CN219139434U

CN219139434U - Control system for clutch type air compressor of commercial vehicle

Info

Publication number: CN219139434U
Application number: CN202223340903.3U
Authority: CN
Inventors: 刘伟; 马冰; 邬钱涌
Original assignee: Kenuo'er Commercial Car System Chongqng Co ltd
Current assignee: Kenuo'er Commercial Car System Chongqng Co ltd
Priority date: 2022-12-12
Filing date: 2022-12-12
Publication date: 2023-06-06
Anticipated expiration: 2032-12-12

Abstract

The utility model relates to a control system (100) for a clutch air compressor of a commercial vehicle, characterized in that the control system (100) comprises a clutch quick release valve (3), the clutch quick release valve (3) comprising: the clutch quick release device comprises an input port (31), an output port (32) and a control port (34), wherein the input port (31) of the clutch quick release valve (3) is connected with a compressed air output port (22) of an air processing unit (2), the output port (32) of the clutch quick release valve (3) is connected with the control port (14) of the clutch air compressor (1), the control port (34) of the clutch quick release valve (3) is connected with the control port (24) of the air processing unit (2), and the clutch air compressor (1) supplies compressed air to the air processing unit (2).

Description

Control system for clutch type air compressor of commercial vehicle

Technical Field

The present utility model relates generally to a control system for a clutch air compressor of a commercial vehicle.

Background

Air compressors are one of the important components of commercial vehicles, which mainly provide compressed air for vehicle operation (e.g., air suspensions, brake systems, clutch shift systems, etc.). The traditional air compressor is always in power connection with the engine so as to realize air compression. The clutch type air compressor is an improved air compressor, and a clutch device is integrated in the clutch type air compressor, so that the clutch type air compressor can be disconnected with an engine, and energy conservation and emission reduction can be realized.

The compressed air provided by the air compressor may be supplied to an Air Processing Unit (APU). The air handling unit may typically include an Air Dryer (AD) and a multi-circuit protection valve (MCPV). Compressed air supplied by the air compressor is first dried and cleaned (e.g., to remove oil and/or water) via an air dryer and then output to the corresponding air cylinders at a defined pressure through a multi-circuit protection valve for use by the air components.

Advantageously, when the output of the air handling unit reaches a defined pressure, the power connection of the clutch air compressor to the engine is cut off (i.e. the clutch of the clutch air compressor is opened), thereby achieving an energy-saving and fuel-saving effect. However, in the operation process, the requirement for response time of the clutch air compressor is very high, namely, pressure can be established in a pressure cavity of the clutch air compressor in a very short time so as to realize the disconnection of power connection, and pressure release in the pressure cavity of the clutch air compressor in a very short time is also required to realize the power recovery.

In the prior art, this is mainly achieved by electrical control. The electric control has an advantage of a fast response speed, but has a disadvantage of high manufacturing cost.

Disclosure of Invention

The object of the present utility model is to overcome at least one of the drawbacks of the prior art described above and to propose a control system for a clutch air compressor of a commercial vehicle, by means of which a fast response of the clutch air compressor can be achieved in a structurally simple and cost-effective manner.

To this end, according to one aspect of the present utility model, there is provided a control system for a clutch air compressor of a commercial vehicle, the control system including a clutch quick release valve (CFV: clutch fast valve) including: the clutch quick release valve comprises an input port, an output port and a control port, wherein the input port of the clutch quick release valve is connected with a compressed air output port of the air processing unit, the output port of the clutch quick release valve is connected with the control port of the clutch air compressor, the control port of the clutch quick release valve is connected with the control port of the air processing unit, and the clutch air compressor supplies compressed air to the air processing unit. Therefore, the control system can realize the quick response of the clutch type air compressor by adopting a purely mechanical design structure.

In a specific embodiment, the output port of the clutch quick release valve is connected with the control port of the clutch air compressor through a first pipeline, the input port of the clutch quick release valve is connected with the compressed air output port of the air processing unit through a second pipeline, and the control port of the clutch quick release valve is connected with the control port of the air processing unit through a third pipeline. The control system of the utility model can realize the quick response of the clutch type air compressor in a simple structure.

