CN110608241A - Power coupling control system - Google Patents
Power coupling control system Download PDFInfo
- Publication number
- CN110608241A CN110608241A CN201810622288.4A CN201810622288A CN110608241A CN 110608241 A CN110608241 A CN 110608241A CN 201810622288 A CN201810622288 A CN 201810622288A CN 110608241 A CN110608241 A CN 110608241A
- Authority
- CN
- China
- Prior art keywords
- piston
- coupling
- power coupling
- control system
- hydraulic
- Prior art date
- Legal status (The legal status 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 status listed.)
- Pending
Links
- 238000010168 coupling process Methods 0.000 title claims abstract description 117
- 230000008878 coupling Effects 0.000 title claims abstract description 114
- 238000005859 coupling reaction Methods 0.000 title claims abstract description 114
- 230000005540 biological transmission Effects 0.000 claims abstract description 33
- 230000033001 locomotion Effects 0.000 claims abstract description 16
- 230000007246 mechanism Effects 0.000 claims abstract description 11
- 239000012530 fluid Substances 0.000 claims description 13
- 239000007788 liquid Substances 0.000 abstract description 6
- 238000010586 diagram Methods 0.000 description 6
- 230000007423 decrease Effects 0.000 description 4
- 238000000034 method Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 210000000078 claw Anatomy 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Classifications
-
- 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
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
- F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
- F16H61/30—Hydraulic or pneumatic motors or related fluid control means therefor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
- F16D25/082—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation
- F16D25/083—Actuators therefor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
- F16D25/14—Fluid pressure control
-
- 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
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
- F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
- F16H61/32—Electric motors actuators or related electrical control means therefor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
- F16D2025/081—Hydraulic devices that initiate movement of pistons in slave cylinders for actuating clutches, i.e. master cylinders
-
- 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
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
The invention relates to a power coupling control system, which comprises a power coupling device and an execution unit, wherein the power coupling device is provided with a first coupling component and a second coupling component, the execution unit can couple or decouple the first coupling component and the second coupling component, the execution unit is designed into an electro-hydraulic control module, the electro-hydraulic control module is provided with a control unit, a motor, a screw transmission mechanism, a first piston and a second piston, the motor is controlled by the control unit, the screw transmission mechanism is connected with the motor and the first piston, the screw transmission mechanism is used for converting the rotary motion of the motor into the linear motion of the first piston, a hydraulic chamber filled with hydraulic liquid is formed between the first piston and the second piston, the first piston can hydraulically drive the second piston to make the linear motion, and the second piston can apply force to the first coupling component, such that the first coupling component is coupled or decoupled from the second coupling component.
Description
Technical Field
The invention relates to a power coupling control system, in particular to a bridge driving system for a pure electric vehicle and a hybrid vehicle.
Background
The power coupling control system generally includes a power coupling device and an execution unit, wherein the execution unit actuates the power coupling device to couple and decouple the two rotating parts. The actuator unit can be of an electric type, a hydraulic type, etc., and has a large number of embodiments.
For example, in patent document CN 205896144U, an automatic transmission shifting device is disclosed, which mainly includes a shifting motor, a ball screw, and a fork, wherein the shifting motor drives a screw of the ball screw to rotate, and the fork is fixedly connected with a nut of the ball screw.
A double piston actuator for a split vehicle transmission system is disclosed in patent document CN 105526278B, which comprises a first piston and a first cylinder, a second piston and a second cylinder, a valve body and a drive mechanism.
A dual piston actuator for a split vehicle driveline is disclosed in patent document CN 105526278B and comprises a first piston and a first cylinder, a second piston and a second cylinder, an elastic member compressible between the first piston and the second piston to allow relative movement between the pistons, a valve body and a drive mechanism.
However, in the prior art, although the electric actuator unit has a fast response, the actuating force is small, and the motor is usually arranged separately from the control unit thereof, and the motor and the control unit are connected by a wire harness, which is costly. In addition, the ball screw is used for transmitting power from the motor to the shifting fork, so that a large number of parts are needed, and the cost is higher. In addition, the shifting fork is used as an output component of the execution unit, a complex shifting fork system is needed to ensure the reliability of the operation, and the position of the execution unit is limited by the position of the clutch device, which may cause the problem of difficult arrangement. While a hydraulic actuator can generate a large actuating force in a short time, the hydraulic actuator is generally designed with components such as a valve body, a sensor, and an elastic mechanism, which results in a complicated structure, high cost, and inconvenience in arrangement.
