CN101943227B - Double clutch operation system and separation and combination control method thereof - Google Patents

Abstract

The invention provides a double clutch operation system and a separation and combination control method thereof. The double clutch operation system comprises a double clutch operator, a permanent magnet alternating-current machine, a ball nut, a lead screw, a clutch master cylinder, an oil cup, a two-position three-way electromagnetic valve A, a two-position three-way electromagnetic valve B, a one-way valve A, a one-way valve B, an electric control proportioning valve A, an electric control proportioning valve B, a clutch sub-cylinder assembly A and a clutch sub-cylinder assembly B. In the double clutch operation system, the concentric clutch sub-cylinder of the system simplifies drive assembly and reduces axial dimension, and the operation systems of two sets of clutch assembles are integrated together, so that the number of parts is reduced, arrangement is flexible, and the requirements of double clutch hybrid power assemblies in various hybrid ratios and with various function modes on the electric control operation of the clutch assembly are met, and braking energy recycling is made probable.

Description

A dual-clutch control system and its disengagement and engagement control method

technical field

The invention belongs to the technical field of hybrid power, and in particular relates to a dual clutch control system and a separation and engagement control method thereof.

Background technique

At present, the dual-clutch hybrid powertrain can realize all the functions of the hybrid system. The dual-clutch hybrid powertrain includes two sets of clutch systems, one of which is used to cut off or output engine power; the other is used to cut off or output the entire powertrain Into the power, cooperate to complete the gear selection and shifting operations, and at the same time, prevent the entire powertrain from overloading.

In the existing dual-clutch hybrid powertrain, the control system of the clutch used to cut off or output the engine power is mostly an automatic control type; while the clutch used to cut off or output the power of the entire powertrain is mostly used in the control system. The separation and engagement of the hydraulic system and the clutch are mostly completed by the driver, and most of the transmissions used with it are manual transmissions, which greatly reduces the automation of the entire hybrid powertrain. It makes it difficult to guarantee the separation and engagement quality of the clutch, and it is also detrimental to the service life of the clutch and the energy optimization of the powertrain. Energy optimization management of the powertrain is carried out on each gear, which complicates the design of the control strategy.

In the existing dual-clutch hybrid powertrain, the clutch used to cut off or output the power of the entire powertrain has an automatic control system, but the main power of the dual-clutch hybrid powertrain using this clutch control system It comes from the engine, the motor only plays an auxiliary role, the working mode is simple, and the control strategy for the clutch is too simple, the control is only whether to perform energy recovery, and the control strategy only focuses on the maximum regenerative braking brought about by increasing the clutch separation speed The advantage of energy ignores the best engagement law of the clutch, and the uncontrolled clutch engagement process will cause the power system to work rough during the recovery process of engine power transmission, resulting in a large impact, which seriously affects the ride comfort and comfort of the vehicle. At the same time, under certain working conditions, it is easy to cause engine flameout; the impact of clutch engagement also easily causes overload damage to powertrain parts, so it cannot meet the requirements of hybrid vehicle control and driving.

In terms of specific implementation, due to the use of a two-position single-acting adjustable proportional flow solenoid valve for control, to realize the separation of the clutch, the solenoid valve must be in a charged state, so that the high-pressure oil circuit is always connected. If the braking energy recovery time is relatively short Long, it may cause damage to the clutch compression spring, permanent deformation, or incomplete separation caused by the over-travel of the clutch; to realize the engagement of the clutch, the solenoid valve must be powered off, and after the power is off, the clutch controls the oil in the cylinder. The high-pressure oil is directly connected to the oil tank through the oil pipe. Under the action of the clutch compression spring, the clutch is quickly engaged, and there is no dynamic friction process, which will cause a large impact on the transmission system, which will improve the shifting quality of the transmission, the ride comfort of the vehicle and The comfort drops sharply; and because the force required for gear shifting and gear selection is much smaller than the force required for clutch separation, adding a hydraulic control system with two clutches in the oil circuit will inevitably increase the load on the entire oil circuit. The oil pump and other related hydraulic components in the oil circuit need to be enlarged. In actual driving, frequent operations of shifting and selecting gears increase the energy consumption of the entire system.

At the same time, in this powertrain, since the dual-clutch control system and the transmission control system are integrated, both adopt a hydraulic control system, which increases the size and weight of the entire powertrain, and makes the transmission control system only use hydraulic pressure. Control system, and the hydraulic control system also has its inherent disadvantages, especially the pollution to the environment.

The AMT transmission is improved on the basis of the traditional clutch and manual gear transmission. The hydraulic sub-cylinders of the clutch hydraulic control system are mostly offset, that is, the sub-cylinders are installed on the side of the transmission and installed separately from the release bearing. , The power is transmitted by separating the shift fork. This system has the disadvantages of many parts, complex transmission assembly, and large space occupation.

Contents of the invention

Aiming at the problems existing in the prior art, the present invention proposes a dual-clutch operating system and a separation and engagement control method thereof. The concentric clutch sub-cylinder of the dual-clutch control system simplifies the transmission assembly, reduces the axial size, and integrates the control systems of the two sets of clutch assemblies together. It meets the requirements of the dual-clutch hybrid powertrain with various mixing degrees and various functional modes for the electronic control operation of the clutch assembly, and provides the greatest possibility for braking energy recovery.

The dual-clutch control system includes a dual-clutch controller, a permanent magnet AC motor, a ball nut, a lead screw, a clutch master cylinder, an oil cup, a two-position three-way solenoid valve A, a two-position three-way solenoid valve B, and a one-way valve. A. One-way valve B, electric control proportional valve A, electric control proportional valve B, clutch sub-cylinder assembly A and clutch sub-cylinder assembly B.

The clutch sub-cylinder assembly A includes the clutch sub-cylinder A, the release bearing assembly A and the sub-cylinder position sensor A; the clutch sub-cylinder assembly B includes the clutch sub-cylinder B, the release bearing assembly B and the sub-cylinder position sensor B.

There are two oil inlets and two pistons on one side of the clutch master cylinder, which can form two pressure oil chambers, which are respectively the first oil chamber and the second oil chamber. One stroke starts from the two oil chambers respectively. Drain. The oil inlet and the oil cup are connected by an oil pipe, and there are oil outlet A and oil outlet B on the other side of the cylinder; the oil outlet A is connected to the two-position three-way solenoid valve A and the one-way valve A in sequence through the oil pipe and the clutch sub-cylinder A of the clutch sub-cylinder assembly A; the third port of the two-position three-way solenoid valve A is connected with the oil cup through the oil pipe, which is used to maintain the separated state of the clutch assembly A used in conjunction with it. Realize the operation of separation and engagement of the clutch assembly B used in conjunction with it; the two-position three-way solenoid valve A is also connected to the dual-clutch controller through the wiring harness, and is controlled by the dual-clutch controller. One end of the electronically controlled proportional valve A is connected to the clutch sub-cylinder A of the clutch sub-cylinder assembly A through the oil pipe, and the other end is connected to the oil cup through the oil pipe. The electronically controlled proportional valve A is also connected to the dual clutch controller through the wiring harness. Under the control of the controller, the control of the engagement process of the clutch assembly A is realized. The clutch sub-cylinder A is mechanically connected with the release bearing assembly A, the sub-cylinder position sensor A is installed and fixed on the clutch sub-cylinder A, and is connected with the dual clutch controller through the wire harness, and the sub-cylinder position sensor A is used to detect the release bearing assembly A position, and send the position information of the release bearing assembly A to the dual clutch controller.

The oil outlet B is connected to the two-position three-way solenoid valve B, the one-way valve B and the clutch sub-cylinder assembly B in sequence through the oil pipe; the third port of the two-position three-way solenoid valve B is directly connected to the oil cup. When the clutch assembly B remains separated, the separation and engagement operations of the clutch assembly A are realized; the two-position three-way solenoid valve B is also connected to the dual-clutch controller through a wire harness, and is controlled by the dual-clutch controller.