In a specific embodiment, the lengths of the first, second and third lines are each in the range of 0.5 meters to 6 meters. Within the above parameters, it is particularly advantageous to have a clutch air compressor that obtains a particularly rapid pressure response.

In a specific embodiment, the first, second and third conduits each have an inner diameter in the range of 4 mm to 8 mm. Within the above parameters, it is particularly advantageous to have a clutch air compressor that obtains a particularly rapid pressure response.

In one embodiment, the length of the third conduit is less than the length of the first conduit. Preferably, the length of the third conduit is less than one third of the length of the first conduit. This can further improve the pressure response speed.

In one embodiment, the first and second conduits each have an inner diameter that is greater than an inner diameter of the third conduit. Preferably, the inner diameters of the first and second pipes are 1.5 to 2 times the inner diameter of the third pipe, respectively. This can further improve the pressure response speed.

In one embodiment, the clutch quick release valve is a relay valve. In a specific embodiment, the clutch quick release valve comprises a control piston arranged in a housing of the clutch quick release valve and being axially movable by means of a control pressure provided from a control port of the clutch quick release valve, and a valve means comprising a valve body axially movable by means of an axial movement of the control piston, wherein the valve body controls a fluid connection between an input port and an output port of the clutch quick release valve. In this way, a particularly rapid pressure response of the clutch air compressor can be achieved with a particularly simple construction by means of a purely mechanical clutch quick release valve.

In one embodiment, the clutch quick release valve includes a movement adjustment mechanism that adjusts the range of axial movement of the control piston. Thus, the flow rate of the clutch quick release valve can be flexibly adjusted in a simple manner so as to be suitable for systems with different configurations.

In summary, the control system for a clutch air compressor of a commercial vehicle according to the present utility model can realize the rapid disconnection of the clutch air compressor in a simple structure. Meanwhile, the control system of the utility model adopts a purely mechanical design structure, and does not need to use an electronic sensor, an electronic actuator and/or an electric signal transmission device. The utility model adopts the clutch quick release valve with simple structure to replace the electric control mode in the prior art, and can realize particularly good control effect with particularly simple structure and particularly low cost. Furthermore, the control system of the utility model can automatically drive the clutch air compressor according to the pressure of the output port of the air processing unit under the condition of very short disconnection and connection response time. Advantageously, by means of the system according to the utility model, a particularly rapid (for example within 350 ms) pressure increase of the clutch control port (for example from 0.5bar to 6 bar) can be achieved, whereby the clutch air compressor can be rapidly disconnected from the engine; by means of the system according to the utility model, a particularly fast (e.g. within 500 ms) pressure reduction of the clutch control port (e.g. from 5bar to 0.5 bar) can be achieved, whereby the clutch device of the clutch air compressor can be closed quickly.

Drawings

Embodiments of the present utility model will be described in detail below with reference to the attached drawing figures, wherein:

fig. 1 shows a schematic diagram of an exemplary embodiment of a control system according to the utility model for a clutch air compressor of a utility vehicle;

FIG. 2 shows a schematic component connection diagram of the exemplary embodiment of FIG. 1;

FIG. 3 shows a schematic cross-sectional view of an exemplary air handling unit for use in the control system of the present utility model;

FIG. 4a shows a schematic cross-sectional view of an exemplary clutch quick release valve for use in the control system of the present utility model, wherein the clutch quick release valve is in a closed position;

fig. 4b shows a schematic cross-sectional view of the exemplary clutch quick release valve of fig. 4a, wherein the clutch quick release valve is in an open position.

Detailed Description

In the following detailed description, reference is made to the accompanying drawings, which form a part hereof. In the drawings, the same or similar reference numerals generally refer to the same or similar parts, unless otherwise indicated herein. The embodiments described in the detailed description and drawings are not meant to be limiting. Other embodiments may be utilized and other changes may be made without departing from the spirit and/or scope of the present utility model. It should be understood that aspects of the utility model generally described in this specification and illustrated in the drawings can be arranged, substituted, combined, separated, and designed in a wide variety of different configurations.

