WO2007056888A1 - Dispositif d'embrayage a commande electronique pour economie de carburant destine a un vehicule - Google Patents

Dispositif d'embrayage a commande electronique pour economie de carburant destine a un vehicule Download PDF

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Publication number
WO2007056888A1
WO2007056888A1 PCT/CN2005/001924 CN2005001924W WO2007056888A1 WO 2007056888 A1 WO2007056888 A1 WO 2007056888A1 CN 2005001924 W CN2005001924 W CN 2005001924W WO 2007056888 A1 WO2007056888 A1 WO 2007056888A1
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WO
WIPO (PCT)
Prior art keywords
electronically controlled
controlled clutch
fuel
accelerator pedal
engine
Prior art date
Application number
PCT/CN2005/001924
Other languages
English (en)
French (fr)
Inventor
Waikei Huen
Yun Li
Original Assignee
Waikei Huen
Yun Li
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Waikei Huen, Yun Li filed Critical Waikei Huen
Priority to KR1020087014146A priority Critical patent/KR101160323B1/ko
Priority to CN200580052058XA priority patent/CN101316734B/zh
Priority to PCT/CN2005/001924 priority patent/WO2007056888A1/zh
Priority to JP2008540424A priority patent/JP4871958B2/ja
Priority to US12/093,647 priority patent/US7901322B2/en
Priority to EP05808235A priority patent/EP1953025B1/en
Priority to AT05808235T priority patent/ATE537993T1/de
Publication of WO2007056888A1 publication Critical patent/WO2007056888A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/04—Arrangements or mounting of propulsion unit control devices in vehicles of means connecting initiating means or elements to propulsion unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0605—Throttle position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

Definitions

  • the invention relates to a fuel-efficient electronically controlled clutch device for a motor vehicle. Background technique
  • R1 is the wind resistance and frictional resistance
  • R2 is the resistance generated by the power and transmission part of the motor vehicle
  • K is the gear shift coefficient, the lower the gear position, the larger the K value, the higher the gear position, the smaller the K value, which is why The reason why the taxiing distance is short when using a low gear and the taxiing distance is long when driving a motor vehicle using a high gear
  • ⁇ is the power of the motor vehicle and the damping of the transmission part. According to this formula, if the motor vehicle is disengaged from the power and the transmission portion is slid, the motor vehicle is subjected to less resistance and can travel longer distances, so that it can be more fuel efficient.
  • the oil supply to the engine is divided into two parts, one is the idle oil supply to ensure the engine idle speed, and the other is the oil supply through the accelerator pedal control.
  • the two parts of the oil can be supplied through one oil passage or through multiple oils.
  • the road is supplied. Summary of the invention
  • the object of the present invention is to provide a fuel-saving electronically controlled clutch device for a motor vehicle.
  • the fuel-saving electronically controlled clutch device By controlling the fueling and oil supply, the fuel-saving electronically controlled clutch device has a better fuel-saving effect than the prior art. It can ensure the safety of the motor vehicle under various driving conditions.
  • the fuel-saving electronically controlled clutch device includes an electronically controlled clutch, a brake switch and a throttle sensor, and further, an electromagnetic oil throttle valve for opening and closing the fuel supply and oil supply is provided.
  • the electronically controlled clutch and the electromagnetic oil throttle valve are controlled by signals from the brake switch and the throttle sensor, and then control the combination and separation between the engine and the wheel of the vehicle and the fueling and oil supply of the engine.
  • the specific control method is: When the switch is turned on, the electronically controlled clutch is combined and the electromagnetic oil throttle valve is closed, the engine only supplies oil at idle speed; when the brake switch is turned off, when the throttle sensor detects that the accelerator pedal advances or advances to a certain position, electronic control The clutch is combined and the electromagnetic oil throttle valve is opened, the fuel supply is turned on, and the engine is supplied with oil; and when the throttle sensor detects that the accelerator pedal is retracted or retracted to a certain position, the electronically controlled clutch is disengaged and the electromagnetic oil is separated. The throttle valve is closed, thereby cutting off the fuel supply to the engine. The engine only supplies oil at idle speed.