One end of the electronically controlled proportional valve B is connected to the clutch sub-cylinder B of the clutch sub-cylinder assembly B through the oil pipe, the other end of the electronically controlled proportional valve B is connected to the oil cup through the oil pipe, and connected to the dual clutch controller through the wiring harness. Under the control of the controller, the control of the engagement process of the clutch assembly B is realized. The clutch sub-cylinder B is mechanically connected with the release bearing assembly B, and the sub-cylinder position sensor B is installed and fixed on the clutch sub-cylinder B, and is connected with the dual clutch controller through a wire harness. The sub-cylinder position sensor B is used to detect the release bearing assembly B position, and send the position information of the release bearing assembly B to the dual clutch controller.

The clutch sub-cylinder assembly A and the clutch sub-cylinder assembly B are respectively used to push the diaphragm springs of the clutch assembly A and the clutch assembly B through the release bearing assembly A and the release bearing assembly B to realize clutch assembly Disengagement and engagement operation of A and clutch assembly B.

One end of the leading screw is mechanically connected to the ball nut, the other end of the leading screw is mechanically connected to the rotor of the permanent magnet AC motor, and the other end of the ball nut is mechanically connected to the piston of the clutch master cylinder through the push rod of the clutch master cylinder, thereby The rotational motion of the permanent magnet AC motor is converted into the linear motion of the piston of the clutch master cylinder. The permanent magnet AC motor is also connected to the dual clutch controller through the wiring harness. Under the control of the dual clutch controller, the clutch assembly A and the clutch assembly B Power is provided for disengagement and engagement operations.

The clutch sub-cylinder A and the clutch sub-cylinder B are concentric hydraulic sub-cylinders, that is, the clutch sub-cylinder A and the clutch assembly A are on the same axis, and the clutch sub-cylinder B and the clutch assembly B are on the same axis.

The one-way valve A and the one-way valve B are used to prevent the oil fluid from flowing backward when the piston of the clutch master cylinder returns, and to keep the clutch assembly A and the clutch assembly B in a disengaged state respectively.

The electronically controlled proportional valve A and the electronically controlled proportional valve B are preferably normally off, that is, both the electronically controlled proportional valve A and the electrically controlled proportional valve B are in a closed state when the power is off, and after being energized, the coil current can be adjusted to Smooth control flow.

The clutch assembly A and clutch assembly B are push-type diaphragm spring clutches; the clutch assembly A is used to cut off or output the power of the engine and the motor, and cooperate to complete gear selection and shift operations; the clutch assembly B is used to cut off Or output engine power.

A separation and engagement control method for a dual-clutch control system proposed by the present invention includes separation and engagement control of three working modes. The separation and engagement control of the first working mode is pure electric driving, idling charging and braking energy recovery. The separation of the clutch assembly B is performed first, and then the separation and engagement control of the clutch assembly A is carried out; the separation and engagement control method of the second working mode is that the engine and the motor are jointly driven, and when the engine is independently driven and the engine is driven to generate electricity, the clutch is first performed. The engagement of assembly B is followed by the disengagement and engagement control of clutch assembly A; the disengagement and engagement control method of the third working mode is that the engine outputs power, and when the braking energy is recovered for a short time, the clutch assembly A is in the engaged state. In this case, the disengagement and engagement control of the clutch assembly B is performed.

The separation and engagement control method of the first working mode includes the following steps:

Step 1: Separation clutch assembly B

(A) The two-position three-way solenoid valve A, the two-position three-way solenoid valve B, the electric control proportional valve A and the electric control proportional valve B are all in the power-off state, and the clutch assembly B and the clutch assembly A are both in the engaged state; The dual-clutch controller controls the energization of the two-position three-way solenoid valve A, so that the first oil chamber of the clutch master cylinder communicates with the oil cup. The dual clutch controller controls the rotation of the permanent magnet AC motor, pushes the piston of the clutch master cylinder to move axially through the ball nut and the lead screw, and promotes the discharge of the hydraulic oil in the clutch master cylinder, and the hydraulic oil flows into the clutch sub-cylinder B from the oil outlet B , to push the release bearing assembly B to move axially, and the diaphragm spring of the clutch assembly B pushes the clutch assembly B to separate;

(B) After the dual-clutch controller detects that the clutch assembly B is completely separated through the position sensor B of the sub-cylinder, the dual-clutch controller controls the energization of the two-position three-way solenoid valve B to cut off the hydraulic pressure between the clutch master cylinder and the clutch sub-cylinder B. The oil circuit connects the clutch master cylinder with the oil cup. Under the action of the hydraulic oil pressure in the clutch sub-cylinder B, the one-way valve B closes, the clutch assembly B remains separated, and the dual-clutch controller controls the reverse rotation of the permanent magnet AC motor. After returning to the initial position, the dual-clutch controller controls the two-position three-way solenoid valve B to be powered off, and the dual-clutch controller controls the two-position three-way solenoid valve A to be powered off.

Step 2: Separation of clutch assembly A:

(A) Two-position three-way solenoid valve A, two-position three-way solenoid valve B, electric control proportional valve A and electric control proportional valve B are all in a power-off state, clutch assembly B is in a disengaged state, and clutch assembly A is in engagement state; the dual-clutch controller controls the energization of the two-position three-way solenoid valve B, so that the second oil chamber of the clutch master cylinder communicates with the oil cup;

(B) The dual clutch controller controls the rotation of the permanent magnet AC motor, pushes the piston of the clutch master cylinder to move axially through the ball nut and the lead screw, and promotes the discharge of the hydraulic oil in the clutch master cylinder, and the hydraulic oil flows into the clutch through the oil outlet A In the cylinder A, the release bearing assembly A is pushed to move axially, and the diaphragm spring of the clutch assembly A pushes the clutch assembly A to separate;

(C) After the dual-clutch controller detects that the clutch assembly A is completely disengaged through the position sensor A of the sub-cylinder, the dual-clutch controller controls the two-position three-way solenoid valve A to be energized to cut off the hydraulic pressure between the clutch master cylinder and the clutch sub-cylinder A. The oil circuit connects the clutch master cylinder with the oil cup. Under the action of the hydraulic oil pressure in the clutch sub-cylinder A, the one-way valve A closes, the clutch assembly A remains separated, and the dual-clutch controller controls the reverse rotation of the permanent magnet AC motor. After returning to the initial position, the dual-clutch controller controls the two-position three-way solenoid valve A to power off, and the dual-clutch controller controls the two-position three-way solenoid valve B to power off;

Step 3: Engagement of clutch assembly A:

(a) The dual-clutch controller controls the electric control proportional valve A to be energized to open, so that the clutch sub-cylinder A communicates with the oil cup, the dual-clutch controller supplies a large current to the electronic control proportional valve A, and the hydraulic oil starts to flow into the clutch sub-cylinder A The oil port C quickly flows into the oil cup, and under the action of the diaphragm spring of the clutch assembly A, the release bearing assembly A of the clutch sub-cylinder assembly A quickly moves axially until the sub-cylinder position sensor A detects that the clutch assembly A is separated Gap elimination;

(b) The current provided by the dual clutch controller to the electronically controlled proportional valve A is reduced, so that the flow of hydraulic oil in the clutch cylinder A from the oil inlet C into the oil cup is reduced, so that the release bearing assembly A moves axially The speed slows down until the cylinder position sensor A detects that the slipping phase of the clutch assembly A is over;

(c) The current provided by the dual-clutch controller to the electronically controlled proportional valve A increases, so that the flow of hydraulic oil in the clutch cylinder A from the oil inlet C into the oil cup increases, and the release bearing assembly A moves axially The speed increases until the cylinder position sensor A detects that the release bearing assembly A returns to the initial position before the clutch assembly A is separated, the dual clutch controller stops supplying power to the electronically controlled proportional valve A, and the clutch assembly A engagement process is completed.

