Electric gear shifting control method, system and all-terrain vehicle

Abstract

This application relates to an electric gear shifting control method, system, and all-terrain vehicle. The all-terrain vehicle includes at least one control unit and a gear shifting device. The gear shifting device includes a gear shifting motor and a gear shift drum. The gear shifting motor is electrically connected to the control unit. The control unit can control the gear shifting motor to rotate to a preset first theoretical angle according to the gear shifting signal. The output shaft of the gear shifting motor is connected to the gear shift drum, and the output shaft can drive the gear shift drum to rotate. The method is applied to the control unit and includes: acquiring the gear shifting signal and driving speed of the all-terrain vehicle; determining whether the driving speed is within a preset speed range; when the driving speed is within the preset speed range, controlling the gear shifting motor to start rotating and driving the gear shift drum to rotate according to the gear shifting signal to complete the gear shifting process of the all-terrain vehicle. This effectively avoids the phenomenon of gear grinding damage and unreasonable gear shifting in the transmission, thereby avoiding traffic accidents. It also facilitates the diversified design of the gear shift lever and avoids it occupying a large amount of center console space.

Description

[Technical Field]

[0001] This invention relates to the field of power transmission system technology, and in particular to an electric shift control method, system, and all-terrain vehicle. [Background Technology]

[0002] All-terrain vehicles (ATVs) are a type of off-road vehicle that can move freely on terrains where ordinary vehicles are difficult to maneuver. They are easy to test and have good off-road capabilities. ATVs typically require a gearshift mechanism to control the engine's gears, allowing the engine to output different gears to control the vehicle's driving status.

[0003] In existing gear shifting systems, the driver operates a gear shift lever, which, via a mechanically connected shift cable, rotates the gear shift shaft of the transmission, thus changing gears. However, in actual driving, shifting gears before the vehicle has come to a complete stop can cause gear grinding and damage to the transmission. Furthermore, shifting to an inappropriate gear when the vehicle's driving status changes can lead to traffic accidents, seriously endangering personal safety and property. [Summary of the Invention]

[0004] This application provides an electric shift control method, system, and all-terrain vehicle, which helps to prevent gear damage and unreasonable gear shifting caused by performing shifting operations when the vehicle has not come to a complete stop.

[0005] In a first aspect, embodiments of this application provide an electric gear shifting control method applied to an all-terrain vehicle. The all-terrain vehicle includes at least one control unit and a gear shifting device. The gear shifting device includes a gear shifting motor and a gear shifting drum. The gear shifting motor is electrically connected to the control unit. The control unit can control the gear shifting motor to rotate to a preset first theoretical angle according to a gear shifting signal. The output shaft of the gear shifting motor is connected to the gear shifting drum, and the output shaft can drive the gear shifting drum to rotate. The method is applied to the control unit, and the method includes: acquiring the gear shifting signal and the vehicle speed of the all-terrain vehicle; determining whether the vehicle speed is within a preset speed range; when the vehicle speed is within the preset speed range, controlling the gear shifting motor to start rotating and driving the gear shifting drum to rotate according to the gear shifting signal, so as to complete the gear shifting process of the all-terrain vehicle.

[0006] In conjunction with the first aspect, in one feasible implementation, the all-terrain vehicle further includes a warning device electrically connected to the control unit, the warning device having a first operating state, and the method further includes: when the vehicle speed is not within a preset speed range, controlling the warning device to switch to the first operating state to warn the driver.

[0007] In conjunction with the first aspect, in one feasible implementation, the shifting device further includes at least one first angle sensor and at least one second angle sensor, wherein the first angle sensor is used to detect a first actual angle of rotation of the shifting motor, and the second angle sensor is used to detect a second actual angle of rotation of the shift drum. The method further includes: acquiring the first actual angle and the second actual angle; determining whether the first actual angle is equal to a first theoretical angle; when the first actual angle is equal to the first theoretical angle, determining the second theoretical angle based on the first actual angle and a preset value; determining whether the second actual angle is equal to the second theoretical angle; when the second actual angle is equal to the second theoretical angle, controlling the shifting motor to stop rotating; when the second actual angle is not equal to the second theoretical angle, controlling the shifting motor to continue rotating until the second actual angle is equal to the second theoretical angle.