  • the fuel-saving electronically controlled clutch device when the accelerator pedal is retracted or retracted to a certain position, the vehicle is in a coasting state in which the engine and the transmission are disengaged, thereby reducing the resistance of the motor vehicle and reaching the festival.
  • the purpose of the oil when braking, the electronically controlled clutch is combined to connect the high-speed wheel to the engine drive, so that the engine is driven at the inherent gear ratio, and the rotational speed is increased to achieve the equivalent of the engine damping and assist assist system without the device of the present invention. move.
  • the electronically controlled clutch is mounted downstream of the engine in the transmission system so that at least the damping of the engine can be disengaged while the vehicle is taxiing.
  • the electronically controlled clutch is preferably mounted on the final stage of the drive shaft in the drive train so that the engine and the transmission can be disengaged when the vehicle is coasting.
  • the electronically controlled clutch of the present invention has many embodiments.
  • the electronically controlled clutch may be a friction plate clutch, a jaw clutch or the like.
  • the electronically controlled clutch is coupled and separated by electromagnetic control.
  • the brake switch can be a micro switch, a travel switch, an inductive switch or a non-contact switch disposed on the brake pedal.
  • the micro switch when the brake pedal is depressed, the micro switch is triggered to be turned on; when the brake pedal is completely released, the micro switch is turned off.
  • Throttle sensors are also available in many implementations.
  • a throttle sensor comprising a disc with a slot and a contact, a contact provided on the accelerator pedal and, if necessary, a damper wheel, the contacts on the disc being arranged in the slot and the throttle ⁇ "
  • the contact point on the board faces the same.
  • the rotation axis of the disc is concentric with the rotation axis of the accelerator pedal.
  • the throttle sensor is designed as a DC generator, which is arranged on the rotating shaft of the accelerator pedal, wherein The motor includes a rotor and a stator, the rotor shaft being concentrically fixedly coupled to the rotating shaft of the accelerator pedal or connected by a transmission mechanism to cause the rotor to rotate together when the accelerator pedal is rotated.
  • the direct current generators respectively output electromotive forces of opposite polarities, and the electromotive force is converted into a corresponding on-signal or a corresponding off-signal through a circuit, so that even if the accelerator pedal is in the forward or retreat process When the signal is held in a certain position, the turn-on signal or the cut-off signal is still valid.
  • the fuel-efficient electronically controlled clutch device can be used in existing motor vehicles in which an overrunning clutch has been installed.
  • the friction plate at one end of the electronically controlled clutch of the fuel-saving electronically controlled clutch device of the present invention is non-rotatable but axially displaceable with respect to the overrunning end of the overrunning clutch, and the other end of the electronically controlled clutch
  • the friction lining is then non-rotatable relative to the shaft end but is also axially displaceable on the shaft end.
  • Figure 1 is a control logic block diagram of an electronically controlled clutch device according to the present invention
  • FIG. 2 is a block diagram showing the structure of a motor vehicle transmission system including the fuel-saving electronically controlled clutch device of the present invention
  • FIG. 3 is a schematic view of an embodiment of an oil-saving electronically controlled clutch device according to the present invention
  • FIG. 4 is a schematic view of another embodiment of the fuel-efficient electronically controlled clutch device according to the present invention
  • Fig. 5 is a schematic view showing the application of the fuel-saving electronically controlled clutch device according to the present invention in a motor vehicle equipped with an overrunning clutch. detailed description
  • FIG 1 shows in block diagram form the control logic of the fuel-efficient electronically controlled clutch device according to the invention Series.
  • the program begins to execute.
  • the brake switch 8 is turned on, so that the electronically controlled clutch 7 is engaged, and the engine supplies oil only at an idle speed.
  • the brake switch 8 is turned off, and the process proceeds to the next step.
  • the electronically controlled clutch 7 combines, refueling and supplying oil to the engine; when the throttle sensor 9 detects the state S2 when the accelerator pedal P retreats or retreats to a certain position, the electronically controlled clutch 7 separates and cuts off the fuel supply to the engine, the engine Only idle oil.