The separation and engagement control method of the second working mode includes the following steps:

Step 1: Engagement of clutch assembly B

(a) Two-position three-way solenoid valve A, two-position three-way solenoid valve B, electric control proportional valve A and electric control proportional valve B are all in a power-off state, clutch assembly A is in an engaged state, and clutch assembly B is in a disengaged state state;

(b) The dual-clutch controller controls the electronically controlled proportional valve B to be energized to open, so that the clutch sub-cylinder B communicates with the oil cup. The oil port D quickly flows into the oil cup, and under the action of the diaphragm spring of the clutch assembly B, the release bearing assembly B of the clutch sub-cylinder assembly B moves axially quickly until the sub-cylinder position sensor B detects that the clutch assembly B is separated Gap elimination;

(c) The current provided by the dual clutch controller to the electronically controlled proportional valve B is reduced, so that the flow of hydraulic oil in the clutch sub-cylinder B from the oil inlet D into the oil cup is reduced, so that the release bearing assembly B moves axially Slow down until the cylinder position sensor B detects that the clutch assembly B slipping phase is over;

(d) The current provided by the dual-clutch controller to the electronically controlled proportional valve B increases, so that the hydraulic oil in the clutch sub-cylinder B flows into the oil cup from the oil inlet D to increase, and the release bearing assembly B moves axially The speed increases until the split cylinder position sensor B detects that the release bearing assembly B returns to the initial position before the clutch assembly B is separated, and the dual clutch controller stops supplying power to the electronically controlled proportional valve B to complete the engagement process of the clutch assembly B ;

Step 2: Disconnect clutch assembly A:

(A) Two-position three-way solenoid valve A, two-position three-way solenoid valve B, electric control proportional valve A and electric control proportional valve B are all in the power-off state, the clutch assembly B is in the engaged state, and the clutch assembly A is in the engaged state state; the dual-clutch controller controls the energization of the two-position three-way solenoid valve B, so that the second oil chamber of the clutch master cylinder communicates with the oil cup;

(B) The dual clutch controller controls the rotation of the permanent magnet AC motor, pushes the piston of the clutch master cylinder to move axially through the ball nut and the lead screw, and promotes the discharge of the hydraulic oil in the clutch master cylinder, and the hydraulic oil flows into the clutch through the oil outlet A In the cylinder A, the release bearing assembly A is pushed to move axially, and the diaphragm spring of the clutch assembly A pushes the clutch assembly A to separate;

(C) After the dual-clutch controller detects that the clutch assembly A is completely disengaged through the position sensor A of the sub-cylinder, the dual-clutch controller controls the two-position three-way solenoid valve A to be energized to cut off the hydraulic pressure between the clutch master cylinder and the clutch sub-cylinder A. The oil circuit connects the clutch master cylinder with the oil cup. Under the action of the hydraulic oil pressure in the clutch sub-cylinder A, the one-way valve A closes, the clutch assembly A remains separated, and the dual-clutch controller controls the reverse rotation of the permanent magnet AC motor. After returning to the initial position, the dual-clutch controller controls the two-position three-way solenoid valve A to power off, and the dual-clutch controller controls the two-position three-way solenoid valve B to power off;

Step Three: Engage Clutch Assembly A:

(a) The dual-clutch controller controls the electric control proportional valve A to be energized to open, so that the clutch sub-cylinder A communicates with the oil cup, the dual-clutch controller supplies a large current to the electronic control proportional valve A, and the hydraulic oil starts to flow into the clutch sub-cylinder A The oil port C quickly flows into the oil cup, and under the action of the diaphragm spring of the clutch assembly A, the release bearing assembly A of the clutch sub-cylinder assembly A quickly moves axially until the sub-cylinder position sensor A detects that the clutch assembly A is separated Gap elimination;

(b) The current provided by the dual clutch controller to the electronically controlled proportional valve A is reduced, so that the flow of hydraulic oil in the clutch cylinder A from the oil inlet C into the oil cup is reduced, so that the release bearing assembly A moves axially The speed slows down until the cylinder position sensor A detects that the slipping phase of the clutch assembly A is over;

(c) The current provided by the dual-clutch controller to the electronically controlled proportional valve A increases, so that the flow of hydraulic oil in the clutch cylinder A from the oil inlet C into the oil cup increases, and the release bearing assembly A moves axially The speed increases until the cylinder position sensor A detects that the release bearing assembly A returns to the initial position before the clutch assembly A is separated, the dual clutch controller stops supplying power to the electronically controlled proportional valve A, and the clutch assembly A engagement process is completed.

In the third mode of operation, the clutch assembly A is always engaged, and its disengagement and engagement control method includes the following steps:

Step 1: Separation process of clutch assembly B

(A) Two-position three-way solenoid valve A, two-position three-way solenoid valve B, electric control proportional valve A and electric control proportional valve B are all in the power-off state, and the clutch assembly B is in the engaged state; the dual clutch controller controls the two The three-way solenoid valve A is energized, so that the first oil chamber of the clutch master cylinder communicates with the oil cup; the dual clutch controller controls the rotation of the permanent magnet AC motor, and pushes the piston of the clutch master cylinder to move axially through the ball nut and the lead screw to promote The hydraulic oil in the clutch master cylinder is discharged, and the hydraulic oil flows into the clutch sub-cylinder B from the oil outlet B, pushing the release bearing assembly B to move axially, and the diaphragm spring of the clutch assembly B forces the clutch assembly B to separate;

(B) After the dual-clutch controller detects that the clutch assembly B is completely separated through the position sensor B of the sub-cylinder, the dual-clutch controller controls the energization of the two-position three-way solenoid valve B to cut off the hydraulic pressure between the clutch master cylinder and the clutch sub-cylinder B. The oil circuit connects the clutch master cylinder with the oil cup. Under the action of the hydraulic oil pressure in the clutch sub-cylinder B, the one-way valve B closes, the clutch assembly B remains separated, and the dual-clutch controller controls the reverse rotation of the permanent magnet AC motor. After returning to the initial position, the dual-clutch controller controls the two-position three-way solenoid valve B to be powered off, and the dual-clutch controller controls the two-position three-way solenoid valve A to be powered off.

Step 2: Engagement of clutch assembly B

(a) The two-position three-way solenoid valve A, the two-position three-way solenoid valve B, the electric control proportional valve A and the electric control proportional valve B are all in a power-off state, and the clutch assembly B is in a disengaged state;

(b) The dual-clutch controller controls the electronically controlled proportional valve B to be energized to open, so that the clutch sub-cylinder B communicates with the oil cup. The oil port D quickly flows into the oil cup, and under the action of the diaphragm spring of the clutch assembly B, the release bearing assembly B of the clutch sub-cylinder assembly B moves axially quickly until the sub-cylinder position sensor B detects that the clutch assembly B is separated Gap elimination;

(c) The current provided by the dual-clutch controller to the electronically controlled proportional valve B is reduced, so that the flow of hydraulic oil in the clutch sub-cylinder B from the oil inlet D of the clutch sub-cylinder B into the oil cup is reduced, so that the total release bearing The axial movement speed of the component B slows down until the sub-cylinder position sensor B detects that the slipping phase of the clutch assembly B is over;

(d) The current provided by the dual-clutch controller to the electronically controlled proportional valve B increases, so that the hydraulic oil in the clutch sub-cylinder B flows into the oil cup from the oil inlet D of the clutch sub-cylinder B, and the total release bearing The axial movement speed of component B increases until the cylinder position sensor B detects that the release bearing assembly B returns to the initial position before the clutch assembly B is separated, the dual clutch controller stops supplying power to the electronically controlled proportional valve B, and the clutch assembly Joining process into B;

Among them, the engagement speed of clutch assembly A and clutch assembly B is controlled by adjusting the current supplied to electronically controlled proportional valve A and electronically controlled proportional valve B through the dual clutch controller. The selected clutch assembly A is determined.