[0008] In conjunction with the first aspect, in one feasible implementation, the prompting device further has a second working state and a third working state, and the method further includes: when the second actual angle is equal to the second theoretical angle, the control unit controls the prompting device to switch to the second working state to prompt the driver that the gear shift was successful; when the second actual angle is not equal to the second theoretical angle, the control unit controls the prompting device to switch to the third working state to prompt the driver that the gear shift was unsuccessful.

[0009] Secondly, this application provides an electric gear shifting control system for use in an all-terrain vehicle. The electric gear shifting control system includes a gear shifting device and at least one control unit. The electric gear shifting system further includes: a vehicle speed acquisition module electrically connected to the control unit, which acquires the vehicle speed of the all-terrain vehicle and feeds it back to the control unit; the gear shifting device includes a gear shifting motor and a gear shift drum, which is electrically connected to the control unit, and the output shaft of the gear shifting motor is connected to the gear shift drum, which can drive the gear shift drum to rotate; the control unit is also used to control the gear shifting motor to start rotating and drive the gear shift drum to rotate when a gear shifting signal is acquired and the vehicle speed is within a preset speed range, so as to complete the gear shifting process of the all-terrain vehicle.

[0010] In conjunction with the second aspect, in one feasible implementation, the shifting device further includes at least one first angle sensor and at least one second angle sensor, the first angle sensor and the second angle sensor being electrically connected to the control unit respectively; the first angle sensor is used to detect a first actual angle of rotation of the shifting motor; the second angle sensor is used to detect a second actual angle of rotation of the shift drum; the control unit is also used to determine a second theoretical angle based on the first actual angle and a preset value when the first actual angle is equal to a preset first theoretical angle; the control unit is also used to control the shifting motor to stop rotating when the second actual angle is equal to the second theoretical angle; and to control the shifting motor to continue rotating when the second actual angle is not equal to the second theoretical angle, until the second actual angle is equal to the second theoretical angle.

[0011] In conjunction with the second aspect, in one feasible implementation, the electric shift control system further includes a prompting device, which is electrically connected to the control unit and has a first operating state; when the vehicle speed is not within a preset speed range, the control unit controls the prompting device to switch to the first operating state to prompt the driver.

[0012] In conjunction with the second aspect, in one feasible implementation, the prompting device further has a second operating state and a third operating state; when the second actual angle is equal to the second theoretical angle, the control unit controls the prompting device to switch to the second operating state to prompt the driver that the gear shift was successful; when the second actual angle is not equal to the second theoretical angle, the control unit controls the prompting device to switch to the third operating state to prompt the driver that the gear shift was unsuccessful.

[0013] In conjunction with the second aspect, in one feasible implementation, the prompting device includes any one or more of a speaker, a light, a display, or a vibration motor.

[0014] Thirdly, embodiments of this application provide an all-terrain vehicle, including the electric shift control system described in any of the preceding claims.

[0015] The beneficial effects of adopting the above technical solution are:

[0016] Compared with the prior art, in the electric shift control method, system and all-terrain vehicle provided by the present invention, when the control unit obtains the shift signal, it also needs to obtain the driving speed of the all-terrain vehicle and determine whether the driving speed is within the preset speed range. Only when the driving speed is within the preset speed range will the control unit control the shift motor to start rotating to perform the shift operation. This can realize that the shift operation is only performed when the driving speed of the all-terrain vehicle is relatively slow or the vehicle is stationary (parking). Compared with the existing shift device, it can effectively avoid the phenomenon of gear grinding damage and unreasonable gear shifting, thereby avoiding traffic accidents. At the same time, using the shift motor to drive the shift drum to rotate for shifting, compared with the existing shift lever that drives the transmission to rotate through a mechanically connected shift cable, is conducive to the diversified design of the shift lever and avoids the shift lever occupying a large space in the center console.

[0017] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this application. [Attached Image Description]

[0018] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A flowchart illustrating the electric gear shifting control method provided in the embodiments of this application. Figure 1 .

[0020] Figure 2 A flowchart illustrating the electric gear shifting control method provided in the embodiments of this application. Figure 2 .

[0021] Figure 3 A flowchart illustrating the electric gear shifting control method provided in the embodiments of this application. Figure 3 .