  • FIG. 1 shows, in block diagram form, a motor vehicle transmission system comprising a fuel-efficient electronically controlled clutch device in accordance with the present invention.
  • the system mainly includes an engine 1, a clutch 2, a transmission 3, a transmission shaft 4, an oil-saving electronically controlled clutch device 5, and a wheel 6.
  • the fuel-saving electronically controlled clutch device 5 includes an electronically controlled clutch 7, a brake switch 8, and a throttle sensor 9.
  • the fuel-saving electronically controlled clutch device 5 additionally includes an electromagnetic oil throttle valve G.
  • the electronically controlled clutch 7 of the present invention is disposed downstream of the engine 1, preferably on the last stage of the drive shaft.
  • the electromagnetic oil throttle valve G is installed in the oil path where the fuel supply and oil supply portion of the engine is located, and functions as a throttle.
  • the logical relationship is as follows: When the electromagnetic oil throttle valve G is opened, the fuel supply is turned on, and the oil supply amount is determined by the position of the accelerator pedal; and when the electromagnetic oil throttle valve G is closed, the fuel supply is cut off. Open, but does not affect the idle oil supply.
  • the electronically controlled clutch 7 and the electromagnetic oil throttle valve G of the fuel-saving electronically controlled clutch device 5 are controlled by the brake switch 8 and the throttle, the signal from the sensor 9, which in turn controls the motor vehicle 1 and the wheel 6 The combination and separation as well as the conduction and disconnection of the fuel supply.
  • the electrically controlled clutch 7 is of various embodiments and may take the form well known in the art.
  • a friction plate clutch, a dog clutch, or the like can be used, and electromagnetic control or other equivalent control mode is employed when separating and combining the clutch.
  • the brake switch 8 is also of various embodiments, for example, it can be mounted on a brake pedal.
  • a micro switch when the brake pedal is depressed, first triggers the micro switch to generate a signal to the fuel-saving electronically controlled clutch device. It is also possible to use a travel switch, an inductive switch or a non-contact switch.
  • the throttle sensor 9 can also take a variety of forms known in the prior art.
  • Figure 3 shows an embodiment of the fuel-efficient electronically controlled clutch device of the present invention.
  • the normally closed switch 8' is controlled by a brake switch. When the brake switch 8 is turned on, the normally closed switch 8' is turned off, and when the brake switch 8 is turned off, the normally closed switch 8' is turned on.
  • the brake switch 8 preferentially controls the opening and closing of the electronically controlled clutch 7 and the opening and closing of the electromagnetic oil throttle valve G.
  • the brake switch 8 When the brake switch 8 is turned on, the electronically controlled clutch 7 is engaged and the electromagnetic oil throttle valve G is opened, the engine is supplied with oil at an idle speed; when the brake switch 8 is opened, the electronically controlled clutch 7 and the electromagnetic oil path are controlled by the throttle sensor 9 The throttle valve G is controlled.
  • the electromagnetic oil throttle valve G is turned on to indicate that the engine fuel supply system can supply the engine with the fuel supply amount determined by the accelerator pedal position; the electromagnetic oil throttle valve G is disconnected to indicate that the fuel supply and fuel supply are disconnected, and the engine is supplied with oil. The system can only supply the engine with the amount of fuel required to maintain idle speed.
  • the throttle sensor 9 comprises a disc F with a slot and a contact A, a contact B provided on the accelerator pedal P and, if necessary, a damper wheel W, the contact A of which is arranged in the slot and the accelerator pedal The contact B on it faces it.
  • the rotating shaft of the disc is concentric with the rotating shaft of the accelerator pedal.
  • the contact A and the contact B are coupled to each other when the accelerator pedal is advanced or advanced to a certain position, and are separated from each other when the accelerator pedal is retracted or retracted to a certain position, thereby realizing the control function of the throttle sensor.
  • the forward direction of the accelerator pedal is marked D.
  • the electronically controlled clutch is combined, and the electromagnetic oil throttle valve G is opened to refuel the engine.
  • the electronically controlled clutch is disengaged, and the electromagnetic oil throttle valve G is controlled to be disconnected, so that the engine is idled to supply oil.