The advantages of the present invention are:

1. A dual-clutch control system and its separation and engagement control method provided by the present invention can meet the requirements of the dual-clutch hybrid powertrain with various mixing degrees and various functional modes for the electronic control operation of the clutch assembly. The controller always performs optimal separation and engagement control on clutch assembly A and clutch assembly B according to the optimal separation and engagement law of clutch assembly A and clutch assembly B, and can realize the rapid and complete separation of clutch assembly B , to provide the greatest possibility for braking energy recovery;

2. The dual-clutch control system provided by the present invention is independent of the AMT transmission actuator, so that the AMT transmission actuator can use a hydraulic actuator or a motor actuator, thereby making the powertrain more environmentally friendly and lighter in weight;

3. The clutch sub-cylinder of a dual-clutch control system provided by the present invention is a concentric sub-cylinder, which simplifies the transmission assembly, reduces parts, especially reduces the axial size, and is conducive to reducing the axis of the powertrain. to size;

4. A dual-clutch control system provided by the present invention integrates the control systems of two sets of clutch assemblies together, with fewer parts and flexible layout;

5. A dual-clutch control system provided by the present invention adopts a permanent magnet AC motor, a ball nut, and a lead screw to convert the rotational motion of the motor into the reciprocating linear motion of the clutch master cylinder piston, with a unique structure.

Description of drawings

Fig. 1: the structural diagram of the dual-clutch control system provided by the present invention;

Fig. 2: the structural diagram of the clutch sub-cylinder assembly A of the double clutch control system provided by the present invention;

Fig. 3: A structural diagram of the clutch sub-cylinder assembly B of the dual-clutch operating system provided by the present invention.

In the figure: 1-Permanent magnet AC motor; 2-Clutch master cylinder; 3-Oil cup;

   4-Two-position three-way solenoid valve A; 5-Two-position three-way solenoid valve B; 6-One-way valve A;

7-Check valve B; 8-Electrically controlled proportional valve A; 9-Electrically controlled proportional valve B;

                                                                         

                                                                                         

                                                                                   

                                                                                     

                                                                                .

                                                                                 

Detailed ways

The present invention will be described in detail below in conjunction with the accompanying drawings.

The present invention proposes a dual-clutch control system and a separation and engagement control method thereof; the dual-clutch control system, as shown in Figure 1, includes a dual-clutch controller 14, a permanent magnet AC motor 1, a ball nut 12, and a lead screw 13 , clutch master cylinder 2, oil cup 3, two-position three-way solenoid valve A4, two-position three-way solenoid valve B5, one-way valve A6, one-way valve B7, electric control proportional valve A8, electric control proportional valve B9, clutch branch Cylinder assembly A10 and clutch cylinder assembly B11.

The clutch sub-cylinder assembly A10 includes a clutch sub-cylinder A15, a release bearing assembly A17 and a sub-cylinder position sensor A16. As shown in FIG. 2, the clutch sub-cylinder A15 is mechanically connected with the release bearing assembly A17. The split cylinder position sensor A16 is installed and fixed on the clutch split cylinder A15, and is connected to the dual clutch controller 14 through a wire harness. The split cylinder position sensor A16 is used to detect the position of the release bearing assembly A17, and the position of the release bearing assembly A17 The position information is sent to the dual clutch controller 14 . The clutch sub-cylinder assembly B11 includes a clutch sub-cylinder B18, a release bearing assembly B20 and a sub-cylinder position sensor B19, the clutch sub-cylinder B18 is mechanically connected to the release bearing assembly B20, and the sub-cylinder position sensor B19 is installed and fixed On the clutch sub-cylinder B18, which is connected to the dual clutch controller 14 through the wiring harness, the sub-cylinder position sensor B19 is used to detect the position of the release bearing assembly B20, and send the position information of the release bearing assembly B20 to the dual clutch controller 14.

There are oil inlet A201 and oil inlet B202 on one side of the clutch master cylinder 2, and there are two pistons inside the cylinder, which can form two pressure oil chambers, that is, the first oil chamber and the second oil chamber, and one stroke can Realize two oil discharges. The oil inlets A201 and B202 are connected to the oil cup 3 through oil pipes, and the other side of the cylinder body has an oil outlet A203 and an oil outlet B204.

The oil outlet A203 is sequentially connected to the two-position three-way solenoid valve A4, the one-way valve A6 and the clutch sub-cylinder A15 of the clutch sub-cylinder assembly A10 through the oil pipe; the third port of the two-position three-way solenoid valve A4 is connected to the oil cup 3 is connected through the oil pipe, and is used to realize the separation and engagement operation of the clutch assembly B when the matching clutch assembly A remains in the disengaged state; the two-position three-way solenoid valve A4 is also connected to the dual-clutch controller through the wiring harness 14 is connected and is controlled by the dual clutch controller 14.

One end of the electronically controlled proportional valve A8 is connected to the clutch sub-cylinder A15 of the clutch sub-cylinder assembly A10 through the oil pipe, and the other end is connected to the oil cup 3 through the oil pipe. The electronically controlled proportional valve A8 is also connected to the dual clutch controller 14 through the wiring harness. Under the control of the dual clutch controller 14, the control of the engagement process of the clutch assembly A is realized;

The oil outlet B204 is sequentially connected to the two-position three-way solenoid valve B5, the one-way valve B7 and the clutch sub-cylinder B18 of the clutch sub-cylinder assembly B11 through the oil pipe; the third port of the two-position three-way solenoid valve B5 is connected to the oil The cup 3 is directly connected to the clutch assembly B to realize the separation and engagement operation of the clutch assembly A; the two-position three-way solenoid valve B5 is also connected to the dual-clutch controller 14 through the wiring harness, and is controlled by the dual-clutch Controller 14 controls.

One end of the electronically controlled proportional valve B9 is connected to the clutch sub-cylinder B18 of the clutch sub-cylinder assembly B11 through the oil pipe, the other end is connected to the oil cup 3 through the oil pipe, and is connected to the dual clutch controller 14 through the wiring harness. Under the control of the clutch assembly B, the control of the engagement process of the clutch assembly is realized.

The one-way valve A6 and the one-way valve B7 are used to prevent the oil fluid from flowing backward when the piston of the clutch master cylinder 2 returns, and to keep the clutch assembly A and the clutch assembly B in a disengaged state respectively.

One end of the lead screw 13 is mechanically connected to the ball nut 12, the other end of the lead screw 13 is mechanically connected to the rotor of the permanent magnet AC motor 1, and the other end of the ball nut 12 is mechanically connected to the clutch master through the push rod of the clutch master cylinder 2. on the piston of the cylinder 2, so that the rotational motion of the permanent magnet AC motor 1 is converted into the linear motion of the piston in the clutch master cylinder 2, and the permanent magnet AC motor 1 is also connected to the dual clutch controller 14 through a wire harness. Under control, power is provided for the disengagement and engagement operations of clutch assembly A and clutch assembly B.

The clutch sub-cylinder A15 and the clutch sub-cylinder B18 are all concentric hydraulic sub-cylinders, that is, the clutch sub-cylinder A15 and the clutch assembly A are on the same axis, and the clutch sub-cylinder B18 and the clutch assembly B are on the same axis.

Clutch sub-cylinder assembly A10 and clutch sub-cylinder assembly B11 are respectively used to push the diaphragm springs of clutch assembly A and clutch assembly B through release bearing assembly A17 and release bearing assembly B19 to realize clutch assembly A and clutch assembly B. Disengagement and joining operation of assembly B.

The electronically controlled proportional valve A8 and the electronically controlled proportional valve B9 are preferably normally off, that is, the electronically controlled proportional valve A8 and the electrically controlled proportional valve B9 are in the closed state when the power is off, and after the power is turned on, the coil current can be adjusted to Smooth control flow.

The clutch assembly A and clutch assembly B are push-type diaphragm spring clutches; the clutch assembly A is used to cut off or output the power of the engine and the motor, and cooperate to complete gear selection and shift operations; the clutch assembly B is used to cut off Or output engine power.