[0022] Figure 4 This is a schematic diagram of the structure of the electric shift control system provided in an embodiment of this application.

[0023] Figure 5 A schematic diagram of the structure of the gear shifting device provided in the embodiments of this application. Figure 1 .

[0024] Figure 6 A schematic diagram of the structure of the gear shifting device provided in the embodiments of this application. Figure 2 .

[0025] Figure label:

[0026] 100-Electric shift control system;

[0027] 1- Gear shifting device;

[0028] 11-Shift motor;

[0029] 12-Gear shift drum; 121-Gear shift drum body; 122-First rotating shaft; 123-First groove; 124-Second groove;

[0030] 13-First angle sensor;

[0031] 14 - Second angle sensor;

[0032] 15-Drive wheel assembly; 151-Second rotating shaft; 152-Drive gear;

[0033] 16-Driven gear;

[0034] 17-First elastic element;

[0035] 18- Shift fork assembly;

[0036] 181-Shift fork shaft; 182-First shift fork; 183-Second shift fork; 184-Second elastic element; 185-Third elastic element;

[0037] 19-Shift gear assembly;

[0038] 191 - Third rotating shaft; 192 - First sliding sleeve; 193 - Second sliding sleeve; 194 - Shift gear;

[0039] 2-Vehicle speed acquisition module;

[0040] 3-Control unit;

[0041] 4- Prompt device.

Detailed Implementation Methods

[0042] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0043] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0044] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0045] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0046] The gear shifting device is a common device in all-terrain vehicles (ATVs). ATVs usually need to use the gear shifting device to control and switch the engine gears, so that the engine can output different gears to control and switch the vehicle's driving status.

[0047] In existing gear shifting systems, the driver operates a gear shift lever, which, via a mechanically connected shift cable, rotates the gear shift shaft of the transmission, thus changing gears. However, in actual driving, shifting gears before the vehicle has come to a complete stop or at high speeds can cause gear grinding and damage to the transmission. Furthermore, shifting to an inappropriate gear when the vehicle's driving conditions change can lead to traffic accidents, seriously endangering personal safety and property.

[0048] To solve the aforementioned technical problems, the applicant discovered that existing all-terrain vehicles typically have a vehicle speed sensor and an electronic control unit (ECU). The vehicle speed sensor is used to detect the vehicle's speed, while the ECU receives commands and controls the vehicle's driving state or attitude. Therefore, a shift motor can be used to drive the gear drum to rotate and shift gears. When the driver performs a gear shifting operation, the ECU acquires the vehicle speed detected by the vehicle speed sensor and determines whether the current speed is within a preset speed range. Only when the current speed is within the preset speed range will the ECU control the shift motor to work and drive the gear drum to rotate, thus completing the gear shifting process.

[0049] Firstly, the embodiments of this application provide an electric shift control system, which helps to prevent gear damage and unreasonable gear switching caused by performing shifting operations when the vehicle has not come to a complete stop or the vehicle speed is too high.

[0050] It should be noted that the electric shift control system provided in this application embodiment can be applied to vehicles including but not limited to all-terrain vehicles and electric vehicles.

[0051] For convenience, the following description will take the electric shift control system provided in the embodiment of this application applied to an all-terrain vehicle as an example.

[0052] The all-terrain vehicle includes at least one control unit and a shifting device, which includes a shifting motor and a gear shift drum. The shifting motor is electrically connected to the control unit, which can control the shifting motor to rotate to a preset first theoretical angle according to the shifting signal. The output shaft of the shifting motor is connected to the gear shift drum, and the output shaft can drive the gear shift drum to rotate to complete the shifting process.

[0053] Please see Figure 1 The electric gear shifting control method provided in this application embodiment is applied to a control unit and includes:

[0054] S1. Obtain the gear shift signal and driving speed of the all-terrain vehicle.

[0055] Specifically, the driver can generate a shift signal by pushing the shift lever, rotating the shift knob, or pressing the shift button. Under the control of the control unit, the shift motor rotates to the corresponding first theoretical angle according to the shift signal. The output shaft of the shift motor drives the transmission drum to rotate to complete the shift. Compared with the existing shift lever that drives the transmission through a mechanically connected shift cable, using a shift motor to drive the transmission drum for shifting allows for more diverse shift lever designs and avoids the shift lever occupying a large amount of center console space.