Disclosure of Invention
The present invention is therefore based on the object of providing an improved power coupling control system, which can be used in particular in bridge drive systems for electric vehicles and hybrid vehicles, and which has the advantages of simple and compact structure, easy layout, high reliability and low cost.
The above object is achieved by a power coupling control system comprising a power coupling device having a first coupling element and a second coupling element, and an actuator unit capable of coupling or decoupling the first coupling element and the second coupling element. According to the invention, the actuator unit is designed as an electrohydraulic control module having a control unit, a motor, a screw drive, a first piston and a second piston, wherein the motor is controlled by the control unit, the screw drive connects the motor and the first piston, the screw drive is used to convert a rotary motion of the motor into a linear motion of the first piston, a hydraulic chamber filled with hydraulic fluid is formed between the first piston and the second piston, the first piston can hydraulically drive the second piston to move linearly, and the second piston can act on the first coupling element, so that the first coupling element is coupled or decoupled with the second coupling element.
In the invention, the motor is a brushless direct current motor, and the size and the weight of the motor are small and light, so that the size of the electro-hydraulic control module is reduced, and the motor is convenient to arrange. Meanwhile, the control unit is relatively easy to control the brushless direct current motor. The first piston, the second piston and the hydraulic chamber wall form a sealed hydraulic chamber, which is filled with hydraulic fluid, thereby constituting a hydraulic transmission. When the motor drives the screw drive, for example, the screw of the screw drive drives the first piston to move linearly in a reciprocating manner. When the first piston compresses the hydraulic chamber, the hydraulic pressure in the hydraulic chamber is increased, thereby pushing the second piston to do linear motion along the stroke of the second piston; when the first piston moves back to expand the hydraulic chamber, the hydraulic pressure in the hydraulic chamber is reduced, and the second piston can also move back under the action of atmospheric pressure. Thus, the second piston can push or pull the first coupling part such that the first and second coupling parts are coupled or decoupled, thereby enabling a rotational movement to be transmitted between the first and second coupling parts. In this case, the first coupling part acts as an active part during the coupling or decoupling process and moves along the coupling path of its power coupling device. Advantageously, a thrust bearing can be provided between the first coupling part and the second piston, so that friction can be reduced and the second piston is prevented from being damaged by the rotary movement of the first clutch part.
In a preferred embodiment according to the invention, the power coupling is a claw clutch, a multiplate clutch or a synchronizer. In the embodiment of the jaw clutch as a power coupling, the power coupling has fewer parts, and the coupling and decoupling process is easy to control and is less costly. In the embodiment of the multiplate clutch as a power coupling device, there is no significant impact due to the frictional engagement of the multiplate clutch. In the embodiment in which the synchronizer is used as the power coupling device, the impact is small due to the engagement mode of the synchronizer. Of course, the power coupling device according to the present invention can have another structure as long as it can be coupled or decoupled by the movement of the second piston.
In a further preferred embodiment, the power coupling device further has a return spring, the first coupling part and the second coupling part being decoupled by the spring force of the return spring. In this case, the second piston can push the first coupling part against the resistance of the return spring, for example by compressing the return spring, so that the first coupling part and the second coupling part are coupled. When decoupling of the power coupling is required, the electric motor drives the screw drive, for example by reversing, so that, for example, the screw of the screw drive moves linearly in the direction opposite to the coupling process, so that the first piston connected to the screw is retracted and the hydraulic chamber volume is thereby increased, the hydraulic pressure decreases until the return spring can push back the second piston, so that the first and second coupling parts can be decoupled easily and reliably.
Advantageously, one end of the return spring rests against the second piston or the first coupling part, the other end of the return spring being fixed in the direction of the coupling stroke. For example, in the case where the power coupling device is a dog clutch, both ends of the return spring abut against the first coupling member and the transmission shaft, respectively. In the case where the power coupling device is a multiplate clutch, both ends of the return spring respectively abut against the second piston and a housing (e.g., a bridge housing). In the case where the power coupling device is a synchronizer, both ends of the return spring respectively abut against an engaging sleeve and a hub of the synchronizer.
In a further preferred embodiment, the control unit is integrated on the motor. Therefore, the control unit and the motor do not need to pass through a wire harness, and therefore the electro-hydraulic control module is compact in structure, convenient to arrange and lower in cost.
