CN114704632A - Mechanical automatic transmission clutch execution system and vehicle - Google Patents
Mechanical automatic transmission clutch execution system and vehicle Download PDFInfo
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- CN114704632A CN114704632A CN202210391716.3A CN202210391716A CN114704632A CN 114704632 A CN114704632 A CN 114704632A CN 202210391716 A CN202210391716 A CN 202210391716A CN 114704632 A CN114704632 A CN 114704632A
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 16
- 239000003921 oil Substances 0.000 claims abstract description 96
- 239000010720 hydraulic oil Substances 0.000 claims abstract description 31
- 230000007704 transition Effects 0.000 claims description 29
- 230000009347 mechanical transmission Effects 0.000 claims description 18
- 230000006835 compression Effects 0.000 claims description 14
- 238000007906 compression Methods 0.000 claims description 14
- 239000000428 dust Substances 0.000 claims description 10
- 238000004891 communication Methods 0.000 claims description 3
- 238000000926 separation method Methods 0.000 abstract description 5
- 238000000034 method Methods 0.000 description 6
- 230000008569 process Effects 0.000 description 6
- 230000009471 action Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 5
- 230000007246 mechanism Effects 0.000 description 4
- 238000012544 monitoring process Methods 0.000 description 4
- 230000000994 depressogenic effect Effects 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000036316 preload Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000003139 buffering effect Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000008707 rearrangement Effects 0.000 description 1
- 230000035807 sensation Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Classifications
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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
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
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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
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
The invention discloses a mechanical automatic transmission clutch execution system and a vehicle, and belongs to the technical field of transmissions. The clutch execution system of the mechanical automatic transmission comprises a cylinder body, a cylinder cover, a pneumatic piston, a tappet, an air inlet and exhaust control valve group, a hydraulic control air valve, an oil reservoir and an oil supply assembly, wherein a hydraulic piston is arranged in the cylinder cover, and an oil inlet cavity is formed between the hydraulic piston and the cylinder cover. The hydraulic control air valve is communicated with the cylinder body through a two-way one-way valve and is used for manually controlling the movement of the air pressure piston. When the clutch is manually controlled, the oil supply assembly injects corresponding amount of hydraulic oil into the oil reservoir according to the treaded depth of the clutch pedal, so that the oil reservoir is internally provided with hydraulic oil with certain pressure, a part of the hydraulic oil in the oil reservoir flows into the oil inlet cavity, a part of the hydraulic oil in the oil reservoir enters the hydraulic control air valve, so that the hydraulic control air valve is switched on, and the hydraulic control air valve inputs high-pressure air into the cylinder body to further push the air pressure piston and the tappet to move, so that the separation control of the clutch is realized.
Description
Technical Field
The invention relates to the technical field of transmissions, in particular to a mechanical automatic transmission clutch execution system and a vehicle.
Background
The existing clutch actuating mechanism adopts the separation and combination of a cylinder to push a clutch, and controls the opening and closing of an air inlet electromagnetic valve and an air outlet electromagnetic valve through a program according to road conditions to adjust the displacement of a cylinder piston, thereby achieving the purpose of automatic driving.
However, for special road conditions, such as off-road, the automatically controlled clutch actuator cannot adapt to a complex driving road, and a driver is required to step on a clutch pedal for manual operation.
Therefore, it is desirable to provide a clutch actuation system for an automatic mechanical transmission and a vehicle to solve the above problems.
Disclosure of Invention
The invention aims to provide a clutch actuating system of a mechanical automatic transmission and a vehicle, wherein a clutch actuating mechanism can be controlled by a clutch pedal when the mechanical automatic transmission runs on a complex road surface.