[0056] All-terrain vehicles can have one or more gears, and each gear corresponds to a first theoretical angle. Therefore, when a shift signal is received, under the control of the control unit, the shift motor can rotate to the first theoretical angle corresponding to the gear indicated by the shift signal.

[0057] S2. Determine whether the vehicle speed is within the preset speed range.

[0058] The preset speed range can be 0 to 20 km / h. Preferably, the preset speed range can be 0 to 10 km / h.

[0059] S3. When the vehicle speed is within the preset speed range, the shift motor is controlled to start rotating according to the shift signal and drive the shift drum to rotate, so as to complete the shifting process of the all-terrain vehicle.

[0060] Specifically, when the control unit receives a shift signal, it will only start the shift motor and drive the transmission drum to rotate when the vehicle speed is within the preset speed range (i.e., the vehicle is in a parked or slow-moving state). When the vehicle speed is not within the preset speed range (i.e., the vehicle is in a moving or high-speed state), the shift motor will not work. This helps to prevent gear damage and unreasonable gear shifting caused by performing shift operations when the vehicle has not come to a complete stop or the vehicle speed is too high.

[0061] All-terrain vehicles may also include a warning device that is electrically connected to the control unit. This warning device may include, but is not limited to, a speaker, a light, a display, a vibration motor, etc.

[0062] Please continue reading Figure 1 The electric gear shifting control method provided in this application embodiment further includes:

[0063] S4. When the vehicle speed is not within the preset speed range, the control prompt device switches to the first working state to prompt the driver.

[0064] Specifically, the warning device has a first operating state. When the control unit receives a shift signal and the vehicle speed is not within a preset speed range, under the control of the control unit, the warning device can transmit sound signals, optical signals, visual signals, or vibration signals to the driver to indicate that a shift operation cannot be performed at this time. The driver can then adjust the shift operation accordingly; for example, the driver can cancel the shift operation or control the vehicle to decelerate and come to a complete stop before performing the shift operation.

[0065] The shifting device may also include at least one first angle sensor and at least one second angle sensor, which are respectively connected to the control unit. The first angle sensor is used to detect the first actual angle of rotation of the shifting motor, and the second angle sensor is used to detect the second actual angle of rotation of the shift drum.

[0066] Specifically, the first angle sensor can be built into the shift motor to detect the angle of rotation of the output shaft of the shift motor (i.e., the first actual angle). The number of the first angle sensor and the second angle sensor can be set according to requirements. For example, the number of the first angle sensor and / or the second angle sensor can be one, two, three, four, etc., and is not limited here.

[0067] Please see Figure 2 The electric gear shifting control method provided in this application embodiment further includes:

[0068] S5. Obtain the first and second actual angles.

[0069] Specifically, since the first angle sensor and the second angle sensor are respectively connected to the control unit, the first angle sensor can feed back the detected first actual angle to the control unit, and the second angle sensor can also feed back the detected second actual angle to the control unit.

[0070] S6. Determine whether the first actual angle is equal to the first theoretical angle.

[0071] S7. When the first actual angle is equal to the first theoretical angle, determine the second theoretical angle based on the first actual angle and the preset value.

[0072] Specifically, the output shaft of the shift motor is usually connected to a drive gear, and the rotating shaft of the shift drum is usually connected to a driven gear. The drive gear and the driven gear mesh with each other. First, the output shaft of the shift motor drives the drive gear to rotate, then the drive gear drives the driven gear to rotate, and finally the driven gear drives the shift drum to rotate. The preset value is the gear ratio of the drive gear to the driven gear.

[0073] It is understandable that the output shaft of the shift motor can also be directly connected to the rotating shaft of the shift drum. The preset value is 1, that is, when no abnormality occurs during the shift operation, when the shift motor rotates to the first theoretical angle, the shift drum rotates to the second theoretical angle, and the second theoretical angle is equal to the first theoretical angle.

[0074] S8. Determine whether the second actual angle is equal to the second theoretical angle.

[0075] Specifically, during the gear shifting process, if there is tooth knocking between the driving gear and the driven gear, or if the shifting motor slips and spins freely, the shifting motor will rotate to the first theoretical angle, and the second actual angle to which the gear shifting drum rotates will not be equal to the second theoretical angle. Therefore, the shifting device can be determined whether the shifting has failed based on whether the second actual angle is equal to the second theoretical angle.

