the current state.

3. The method of controlling a flywheel clutch heat sink as claimed in claim 1, wherein steps S3 and S4 are interchangeable in sequence.

4. The method of controlling a flywheel clutch heat sink as claimed in claim 1, wherein steps S3 and S4 are performed simultaneously.

5. The flywheel clutch heat sink control method as claimed in claim 1, wherein the intake pipe is provided with a muffler.