In order to realize the purpose, the following technical scheme is provided:
a clutch execution system of a mechanical automatic transmission comprises a cylinder body, a cylinder cover, a pneumatic piston and a tappet, wherein a hydraulic piston is arranged in the cylinder cover, and an oil inlet cavity is formed between the hydraulic piston and the cylinder cover;
the air inlet and outlet control valve group is communicated with the cylinder body through a two-way check valve and is used for automatically controlling the movement of the air pressure piston;
the hydraulic control air valve is communicated with the cylinder body through the two-way one-way valve and is used for manually controlling the pneumatic piston to move;
one end of the oil reservoir is communicated with the hydraulic control air valve and is used for conducting the hydraulic control air valve; the other end of the hydraulic piston is communicated with the oil inlet cavity and is used for pushing the hydraulic piston to move;
and the oil supply assembly can inject corresponding amount of hydraulic oil into the oil reservoir according to the stepping depth of the clutch pedal.
As an alternative to an automated mechanical transmission clutch actuation system, a transition piston is disposed between the pneumatic piston and the tappet, and a compression spring is disposed between the transition piston and the hydraulic piston.
As an alternative of the clutch executing system of the mechanical automatic transmission, a pre-tightening spring is arranged between the bottom of the cylinder body and the pneumatic piston, a wear detector is arranged at the bottom of the cylinder body, and the wear detector is arranged corresponding to the pneumatic piston.
As an alternative to the automatic mechanical transmission clutch actuation system, the end of the transition piston remote from the pneumatic piston is in threaded engagement with the tappet, and rotating the tappet adjusts the overall length of the pneumatic piston and the tappet.
As an alternative to the clutch actuation system of the automatic mechanical transmission, the end of the tappet remote from the transition piston is provided with a rotation angle sensor.
As an alternative to the automatic mechanical transmission clutch actuation system, the end of the cylinder head remote from the cylinder block is provided with a dust cover.
As an alternative to the automatic mechanical transmission clutch actuation system, the oil supply assembly includes a master cylinder and an oil cup connected to the master cylinder, and the clutch pedal is capable of controlling the amount of hydraulic oil that the master cylinder injects into the oil reservoir.
As mechanical type automatic gearbox clutch actuating system's alternative, advance the exhaust valve unit including the electromagnetism valves that admit air, public pipeline and exhaust electromagnetism valves, the one end and the air supply intercommunication of electromagnetism valves that admit air, the other end of electromagnetism valves that admit air passes through public pipeline with the bi-pass check valve intercommunication, the bi-pass check valve with the rodless chamber intercommunication of cylinder block, the one end of exhaust electromagnetism valves with the pole chamber intercommunication that has of cylinder block, the other end of exhaust electromagnetism valves passes through public pipeline with the bi-pass check valve intercommunication.
As an alternative to the automated mechanical transmission clutch actuation system, the pilot operated gas valve is in communication with the air supply.
A vehicle comprising a clutch and an automated mechanical transmission clutch actuation system as claimed in any preceding claim, a tappet of the automated mechanical transmission clutch actuation system being capable of urging the clutch to disengage.
Compared with the prior art, the invention has the beneficial effects that:
the clutch execution system of the mechanical automatic transmission is convenient for free switching between manual control and automatic control by arranging the two-way one-way valve; when the clutch is manually controlled, the oil supply assembly injects a corresponding amount of hydraulic oil into the oil reservoir according to the treaded depth of the clutch pedal, so that the oil reservoir stores a certain amount of hydraulic oil, a part of the hydraulic oil in the oil reservoir flows into the oil inlet cavity, a part of the hydraulic oil in the oil reservoir enters the hydraulic control air valve, the hydraulic control air valve is conducted, and the hydraulic control air valve inputs high-pressure air into the cylinder body to push the air pressure piston and the tappet to move, so that the separation control of the clutch is realized; the oil pressure in the oil storage device is reduced along with the increase of the hydraulic oil in the oil inlet cavity, when the oil pressure is reduced to be smaller than the opening pressure of the hydraulic control air valve, the hydraulic control air valve is closed, the air pressure piston and the tappet stop moving and keep the position unchanged, the different treading depths of the clutch pedal correspond to different amounts of hydraulic oil in the oil storage device, the different amounts of hydraulic oil correspond to different moving strokes of the air pressure piston and the tappet, the clutch pedal is enabled to accurately control the clutch, and when the vehicle runs on a complex road surface, the clutch executing mechanism can be controlled through the clutch pedal.