[0076] S9. When the second actual angle equals the second theoretical angle, control the shift motor to stop rotating.

[0077] S10. When the second actual angle is not equal to the second theoretical angle, the shift motor is controlled to continue rotating until the second actual angle equals the second theoretical angle. This effectively avoids the problem of unsuccessful shifting due to malfunction of the shifting device.

[0078] Please see Figure 3 The electric gear shifting control method provided in this application embodiment further includes:

[0079] S11. When the second actual angle is equal to the second theoretical angle, the control prompt device switches to the second working state to prompt the driver that the gear shift was successful.

[0080] S12. When the second actual angle is not equal to the second theoretical angle, the control prompt device switches to the third working state to prompt the driver that the gear shift was unsuccessful.

[0081] Specifically, the prompting device has a second working state and a third working state. The prompting device can transmit sound signals, optical signals, visual signals or vibration signals to the driver to prompt whether the gear shifting operation is successful.

[0082] Secondly, the embodiments of this application provide an electric shift control system, which helps to prevent gear damage and unreasonable gear switching caused by performing shifting operations when the vehicle has not come to a complete stop or the vehicle speed is too high.

[0083] Please see Figure 4The electric gear shifting control system 100 provided in this application embodiment includes a gear shifting device 1, a vehicle speed acquisition module 2, and a control unit 3. The vehicle speed acquisition module 2 is electrically connected to the control unit 3, and is used to acquire the driving speed of the all-terrain vehicle and feed it back to the control unit 3. The gear shifting device 1 includes a gear shifting motor 11 and a gear shift drum 12. The gear shifting motor 11 is electrically connected to the control unit 3, and the output shaft of the gear shifting motor 11 is connected to the gear shift drum 12. The output shaft can drive the gear shift drum 12 to rotate, so as to complete the gear shifting process of the all-terrain vehicle.

[0084] Specifically, the vehicle speed acquisition module 2 includes a vehicle speed sensor, which can detect the driving speed of the all-terrain vehicle in real time and feed it back to the control unit in real time.

[0085] The control unit 3 is used to acquire the shift signal indicating that the shift motor 11 is rotating and the driving speed of the all-terrain vehicle, and to determine whether the driving speed is within the preset speed range.

[0086] Specifically, the driver can generate a shift signal by pushing the shift lever, rotating the shift knob, or pressing the shift button. The shift motor 11 drives the transmission drum 12 to rotate and shift gears. Compared with the existing shift lever that drives the transmission to rotate via a mechanically connected shift cable, this is more conducive to the diversified design of the shift lever and avoids the shift lever occupying a large space on the center console.

[0087] The vehicle speed obtained by the shift signal and vehicle speed acquisition module 2 can be transmitted to the vehicle's built-in control unit 3 via bus such as the Controller Area Network (CAN) or Ether Control Automation (EtherCAT).

[0088] When a shift signal is received and the vehicle speed is within the preset speed range, the control unit 3 controls the shift motor 11 to start rotating and drives the transmission drum 12 to rotate, so as to complete the shift process for the all-terrain vehicle.

[0089] Specifically, when the control unit 3 receives a shift signal, the shift motor 11 will start working and drive the transmission drum 12 to rotate only when the vehicle speed is within the preset speed range (i.e., the vehicle is in a parked state or a slow driving state). When the vehicle speed is not within the preset speed range (i.e., the vehicle is in a driving state or a high-speed driving state), the shift motor 11 will not work. This helps to prevent gear damage and unreasonable gear switching caused by performing shift operations when the vehicle has not come to a complete stop or the vehicle speed is too high.

[0090] It should be noted that the control unit 3 may also include, but is not limited to, a microprocessor (CPU), memory (ROM, RAM), input / output interface (I / O), analog-to-digital converter (A / D), and large-scale integrated circuits such as shaping and driving, which are not limited here.

[0091] Please continue reading Figure 4 The shifting device 1 further includes at least one first angle sensor 13 and at least one second angle sensor 14, wherein the first angle sensor 13 and the second angle sensor 14 are electrically connected to the control unit 3, and wherein:

[0092] The first angle sensor 13 is used to detect the first actual angle of rotation of the shift motor 11. The first angle sensor 13 can be built into the shift motor 11 to detect the angle of rotation of the output shaft of the shift motor 11.