  • the damper wheel W causes a certain resistance when the disk F is rotated, so the disk can be subjected to an external force. To overcome the interference and keep the position stable.
  • the disc can also be rotationally damped by its assembly, in which case the damper wheel can be eliminated.
  • Fig. 4 shows another embodiment of the fuel-efficient electronically controlled clutch device of the present invention.
  • the brake switch 8 preferentially controls the combination and disengagement of the electronically controlled clutch 7 and the opening and closing of the electromagnetic oil throttle valve G.
  • the brake switch 8 When the brake switch 8 is turned on, the electronically controlled clutch 7 is combined. And the electromagnetic oil throttle valve G is closed, the engine is at idle supply; when the brake switch 8 is off, the electronically controlled clutch 7 and the electromagnetic oil throttle valve G are controlled by the throttle sensor 9.
  • the throttle sensor 9 is designed as a DC generator which is disposed on the rotational axis N of the accelerator pedal P, where K is the generator rotor, E is the generator stator, and A' and B' are the lead wires, respectively.
  • Fig. 5 shows an application of the fuel-efficient electronically controlled clutch device of the present invention in an existing motor vehicle equipped with an overrunning clutch, for example, an embodiment applied to the device described in Chinese Patent No. ZL 02 2 8 263 9.4.
  • H represents the overrunning end of the overrunning clutch
  • I represents the axial end of the overrunning clutch.
  • the friction plate Da of the 7-end of the electronically controlled clutch is disposed at the overrunning end H of the overrunning clutch