The vehicle provided by the invention can adopt the air inlet and outlet control valve group to realize automatic control of the clutch, and can also adopt the clutch pedal, the hydraulic control air valve, the oil storage device, the oil inlet cavity and the oil supply assembly to manually control the clutch through manual intervention.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required to be used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings may be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
FIG. 1 is a schematic diagram of an exemplary automatic transmission clutch actuation system according to the present invention;
FIG. 2 is a schematic structural diagram of an embodiment of the present invention in which an execution system performs clutch disengagement under an automatic control state;
FIG. 3 is a schematic structural diagram of clutch engagement performed when the execution system is in an automatic control state according to an embodiment of the present invention;
FIG. 4 is a schematic structural diagram of a clutch release operation performed by the actuator system under manual control according to an embodiment of the present invention;
fig. 5 is a schematic structural diagram of clutch engagement performed when the execution system is in a manual control state according to the embodiment of the invention.
Reference numerals are as follows:
11. a clutch pedal; 12. a monitoring switch; 13. an oil cup; 14. a master cylinder; 15. an oil reservoir; 16. a gas source; 17. a hydraulic control air valve; 18. a first intake valve; 19. a second intake valve;
20. a first exhaust valve; 21. a second exhaust valve; 22. a two-way check valve; 23. a wear detector; 24. a cylinder block; 241. a cylinder block air hole; 25. pre-tightening the spring; 26. a pneumatic piston; 27. a cylinder head; 271. a first cylinder head bore; 272. a second cylinder head bore; 273. a third cylinder head bore; 28. a hydraulic piston;
29. a compression spring;
30. a transition piston; 31. a tappet; 32. a dust cover; 33. and a rotation angle sensor.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the present invention, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that are conventionally placed when the products of the present invention are used, and are used only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements to be referred to must have specific orientations, be constructed in specific orientations, and operate, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "disposed" and "connected" are to be interpreted broadly, e.g., as being either fixedly connected, detachably connected, or integrally connected; either mechanically or electrically. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless expressly stated or limited otherwise, the recitation of a first feature "on" or "under" a second feature may include the recitation of the first and second features being in direct contact, and may also include the recitation that the first and second features are not in direct contact, but are in contact via another feature between them. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
For special road conditions, such as off-road, the automatically controlled clutch actuator cannot adapt to a complex driving road, and a driver is required to step on a clutch pedal for manual operation.
In order to control the clutch actuator through the clutch pedal when driving on a complex road surface, the present embodiment provides a clutch actuator system of an automatic mechanical transmission, and the details of the present embodiment are described in detail below with reference to fig. 1 to 5.
As shown in fig. 1, the automatic mechanical transmission clutch actuation system includes a cylinder block 24, a cylinder head 27, a pneumatic piston 26, a tappet 31, an intake/exhaust control valve group, a pilot control valve 17, an oil reservoir 15, and an oil supply assembly, wherein a hydraulic piston 28 is disposed in the cylinder head 27, and the hydraulic piston 28 is capable of sliding in the cylinder head 27 in a direction away from the cylinder block 24. An oil inlet chamber is formed between the hydraulic piston 28 and the cylinder head 27, and the volume of the oil inlet chamber can be changed by the movement of the hydraulic piston 28 within the cylinder head 27. The intake and exhaust control valve set is communicated with a cylinder block 24 through a two-way check valve 22 and is used for automatically controlling the movement of a pneumatic piston 26. The pilot operated valve 17 communicates with the cylinder block 24 through a two-way check valve 22 for manually controlling the movement of the air piston 26, which in the present embodiment is referred to as a control that the driver can depress a clutch pedal. One end of the oil reservoir 15 is communicated with the hydraulic control air valve 17 and is used for conducting the hydraulic control air valve 17; the other end of the oil reservoir 15 communicates with the oil inlet chamber for pushing the hydraulic piston 28 to move. The oil supply unit injects a corresponding amount of hydraulic oil into the oil reservoir 15 according to the depression depth of the clutch pedal 11. Since the capacity of the oil reservoir 15 is constant, the oil pressure in the oil reservoir 15 is varied by injecting different amounts of hydraulic oil into the oil reservoir 15. The oil reservoir 15 also has an effect of helping the driver to establish a pedaling sensation.