[0093] The second angle sensor 14 is used to detect the second actual angle of rotation of the gear shift drum 12.

[0094] The number of the first angle sensor 13 and the second angle sensor 14 can be set according to actual needs. For example, the number of the first angle sensor 13 and / or the second angle sensor 14 can be one, two, three, four, etc., and there is no limitation here.

[0095] Control unit 3 is used to acquire a first actual angle and determine whether the first actual angle is equal to a preset first theoretical angle.

[0096] When the first actual angle is equal to the preset first theoretical angle, the control unit 3 is used to determine the second theoretical angle based on the first actual angle and the preset value.

[0097] Specifically, the output shaft of the shift motor 11 is usually connected to a drive gear 152, and the rotating shaft of the shift drum 12 is usually connected to a driven gear 16. The drive gear 152 and the driven gear 16 mesh with each other. First, the output shaft of the shift motor 11 drives the drive gear 152 to rotate. Then, the drive gear 152 drives the driven gear 16 to rotate. Finally, the driven gear 16 drives the shift drum 12 to rotate. The preset value is the gear ratio of the drive gear 152 to the driven gear 16.

[0098] It is understandable that the output shaft of the shift motor 11 can also be directly connected to the rotating shaft of the transmission drum 12. The preset value is 1, that is, when no abnormality occurs during the shift operation, when the shift motor 11 rotates to the first theoretical angle, the transmission drum 12 rotates to the second theoretical angle, and the second theoretical angle is equal to the first theoretical angle.

[0099] The control unit 3 is also used to acquire the second actual angle and determine whether the second actual angle is equal to the second theoretical angle.

[0100] When the second actual angle is equal to the second theoretical angle, the control unit 3 controls the shift motor 11 to stop rotating.

[0101] When the second actual angle is not equal to the second theoretical angle, the control unit 3 controls the shift motor 11 to continue rotating until the second actual angle equals the second theoretical angle. This effectively avoids the problem of shift device 1 failing to shift gears due to malfunction.

[0102] Please continue reading Figure 4 The electric shift control system 100 also includes a prompting device 4, which is electrically connected to the control unit 3 and has a first operating state. When the vehicle speed is not within a preset speed range, the control unit 3 controls the prompting device 4 to switch to the first operating state to prompt the driver.

[0103] Specifically, the warning device 4 includes, but is not limited to, a speaker, a light, a display, and a vibration motor. The warning device 4 has a first operating state: when the control unit 3 receives a shift signal and the vehicle speed is not within a preset speed range, the warning device 4 can transmit sound, optical, visual, or vibration signals to the driver to warn them that a shift operation cannot be performed at this time. The driver can then adjust the shift operation accordingly; for example, the driver can cancel the shift operation or control the vehicle to decelerate and come to a complete stop before performing the shift operation.

[0104] The prompting device 4 also has a second operating state and a third operating state.

[0105] When the second actual angle equals the second theoretical angle, the control unit 3 controls the prompting device 4 to switch to the second working state to prompt the driver that the gear shift was successful.

[0106] When the second actual angle is not equal to the second theoretical angle, the control unit 3 controls the prompting device 4 to switch to the third operating state to prompt the driver that the gear shift was unsuccessful. This allows the prompting device 4 to transmit sound signals, optical signals, visual signals, or vibration signals to the driver to indicate whether the gear shift operation was successful.

[0107] It should be noted that the number of control units 3 can be one, with the shift motor 11, the first angle sensor 13, the second angle sensor 14, and the vehicle speed acquisition module 2 each electrically connected to the control unit 3; the number of control units 3 can also be multiple, for example, the number of control units 3 can be three, where the first control unit 3 is electrically connected to the shift motor 11, the second control unit 3 is electrically connected to the first angle sensor 13 and the second angle sensor 14 respectively, and the third control unit 3 is electrically connected to the vehicle speed acquisition module, and the three control units 3 can also be electrically connected to each other to achieve electrical communication, which is not limited here.

[0108] Please see Figure 5 and Figure 6 The shifting device 1 also includes a drive wheel assembly 15, a driven gear 16, a first elastic element 17, a shift fork assembly 18, and a shift gear assembly 19.