The present utility model proposes an innovative control system 100 for a clutch air compressor of a commercial vehicle. FIG. 1 shows a schematic diagram of an exemplary embodiment of the control system 100; fig. 2 more intuitively shows a schematic component connection diagram of the exemplary embodiment of fig. 1. As shown, the clutch air compressor is generally indicated by reference numeral 1 and the air handling unit is generally indicated by reference numeral 2. During operation, the clutch air compressor 1 supplies compressed air to the air treatment unit 2. When the compressed air output 28 (see fig. 3) of the air treatment unit 2 reaches a defined pressure, the power connection of the clutch air compressor 1 to the engine (not shown) needs to be cut off (i.e., the clutch air compressor 1 stops delivering compressed air), thereby achieving the effects of saving energy and saving oil. According to the design concept of the utility model, instead of an electrically controlled embodiment, a (purely mechanical) clutch quick release valve 3 is arranged between the clutch air compressor 1 and the air treatment unit 2.

As shown in fig. 1 and 2, the clutch quick release valve 3 includes an input port 31, an output port 32, and a control port 34. The air handling unit 2 comprises a compressed air inlet 21 (see fig. 3) and a compressed air outlet 22 and a control port 24. Compressed air output by the clutch air compressor 1 is supplied to the air treatment unit 2 (not shown in fig. 1 and 2) via an inlet 21. The clutch air compressor 1 includes a control port 14. In a specific embodiment, the control port 14 communicates with a pressure chamber in a clutch device integrated in the clutch air compressor 1. In a specific embodiment, the clutch device is normally closed, so that the clutch air compressor 1 is in power connection with the engine of the vehicle without external forces; when pressure builds at the control port 14, a pressure chamber in the clutch builds up, thereby actuating the friction elements of the clutch against the spring force such that the friction elements disengage from each other and the clutch is disconnected from the power of the engine.

According to the utility model, the inlet port 31 of the clutch quick release valve 3 is connected to the compressed air outlet port of the air handling unit 2 (the inlet port 31 of the clutch quick release valve 3 is exemplarily shown in fig. 1 and 2 to be connected to the compressed air outlet port 22 of the air handling unit 2, however it is understood that alternatively or additionally the inlet port 31 of the clutch quick release valve 3 may be connected to a further compressed air outlet port of the air handling unit 2), the outlet port 32 of the clutch quick release valve 3 is connected to the control port 14 of the clutch air compressor 1, and the control port 34 of the clutch quick release valve 3 is connected to the control port 24 of the air handling unit 2.

When the output 28 (see fig. 3) of the air treatment unit 2 reaches a defined pressure, a pressure is established at the control port 24 of the air treatment unit 2. Since the control port 34 of the clutch quick release valve 3 is connected to the control port 24 of the air handling unit 2, the pressure build-up at the control port 24 causes a pressure build-up at the control port 34 of the clutch quick release valve 3, whereby the clutch quick release valve 3 is activated such that fluid communication between the input port 31 and the output port 32 of the clutch quick release valve 3 is enabled, whereby the pressure at the output port (in this exemplary embodiment the output port 22) of the air handling unit 2 can be conducted to the control port 14 of the clutch air compressor 1 and trigger the clutch means of the clutch air compressor 1 to be disconnected. When the output end of the air processing unit 2 is lower than the set restoration air supply pressure, the clutch type air compressor is required to restore air supply. At this time, the pressure at the control port 24 of the air treatment unit 2 is reduced to 0, and the pressure at the control port 34 of the clutch quick release valve 3 is also 0, so that the input port 31 and the output port 32 of the clutch quick release valve 3 are disconnected, and the pressure at the output port of the clutch device is discharged through the exhaust port of the clutch quick release valve 3, thereby realizing the quick engagement process of the clutch device.

The control system 100 of the utility model can realize the quick disconnection of the clutch type air compressor in a simple structure. Meanwhile, the control system 100 of the present utility model adopts only a purely mechanical design structure without using an electronic sensor, an electronic actuator and/or an electric signal transmission device, and thus, can achieve a particularly good control effect at a particularly low cost.