In short, the clutch execution system of the mechanical automatic transmission provided by the invention is convenient for free switching between manual control and automatic control by arranging the two-way one-way valve 22, and when the mechanical automatic transmission enters an automatic control state, the left side of the two-way one-way valve 22 is conducted, and the right side is closed; when entering the manual control state, the left side of the two-way check valve 22 is closed, and the right side is conducted, so that the manual control and the automatic control are avoided simultaneously. In the actual use process, when the manual control state is entered, the oil supply unit injects a corresponding amount of hydraulic oil into the oil reservoir 15 according to the stepping depth of the clutch pedal 11, so that hydraulic oil with a certain pressure flows into the oil reservoir 15. Wherein, a part of hydraulic oil in the oil storage 15 flows into the oil inlet cavity, a part of hydraulic oil in the oil storage 15 enters the hydraulic control air valve 17, so that the hydraulic control air valve 17 is conducted, the hydraulic control air valve 17 inputs high-pressure air of the air source 16 into the cylinder block 24 to push the air pressure piston 26 and the tappet 31 to move, and the separation control of the clutch is realized. The oil pressure in the oil inlet cavity is reduced along with the increase of the hydraulic oil in the oil inlet cavity, when the oil pressure is reduced to be smaller than the opening pressure of the hydraulic control air valve 17, the hydraulic control air valve 17 is closed, the air piston 26 and the tappet 31 stop moving and keep the positions unchanged, the clutch pedal 11 corresponds to different stepping depths of the hydraulic oil in the oil reservoir, the different hydraulic oil corresponds to different moving strokes of the air piston 26 and the tappet 31, the clutch pedal can accurately control the clutch, and when the vehicle runs on a complex road surface, a clutch executing mechanism can be controlled through the clutch pedal.
Further, a transition piston 30 is disposed between the pneumatic piston 26 and the tappet 31, and a compression spring 29 is disposed between the transition piston 30 and the hydraulic piston 28. In the manual control stage, when the separated clutch enters the combination stage, the clutch pushes the air pressure piston 26 and the tappet 31 to reset along the direction close to the cylinder block 24, and by arranging the transition piston 30 and the compression spring 29, the transition piston 30 acts on the hydraulic piston 30 through the compression spring 29 in the resetting process, the volume of an oil inlet cavity is reduced, hydraulic oil is returned to the oil reservoir 15 and the oil supply assembly, the hydraulic piston 28 is abutted against the cylinder head, and the resetting of the hydraulic piston 28 is completed.
Further, a preload spring 25 is provided between the bottom of the cylinder block 24 and the pneumatic piston 26, a wear detector 23 is provided at the bottom of the cylinder block 24, and the wear detector 23 is provided in correspondence with the pneumatic piston 26. Through addding pretension spring 25, when every time the clutch promoted pneumatic piston 26 and reset, can reduce the impact force of pneumatic piston 26 to the bottom of cylinder block 24, reach buffering effect, increase of service life, be provided with a pretension spring 25 in this implementation, pretension spring 25 and the coaxial setting of pneumatic piston 26. In other embodiments, a plurality of pre-tensioned springs 25 are provided between the bottom of the cylinder block 24 and the pneumatic piston 26 to help improve the cushioning effect. After the device is used for a period of time, the friction plate of the clutch becomes thin, the separation or combination of the clutch is shortened, the pneumatic piston 26 is easy to reset not in place, and the wear detector 23 is additionally arranged, so that whether the pneumatic piston 26 resets in place each time can be detected. When the pneumatic piston 26 is detected not to be in place, the maintenance personnel is reminded to take corresponding measures.