A disengagement and engagement control method of a dual-clutch control system proposed by the present invention includes disengagement and engagement control of three working modes. The disengagement and engagement control of the first working mode is pure electric driving, idling charging and braking energy recovery when shifting is required. , the separation of the clutch assembly B is performed first, and then the separation and engagement control of the clutch assembly A is carried out; the separation and engagement control method of the second working mode is that the engine and the motor are jointly driven, and when the engine is driven independently and the engine is driven to generate electricity, the control method is performed first. The clutch assembly B is engaged, and then the separation and engagement control of the clutch assembly A is carried out; the separation and engagement control method of the third working mode is that the engine outputs power, and when the braking energy is recovered for a short time, the clutch assembly A is in the engaged state In the case of , the disengagement and engagement control of the clutch assembly B is performed.

The separation and engagement control method of the first working mode includes the following steps:

Step 1: Separation clutch assembly B

(1) The two-position three-way solenoid valve A4, the two-position three-way solenoid valve B5, the electric control proportional valve A8 and the electric control proportional valve B9 are all in the power-off state, the one-way valve B7 is in the closed state, the clutch assembly B and the clutch The assemblies A are all in the engaged state; the dual-clutch controller 14 controls the two-position three-way solenoid valve A4 to be energized, so that the first oil chamber of the clutch master cylinder communicates with the oil cup. The dual clutch controller 14 controls the rotation of the permanent magnet AC motor 1, pushes the piston of the clutch master cylinder 2 to move axially through the ball nut 12 and the lead screw 13, and promotes the discharge of the hydraulic oil in the clutch master cylinder 2, and the hydraulic oil is discharged from the oil outlet B204 It flows into the clutch sub-cylinder B18, pushes the release bearing assembly B20 to move axially, and the diaphragm spring of the clutch assembly B forces the clutch assembly B to separate;

(B) After the dual-clutch controller 14 detects that the clutch assembly B is completely separated through the sub-cylinder position sensor B19, the dual-clutch controller 14 controls the two-position three-way solenoid valve B5 to energize, and cuts off the connection between the clutch master cylinder 2 and the clutch sub-cylinder B18. The hydraulic oil circuit between the clutch and the clutch master cylinder 2 is connected with the oil cup 3. Under the action of the hydraulic oil pressure in the clutch sub-cylinder B18, the one-way valve B7 is closed, the clutch assembly B remains separated, and the dual clutch controller 14 controls After the permanent magnet AC motor 1 reverses and returns to the initial position, the dual-clutch controller 14 controls the two-position three-way solenoid valve B5 to power off, and the dual-clutch controller 14 controls the two-position three-way solenoid valve A4 to power off.

Step 2: Disconnect clutch assembly A:

(A) The two-position three-way solenoid valve A4, the two-position three-way solenoid valve B5, the electric control proportional valve A8 and the electric control proportional valve B9 are all in the power-off state, the clutch assembly B is in the disengaged state, and the clutch assembly A is in the engaged state state; the dual-clutch controller 14 controls the two-position three-way solenoid valve B5 to be energized, so that the second oil chamber of the clutch master cylinder 2 communicates with the oil cup;

(B) The dual-clutch controller 14 controls the permanent magnet AC motor 1 to rotate rapidly, pushes the piston of the clutch master cylinder 2 to move axially through the ball nut and the lead screw, and impels the hydraulic oil in the clutch master cylinder 2 to discharge, and the hydraulic oil passes through the oil outlet Port A203 is discharged, flows through the two-position three-way solenoid valve A4, pushes the check valve A6, flows into the clutch cylinder A15, pushes the release bearing assembly A17 to move axially, and then makes the clutch through the diaphragm spring of the clutch assembly A. Assembly A separates. During the separation process of the clutch assembly A, the cylinder position sensor A16 detects the position of the release bearing assembly A17 at all times, and sends the position information of the release bearing assembly A17 to the dual clutch controller 14;

(C) After the dual-clutch controller 14 detects that the clutch assembly A is completely separated through the sub-cylinder position sensor A16, the dual-clutch controller 14 controls the two-position three-way solenoid valve A4 to energize, and cuts off the connection between the clutch master cylinder 2 and the clutch sub-cylinder A15. The hydraulic oil circuit in between, and make the clutch master cylinder 2 communicate with the oil cup 3, under the action of the hydraulic oil pressure in the clutch sub-cylinder A15, the one-way valve A6 is closed, the clutch assembly A remains separated, and the dual clutch controller 14 controls After the permanent magnet AC motor 1 reverses and returns to the initial position, the dual-clutch controller 14 controls the two-position three-way solenoid valve A4 to power off, and the dual-clutch controller 14 controls the two-position three-way solenoid valve B5 to power off;

Step Three: Engage Clutch Assembly A:

(1) The dual-clutch controller 14 energizes the electronically controlled proportional valve A8 to connect the clutch sub-cylinder A15 with the oil cup 3. The dual-clutch controller supplies a large current to the electronically controlled proportional valve A8, and the hydraulic oil starts to flow from the clutch sub-cylinder A15. The oil inlet C1501 flows into the oil cup 3, and under the action of the diaphragm spring of the clutch assembly A, the release bearing assembly A17 of the clutch sub-cylinder assembly A10 moves axially until the sub-cylinder position sensor A16 detects that the clutch assembly A is separated Gap elimination;

(2) The current provided by the dual-clutch controller 14 to the electronically controlled proportional valve A8 is reduced, so that the flow of the hydraulic oil in the clutch sub-cylinder A15 from the oil inlet C1501 of the clutch sub-cylinder A15 into the oil cup 3 is reduced, so that The axial movement speed of the release bearing assembly A17 slows down until the separation cylinder position sensor A16 detects that the slipping phase of the clutch assembly A ends;

(3) When the dual-clutch controller 14 detects the end of the slipping phase of the clutch assembly A through the sub-cylinder position sensor A16, the current provided to the electronically controlled proportional valve A8 increases to make the hydraulic oil in the clutch sub-cylinder A15 flow from The flow rate of the oil inlet C1501 of the clutch sub-cylinder A15 flowing into the oil cup 3 increases, thereby increasing the axial movement speed of the release bearing assembly A17 until the sub-cylinder position sensor A16 detects that the release bearing assembly A17 returns to the clutch assembly A At the initial position before disengagement, the dual-clutch controller 14 terminates power supply to the electronically controlled proportional valve A8 to complete the process of engaging the clutch assembly A.

The control method of the second working mode includes the following steps:

Step 1: Engage clutch assembly B

(a) The clutch assembly B is in the disengaged state, the clutch assembly A is in the engaged state, the dual-clutch controller 14 controls the electric control proportional valve B9 to be energized and opened, so that the clutch sub-cylinder B18 communicates with the oil cup 3, and the dual-clutch controller energizes The control proportional valve B9 provides a large current, and the hydraulic oil starts to flow into the oil cup 3 from the oil inlet D1801 of the clutch sub-cylinder B18 quickly. Under the action of the diaphragm spring of the clutch assembly B, the release bearing assembly of the clutch sub-cylinder assembly B11 B20 moves axially quickly until the split cylinder position sensor B19 detects that the separation gap of clutch assembly B is eliminated;

(b) The current provided by the dual-clutch controller 14 to the electronically controlled proportional valve B9 is reduced, so that the flow of the hydraulic oil in the clutch sub-cylinder B18 from the oil inlet D1801 of the clutch sub-cylinder B18 into the oil cup 3 is reduced, so that the separation The axial movement speed of the bearing assembly B20 slows down until the sub-cylinder position sensor B19 detects the end of the slipping phase of the clutch assembly B;