  • the friction plate Db at the other end of the electronically controlled clutch 7 is disposed at the shaft end I.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Description

用于机动车的节油电控离合装置
技术领域
本发明涉及一种用于机动车的节油电控离合装置。 背景技术
众所周知，行驶中的机动车在滑行时可以不使用发动机的动力， 而仅依靠机动车本身的惯性进行滑行。 此时发动机可以只消耗确保 发动机怠速的很少量的燃油。 因此， 机动车滑行是一种重要的节油 方式。
在机动车行驶时， 按牛顿力学理论， 发动机输出的牵引力可以 使机动车做加速运动； 在运动过程中， 随着车速的提高， 机动车的 风阻等阻力逐步增加， 最终和发动机输出的牵引力达到平衡， 这时 机动车做匀速运动； 当驾驶员松开油门时， 机动车因阻力而减速， 大致符合以下经过简化的公式：
Rl + R2 = ma; R2 = Κμ
其中 Rl为风阻和摩擦阻力； R2为机动车的动力及传动部分产 生的阻力； K为挡位系数， 挡位越低， K值越大， 挡位越高， K值 越小， 这就是为什么使用低挡位驾驶机动车时滑行距离短而使用高 挡位驾驶机动车时滑行距离长的原因； μ为机动车的动力及传动部 分的阻尼。 由该公式可知， 如果机动车脱开动力及传动部分进行滑 行， 那么机动车受到的阻力更小， 可以滑行更长距离， 因而可以更 力口节油。
在例如由中国专利 ZL 02 2 82639.4已知的现有技术中， 在机动 车传动系统中安装有超越离合器。 当机动车减速时， 通过超越离合 器， 机动车摆脱发动机的阻尼，从而在无发动机阻尼的情况下滑行， 以便达到省油的目的。 这种技术方案存在严重的安全问题， 因为机 动车相当于处于空挡滑行状态， 在紧急刹车时， 由于发动机与车轮 之间的超越离合关系，制动系统应有的和必要的助力辅助制动恶化， 严重影响到行车安全。 另外， 当驾驶员回退油门时， 虽然超越离合 器使机动车摆脱发动机阻尼， 但是， 往往由于油门没有回位， 发动 机并没有处于怠速供油状态， 而是依然消耗着比怠速供油状态更多 的燃油， 因此这种现有技术不能达到理想的节油效果， 除此之外， 只安装有这种装置的机动车是无法倒车的。
对发动机的供油分为两部分， 一部分是保证发动机怠速运转的 怠速供油， 一部分是通过油门踏板控制的加油供油， 两部分供油可 以通过一条油路进行供给， 也可以通过多条油路进行供给。 发明内容
本发明的目的在于提出一种用于机动车的节油电控离合装置， 通过对加油供油进行控制， 该节油电控离合装置在具有比现有技术 更好的节油效果的同时还能确保机动车在各种行驶状态下的安全 性。
根据本发明， 所述节油电控离合装置包括一个电控离合器、 一 个刹车开关和一个油门传感器， 此外， 它还设置有一个用于开启和 关闭加油供油的电磁油路节流阀， 所述电控离合器和电磁油路节流 阀通过刹车开关和油门传感器发出的信号进行控制， 继而控制机动 车发动机和车轮之间的结合和分离以及发动机的加油供油， 具体控 制方式是： 当刹车开关接通时， 电控离合器结合并且电磁油路节流 阀关闭， 发动机只怠速供油； 当刹车开关断开时， 在油门传感器检 测到油门踏板前进或前进到某一位置保持时， 电控离合器结合并且 电磁油路节流阀开启， 加油供油导通， 发动机进行加油供油； 而在 油门传感器检测到油门踏板回退或回退到某一位置保持时， 电控离 合器分离并且电磁油路节流阀关闭，从而切断对发动机的加油供油， 发动机只怠速供油。 通过按本发明的节油电控离合装置， 在油门踏 板回退或回退到某一位置保持时， 机动车处于脱开发动机和变速器 阻尼的滑行状态， 因此降低了机动车的阻力， 达到节油的目的； 而 在刹车时， 电控离合器结合， 使高速车轮与发动机传动连接， 以致 发动机按固有传动比被传动， 转速上升， 实现与未安装本发明装置 等效的发动机阻尼和助力辅助制动。
电控离合器在传动系统中安装在发动机的下游， 这样在机动车 滑行时可以至少脱开发动机的阻尼。 电控离合器在传动系统中最好 安装在最后一级传动轴上， 由此在机动车滑行时可以脱开发动机及 变速器的阻尼。
本发明的电控离合器有很多实施形式。 例如电控离合器可以是 摩擦片式离合器、 牙嵌式离合器等。
优选的是， 所述电控离合器采用电磁控制的方式进行结合和分 离。