Further, one end of the transition piston 30 far away from the pneumatic piston 26 is in threaded connection with a tappet 31, the tappet 31 is screwed into the transition piston 30 for a certain length, and the total length of the pneumatic piston 26 and the tappet 31 can be adjusted by rotating the tappet 31. The friction wear is easy to occur after long-term use, the total length of the air pressure piston 26 and the tappet 31 is shortened, and the tappet 31 can extend out of the transition piston 30 by rotating relative to the transition piston 30, so that the effect of compensating the total length is achieved.
Further, an end of the tappet 31 remote from the transition piston 30 is provided with a rotation angle sensor 33. The stroke distance of the tappet 31 is measured by the rotational angle sensor 33.
Further, a dust cover 32 is provided at an end of the cylinder head 27 remote from the cylinder block 24. The flying dust in the air is prevented from entering the cylinder.
Further, the oil supply unit includes a master pump 14 and an oil cup 13 connected to the master pump 14, and the clutch pedal 11 can control the amount of hydraulic oil that the master pump 14 injects into the oil reservoir 15. The different depths of the treading of the clutch pedal 11 correspond to different hydraulic oil amounts injected into the oil reservoir 15.
Further, the air inlet and exhaust control valve group comprises an air inlet electromagnetic valve group, a common pipeline and an exhaust electromagnetic valve group, one end of the air inlet electromagnetic valve group is communicated with the air source 16, the other end of the air inlet electromagnetic valve group is communicated with the two-way check valve 22 through the common pipeline, the two-way check valve 22 is communicated with the rodless cavity of the cylinder block 24, one end of the exhaust electromagnetic valve group is communicated with the rod cavity of the cylinder block 24, and the other end of the exhaust electromagnetic valve group is communicated with the two-way check valve 22 through the common pipeline. Specifically, as shown in fig. 1, the intake solenoid valve group includes a first intake valve 18 and a second intake valve 19, and the exhaust solenoid valve group includes a first exhaust valve 20 and a second exhaust valve 21.
Further, the pilot operated gas valve 17 is in communication with the gas source 16. The air inlet electromagnetic valve group and the hydraulic control air valve 17 adopt the same air source for air supply, so that the use of parts is reduced, and the structural design is simplified.
Specifically, a first head hole 271, a second head hole 272, and a third head hole 273 are provided in the cylinder head 27, and the first head hole 271 communicates with the exhaust end of the exhaust solenoid valve group. A cylinder block air hole 241 is formed through the bottom of the cylinder block 24, and one end of the two-way check valve 22 communicates with the cylinder block air hole 241. The second cylinder head bore 272 communicates through an air tube into the dust shield 32. A monitoring switch 12 is disposed around the clutch pedal 11 for monitoring whether the clutch pedal 11 is depressed.
The operation principle of the clutch actuating system of the automatic mechanical transmission in the embodiment is as follows:
as shown in fig. 2 to 3, the clutch control operation in the automatic control state includes the air supply 16, the first intake valve 18, the second intake valve 19, the first exhaust valve 20, the second exhaust valve 21, the two-way check valve 22, the cylinder block 24, the preload spring 25, the pneumatic piston 26, the cylinder head 27, the transition piston 30, the tappet 31, the dust cover 32, the rotation angle sensor 33, the cylinder block air hole 241, the first cylinder head hole 271, and the second cylinder head hole 272.