Preferably, as shown in fig. 1 and 2, the output port 32 of the clutch quick release valve 3 is connected to the control port 14 of the clutch air compressor 1 through a first pipe L1. The input 31 of the clutch quick release valve 3 is connected via a second line L2 to the compressed air output 22 of the air handling unit 2, and the control port 34 of the clutch quick release valve 3 is connected via a third line L3 to the control port 24 of the air handling unit 2.

In a preferred embodiment, the lengths of the first, second and third lines L1, L2 and L3 are respectively in the range of 0.5 to 6 meters. In a preferred embodiment, the inner diameters of the first, second and third lines L1, L2 and L3 are respectively in the range of 4 to 8 mm. This enables a particularly rapid pressure response of the clutch air compressor.

Preferably, the length of the third line L3 is smaller than the length of the first line L1. More preferably, the length of the third line L3 is less than one third of the length of the first line L1. This can further improve the pressure response speed. Preferably, the inner diameters of the first and second pipes L1 and L2 are respectively larger than the inner diameter of the third pipe L3. More preferably, the inner diameters of the first and second pipes L1 and L2 are 1.5 to 2 times the inner diameter of the third pipe L3, respectively. This can further improve the pressure response speed.

Fig. 3 shows a schematic cross-section of an exemplary air handling unit 2 for the control system of the present utility model.

The air handling unit 2 comprises an air dryer 23, a multi-circuit protection valve 25 and a control module. Compressed air supplied by the centrifugal air compressor 1 is fed into the inlet 21 of the air treatment unit 2, which is first dried and cleaned (e.g. oil and/or water removed) via an air dryer 23, then fed through a one-way valve 27 to the outlet 28, and then from the outlet 28 through a multi-circuit protection valve (not shown) to the corresponding air reservoir at a defined pressure for use by the air-consuming components. In the schematic illustration, it can be seen that the air treatment unit 2 can have a plurality of outlet openings (only one of which is indicated by way of example with 22 in fig. 1 and 2), the plurality of outlet openings 22 being able to have the same or different pressures, which outlet openings lead, for example, to air reservoirs for air suspensions, brake systems, clutch shift systems, etc. The control module of the air treatment unit 2 mainly comprises: a first piston mechanism 26 having a control chamber 261 and biased by a resilient member 262 on a side opposite to the control chamber 261; and a second piston mechanism 29 having a control passage 291 and being biased by an elastic member 292 on a side opposite to the control passage 291, the control passage 291 communicating with the output port 28.

In case the compressed air pressure at the output 28 reaches a defined value, the pressure in the control passage 291 communicating with the output 28 causes the control piston of the second piston means 29 to move against the elastic element 292 (to the right in the exemplary embodiment of the figures), thereby opening the fluid passage 25 between the output 28 and the control chamber 261 of the first piston means 26, thereby establishing a pressure in the control chamber 261 such that the control piston of the first piston means 26 moves against the elastic element 262 (to the lower in the exemplary embodiment of the figures) and rapidly establishes a pressure at the control port 24. Thus, according to the utility model, when the output 28 of the air handling unit 2 reaches a defined pressure, the pressure can be built up quickly at the control port 24 of the air handling unit 2 and the clutch quick release valve 3 activated such that fluid communication between the input 31 and the output 32 of the clutch quick release valve 3 is established, thereby triggering the quick release of the clutch device of the clutch air compressor 1.

In case the pressure at the output 28 is lower than the defined pressure, the elastic element 292 moves the control piston biasing the second piston means 29 (to the left in the exemplary embodiment of the figure) such that the fluid passage 25 between the output 28 and the control chamber 261 of the first piston means 26 is closed, whereby the pressure at the control port 24 rapidly becomes 0. Thus, according to the utility model, when the output 28 of the air handling unit 2 is below a defined pressure, the pressure at the control port 24 of the air handling unit 2 can be quickly reduced to 0, so that the clutch quick release valve 3 is deactivated, whereby the clutch device of the clutch air compressor 1 can be quickly closed and the clutch air compressor 1 can supply compressed air to the air handling unit 2 again with a quick response.