In a further preferred embodiment, the screw drive is a sliding screw drive. Compared with a rolling screw transmission device such as a ball screw, the rolling screw transmission device has fewer parts and lower cost.
In a further preferred embodiment, the electro-hydraulic control module further has a reservoir for storing hydraulic fluid, the reservoir and the hydraulic chamber being in communication through a reservoir channel, and a position at which the reservoir channel is in communication with the hydraulic chamber being provided within the stroke of the first piston. Thus, during coupling of the power coupling device, the first piston is driven to move in a straight line, thereby compressing the hydraulic chamber, hydraulic fluid in the hydraulic chamber can be transferred to and stored in the reservoir before the first piston passes through the reservoir channel, and hydraulic fluid in the hydraulic chamber will be compressed after the first piston passes through the reservoir channel, and the hydraulic pressure of the hydraulic chamber will increase, thereby pushing the second piston to move. In the power coupling device process decoupling, the first piston is driven to move linearly in a direction opposite to the coupling process, so that the hydraulic pressure chamber is expanded, the hydraulic pressure in the hydraulic pressure chamber is reduced before the first piston passes through the reservoir channel, the second piston can move, so that the power coupling device is decoupled, and the hydraulic liquid in the reservoir can flow to the hydraulic pressure chamber to fill the space of the reservoir channel after the first piston passes through the reservoir channel.
In a further preferred embodiment, the piston area of the second piston is larger than the piston area of the first piston. Thereby the force of the second piston can be increased and a reliable coupling process is ensured.
In a further preferred embodiment, the second piston is ring-shaped or disc-shaped. This design, which corresponds to the shape of the first coupling part, helps to apply the force of the second piston evenly on the first coupling part, ensuring operational reliability. In addition, the annular design has the additional advantage: for example, the shaft connected with the coupling component can penetrate through the second piston along the axial direction of the second piston, so that the structural space is saved, and the integral arrangement of the power coupling control system is facilitated.
In a further preferred embodiment, the electro-hydraulic control module is mounted on a housing surrounding the power coupling. For example, when the bridge driving system is arranged, the position of the electro-hydraulic control module can be flexibly designed, and the optimization of the overall arrangement is facilitated.
Furthermore, the drive train control system according to the invention is preferably used in a bridge drive system of a hybrid vehicle or a purely electric vehicle.
Drawings
Preferred embodiments of the invention are schematically illustrated by the accompanying drawings. The attached drawings are as follows:
figure 1 is a schematic diagram of a power coupling control system according to a first preferred embodiment,
FIG. 2 is a schematic diagram of a power coupling control system according to a second preferred embodiment, an
Fig. 3 is a schematic diagram of a power coupling control system according to a third preferred embodiment.
Detailed Description
In the preferred embodiment of fig. 1 to 3, the power coupling control system according to the invention is used for a bridge drive system of electric vehicles and hybrid vehicles, wherein the power coupling control system is used for coupling or decoupling a transmission shaft 1 and a transmission gear 2, wherein the transmission gear 2 is freely sleeved on the transmission shaft 1.
As shown in fig. 1 to 3, the power coupling control system according to the present invention has a power coupling device and an electro-hydraulic control module. In the electrohydraulic control module, the electric motor is designed as a brushless dc motor 9 and is controlled by a control unit 10. The control unit 10 is integrated on the brushless dc motor 9. The electro-hydraulic control module is mounted on the housing 5 of the bridge drive system. The screw transmission mechanism 8 is connected to the brushless dc motor 9 and the first piston 6, and is configured to convert a rotational motion of the brushless dc motor 9 into a linear motion of the first piston 6. A hydraulic chamber 15 filled with hydraulic fluid is formed between the first piston 6 and the second piston 4, and the linear movement of the first piston 6 enables the second piston 4 to move linearly. The reservoir 7 and the hydraulic pressure chamber 15 communicate through a reservoir channel, and the junction of the reservoir channel and the hydraulic pressure chamber 15 is provided on the stroke of the first piston 6. The piston area of the second piston 4 is larger than that of the first piston 6 to increase the power. The second piston 4 is designed in the form of a ring to accommodate the drive shaft 1 in a central bore.