Under the automatic control state, when the whole vehicle needs to be separated from the clutch during running, as shown in fig. 2, the first intake valve 18 and the second intake valve 19 are opened, the high-pressure gas pushes the two-way check valve 22 to move rightwards, the gas enters the cylinder block 24 through the two-way check valve 22 and the cylinder block air hole 241 to push the pneumatic piston 26, the transition piston 30 and the tappet 31 to move rightwards, the tappet 31 pushes the clutch to be separated, and the rotation angle sensor 33 is used for detecting the position of the clutch (in the process, the compression spring 29 is in a compression state, the hydraulic piston 28 is always in contact with the cylinder head 27, and the hydraulic piston 28 does not generate displacement).
Under the automatic control state, when the whole vehicle needs to keep the position of the clutch when running, the first air inlet valve 18, the second air inlet valve 19, the first exhaust valve 20 and the second exhaust valve 21 are all closed, high-pressure air stays in the cylinder block 24, and the position of the air pressure piston 26 is kept unchanged, so that the purpose of keeping the position of the clutch is achieved.
In the automatic control state, when the vehicle needs to be driven to engage the clutch, as shown in fig. 3, the first intake valve 18 and the second intake valve 19 are closed, the first exhaust valve 20 and the second exhaust valve 21 are opened, and the high-pressure gas in the cylinder block 24 passes through the cylinder block air hole 241, the two-way check valve 22, the first exhaust valve 20, the second exhaust valve 21, the first cylinder head hole 271, the second cylinder head hole 272, and the dust cover 32, and is finally exhausted to the atmosphere. The tappet 31 pushes the transition piston 30 and the air pressure piston 26 to move to the left under the thrust action of the clutch, the clutch is combined, and the rotation angle sensor 33 is used for detecting the position of the clutch (in the process, the compression spring 29 is in a compressed state, and the hydraulic piston 28 is always in contact with the cylinder cover 27 and does not generate displacement).
As shown in figures 4 and 5, the manual control state is operated by the driver at any time to take over the automatic system, and the parts participating in the operation are a clutch pedal 11, a monitoring switch 12, an oil cup 13, a master pump 14, an oil reservoir 15, an air source 16, a pilot-controlled air valve 17, a two-way check valve 22, a cylinder block 24, a pre-tightening spring 25, an air pressure piston 26, a cylinder cover 27, a hydraulic piston 28, a compression spring 29, a transition piston 30, a tappet 31, a dust cover 32, an angle sensor 33, a cylinder block air hole 241 and a second cylinder cover hole 272.
As shown in fig. 4, when the vehicle starts or the clutch needs to be manually disengaged under a complex road condition, the driver depresses the clutch pedal 11, hydraulic oil passes through the idle stroke of the master cylinder 14 and the cavity of the oil reservoir 15, oil pressure is built, the clutch is connected, the master cylinder 14 starts to build pressure P1 (the reset pressure of the compression spring 29), the hydraulic oil passes through the oil reservoir 15, the hydraulic piston 28 is firstly pushed to move rightward, and the compression spring 29 is compressed and then contacts with the transition piston 30. When the oil pressure is increased to a pressure P2, the spring in the oil reservoir 15 starts to be compressed and stores oil, when the oil pressure is increased to the pressure P, the pilot-controlled gas valve 17 is opened, the high-pressure gas of the gas source 16 enters the cylinder block 24 through the pilot-controlled gas valve 17, the two-way check valve 22 (the high-pressure gas pushes the valve core of the two-way check valve 22 to move leftward, so that the left side is closed, and the right side is communicated), and the cylinder block gas hole 241, so as to push the pneumatic piston 26, the transition piston 30, and the tappet 31 to move rightward, the tappet 31 pushes the clutch to be separated, in the process, the hydraulic piston 28 is always in contact with the transition piston 30, and the hydraulic piston 28 moves rightward and is filled with hydraulic oil in a pressure inlet cavity formed by the cylinder head 27. The monitor switch 12 is used to monitor whether the clutch pedal is depressed, when depressed, the first intake valve 18 and the second intake valve 19 are both closed, and the rotation angle sensor 33 is used to detect the clutch position.
