11951results about "Gearing control" patented technology

A power transmission device for a vehicle includes a housing that accommodates a power transmission mechanism, and a control valve configured to control a pressure of oil supplied to the power transmission mechanism. The power transmission mechanism includes an input shaft, an intermediate shaft, and an output shaft. The housing defines an insertion hole for a charging pipe. The output shaft is located farther toward a rear of a vehicle than the input shaft. The intermediate shaft is located above the output shaft. The control valve is arranged upright on a vehicle front side of the input shaft. The housing is provided with a recessed portion that is recessed inwardly in a region of the housing below the intermediate shaft and further toward the rear of the vehicle than the output shaft. The insertion hole is provided in a bottom section of the recessed portion when viewed from above.

The present disclosure discloses a method for training a gearbox fault diagnosis model, and a gearbox fault diagnosis method. The method includes: acquiring a motor current signal in an electromechanical system where a gearbox is located; calculating, based on the current signal, characteristic values representing complexity and degree of mutation of the current signal; filtering the characteristic values based on a random forest algorithm to generate a sample data set; and training, based on the data set, a deep reinforcement learning network model to generate the fault diagnosis model. By means of the method for training the gearbox fault diagnosis model according to the present disclosure, merely the current signal is acquired, no additional sensor is needed, and the defect of additional hardware in the prior art is overcome.

Systems and methods for transmission gear shift management of a vehicle having cooperative adaptive cruise control (CACC) are provided. A method includes: enabling a cooperative adaptive cruise control (CACC) mode of a vehicle; updating a transmission shift map to adjust at least one threshold associated with a transmission shift event in response to enabling the CACC mode of the vehicle; receiving a torque demand from the vehicle in response to enabling the CACC mode of the vehicle; determining a transmission shift event based on the received torque demand and the updated transmission shift map; and implementing the determined transmission shift event.

Actuator (1) for providing a torque with a linear drive (2) and a gearbox (3) for converting a linear motion into a rotary motion, wherein the gearbox (3) comprises a lever (4) which rotates a shaft (5) to be subjected to the torque, wherein the gearbox (3) further comprises a coupling element (6), the coupling element (6) being connected to the linear drive (2) via a first connection point (7) and to the lever (4) via a second connection point (8), so that energy transfer between the linear drive (2) and the lever (4) takes place exclusively via the coupling element (6), and the coupling element (6) being rotatably mounted in both connection points (7, 8).

A safety strategy determining method, applied to a hybrid transmission control unit (HTCU), and comprising: monitoring an environment signal in a hybrid transmission; when an error occurs to the environment signal, determining an abnormal event corresponding to the environment signal; analyzing the abnormal event, and determining a safety state corresponding to the abnormal event; on the basis of the safety state and the current gear of a vehicle, determining a safety strategy corresponding to the abnormal event, wherein the current gear comprises one gear in different driving modes, and the safety strategy comprises at least one of the following: maintaining the current gear, reverting the gear in the hybrid transmission to the current gear, and switching from the current gear to a corresponding downshifted gear; sending a gear switching request carrying the safety strategy to a vehicle electronic control unit (VECU), wherein the gear switching request is used for requesting the VECU to switch to a target gear on the basis of the safety strategy; and switching the gear in the hybrid transmission to the target gear. The problem of over-protection or under-protection in the hybrid transmission is avoided, and therefore the driving safety is improved. Also provided is a security strategy determining apparatus.

A vehicle drive unit has an electric machine and a manual gearbox with first and second shift elements and two planetary gear sets coupled to one another. Each gear set has a sun shaft, a ring gear shaft, and a web shaft. The second sun shaft is drivable by the electric machine and is configured as an output of the shift gear. The second ring gear shaft is connected rotationally fixed to the first web shaft, and the first sun shaft is connected rotationally fixed to a stationary component. When actuated, the first shift element connects the first ring gear shaft to an element of the first planetary gear set and / or of the second planetary gear set. When actuated, the second shift element connects the first ring gear shaft rotationally fixed to the second sun shaft or the second web shaft in order to shift a second gear.