Fig. 1 shows a schematic diagram of a power coupling control system according to a first preferred embodiment, wherein the power coupling device employs a dog clutch 11. The second piston 4 is supported on the first coupling part of the claw clutch 11 by a thrust bearing 14. A return spring 3 is mounted between the drive shaft 1 and the first coupling part. The first coupling member and the second coupling member are kept in a decoupled state by the elastic force of the return spring 3. Furthermore, the return spring 3 and the first coupling part can rotate together with the transmission shaft 1.
When the brushless dc motor 9 drives the screw transmission 8 to push the first piston 6 (in the direction of fig. 1) from the right side to the left side, the hydraulic fluid in the hydraulic chamber can be stored in the reservoir 7 before the first piston 6 passes through the reservoir passage from the right side to the left side, the hydraulic fluid in the hydraulic chamber 15 will be compressed after the first piston 6 passes through the reservoir passage, the hydraulic pressure of the hydraulic chamber increases, thereby pushing the second piston 4 to move to the left, the second piston 4 pushes the first coupling member to couple with the second coupling member against the elastic force of the return spring 3, thereby engaging the dog clutch 11, thereby enabling power transmission between the transmission shaft 1 and the transmission gear 2.
When the brushless dc motor 9 drives the screw drive 8 to pull the first piston 6 (according to the orientation of fig. 1) from the left back to the right, the hydraulic pressure in the hydraulic chamber 15 decreases before the first piston 6 passes through the reservoir channel, the return spring 3 can push the first coupling part against the second piston 4 to the right, the first and second coupling parts are decoupled, so that no power is transmitted between the drive shaft 1 and the drive gear 2, and after the first piston 6 has passed through the reservoir channel, the hydraulic liquid in the reservoir 7 can flow to the hydraulic chamber to fill the space to the right of the reservoir channel.
Fig. 2 shows a schematic diagram of a power coupling control system according to a second preferred embodiment, in which the power coupling device employs a multiplate clutch 12. The second piston 4 can push the pressure plate of the multiplate clutch 12 so that the pressure plate and the counterplate of the multiplate clutch can be frictionally engaged. The return spring 3 is mounted on the second piston 4 and abuts against the second piston 4 and the housing 5 of the bridge drive system, respectively. The second piston 4 does not push the pressure plate by the elastic force of the return spring 3, so that the multiplate clutch 12 remains off.
When the brushless dc motor 9 drives the screw transmission 8 to push the first piston 6 (in the direction of fig. 2) from the right side to the left side, the hydraulic fluid in the hydraulic chamber can be stored in the reservoir 7 before the first piston 6 passes through the reservoir passage from the right side to the left side, the hydraulic fluid in the hydraulic chamber 15 will be compressed after the first piston 6 passes through the reservoir passage, the hydraulic pressure of the hydraulic chamber increases, thereby pushing the second piston 4 to move to the left, the second piston 4 pushes the pressure plate of the multiplate clutch 12 against the elastic force of the return spring 3 to engage the multiplate clutch 12, thereby enabling power transmission between the transmission shaft 1 and the transmission gear 2.
When the brushless dc motor 9 drives the screw drive 8 to pull the first piston 6 (according to the direction of fig. 2) from the left to the right, the hydraulic pressure in the hydraulic chamber 15 decreases before the first piston 6 passes through the reservoir channel, the return spring 3 can push the second piston 4 to the right, the multiplate clutch 12 is disconnected, so that no power is transmitted between the drive shaft 1 and the transmission gear 2, and the hydraulic liquid in the reservoir 7 can flow to the hydraulic chamber to fill the space to the right of the reservoir channel after the first piston 6 passes through the reservoir channel.
Fig. 3 shows a schematic diagram of a power coupling control system according to a third preferred embodiment, wherein the power coupling device employs a synchronizer 13. The second piston 4 can push the synchronizer 13 into engagement. The second piston 4 is supported on the coupling sleeve of the synchronizer 13 by a thrust bearing 14. The return spring 3 is mounted on the engagement sleeve and abuts against the engagement sleeve and the hub of the synchronizer 13 at both ends. The synchronizer 3 is kept off by the elastic force of the return spring 3. Furthermore, the return spring 3 can rotate together with the drive shaft 1.