When the clutch pedal 11 stops in the disengaging stroke, the pilot control air valve 17 is still in an open state under the action of hydraulic oil, the air pressure piston 26 pushes the tappet 31 to continue moving rightward, the volume of a pressure inlet cavity space formed by the hydraulic piston 28 and the cylinder cover 27 is increased, the oil pressure is reduced (the hydraulic piston 27 still keeps contact with the transition piston 29), and when the oil pressure is lower than the opening pressure P of the pilot control air valve 17, the pilot control air valve 17 is closed. The pneumatic piston 26 and tappet 31 are stopped and the clutch position is maintained.
The return pressure P1 < oil reservoir pre-pressure P2 < opening pressure P is the return pressure P1+ oil reservoir pre-pressure P2+ Δ P2.
When the clutch is engaged, as shown in fig. 5, the driver raises the clutch pedal 11, the oil pressure drops below the opening pressure P of the pilot control valve 17, the pilot control valve 17 is closed, and the high-pressure gas is discharged to the atmosphere through the cylinder block air hole 241, the two-way check valve 22, the pilot control valve 17, the second cylinder head hole 272, and the dust cover 32. The tappet 31 pushes the transition piston 30 and the air pressure piston 26 to move to the left under the thrust action of the clutch, the clutch is combined, and the rotation angle sensor 33 is used for detecting the position of the clutch.
When the clutch pedal 11 stops in the engaging stroke, the pilot control valve 17 is in a closed state, the tappet 31 pushes the air piston 26 to move leftward, the space of the hydraulic cavity formed by the hydraulic piston 28 and the cylinder head 27 becomes smaller, and when the oil pressure rises to be greater than the opening pressure P of the pilot control valve 17, the pilot control valve 17 opens again. Under the damping action, the system quickly approaches to a balance state, and the position of the clutch is kept.
The oil reservoir 15 serves to maintain the hydraulic piston 28 in contact with the transition piston 30 during this process. If the oil reservoir 15 is not available or the pressure of the oil reservoir 15 is less than the reset pressure P1 of the compression spring 29, when the clutch pedal 11 is lifted, the hydraulic piston 28 will be separated from the contact with the transition piston 30 under the action of the compression spring 29, and when the clutch pedal 11 stops, the tappet 31 will continue to push the air pressure piston 26 to move to the left without changing the volume of the hydraulic cavity, so that the hydraulic control air valve 17 cannot be opened by increasing the pressure. And the volume of the cavity of the oil reservoir 15 is smaller than that of the cavity of the hydraulic cylinder, so that when the clutch pedal 11 stops, the tappet 31 only slightly overshoots, and oil pressure can be built to open the hydraulic control air valve 17.
The present embodiment also provides a vehicle including a clutch and an automatic mechanical transmission clutch actuation system whose tappet 31 is capable of pushing the clutch open. The clutch can be automatically controlled by adopting an air inlet and exhaust control valve group, or manually controlled by adopting a clutch pedal 11, a hydraulic control air valve 17, an oil storage device 15, an oil inlet cavity and an oil supply assembly through manual intervention.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (10)
1. A clutch actuating system of a mechanical automatic transmission comprises a cylinder block (24), a cylinder cover (27), a pneumatic piston (26) and a tappet (31), and is characterized in that a hydraulic piston (28) is arranged in the cylinder cover (27), and an oil inlet cavity is formed between the hydraulic piston (28) and the cylinder cover (27);
the air inlet and outlet control valve group is communicated with the cylinder body (24) through a two-way check valve (22) and is used for automatically controlling the movement of the air pressure piston (26);
the hydraulic control air valve (17) is communicated with the cylinder body (24) through the two-way check valve (22) and is used for manually controlling the movement of the air pressure piston (26);
one end of the oil reservoir (15) is communicated with the hydraulic control air valve (17) and is used for conducting the hydraulic control air valve (17); the other end of the hydraulic piston is communicated with the oil inlet cavity and is used for pushing the hydraulic piston (28) to move;
and an oil supply unit capable of injecting a corresponding amount of hydraulic oil into the oil reservoir (15) according to the stepping depth of the clutch pedal (11).