The other structure and operation of the air treatment unit 2 are not critical to the present utility model and will not be described in detail herein.

In the present utility model, the clutch quick release valve 3 is preferably a pilot valve. In a particularly advantageous embodiment, the clutch quick release valve 3 is a relay valve.

Fig. 4a and 4b show schematic cross-sectional views of an exemplary clutch release valve 3 for a control system according to the utility model, wherein the clutch release valve 3 is in the closed position in fig. 4a and the clutch release valve 3 is in the open position in fig. 4 b.

As shown in fig. 4a and 4b, the clutch release valve 3 comprises a control piston 33 and a valve means 35. The control piston 33 is arranged in a housing 36 of the clutch quick release valve 3 and is axially movable by means of a control pressure supplied from a control port 34 of the clutch quick release valve 3. The valve means 35 comprises a valve body 351 which can be moved axially by means of an axial movement of the control piston 33, wherein the valve body 351 controls the fluid connection between the inlet 31 and the outlet 32 of the clutch release valve 3. A valve seat 352 is provided on the housing 36 and cooperates with the valve body 351. When the valve body 351 abuts against the valve seat 352 (the situation shown in fig. 4 a), the valve means 35 closes the fluid connection between the input port 31 and the output port 32 of the clutch release valve 3. In addition, a resilient element 353 (e.g., a spring) is provided, which resilient element 353 biases the valve body 351 in a direction toward the valve seat 352 (upward in fig. 4a and 4 b). The control valve seat 332 is provided on the side of the control piston 33 facing the valve body 351.

When control pressure is supplied to the control port 34 of the clutch quick release valve 3, the control pressure acts on the control piston 33 to axially move the control piston 33 (downward in fig. 4 b). The control piston 33 moves axially downward until the control valve seat 332 abuts the valve body 351. When the control piston 33 moves further downward, the control piston 33 pushes the valve body 351 downward against the elastic force of the elastic member 353. Thereby, the valve body 351 moves away from the valve seat 352, so that the valve device 35 opens, and the fluid connection between the input port 31 and the output port 32 of the clutch quick release valve 3 is established.

In a preferred embodiment, not shown, the clutch quick release valve 3 further comprises a movement adjustment mechanism capable of adjusting the axial movement range of the control piston 33. Thus, the flow rate of the clutch quick release valve can be flexibly adjusted in a simple manner so as to be suitable for systems with different configurations.

Hereinafter, a method for operating the clutch air compressor 1 for a commercial vehicle by means of the control system 100 of the present utility model is exemplarily described. The method comprises the following steps: compressed air is supplied to the air treatment unit 2 by means of the clutch air compressor 1. The method further comprises the steps of: when the outlet 22 of the air handling unit 2 reaches a defined pressure, the clutch quick release valve 3 is activated via the control port 24 of the air handling unit 2, so that fluid communication between the inlet 31 and the outlet 32 of the clutch quick release valve 3 is established, thereby triggering the opening of the clutch device of the clutch air compressor 1. Therefore, when the limiting pressure is reached, the clutch type air compressor can be rapidly disconnected from the engine, so that the effects of energy conservation and emission reduction are achieved.

Preferably, the method further comprises the steps of: when the output 22 of the air handling unit 2 is below the defined pressure, the control port 24 of the air handling unit 2 is depressurized, so that the clutch quick release valve 3 is deactivated. Whereby the clutch device of the clutch air compressor 1 is closed and the clutch air compressor 1 supplies compressed air again to the air treatment unit 2. The control system of the utility model can automatically drive and control the clutch air compressor according to the pressure of the output port, and simultaneously, the response time of the clutch air compressor to disconnection and connection is very short.

The inventors of the present utility model have made experimental demonstration of the control system according to the present utility model, and experimental data are shown in table 1.