(c) The current provided by the dual-clutch controller 14 to the electronically controlled proportional valve B9 increases, so that the flow of the hydraulic oil in the clutch sub-cylinder B18 from the oil inlet D1801 of the clutch sub-cylinder B18 into the oil cup 3 increases, so that the separation The axial movement speed of the bearing assembly B20 increases until the cylinder position sensor B19 detects that the release bearing assembly B20 returns to the initial position before the separation of the clutch assembly B, and the dual clutch controller 14 stops supplying power to the electronically controlled proportional valve B9. Complete the clutch assembly B engagement process;

Step 2: Disconnect clutch assembly A:

(A) The two-position three-way solenoid valve A4, the two-position three-way solenoid valve B5, the electric control proportional valve A8 and the electric control proportional valve B9 are all in the power-off state, and the clutch assembly B and the clutch assembly A are in the engaged state; The clutch controller 14 controls the energization of the two-position three-way solenoid valve B5, so that the second oil chamber of the clutch master cylinder 2 communicates with the oil cup;

(B) The dual-clutch controller 14 controls the permanent magnet AC motor 1 to rotate rapidly, pushes the piston of the clutch master cylinder 2 to move axially through the ball nut and the lead screw, and impels the hydraulic oil in the clutch master cylinder 2 to discharge, and the hydraulic oil passes through the oil outlet Port A203 is discharged, flows through the two-position three-way solenoid valve A4, pushes the check valve A6, flows into the clutch cylinder A15, pushes the release bearing assembly A17 to move axially, and then makes the clutch through the diaphragm spring of the clutch assembly A. Assembly A separates. During the separation process of the clutch assembly A, the cylinder position sensor A16 detects the position of the release bearing assembly A17 at all times, and sends the position information of the release bearing assembly A17 to the dual clutch controller 14;

(C) After the dual-clutch controller 14 detects that the clutch assembly A is completely separated through the sub-cylinder position sensor A16, the dual-clutch controller 14 controls the two-position three-way solenoid valve A4 to energize, and cuts off the connection between the clutch master cylinder 2 and the clutch sub-cylinder A15. The hydraulic oil circuit in between, and make the clutch master cylinder 2 communicate with the oil cup 3, under the action of the hydraulic oil pressure in the clutch sub-cylinder A15, the one-way valve A6 is closed, the clutch assembly A remains separated, and the dual clutch controller 14 controls After the permanent magnet AC motor 1 reverses and returns to the initial position, the dual-clutch controller 14 controls the two-position three-way solenoid valve A4 to power off, and the dual-clutch controller 14 controls the two-position three-way solenoid valve B5 to power off.

Step Three: Engage Clutch Assembly A:

(1) The dual-clutch controller 14 energizes the electronically controlled proportional valve A8 to connect the clutch sub-cylinder A15 with the oil cup 3. The dual-clutch controller supplies a large current to the electronically controlled proportional valve A8, and the hydraulic oil starts to flow from the clutch sub-cylinder A15. The oil inlet C1501 flows into the oil cup 2, and under the action of the diaphragm spring of the clutch assembly A, the release bearing assembly A17 of the clutch sub-cylinder assembly A10 moves axially until the sub-cylinder position sensor A detects that the clutch assembly A is separated Gap elimination;

(2) The current provided by the dual-clutch controller 14 to the electronically controlled proportional valve A8 is reduced, so that the flow of the hydraulic oil in the clutch sub-cylinder A15 from the oil inlet C1501 of the clutch sub-cylinder A15 into the oil cup 3 is reduced, so that The axial movement speed of the release bearing assembly A17 slows down until the separation cylinder position sensor A16 detects that the slipping phase of the clutch assembly A ends;

(3) When the dual-clutch controller 14 detects the end of the slipping phase of the clutch assembly A through the sub-cylinder position sensor A16, the current provided to the electronically controlled proportional valve A8 increases to make the hydraulic oil in the clutch sub-cylinder A15 flow from the clutch The flow of the oil inlet C1501 of the sub-cylinder A15 into the oil cup 3 increases, so that the axial movement speed of the release bearing assembly A17 increases until the position sensor A16 of the sub-cylinder detects that the release bearing assembly A17 returns to the clutch assembly A and separates Before the initial position, the dual-clutch controller 14 stops supplying power to the electronically controlled proportional valve A8 to complete the clutch engagement process.

In the third working mode, the clutch assembly A is always in the engaged state, and its disengagement and engagement control method includes the following steps:

Step 1: Separation clutch assembly B

(1) Two-position three-way solenoid valve A4, two-position three-way solenoid valve B5, electric control proportional valve A8 and electric control proportional valve B9 are all in power-off state, one-way valve B7 is in closed state, and clutch assembly B is in engagement state: the dual-clutch controller 14 controls the two-position three-way solenoid valve A4 to be energized, so that the first oil chamber of the clutch master cylinder communicates with the oil cup 3 .

The dual clutch controller 14 controls the rotation of the permanent magnet AC motor 1, pushes the piston of the clutch master cylinder 2 to move axially through the ball nut 12 and the lead screw 13, and promotes the discharge of the hydraulic oil in the clutch master cylinder 2, and the hydraulic oil is discharged from the oil outlet B204 It flows into the clutch sub-cylinder B18, pushes the release bearing assembly B20 to move axially, and the diaphragm spring of the clutch assembly B forces the clutch assembly B to separate;

(B) After the dual-clutch controller 14 detects that the clutch assembly B is completely separated through the sub-cylinder position sensor B19, the dual-clutch controller 14 controls the two-position three-way solenoid valve B5 to be energized to cut off the connection between the clutch master cylinder 2 and the clutch sub-cylinder B18. The hydraulic oil circuit between them, and make the clutch master cylinder 2 communicate with the oil cup 3, under the action of the hydraulic oil pressure in the clutch sub-cylinder B18, the one-way valve B7 closes, the clutch assembly B remains separated, and the dual clutch controller 14 controls After the permanent magnet AC motor 1 reverses and returns to the initial position, the dual-clutch controller 14 controls the two-position three-way solenoid valve B5 to power off, and the dual-clutch controller 14 controls the two-position three-way solenoid valve A4 to power off.

Step Two: Engage Clutch Assembly B:

(a) The dual-clutch controller 14 controls the electric control proportional valve B9 to be energized to open, so that the clutch sub-cylinder B18 communicates with the oil cup 3, and the dual-clutch controller provides a large current to the electronic control proportional valve B9, and the hydraulic oil starts to flow from the clutch sub-cylinder B18 The oil inlet D1801 of the oil quickly flows into the oil cup 3, and under the action of the diaphragm spring of the clutch assembly B, the release bearing assembly B20 of the clutch sub-cylinder assembly B11 moves axially rapidly until the position sensor B19 of the sub-cylinder detects that the clutch assembly Cheng B separation gap is eliminated;

(b) The current provided by the dual-clutch controller 14 to the electronically controlled proportional valve B9 is reduced, so that the flow of the hydraulic oil in the clutch sub-cylinder B18 from the oil inlet D1801 of the clutch sub-cylinder B18 into the oil cup 3 is reduced, so that the separation The axial movement speed of the bearing assembly B20 slows down until the sub-cylinder position sensor B19 detects the end of the slipping phase of the clutch assembly B;

(c) The current provided by the dual-clutch controller 14 to the electronically controlled proportional valve B9 increases, so that the flow of the hydraulic oil in the clutch sub-cylinder B18 from the oil inlet D1801 of the clutch sub-cylinder B18 into the oil cup 3 increases, so that the separation The axial movement speed of the bearing assembly B20 increases until the cylinder position sensor B19 detects that the release bearing assembly B20 returns to the initial position before the separation of the clutch assembly B, and the dual clutch controller 14 stops supplying power to the electronically controlled proportional valve B9. Complete the clutch assembly B engagement process;

Among them, the engagement speed of clutch assembly A and clutch assembly B is controlled by controlling the magnitude of the current supplied to the electronically controlled proportional valve A8 and electronically controlled proportional valve B9 respectively. Assembly A is OK.