2. An automated mechanical transmission clutch actuation system according to claim 1, characterized in that a transition piston (30) is provided between the pneumatic piston (26) and the tappet (31), and a compression spring (29) is provided between the transition piston (26) and the hydraulic piston (30).
3. The amt clutch actuation system according to claim 2, wherein a pre-tightening spring (25) is disposed between the bottom of the cylinder block (24) and the pneumatic piston (26), and a wear detector (23) is disposed at the bottom of the cylinder block (24), the wear detector (23) being disposed in correspondence with the pneumatic piston (26).
4. The AMT clutch actuation system of claim 3, wherein an end of the transition piston (30) distal from the pneumatic piston (26) is threaded with the tappet (31), and rotating the tappet (31) adjusts a total length of the pneumatic piston (26) and the tappet (31).
5. Automated mechanical transmission clutch actuation system according to claim 2, characterized in that an end of the tappet (31) remote from the transition piston (30) is provided with a rotation angle sensor (33).
6. An automated mechanical transmission clutch actuation system according to claim 2, characterized in that the end of the cylinder head (27) remote from the cylinder block (24) is provided with a dust cover (32).
7. The amt clutch actuation system according to claim 2, wherein the oil supply unit includes a master pump (14) and an oil cup (13) connected to the master pump (14), and the clutch pedal (11) is capable of controlling an amount of hydraulic oil that the master pump (14) injects into the oil reservoir (15).
8. The AMT clutch actuation system of any one of claims 2-7, wherein the intake and exhaust control valve set comprises an intake solenoid valve set, a common pipeline and an exhaust solenoid valve set, one end of the intake solenoid valve set is communicated with an air source (16), the other end of the intake solenoid valve set passes through the common pipeline and the two-way check valve (22) is communicated, the two-way check valve (22) is communicated with the rodless cavity of the cylinder block (24), one end of the exhaust solenoid valve set is communicated with the rod cavity of the cylinder block (24), and the other end of the exhaust solenoid valve set passes through the common pipeline and the two-way check valve (22) is communicated.
9. The automated mechanical transmission clutch actuation system of claim 8, wherein the pilot operated gas valve (17) is in communication with the gas source (16).
10. A vehicle, characterized by comprising a clutch and an automated mechanical transmission clutch actuation system according to any of claims 1-9, the tappet (31) of which is capable of pushing the clutch out of engagement.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210391716.3A CN114704632A (en) | 2022-04-14 | 2022-04-14 | Mechanical automatic transmission clutch execution system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210391716.3A CN114704632A (en) | 2022-04-14 | 2022-04-14 | Mechanical automatic transmission clutch execution system and vehicle |
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| CN114704632A true CN114704632A (en) | 2022-07-05 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202210391716.3A Pending CN114704632A (en) | 2022-04-14 | 2022-04-14 | Mechanical automatic transmission clutch execution system and vehicle |
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| CN (1) | CN114704632A (en) |
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| CN108291634A (en) * | 2015-10-27 | 2018-07-17 | 博格华纳公司 | Manual-automatic integral transmission clutch with accumulator |
| CN109555795A (en) * | 2017-09-25 | 2019-04-02 | 郑州宇通客车股份有限公司 | Clutch servo-cylinder and on-off control mechanism |
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2022
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|---|---|---|---|---|
| JPH03229020A (en) * | 1990-01-31 | 1991-10-11 | Hino Motors Ltd | Control device for hydraulic clutch |
| CN201007328Y (en) * | 2006-05-12 | 2008-01-16 | 中国第一汽车集团公司 | Manus and automatic integrated controlled declutching system |
| CN101893044A (en) * | 2010-07-21 | 2010-11-24 | 吉林大学 | Pneumatic, manual and automatic integrated clutch control system |
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