When the brushless dc motor 9 drives the screw transmission 8 to push the first piston 6 (in the direction of fig. 3) from the right side to the left side, the hydraulic fluid in the hydraulic chamber can be stored in the reservoir 7 before the first piston 6 passes through the reservoir passage from the right side to the left side, the hydraulic fluid in the hydraulic chamber 15 will be compressed after the first piston 6 passes through the reservoir passage, the hydraulic pressure of the hydraulic chamber increases, thereby pushing the second piston 4 to move to the left, the second piston 4 pushes the engagement sleeve of the synchronizer 13 to engage with the hub against the elastic force of the return spring 3 to engage the synchronizer 13, thereby enabling power transmission between the transmission shaft 1 and the transmission gear 2.
When the brushless dc motor 9 drives the screw drive 8, pulling the first piston 6 (according to the direction of fig. 3) from the left back to the right, the hydraulic pressure in the hydraulic chamber 15 decreases before the first piston 6 passes the reservoir channel, the return spring 3 can push the abutment sleeve against the second piston 4 to the right, the synchronizer 13 is switched off, so that no power is transmitted between the drive shaft 1 and the transmission gear 2, and after the first piston 6 passes the reservoir channel, the hydraulic liquid in the reservoir 7 can flow to the hydraulic chamber to fill the space to the right of the reservoir channel.
Although possible embodiments have been described by way of example in the above description, it should be understood that numerous embodiment variations exist, still by way of combination of all technical features and embodiments that are known and that are obvious to a person skilled in the art. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. From the foregoing description, one of ordinary skill in the art will more particularly provide a technical guide to convert at least one exemplary embodiment, wherein various changes may be made, particularly in matters of function and structure of the components described, without departing from the scope of the following claims.
List of reference numerals
1 drive shaft
2 drive gear
3 return spring
4 second piston
5 casing
6 first piston
7 liquid reservoir
8 spiral transmission mechanism
9 brushless DC motor
10 control unit
11 jaw clutch
12 multi-plate clutch
13 synchronizer
14 thrust bearing
Claims (10)
1. A power coupling control system comprises a power coupling device (11; 12; 13) and an execution unit, wherein the power coupling device (11; 12; 13) is provided with a first coupling component and a second coupling component, and the execution unit can enable the first coupling component and the second coupling component to be coupled or decoupled,
it is characterized in that the execution unit is designed as an electro-hydraulic control module which is provided with a control unit (10), a motor (9), a spiral transmission mechanism (8), a first piston (6) and a second piston (4),
wherein the motor (9) is controlled by the control unit (10),
wherein the screw transmission mechanism (8) is connected with the motor (9) and the first piston (6), the screw transmission mechanism (8) is used for converting the rotary motion of the motor (9) into the linear motion of the first piston (6),
wherein a hydraulic chamber (15) filled with hydraulic fluid is formed between the first piston (6) and the second piston (4), the first piston (6) being capable of hydraulically driving the second piston (4) in a linear movement,
wherein the second piston (4) is capable of acting on the first coupling component such that the first coupling component is coupled or decoupled with the second coupling component.
2. The power coupling control system according to claim 1, characterized in that the power coupling device is a dog clutch (11), a multiplate clutch (12) or a synchronizer (13).
3. The power coupling control system according to claim 1, characterized in that the power coupling device (11; 12; 13) further has a return spring (3), and the first coupling member and the second coupling member are decoupled by an elastic force of the return spring (3).
4. A power coupling control system according to claim 3, characterized in that one end of the return spring (3) abuts against the second piston (4) or the first coupling part, and the other end of the return spring (3) is fixed in the direction of the coupling stroke.
5. The power coupling control system according to claim 1, characterized in that the control unit (10) is integrated on the electric machine (9).
6. The power coupling control system of claim 1, wherein the screw drive is a sliding screw drive.
7. The clutch control system according to claim 1, characterized in that the electro-hydraulic control module further has a reservoir (7), the reservoir (7) and the hydraulic chamber (15) communicate through a reservoir passage, and a position where the reservoir passage communicates with the hydraulic chamber (15) is provided within a stroke of the first piston (6).
8. A power coupling control system according to claim 1, characterized in that the piston area of the second piston (4) is larger than the piston area of the first piston (6).
9. A power coupling control system according to claim 1, characterized in that the second piston (4) is ring-shaped or disc-shaped.