Claims (6)

1. a double clutch control system is characterized in that: comprise double clutch controller, permanent magnet AC motor, ball nut, leading screw, clutch master cylinder, lubricating cup, two-position three way magnetic valve A, two-position three way magnetic valve B, one-way valve A, one-way valve B, electronically controlled proportional valve A, electronically controlled proportional valve B, clutch point cylinder assembly A and clutch point cylinder assembly B;

Described clutch divides cylinder assembly A to comprise that clutch divides cylinder A, release bearing assembly A and divides the cylinder position sensors A; Clutch divides cylinder A and release bearing assembly A mechanical connection; Divide the cylinder position sensors A to be installed in the lower surface that clutch divides cylinder A, and be connected with the double clutch controller through wire harness; Described clutch divides cylinder assembly B to comprise that clutch divides cylinder B, release bearing assembly B and divides cylinder position sensor B; Clutch divides cylinder B and release bearing assembly B mechanical connection; Divide cylinder position sensor B to be installed in the lower surface that clutch divides cylinder B, and be connected with the double clutch controller through wire harness;

One side of described clutch master cylinder has filler opening A and filler opening B, and the opposite side of cylinder body has oil outlet A and oil outlet B; Described two filler openings connect lubricating cup respectively through oil pipe; Described oil outlet A connects two-position three way magnetic valve A, one-way valve A and clutch in order through oil pipe and divides the clutch among the cylinder assembly A to divide cylinder A, and wherein the 3rd of two-position three way magnetic valve A the port links to each other with lubricating cup; Described clutch divides between cylinder A and the lubricating cup and is connected electronically controlled proportional valve A;

Described oil outlet B connects two-position three way magnetic valve B, one-way valve B and clutch in order through oil pipe and divides the clutch among the cylinder assembly B to divide cylinder B; The 3rd port of two-position three way magnetic valve B links to each other with lubricating cup; Described clutch divides between cylinder B and the lubricating cup and is connected electronically controlled proportional valve B;

One end of described ball nut is the rotor of mechanical connection leading screw and permanent magnet AC motor in order, and the other end of ball nut is mechanically connected on the piston of clutch master cylinder through the push rod of clutch master cylinder;

Described electronically controlled proportional valve A, electronically controlled proportional valve B, two-position three way magnetic valve A, two-position three way magnetic valve B and permanent magnet AC motor are connected the double clutch controller through wire harness respectively.

2. a kind of double clutch control system according to claim 1 is characterized in that: described clutch divides cylinder A and clutch to divide cylinder B to be concentric type hydraulic pressure and divides cylinder.

3. a kind of double clutch control system according to claim 1 is characterized in that: described electronically controlled proportional valve A and electronically controlled proportional valve B are normal closed type.

4. a double clutch control system is separated connection control method; It is characterized in that: comprise three kinds of separation connection control methods under the mode of operation; Separation connection control method under first kind of mode of operation is that pure motor driving, idling charging or braking energy reclaim when needing gear shift; Carry out the separation of clutch assembly B earlier, carry out separation and the connection control method of clutch assembly A then; When the separation connection control method under second kind of mode of operation is motor and motor driven in common, motor single driving or engine-driving generating, carry out the joint of clutch assembly B earlier, carry out separation and the connection control method of clutch assembly A then; Separation connection control method under the third mode of operation is an engine output power, carries out the short time braking energy when reclaiming, and clutch assembly A is under the situation of jointing state, carries out separation and the Engagement Control of clutch assembly B;

The separation connection control method of described first kind of mode of operation comprises following step:

Step 1: cut-off clutch assembly B

A: two-position three way magnetic valve A, two-position three way magnetic valve B, electronically controlled proportional valve A and electronically controlled proportional valve B all are in off-position, and clutch assembly B and clutch assembly A are in jointing state; Double clutch controller control two-position three way magnetic valve A energising makes first oil pocket of clutch master cylinder be communicated with lubricating cup; Double clutch controller control permanent magnet AC motor rotates; The piston that promotes clutch master cylinder through ball nut and leading screw moves axially; Impel the hydraulic oil in the clutch master cylinder to discharge; Hydraulic oil flows into clutch from oil outlet B and divides the cylinder B, promotes release bearing assembly B and moves axially, and the diaphragm spring of clutch assembly B impels clutch assembly B to separate;

B: after the double clutch controller detects the thorough separation of clutch assembly B through a minute cylinder position sensor B; Double clutch controller control two-position three way magnetic valve B energising; Cut off clutch master cylinder and clutch and divide the hydraulic circuit between the cylinder B, and clutch master cylinder is communicated with lubricating cup, divide at clutch that one-way valve B closes under the effect of hydraulic fluid pressure among the cylinder B; Clutch assembly B keeps separated state; After initial position is returned in the counter-rotating of double clutch controller control permanent magnet AC motor, double clutch controller control two-position three way magnetic valve B outage, double clutch controller control two-position three way magnetic valve A outage;

Step 2: cut-off clutch assembly A:

C: two-position three way magnetic valve A, two-position three way magnetic valve B, electronically controlled proportional valve A and electronically controlled proportional valve B all are in off-position; Clutch assembly B is in separated state; Clutch assembly A is in jointing state; Double clutch controller control two-position three way magnetic valve B energising makes second oil pocket of clutch master cylinder be communicated with lubricating cup;

D: double clutch controller control permanent magnet AC motor rotates; The piston that promotes clutch master cylinder through ball nut and leading screw moves axially; Impel the hydraulic oil in the clutch master cylinder to discharge through oil outlet A; Hydraulic oil flows into clutch and divides among the cylinder A, promotes release bearing assembly A and moves axially, and the diaphragm spring of clutch assembly A impels clutch assembly A to separate;

E: after the double clutch controller detects the thorough separation of clutch assembly A through a minute cylinder position sensors A; Double clutch controller control two-position three way magnetic valve A energising; Cut off clutch master cylinder and clutch and divide the hydraulic circuit between the cylinder A, and clutch master cylinder is communicated with lubricating cup, divide at clutch that one-way valve A closes under the effect of hydraulic fluid pressure among the cylinder A; Clutch assembly A keeps separated state; After initial position is returned in the counter-rotating of double clutch controller control permanent magnet AC motor, double clutch controller control two-position three way magnetic valve A outage, double clutch controller control two-position three way magnetic valve B outage;

Step 3: engaging clutch assembly A:

F: double clutch controller control electronically controlled proportional valve A energising is opened; Make clutch divide cylinder A to be communicated with lubricating cup; The double clutch controller provides big electric current for electronically controlled proportional valve A, and hydraulic oil begins to divide the filler opening C of cylinder A to flow into lubricating cup fast by clutch, under the effect of clutch assembly A diaphragm spring; Clutch divides the release bearing assembly A rapid axial of cylinder assembly A to move, and detects clutch assembly A Separation up to a minute cylinder position sensors A and eliminates;

G: the electric current that the double clutch controller provides for electronically controlled proportional valve A reduces; Make clutch divide the hydraulic oil among the cylinder A to reduce from the flow that clutch divides the filler opening C of cylinder A to flow into lubricating cup; Make release bearing assembly A move axially speed and slow down, detect the clutch assembly A sliding wear stage up to a minute cylinder position sensors A and finish;

H: the electric current that the double clutch controller provides for electronically controlled proportional valve A increases; Make clutch divide the hydraulic oil among the cylinder A to increase from the flow that clutch divides the filler opening C of cylinder A to flow into lubricating cup; Making release bearing assembly A move axially speed speeds; After minute cylinder position sensors A detected the initial position before release bearing assembly A returns clutch assembly A separation, the double clutch controller stopped the power supply to electronically controlled proportional valve A, accomplished the engaging process of clutch assembly A;

The separation connection control method of described second kind of mode of operation comprises following step:

Step 1: engaging clutch assembly B:

A: two-position three way magnetic valve A, two-position three way magnetic valve B, electronically controlled proportional valve A and electronically controlled proportional valve B all are in off-position, and clutch assembly A is in jointing state, and clutch assembly B is in separated state;

B: double clutch controller control electronically controlled proportional valve B energising is opened; Make clutch divide cylinder B to be communicated with lubricating cup; The double clutch controller provides big electric current for electronically controlled proportional valve B, and hydraulic oil begins to divide the filler opening D of cylinder B to flow into lubricating cup fast by clutch, under the effect of clutch assembly B diaphragm spring; Clutch divides the release bearing assembly B rapid axial of cylinder assembly B to move, and detects clutch assembly B Separation up to a minute cylinder position sensor B and eliminates;

C: the electric current that the double clutch controller provides for electronically controlled proportional valve B reduces; Make clutch divide the hydraulic oil among the cylinder B to reduce from the flow that clutch divides cylinder B filler opening D to flow into lubricating cup; Make release bearing assembly B move axially speed and slow down, detect the clutch assembly B sliding wear stage up to a minute cylinder position sensor B and finish;

D: the electric current that the double clutch controller provides for electronically controlled proportional valve B increases; Make clutch divide the hydraulic oil among the cylinder B to increase from the flow that filler opening D flows into lubricating cup; Making release bearing assembly B move axially speed speeds; After minute cylinder position sensor B detected the initial position before release bearing assembly B returns clutch assembly B separation, the double clutch controller stopped the power supply to electronically controlled proportional valve B, accomplished the engaging process of clutch assembly B;

Step 2: cut-off clutch assembly A:

E: two-position three way magnetic valve A, two-position three way magnetic valve B, electronically controlled proportional valve A and electronically controlled proportional valve B all are in off-position; Clutch assembly B is in separated state; Clutch assembly A is in jointing state; Double clutch controller control two-position three way magnetic valve B energising makes second oil pocket of clutch master cylinder be communicated with lubricating cup;

F: double clutch controller control permanent magnet AC motor rotates; The piston that promotes clutch master cylinder through ball nut and leading screw moves axially; Impel the hydraulic oil in the clutch master cylinder to discharge; Hydraulic oil flows into clutch through oil outlet A and divides among the cylinder A, promotes release bearing assembly A and moves axially, and the diaphragm spring of clutch assembly A impels clutch assembly A to separate;

G: after the double clutch controller detects the thorough separation of clutch assembly A through a minute cylinder position sensors A; Double clutch controller control two-position three way magnetic valve A energising; Cut off clutch master cylinder and clutch and divide the hydraulic circuit between the cylinder A, and clutch master cylinder is communicated with lubricating cup, divide at clutch that one-way valve A closes under the effect of hydraulic fluid pressure among the cylinder A; Clutch assembly A keeps separated state; After initial position is returned in the counter-rotating of double clutch controller control permanent magnet AC motor, double clutch controller control two-position three way magnetic valve A outage, double clutch controller control two-position three way magnetic valve B outage;

Step 3: engaging clutch assembly A:

H: double clutch controller control electronically controlled proportional valve A energising is opened; Make clutch divide cylinder A to be communicated with lubricating cup; The double clutch controller provides big electric current for electronically controlled proportional valve A, and hydraulic oil begins to divide the filler opening C of cylinder A to flow into lubricating cup fast by clutch, under the effect of clutch assembly A diaphragm spring; Clutch divides the release bearing assembly A rapid axial of cylinder assembly A to move, and detects clutch assembly A Separation up to a minute cylinder position sensors A and eliminates;

I: the electric current that the double clutch controller provides for electronically controlled proportional valve A reduces; Make clutch divide among the cylinder A hydraulic oil from the clutch flow that divides the filler opening C of cylinder A to flow into lubricating cup reduce; Make release bearing assembly A move axially speed and slow down, detect the clutch assembly A sliding wear stage up to a minute cylinder position sensors A and finish;

J: the electric current that the double clutch controller provides for electronically controlled proportional valve A increases; Make clutch divide the hydraulic oil among the cylinder A to increase from the flow that clutch divides the filler opening C of cylinder A to flow into lubricating cup; Making release bearing assembly A move axially speed speeds; After minute cylinder position sensors A detected the initial position before release bearing assembly A returns clutch assembly A separation, the double clutch controller stopped the power supply to electronically controlled proportional valve A, accomplished clutch assembly A engaging process;

The separation connection control method of described the third mode of operation comprises following step:

Step 1: cut-off clutch assembly B:

A: two-position three way magnetic valve A, two-position three way magnetic valve B, electronically controlled proportional valve A and electronically controlled proportional valve B all are in off-position, and clutch assembly B is in jointing state; Double clutch controller control two-position three way magnetic valve A energising makes first oil pocket of clutch master cylinder be communicated with lubricating cup; Double clutch controller control permanent magnet AC motor rotates; The piston that promotes clutch master cylinder through ball nut and leading screw moves axially; Impel the hydraulic oil in the clutch master cylinder to discharge; Hydraulic oil flows into clutch from oil outlet B and divides the cylinder B, promotes release bearing assembly B and moves axially, and the diaphragm spring of clutch assembly B impels clutch assembly B to separate;

B: after the double clutch controller detects the thorough separation of clutch assembly B through a minute cylinder position sensor B; Double clutch controller control two-position three way magnetic valve B energising; Cut off clutch master cylinder and clutch and divide the hydraulic circuit between the cylinder B, and clutch master cylinder is communicated with lubricating cup, divide at clutch that one-way valve B closes under the effect of hydraulic fluid pressure among the cylinder B; Clutch assembly B keeps separated state; After initial position is returned in the counter-rotating of double clutch controller control permanent magnet AC motor, double clutch controller control two-position three way magnetic valve B outage, double clutch controller control two-position three way magnetic valve A outage.

Step 2: engaging clutch assembly B:

C: two-position three way magnetic valve A, two-position three way magnetic valve B, electronically controlled proportional valve A and electronically controlled proportional valve B all are in off-position, and clutch assembly B is in separated state; D: double clutch controller control electronically controlled proportional valve B energising is opened; Make clutch divide cylinder B to be communicated with lubricating cup; The double clutch controller provides big electric current for electronically controlled proportional valve B, and hydraulic oil begins to divide the filler opening D of cylinder B to flow into lubricating cup fast by clutch, under the effect of clutch assembly B diaphragm spring; Clutch divides the release bearing assembly B rapid axial of cylinder assembly B to move, and detects clutch assembly B Separation up to a minute cylinder position sensor B and eliminates;

E: the electric current that the double clutch controller provides for electronically controlled proportional valve B reduces; Make clutch divide the hydraulic oil among the cylinder B to reduce from the flow that clutch divides the filler opening D of cylinder B to flow into lubricating cup; Make release bearing assembly B move axially speed and slow down, detect the clutch assembly B sliding wear stage up to a minute cylinder position sensor B and finish;

F: the electric current that the double clutch controller provides for electronically controlled proportional valve B increases; Make clutch divide the hydraulic oil among the cylinder B to increase from the flow that clutch divides the filler opening D of cylinder B to flow into lubricating cup; Making release bearing assembly B move axially speed speeds; After minute cylinder position sensor B detected the initial position before release bearing assembly B returns clutch assembly B separation, the double clutch controller stopped the power supply to electronically controlled proportional valve B, accomplished the engaging process of clutch assembly B.

5. double clutch control system according to claim 4 is separated connection control method, and it is characterized in that: described clutch assembly A and clutch assembly B are the pushing-type diaphragm spring clutch; Clutch assembly A is used for cutting off or output motor and motor power, cooperates to accomplish choosing shelves, gear-change operation; Clutch assembly B is used for cutting off or the output engine power.

6. double clutch control system according to claim 4 is separated connection control method, it is characterized in that: the engaging speed of described clutch assembly A and clutch assembly B is to control through the size of current of control double clutch controller supply electronically controlled proportional valve A and electronically controlled proportional valve B respectively.

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