A vehicle having a primary mover, a charging system, multiple electric loads, and a controller. The charging system includes a charge storing device and an alternator. The alternator is configured to convert mechanical energy generated by the prime mover into electrical energy to charge the charge storing device. The multiple electrical loads are electrically coupled to the charging system via a power distribution module. The controller is communicably coupled to the charging system and is configured to receive an indication that an electrical output of the charging system is unable to provide sufficient electrical energy to each electrical load in the electrical loads. The controller is also configured to provide a control signal to the power distribution module in response to the indication. The control signal is configured to cause the power distribution module to decouple at least one of the electrical loads from the charging system.

A power transmission device includes a power transmission mechanism having a plurality of rotating elements, a case that houses the power transmission mechanism, a sensor disposed at a bottom of the case, and an electrical wire that electrically connects the sensor and a connector section. As viewed from a direction of an axis of rotation of the power transmission mechanism, the electrical wire is routed to pass between the plurality of rotating elements to a top of the case, with the connector section being disposed at the top of the case.

A power transmission device includes a case that houses a power transmission mechanism, a control valve arranged upright inside the case, and first and second pumps configured to supply oil to the control valve. The case has a first support wall that supports an axis of rotation of the power transmission mechanism, a second support wall that supports the control valve and is arranged aligned with the axis of rotation, a first chamber located on one side of the first support wall, a second chamber adjacent to the first chamber across the second support wall, and a third support wall extending from the second support wall along the axis of rotation to the other side of the first support wall. The first pump is mounted on the first support wall inside the first chamber. The second pump is mounted on the third support wall inside the second chamber.

Proposed is a disconnector apparatus including a casing having therein a support ring and one side gear, and a clutch ring having a first clutch part disposed on an inner-diameter portion of the clutch ring at one side of the clutch ring facing one side gear, and a second clutch part disposed on one inner surface of the inner-diameter portion, in which the first clutch part engages with a third clutch part disposed on an outer-diameter portion of the support ring at one side of the support ring, and the second clutch part engages with a fourth clutch part disposed on one surface of the one side gear.

A power transmission device includes a housing that accommodates a power transmission mechanism, a partition section that is provided in the housing and that supports the power transmission mechanism, a first oil path that is provided inside the partition section, a second oil path that is provided inside the partition section, a recess that is provided in the partition section, and a filter member that is disposed inside the recess. The recess is provided with an opening facing a direction of an axis of rotation of the power transmission device. The first oil path and the second oil path communicate via the recess.

A motor vehicle has an electric drive machine for driving the motor vehicle and a coupling mechanism which can be switched at least between a coupling position, in which the electric drive machine is coupled to a drive wheel so as to transmit torque, and a decoupling position in which the electric drive machine is decoupled from the drive wheel. A parking lock device has at least one parking lock element that can be moved between a parking lock position, in which the at least one parking lock element at least indirectly blocks a rotation of the drive wheel, and an unlocking position in which the at least one parking lock element releases the rotation of the drive wheel. An actuation device with an actuator is designed to actuate a clutch of the coupling mechanism, which clutch has at least one switching element and is used to switch between the coupling position and the decoupling position, and is designed to move the at least one parking lock element between the parking lock position and the unlocking position. The switching element has a retaining region preventing the parking lock element from moving into the parking lock position as long as the lock has not been adjusted to the coupling position.

The invention relates to a vehicle control method, a controller and a vehicle, and the control method comprises the following steps: when a locking instruction is received, firstly controlling a wheel end decoupler of a differential mechanism of the vehicle to execute a coupling operation, and then controlling a differential lock of the differential mechanism to execute a locking operation. According to the control method of the vehicle, when the differential lock is locked, the wheel end decoupler is coupled in advance. According to the wheel end decoupler, the problem that locking fails due to the fact that locking operation is executed under the condition that the wheel end is not coupled in the prior art is solved, and it is guaranteed that the differential lock function is normally achieved.