10. The power coupling control system according to claim 1, characterized in that the electro-hydraulic control module is mounted on a housing (5) surrounding the power coupling device.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810622288.4A CN110608241A (en) | 2018-06-15 | 2018-06-15 | Power coupling control system |
| DE102019112858.7A DE102019112858A1 (en) | 2018-06-15 | 2019-05-16 | A power coupling and control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810622288.4A CN110608241A (en) | 2018-06-15 | 2018-06-15 | Power coupling control system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN110608241A true CN110608241A (en) | 2019-12-24 |
Family
ID=68724837
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810622288.4A Pending CN110608241A (en) | 2018-06-15 | 2018-06-15 | Power coupling control system |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN110608241A (en) |
| DE (1) | DE102019112858A1 (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102834636A (en) * | 2010-04-08 | 2012-12-19 | 舍弗勒技术股份两合公司 | Control device and method for controlling |
| CN104205613A (en) * | 2012-04-25 | 2014-12-10 | 舍弗勒技术有限两合公司 | Method and device for determining and/or actuating a position of an electric motor, in particular in a clutch-activation system of a motor vehicle |
| CN104769306A (en) * | 2012-11-22 | 2015-07-08 | 舍弗勒技术股份两合公司 | Method for determining and/or controlling a position of an electric motor |
| CN106574673A (en) * | 2014-08-15 | 2017-04-19 | 舍弗勒技术股份两合公司 | Method for protecting the actuator technology of a clutch actuating system, preferably for a motor vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9512888B2 (en) | 2014-10-16 | 2016-12-06 | American Axle & Manufacturing, Inc. | Dual piston actuator |
| CN205896144U (en) | 2016-07-21 | 2017-01-18 | 昆山德拉特兰传动科技有限公司 | Gear shift device of automatic transmission |
-
2018
- 2018-06-15 CN CN201810622288.4A patent/CN110608241A/en active Pending
-
2019
- 2019-05-16 DE DE102019112858.7A patent/DE102019112858A1/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102834636A (en) * | 2010-04-08 | 2012-12-19 | 舍弗勒技术股份两合公司 | Control device and method for controlling |
| CN104205613A (en) * | 2012-04-25 | 2014-12-10 | 舍弗勒技术有限两合公司 | Method and device for determining and/or actuating a position of an electric motor, in particular in a clutch-activation system of a motor vehicle |
| CN104769306A (en) * | 2012-11-22 | 2015-07-08 | 舍弗勒技术股份两合公司 | Method for determining and/or controlling a position of an electric motor |
| CN106574673A (en) * | 2014-08-15 | 2017-04-19 | 舍弗勒技术股份两合公司 | Method for protecting the actuator technology of a clutch actuating system, preferably for a motor vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102019112858A1 (en) | 2019-12-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP2918462B1 (en) | Power assist device and brake system | |
| US4591034A (en) | Controllable drive for a movable releaser of a motor vehicle friction clutch | |
| CN211869498U (en) | Vehicle steering system and vehicle | |
| US6167997B1 (en) | Electronically controlled clutch actuation system | |
| EP1767806A2 (en) | Disc brake with parking function | |
| US3955660A (en) | Clutch with flexible coupling between release bearing and levers | |
| EP1186783A3 (en) | Hydraulic system with cross function regeneration | |
| EP0452015B1 (en) | Power take-off engagement mechanism | |
| CN116710669A (en) | Decoupling device and decoupling system | |
| CN102155502B (en) | There is the clutch control of contingency mode | |
| CN104955687A (en) | Clutch device for retarder, vehicle including such a clutch device and method for engaging a retarder | |
| SE541641C2 (en) | Failsafe electrical clutch actuator | |
| CN110608241A (en) | Power coupling control system | |
| US20220196080A1 (en) | Shifting group, and drive train with a shifting group of this type | |
| CN100378374C (en) | Hydrodynamic actuating device for construction machines | |
| KR100836461B1 (en) | Transfer case with moving coil clutch actuator operator | |
| US6561331B1 (en) | Transmission unit for a vehicle | |
| US11542990B2 (en) | Power transmission device interlocking with accelerator and brake pedal | |
| KR101391615B1 (en) | a Power connection device | |
| CN115479094B (en) | Electromechanical brake cylinder and brake clamp | |
| KR101826572B1 (en) | Clutch actuator unit, and abrasion compensation device having this | |
| US6450311B2 (en) | Automatic operating apparatus for a friction clutch | |
| CN103851106A (en) | Carrier element for pressure chamber of friction clutch | |
| CN113677574B (en) | Actuating device for a brake system | |
| CN212744798U (en) | Screw self-locking type electric cylinder device adopting planetary gear mechanism |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20191224 |
|
| RJ01 | Rejection of invention patent application after publication |