刹车开关也有很多实施形式。 例如刹车开关可以是一个设置在 刹车踏板上的微动开关、 行程开关、 感应式开关或无触点开关。 以 微动开关为例， 当踩下刹车踏板时， 微动开关被触发而接通； 当刹 车踏板完全松开时， 微动开关断开。
油门传感器同样有很多实施形式。 例如可以采用一种包括一个 带有一个槽和一个接点的圆盘、 一个设置在油门踏板上的接点以及 必要时的一个阻尼轮的油门传感器， 圆盘上的接点设置在槽内而油 门^ "板上的接点与之面对。 其中， 圆盘的转动轴与油门踏板的转动 轴同心， 当油门踏板向前转动时， 油门踏板上的接点与圆盘上的接 点接通并带动圆盘一起转动； 当油门踏板回退时， 油门踏板将其接 点与圆盘上的接点断开并带动圆盘一起回退。
另外也可以采用另一种形式的油门传感器， 该油门传感器设计 成一个直流发电机， 它设置在油门踏板的转动轴上， 其中， 直流发 电机包括一个转子和一个定子， 转子轴与油门踏板的转动轴同心固 定地连接或通过一个传动机构连接， 使得当油门踏板转动时， 带动 转子一起转动。 在油门踏板前进和回退时， 直流发电机分别输出极 性相反的电动势， 该电动势通过一个电路转换成一个相应的导通信 号或一个相应的截止信号， 使得即使油门踏板在前进或回退过程中 保持在某一个位置时， 该导通信号或截止信号仍然有效。
按本发明的节油电控离合装置可以应用在现有的已经安装超越 离合器的机动车中。 在这种情况下， 本发明节油电控离合装置的电 控离合器一端的摩擦片相对于超越离合器的超越端不可旋转但可轴 向移动地设置在该超越端上， 而电控离合器另一端的摩擦片则相对 于轴端不可旋转但同样可轴向移动地设置在该轴端上。 当然， 两端 的摩擦片中只有一端的摩擦片可移动也是可行的。 通过按本发明的 措施， 可以用很低的费用改造现有的安装有超越离合器的机动车， 使其在达到节油的同时保证机动车的安全性。 附图说明
下面借助于附图更详细地描述本发明。 其中：
图 1 按本发明的电控离合装置的控制逻辑框图，
图 2 包括本发明节油电控离合装置的机动车传动系统的结构 框图，
图 3 按本发明节油电控离合装置的一种实施方式的示意图， 图 4 按本发明节油电控离合装置的另一种实施方式的示意 图，
图 5 按本发明节油电控离合装置在装有超越离合器的机动车 中的应用示意图。 具体实施方式
图 1以框图的形式示出按本发明的节油电控离合装置的控制逻 辑。 当机动车启动时， 开始执行程序。 当驾驶员踩下刹车踏板 JP时， 刹车开关 8接通， 因此使电控离合器 7结合， 发动机只怠速供油。 当驾驶员没有踩下刹车踏板 P时， 刹车开关 8断开， 此时进入下一 步， 如果在油门传感器 9检测到油门踏板 P前进或前进到某一位置 保持时的状态 S1时， 电控离合器 7结合， 对发动机进行加油供油； 在油门传感器 9检测到油门踏板 P回退或回退到某一位置保持时的 状态 S2时， 电控离合器 7分离并且切断对发动机的加油供油，发动 机只怠速供油。
图 1以框图的形式示出了一个包括按本发明的节油电控离合装 置的机动车传动系统。该系统主要包括一个发动机 1、一个离合器 2、 一个变速器 3、传动轴 4、一个节油电控离合装置 5和车轮 6。其中， 节油电控离合装置 5包括一个电控离合器 7、 一个刹车开关 8和一 个油门传感器 9。 节油电控离合装置 5另外还包括一个电磁油路节 流阀 G。 本发明的电控离合器 7设置在发动机 1的下游， 最好设置 在最后一级传动轴上。
电磁油路节流阀 G 安装在发动机的加油供油部分所在的油路 中， 起节流作用。 其逻辑关系为： 当该电磁油路节流阀 G开启时， 加油供油导通， 其供油量由油门踏板的位置决定； 而当电磁油路节 流阀 G关闭时， 加油供油断开， 但不影响怠速供油。
根据本发明， 节油电控离合装置 5的电控离合器 7和电磁油路 节流阀 G通过刹车开关 8和油门,传感器 9发出的信号进行控制， 继 而控制机动车发动机 1和车轮 6之间的结合和分离以及加油供油的 导通和断开。
电控离合器 7有多种实施方式， 可以采用在现有技术中广泛已 知的形式。 例如可以使用摩擦片式离合器和牙嵌式离合器等， 在分 离和结合该离合器时采用电磁控制或其它等效的控制方式。
刹车开关 8同样有多种实施方式， 例如可以在刹车踏板上装置 一个微动开关， 当踩下刹车踏板时， 首先触发微动开关产生一个信 号给节油电控离合装置。 同样也可以采用行程开关、 感应式开关或 无触点开关等。