TABLE 1

As can be seen from table 1, with the air compressor control system of the present utility model comprising a clutch quick release valve, in one embodiment, it is advantageous to be able to raise the pressure of the clutch control port (e.g. from 0.5bar to 6 bar) particularly quickly (e.g. within 350 ms) when the output of the air handling unit reaches a defined pressure, thereby enabling a quick disconnect of the clutch air compressor from the engine; when the outlet of the air treatment unit is below a defined pressure, the pressure of the clutch control port can be reduced particularly quickly (e.g. from 5bar to 0.5 bar) for example within 500ms, whereby the clutch device of the clutch air compressor can be closed quickly.

In summary, the control system for a clutch air compressor of a commercial vehicle according to the present utility model can realize the rapid disconnection of the clutch air compressor in a simple structure. Meanwhile, the control system 100 of the present utility model adopts only a purely mechanical design structure, without using electronic sensors, electronic actuators, and/or electrical signal transmission devices. The utility model adopts the clutch quick release valve with simple structure to replace the electric control mode in the prior art, and can realize particularly good control effect with particularly simple structure and particularly low cost. Furthermore, the control system of the utility model can automatically drive the clutch air compressor according to the pressure of the output port of the air processing unit under the condition of very short disconnection and connection response time.

It is to be understood that the utility model is not limited to the above description. The utility model is capable of modification and variation in various forms without departing from the spirit and scope of the utility model.

Claims

1. Control system (100) for a clutch air compressor of a commercial vehicle, characterized in that the control system (100) comprises a clutch quick release valve (3), the clutch quick release valve (3) comprising: the clutch quick release device comprises an input port (31), an output port (32) and a control port, wherein the input port (31) of the clutch quick release valve (3) is connected with a compressed air output port (22) of an air processing unit (2), the output port (32) of the clutch quick release valve (3) is connected with the control port of the clutch air compressor (1), the control port of the clutch quick release valve (3) is connected with the control port of the air processing unit (2), and the clutch air compressor (1) supplies compressed air to the air processing unit (2).

2. The control system (100) according to claim 1, wherein the output port (32) of the clutch quick release valve (3) is connected to the control port of the clutch air compressor (1) via a first line (L1), the input port (31) of the clutch quick release valve (3) is connected to the compressed air output port (22) of the air handling unit (2) via a second line (L2), and the control port of the clutch quick release valve (3) is connected to the control port of the air handling unit (2) via a third line (L3).

3. The control system (100) according to claim 2, wherein the lengths of the first line (L1), the second line (L2) and the third line (L3) are each in the range of 0.5 meters to 6 meters.

4. A control system (100) according to claim 2 or 3, characterized in that the internal diameters of the first (L1), second (L2) and third (L3) lines are respectively in the range of 4 to 8 mm.

5. A control system (100) according to claim 2 or 3, characterized in that the length of the third line (L3) is smaller than the length of the first line (L1).

6. A control system (100) according to claim 2 or 3, characterized in that the inner diameter of the first conduit (L1) and the second conduit (L2) is respectively larger than the inner diameter of the third conduit (L3).

7. A control system (100) according to any one of claims 1 to 3, characterized in that the clutch quick release valve (3) is a relay valve.

8. A control system (100) according to any one of claims 1 to 3, characterized in that the clutch quick release valve (3) comprises a control piston (33) and a valve means (35), the control piston (33) being arranged in a housing (36) of the clutch quick release valve (3) and being axially movable by means of a control pressure provided from a control port of the clutch quick release valve (3), the valve means (35) comprising a valve body (351) axially movable by means of an axial movement of the control piston (33), wherein the valve body (351) controls a fluid connection between an input port (31) and an output port (32) of the clutch quick release valve (3).

9. The control system (100) according to claim 8, wherein the clutch quick release valve (3) comprises a movement adjustment mechanism that is capable of adjusting the axial movement range of the control piston (33).

10. The control system (100) of claim 5, wherein the length of the third conduit (L3) is less than one third of the length of the first conduit (L1).

11. The control system (100) according to claim 6, wherein the inner diameter of the first conduit (L1) and the second conduit (L2) is 1.5 to 2 times the inner diameter of the third conduit (L3), respectively.