A method for detecting a safe state of a switchable valve of a hydraulic system of an actuator in a motor vehicle includes the at least one first switchable valve, which is actuated by being energized, a pump, and a controller which controls at least the first switchable valve and the pump. The pump delivers the fluid to a first load in a first rotational direction and to at least one second load in a second rotational direction.

The invention relates to a clutch control method and device and computer equipment. The method comprises the following steps: acquiring operation parameter information and environment information of a vehicle; under the condition that the operation parameter information meets a preset condition, the current position and the actual temperature of a clutch of the vehicle are obtained, and the actual transmission torque of the clutch is obtained according to the operation parameter information and the environment information; according to the current position, the actual temperature and the actual transmission torque, a first characteristic association library of the clutch is updated; and controlling the clutch according to the operation parameter information and the updated first characteristic association library. By means of the method, the clutch can move to the correct position in the driving process.

A transmission can include a shaft arrangement including an input shaft configured to couple to a primer mover and an output shaft coaxially aligned with the input shaft; a plurality of drive gears supported by the shaft arrangement and including a first drive gear, a second drive gear, and a third drive gear; a countershaft arrangement including a first and second countershaft supporting a plurality of pinion gears intermeshed with the first, second, and third drive gears; a clutch arrangement including a first clutch assembly and a second clutch assembly operable to lock the first, second, and third drive gears to the shaft arrangement to selectively provide four gear ratios between the input and output shafts.

A method for power transmission method includes providing first and second shafts, first and second gear assemblies between the first and second shafts, and first and second coupling assemblies. The first coupling assembly coupling the first shaft to the first gear assembly, and the second coupling assembly coupling the first shaft to the second gear assembly. The speed of the first shaft varies, wherein the deployment of a locking element of the second coupling assembly is based on the speed of the first shaft.

The invention provides a power-interruption-free gear shifting control method for an electric tractor and an electric trailer. A signal collecting and preprocessing unit, a gear shifting mode decision-making unit, an inter-axle torque dynamic distribution unit and a self-adaptive learning unit are included. The signal acquisition and preprocessing unit is used for receiving vehicle state information acquired by the sensor in real time; the gear shifting mode decision-making unit is used for judging a whole vehicle gear shifting mode signal, adjusting a gear shifting compensation coefficient and dynamically dividing and switching a gear shifting mode; the inter-axle torque dynamic distribution unit is used for dynamically adjusting the distribution proportion of the driving torque of an electric drive axle carried by a second axle of the electric tractor, the driving torque of an electric drive axle carried by a third axle of the electric tractor and the driving torque of an electric drive axle carried by the electric trailer in the gear shifting process. And the adaptive learning unit is used for calculating a compensation factor and realizing online updating of the mode switching rule base.

The invention relates to the technical field of vehicles, in particular to a gear shifting control method and device of a vehicle, the vehicle, a medium and a program product.The method comprises the steps that whether the current vehicle meets a preset motor speed regulation condition or not is judged; if the current vehicle meets the preset motor speed regulation condition, the current oil pressure is regulated to the target oil pressure corresponding to the clutch combination point based on a first preset regulation strategy, and the generator speed regulation torque and the rotating speed difference value needing to be synchronized of the current vehicle are obtained; and rotating speed adjustment is conducted according to the generator speed regulation torque and the rotating speed difference value needing to be synchronized, and when rotating speed adjustment is completed and the current vehicle meets the direct drive entering condition, the target oil pressure is adjusted to the locking oil pressure based on a second preset adjustment strategy, so that the gear shifting action is completed. Therefore, the gear shifting time is shortened by entering the gear shifting speed regulation stage in advance, the problem that the dynamic property of the automobile is affected due to the long gear shifting process is solved, and the dynamic property of the automobile is improved when acceleration is needed.

A steering control device includes a controller configured to control driving of a motor that generates a torque. The torque is a torque applied to a steering mechanism of a vehicle using electric power from at least any one of an in-vehicle main power source and an auxiliary power source that backs up the main power source. The controller is configured to wait for the auxiliary power source to be charged to an extent that the main power source is able to be backed up and to permit the vehicle to travel when the controller is activated with an activation operation for the vehicle as a trigger and transitions to a state where control of the motor is executable.