[0109] The transmission drum 12 includes a transmission drum body 121 and a first rotating shaft 122. A driven gear 16 is sleeved on the outer periphery of the first rotating shaft 122 and meshes with the driving gear assembly 15. The outer periphery of the transmission drum body 121 is symmetrically provided with a first groove 123 and a second groove 124 along the axial direction of the first rotating shaft 122. The driven gear 16 can be a sector gear, which can reduce the space required for the driven gear 16, thereby miniaturizing the shifting device 1, reducing its weight, and lowering its production cost.

[0110] Specifically, the driven gear 16 includes a sector gear portion and an elastic abutment portion. A first elastic element 17 is sleeved on the first rotating shaft 122 and abuts against the elastic abutment portion. The first elastic element 17 is used to drive the driven gear 16 and the first rotating shaft 122 back to their initial positions after the driving gear assembly 15 disengages from the driven gear 16. The first elastic element 17 includes, but is not limited to, a torsion spring.

[0111] The drive gear assembly 15 includes a drive gear 152 and a second rotating shaft 151. The drive gear 152 has a connecting hole and is sleeved on the outer periphery of the second rotating shaft 151 through the connecting hole. The second rotating shaft 151 is fixedly connected to the output shaft of the shift motor 11. The output shaft can drive the second rotating shaft 151 to rotate, thereby driving the drive gear 152 to rotate.

[0112] It is understood that the drive gear 152 is fixedly connected to the output shaft of the shift motor 11. For example, the drive gear 152 is fixedly connected to the output shaft of the shift motor 11 via a spline. Exemplarily, the output shaft of the shift motor 11 is provided with a first keyway, and the connection hole of the drive gear 152 is provided with a second keyway, with the spline being engaged in the first and second keyways.

[0113] The shift fork assembly 18 includes a shift fork shaft 181, a first shift fork 182, a second shift fork 183, a second elastic member 184, and a third elastic member 185. The first shift fork 182 and the second shift fork 183 are movably sleeved on the shift fork shaft 181 at intervals. The second elastic member 184 and the third elastic member 185 are sleeved on the shift fork shaft 181 at intervals, with one end of the second elastic member 184 connected to the first shift fork 182 and one end of the third elastic member 185 connected to the second shift fork 183.

[0114] Specifically, the first shift fork 182 includes a first pin and a first pawl, and the second shift fork 183 includes a second pin and a second pawl. The first pin is inserted into the first groove 123, and the second pin is inserted into the second groove 124. During the rotation of the shift drum 12, the first pin can move along the trajectory of the first groove 123 to cause the first shift fork 182 to reciprocate along the axial direction of the shift fork shaft 181, and the second pin can move along the trajectory of the second groove 124 to cause the second shift fork 183 to reciprocate along the axial direction of the shift fork shaft 181.

[0115] The first elastic element 17 and / or the second elastic element 184 include, but are not limited to, springs, for storing elastic potential energy to drive the first shift fork 182 and / or the second shift fork 183 to move along the axial direction of the shift fork shaft 181.

[0116] The shift gear assembly 19 includes a third rotating shaft 191, a first sliding sleeve 192, a second sliding sleeve 193, and a plurality of shift gears 194. The first sliding sleeve 192 and the second sliding sleeve 193 are spaced apart on the third rotating shaft 191 along the axial direction of the third rotating shaft 191, and the first sliding sleeve 192 and the second sliding sleeve 193 are fixedly connected to the third rotating shaft 191. That is, the rotation of the first sliding sleeve 192 and / or the second sliding sleeve 193 will directly drive the third rotating shaft 191 to rotate. Any one of the shift gears 194 is suspended on the outer periphery of the third rotating shaft 191, that is, the rotation of the shift gear 194 will not directly drive the third rotating shaft 191 to rotate.

[0117] Specifically, the first sliding sleeve 192 and / or the second sliding sleeve 193 include a sleeve body, a first gear, and a second gear. The first gear and the second gear are formed at both ends of the sleeve body along the axial direction of the third rotating shaft 191. The sleeve body is rotatably connected to the first pawl or the second pawl. For example, grooves are provided on the inner surfaces of the first pawl and the second pawl, and an annular protrusion is provided on the outer surface of the sleeve body. The protrusion can be engaged in the groove, thereby ensuring that the sleeve body can move synchronously with the first pawl or the second pawl and can also rotate around the axis of the third rotating shaft 191.