油门传感器 9同样也可以采用多种在现有技术中已知的形式。 图 3示出本发明节油电控离合装置的一种实施形式。在图 3中， 常闭开关 8'受刹车开关控制， 当刹车开关 8接通时， 常闭开关 8'断 开， 当刹车开关 8断开时， 常闭开关 8'接通。 刹车开关 8对电控离 合器 7结合和分离以及电磁油路节流阀 G的开启和关闭优先进行控 制。 当刹车开关 8接通时， 电控离合器 7结合并且电磁油路节流阀 G断开， 发动机怠速供油； 当刹车开关 8断开时， 由油门传感器 9 对电控离合器 7和电磁油路节流阀 G进行控制。 电磁油路节流阀 G 的接通表示发动机供油系统可以向发动机供给由油门踏板位置决定 的加油供油量； 电磁油路节流阀 G的断开表示加油供油断开， 发动 机供油系统只能向发动机供给保持怠速所需的供油量。 油门传感器 9包括一个带有一个槽和一个接点 A的圆盘 F、 一个设置在油门踏 板 P上的接点 B以及必要时的一个阻尼轮 W, 圆盘上的接点 A设 置在槽内而油门踏板上的接点 B与之面对。 其中， 圆盘的转动轴与 油门踏板的转动轴同心， 当油门踏板 P向前转动时， 油门踏板上的 接点 B与圆盘上的接点 A接通并带动圆盘 F—起转动； 当油门 板 回退时， 油门踏板将其接点 B与圆盘上的接点 A断开并带动圆盘一 起回退。接点 A与接点 B在油门踏板前进或前进到某一位置保持时 彼此结合， 在油门踏板回退或回退到某一位置保持时彼此分离， 从 而实现油门传感器的控制功能。 如图所示， 油门踏板的前进方向标 记为 D。 接点 A和 B接通时， 电控离合器结合， 同时电磁油路节流 阀 G开启发动机的加油供油。接点 A和 B断开时，电控离合器分离， 同时控制电磁油路节流阀 G断开，使发动机怠速供油。阻尼轮 W使 得圆盘 F转动时受到一定的阻力， 因此圆盘在不受到外力作用时可 以克服干扰， 保持位置稳定。 圆盘还可以通过其装配方式产生旋转 阻尼， 在这种情况下可以取消阻尼轮。
图 4示出了本发明节油电控离合装置的另一实施例。 与前一实 施例相同的是， 刹车开关 8对电控离合器 7的结合和分离以及电磁 油路节流阀 G的开启和关闭优先进行控制， 当刹车开关 8接通时， 电控离合器 7结合并且电磁油路节流阀 G关闭， 发动机处于怠速供 油； 当刹车开关 8断开时， 由油门传感器 9对电控离合器 7和电磁 油路节流阀 G进行控制。 油门传感器 9设计成一个直流发电机， 它 设置在油门踏板 P的转动轴 N上， 其中 K为发电机转子， E为发电 机定子， A'和 B'分别为引出线。 当油门踏板前进时， 输出一个电动 势， A'为正， B'为负， 该电动势通过一个电路 Ci转换成一个导通信 号， 从而控制电控离合器结合， 使得即使油门踏板在前进过程中保 持在某一个位置时， 该导通信号仍然是有效的； 当油门踏板回退时， 输出一个电动势， A'为负， B'为正， 该电动势通过电路 Ci转换成一 个截止信号， 从而控制电控离合器分离， 并且即使油门踏板在后退 过程中保持在某一个位置， 该截止信号仍然是有效的。 导通信号使 得电控离合器 7结合并且电磁油路节流阀 G开启， 截止信号使得电 控离合器 7分离并且电磁油路节流阀 G关闭。
图 5示出了本发明的节油电控离合装置在现有的装有超越离合 器的机动车中的一种应用情况， 例如应用于中国专利 ZL 02 2 82639.4所述的装置上的实施方案。在图 5中， H表示超越离合器的 超越端， I代表超越离合器的轴端。 按现有技术， 当轴端 I朝一个规 定方向旋转时，通过棘轮 J带动超越端 H—起旋转， 当超越端 H的 转速大于轴端转速时， 超越端 H的转动不受轴端 I的限制； 当轴端 朝与规定方向相反的方向旋转时， 无法带动超越端与之一起旋转， 以致只安装有该专利所述的装置的机动车无法倒车。 按本发明， 将 电控离合器 7—端的摩擦片 Da设置在超越离合器的超越端 H， 将 电控离合器 7的另一端的摩擦片 Db设置在轴端 I。 当摩擦片 Da、 Db 相互压紧时， 超越离合器的轴端和超越端锁止。 当油门踏板 P 在回退或回推到某一位置保持时， 电控离合器，的摩擦片 Da、 Db 相互分离， 此时超越端 H可超越轴端 I转动。

Claims