The invention discloses a speed reducer self-adaptive torque control method and system based on load identification, and relates to the technical field of speed reducer control. The method comprises the steps of collecting multi-source time sequence sensing data in real time when the speed reducer operates; performing time domain and frequency domain feature extraction on the data, and identifying current load features including load levels and types; predicting a future load change trend based on the load characteristics and historical data; a self-adaptive torque control instruction is generated according to the load characteristics, the change trend and the health state parameters, and the output torque is dynamically adjusted; and recording instruction execution efficiency data, and optimizing a load identification and torque control strategy by adopting a strategy gradient reinforcement learning algorithm. The system realizes the functions through cooperation of multiple modules. The problem that torque control of a traditional speed reducer cannot adapt to dynamic load changes is solved, precise self-adaptive adjustment of torque output is achieved, the operation efficiency and equipment safety are improved, and the service life is prolonged.

The present invention relates to a dual clutch engine of a straddle type vehicle, comprising: a first clutch and a second clutch disposed on both left and right sides of an engine case; the main shaft comprises a first input shaft and a second input shaft which are separated from each other and coaxially arranged, the first clutch is connected with the first side of the first input shaft, the second clutch is connected with the second side of the second input shaft, and the first input shaft and the second input shaft are integrally located between the first clutch and the second clutch. According to the scheme, the layout of the first clutch, the second clutch and the gear shifting gear pair is improved, so that troubleshooting is facilitated.

A work vehicle has two transaxles carried by a chassis each having wheel end units rotatable to drive ground-engaging members about wheel axes and having electric machines powering transmission configured to effect multiple gear ratios. The electric transaxles are operationally mechanically uncoupled. One or more sensors detect speed, heading, and loading characteristics of the work vehicle. A controller, having memory and processing architecture, is configured to process control to: receive from the one or more sensors input of the speed, heading, and loading characteristics of the work vehicle. The controller determines a shift pair sequence for shifting the first transmission and the second transmission based on the received input of the speed, heading, and loading characteristics of the work vehicle. The shift pair sequence defines a shift time (tS1) for shifting the first transmission and a shift time (tS2) for shifting the second transmission in which the shift time tS1 is the same or different than the shift time tS2. The controller generates a first shift command to shift the first transmission at the shift time tS1 while the second electric transaxle drives the work vehicle and generate a second shift command to shift the second transmission at the shift time tS2 while the first electric transaxle drives the work vehicle.

An off-highway recreational includes a frame, a prime mover, a transmission, an intermediate shaft and a main shaft. The transmission is mechanically coupled to receive power from the prime mover and to provide mechanical power at a transaxle output shaft. The intermediate drive shaft is mechanically coupled to the transaxle output shaft, wherein the intermediate drive shaft has a first diameter. The main drive shaft is mechanically coupled to the intermediate drive shaft, wherein the main drive shaft has a second diameter that is greater than the first diameter.

The invention relates to the technical field of stepless speed change control, and discloses a stepless speed change zeroing control system based on a direct-axis electric drive axle, which comprises a signal acquisition module, a torque analysis module, a zeroing control module, a mode switching module, a reference calibration module and an execution output module. The signal acquisition module acquires a rotating speed signal and torque data and sets a zero setting detection interval; the torque analysis module divides torque compensation nodes and generates feature vectors; the zero setting control module establishes a correction rule and obtains a compensation parameter; the mode switching module identifies an output mode and calculates a rotating speed fluctuation amplitude; the reference calibration module deduces an optimal zeroing threshold value and generates a torque deviation sequence; and the execution output module integrates to form a control scheme. The system achieves torque dynamic compensation, rotation speed fluctuation suppression and threshold value self-adaptive calibration through multi-module cooperation, improves the stability and control precision of an electric drive axle under complex working conditions, and is suitable for stepless speed change control of an electric vehicle.

A new energy heavy truck central driving box comprises a motor, an input shaft, an intermediate shaft meshed with the input shaft and an output shaft, and is characterized by further comprising a single-stage planet row, a first gear shifting assembly and a second gear shifting assembly, the intermediate shaft and the input shaft are parallel and symmetrically distributed with the input shaft as the center, and a planet carrier of the single-stage planet row and the output shaft are coaxially fixed; the single-stage planet row is connected with the input shaft or the intermediate shaft along with gear shifting of the first gear shifting assembly, the single-stage planet row forms high-torque low-speed or low-torque high-speed output along with gear shifting of the second gear shifting assembly, and the input shaft, the single-stage planet row and the output shaft are coaxially aligned from front to back. The power requirements of the heavy truck under various working conditions such as light load, heavy load, flat road and ramp are met, the single-shaft torque load is reduced, the transmission efficiency is improved, redundant design is formed by multiple intermediate shafts, the gearbox failure risk is reduced, the structural compactness of the driving box is improved, and the driving box is matched with chassis arrangement of the new energy heavy truck. The invention further provides a gear shifting control method of the central driving box of the new energy heavy truck.

The utility model relates to the technical field of automobile lubricating and cooling, in particular to a hydraulic system and an automobile, and the hydraulic system comprises a generator, a driving motor, an electric pump, a first oil supply assembly, a mechanical pump and a second oil supply assembly. The first oil supply assembly communicates with the first rotor through a first pressure valve and communicates with the second rotor through a second pressure valve. The output end of the second oil supply assembly is in one-way communication with the output end of the first oil supply assembly through a third pressure valve. The oil pressure of the output end of the first oil supply assembly is smaller than that of the output end of the second oil supply assembly. Through reasonable oil distribution of the driving motor and the generator, energy consumption of the driving motor and the generator is reduced.

The invention relates to the technical field of vehicle gear decision making, in particular to an electric vehicle online gear decision making method and system, and the method comprises the steps: obtaining the driving intention quantification of a target vehicle and the vehicle state and driving manipulation data related to vehicle speed prediction; constructing a driving intention quantification model, and calculating a performance preference expected value according to the vehicle state and driving manipulation data related to driving intention quantification; constructing a vehicle speed prediction model, and calculating a vehicle speed prediction result according to the vehicle speed prediction related data; based on a preset off-line gear shifting rule database, selecting a gear shifting rule table according to the performance preference expected value, and extracting a gear decision result by using the driving manipulation data and the vehicle speed prediction result; and based on a dynamic programming algorithm, an optimal gear decision sequence is extracted with the purpose of minimizing the gear shifting cost. The objective of the invention is to solve the technical problem of insufficient adaptability of gear decision working conditions under complex working conditions of an automobile, and improve the comprehensive performance and intelligent level of gear decision of a multi-gear electric driving system of the electric automobile.

The invention relates to the technical field of gear switches, in particular to a gear rotation Hall sensing gear combination switch which comprises a body, a left steering windscreen wiper switch and a right gear switch are arranged on the two sides of the body respectively, and a second self-tapping screw is arranged on one side of the right gear switch and one side of the body in a penetrating mode. The right gear switch and the left steering windscreen wiper switch are detachably connected with the body through second self-tapping screws. The gear shifting induction device has the advantages of accurate gear shifting induction and reliable P gear function, in the actual using process, a gear transmission mode is designed, the main gear is driven to move by pulling the gear handle, and the Hall sensor is activated within the circumferential range; firstly, through transmission of the two gears, gear R-N-D signals are accurately output, the gear shifting reliability is completely ensured, due to the good meshing design of the plastic gears, the overall noise of the switch is reduced by about 3dB, and due to the circular motion of gear rotation, the interior of the switch can be made into a very small structure.

A sensor bar or other array of sensors are mounted to the bus beneath or adjacent to a doorway of the bus. Ultrasonic sensors are located within the sensor bar and detect the presence of foreign objects such as an entrapped passenger close to the doorway. A safety output is generated by the system when an unsafe condition is detected. Examples of safety outputs can include warning sounds, warning lights, automatic door opening, using the brake transmission shift interlock (BTSI) to prevent transmission shifting for vehicle movement, and other safety outputs.