权 利 要 求
1. 一种用于机动车的节油电控离合装置， 该节油电控离合装置 包括一个电控离合器（7) 、 一个刹车开关（8)和一个油门传感器
(9) ， 其特征在于， 所述节油电控离合装置 （5)还设置有一个用 于开启和关闭加油供油的电磁油路节流阀 （G) , 所述电控离合器
(7)和电磁油路节流阀 （G)通过刹车开关和油门传感器的信号进 行控制， 继而控制机动车发动机（1)和车轮（6)之间的结合和分 离以及发动机的加油供油， 具体控制方式是： 当刹车开关接通时， 电控离合器结合， 电磁油路节流阀关闭， 发动机只怠速供油； 当刹 车开关断开时， 在油门传感器（9)检测到油门踏板 (P)前进或前 进到某一位置保持时， 电控离合器结合并且电磁油路节流阀 （G) 开启， 加油供油导通， 发动机进行加油供油； 而在油门传感器（9) 检测到油门踏板（ P )回退或回退到某一位置保持时，电控离合器（ 7 ) 分离并且电磁油路节流阀 （G) 关闭， 从而切断对发动机的加油供 油， 发动机只怠速供油。
2. 根据权利要求 1 所述的节油电控离合装置， 其特征在于， 所 述电控离合器（7)在传动系统中安装在发动机的下游。
3. 根据权利要求 2 所述的节油电控离合装置， 其特征在于， 所 述电控离合器（7)在传动系统中安装在最后一级传动轴上。
4. 根据权利要求 1 所述的节油电控离合装置， 其特征在于， 所 述电控离合器（7) 擦片式离合器、 牙嵌式离合器。
5. 根据权利要求 1或 4所述的节油电控离合装置， 其特征在于， 所述电控离合器（7)采用电磁控制的方式进行结合和分离。
6. 根据权利要求 1 所述的节油电控离合装置， 其特征在于， 所 述刹车开关（8)是一个设置在刹车踏板上的微动开关、 行程开关、 感应式开关或无触点开关。
7. 根据权利要求 1 所述的节油电控离合装置， 其特征在于， 所 述油门传感器（ 9 )包括一个带有一个槽和一个接点（ A )的圆盘（ F )、 一个设置在油门踏板 (P)上的接点 B, 圆盘（F)上的接点 （A) 设置在槽内而油门踏板 (P)上的接点 （B) 与之面对， 圆盘（3F) 的转动轴与油门 务板（P) 的转动轴同心， 当油门踏板向前转动时， 油门踏板上的接点与圆盘上的接点接通并带动圆盘一起转动， 当油 门踏板回退时， 油门踏板将其接点与圆盘上的接点断开并带动圆盘 一起回退。
8. 根据权利要求 7所述的节油电控离合装置， 其特征在于， 所 述油门传感器（9)还包括一个阻尼轮（W) 。
9. 根据权利要求 1 所述的节油电控离合装置， 其特征在于， 所 述油门传感器 ( 9 )设计成一个直流发电机， 它设置在油门踏板 ( P ) 的转动轴（N)上， 其中， 直流发电机包括一个转子（K)和一个定 子（E) ,转子轴与油门踏板的转动轴同心固定连接或通过一个传动 机构连接， 使得当油门踏板转动时， 该转子一起转动， 在油门踏板 前进和回退时， 直流发电机分别输出极性相反的电动势， 该电动势 通过一个电路（Ci)转换成一个相应的导通信号或一个相应的截止 信号， 使得即使油门踏板在前进或回退过程中保持在一个位置时， 该导通信号或截止信号仍然有效。
10. 根据权利要求 1所述的节油电控离合装置， 其特征在于， 所 述节油电控离合装置安装在一个超越离合器上， 其中， 电控离合器
(7)一端的摩擦片 （Da)相对于超越离合器的超越端（H)不可旋 转但可轴向移动地设置在该超越端 （H)上， 而电控离合器（7)另 一端的摩擦片 （Db)则相对于轴端（I)不可旋转但同样可轴向移动 地设置在该轴端 （I)上。
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KR20080090394A (ko) 2008-10-08
ATE537993T1 (de) 2012-01-15
US20080287259A1 (en) 2008-11-20
US7901322B2 (en) 2011-03-08
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JP4871958B2 (ja) 2012-02-08
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