[0118] The shift gear 194 has a connecting hole in the middle, and the inner surface of the connecting hole is provided with a spline. The first gear and / or the second gear can be inserted into the connecting hole and mesh with the spline.

[0119] The electric shift control system 100 also includes an intermediate drive assembly (not shown in the figure). The intermediate drive assembly includes an intermediate shaft and a plurality of output gears sleeved on the intermediate shaft. The number and position of the output gears correspond one-to-one with the number and position of the shift gears 194. Each output gear meshes with one shift gear 194. The output gears rotate with the intermediate shaft, thereby driving each shift gear 194 to rotate.

[0120] When the shift motor 11 drives the drive wheel assembly 15 to rotate, the drive wheel assembly 15 drives the driven gear 16 to rotate, and the shift drum 12 rotates with the driven gear 16. At this time, the first pin moves along the trajectory of the first groove 123 and the second pin moves along the trajectory of the second groove 124, so that the first shift fork 182 and the second shift fork 183 move along the axial direction of the shift fork shaft 181. The first pawl drives the first sliding sleeve 192 to move along the axial direction of the third rotating shaft 191, and the second pawl drives the second sliding sleeve 193 to move along the axial direction of the third rotating shaft 191, so that the first gear and / or the second gear mesh with the spline of a certain shift gear 194. The shift gear 194 drives the first sliding sleeve 192 and / or the second sliding sleeve 193 to rotate, and finally drives the third rotating shaft 191 to rotate, thereby realizing the corresponding gear switching.

[0121] Compared with the prior art, in the electric shift control method, system and all-terrain vehicle provided in the embodiments of this application, when the control unit 3 obtains the shift signal, it also needs to obtain the driving speed of the all-terrain vehicle and determine whether the driving speed is within the preset speed range. Only when the driving speed is within the preset speed range will the control unit 3 control the shift motor 11 to start rotating to perform the shift operation. This realizes that the shift operation is only performed when the driving speed of the all-terrain vehicle is relatively slow or the vehicle is stationary (parking). Compared with the existing shift device, it can effectively avoid the phenomenon of gear grinding damage and unreasonable gear switching, thereby avoiding traffic accidents. At the same time, using the shift motor 11 to drive the gear drum 12 to rotate for shifting is more conducive to the diversified design of the shift lever than the existing shift lever that drives the gear shift cable to rotate for shifting through mechanical connection. This avoids the shift lever occupying a large space in the center console.

[0122] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An electric gear shifting control method, applied in an all-terrain vehicle, the all-terrain vehicle comprising at least one control unit and a gear shifting device, characterized in that, The shifting device includes a shifting motor and a shift drum. The shifting motor is electrically connected to the control unit. The control unit can control the shifting motor to rotate to a preset first theoretical angle according to the shifting signal. The output shaft of the shift motor is connected to the gear shift drum, and the output shaft can drive the gear shift drum to rotate. The method is applied to the control unit, and the method includes: Acquire the shift signal and driving speed of the all-terrain vehicle; Determine whether the vehicle speed is within a preset speed range; When the vehicle speed is within the preset speed range, the shift motor is controlled to start rotating and drive the transmission drum to rotate according to the shift signal, so as to complete the shift process for the all-terrain vehicle. The shifting device further includes at least one first angle sensor and at least one second angle sensor, the first angle sensor and the second angle sensor being electrically connected to the control unit, wherein the first angle sensor is used to detect a first actual angle of rotation of the shifting motor, and the second angle sensor is used to detect a second actual angle of rotation of the shift drum. The method further includes: Obtain the first actual angle and the second actual angle; Determine whether the first actual angle is equal to the first theoretical angle; When the first actual angle is equal to the first theoretical angle, the second theoretical angle is determined according to the first actual angle and the preset value. The output shaft of the shift motor is connected to a drive gear, and the rotating shaft of the shift drum is connected to a driven gear. The preset value is the ratio of the number of teeth of the drive gear to the number of teeth of the driven gear. Determine whether the second actual angle is equal to the second theoretical angle; When the second actual angle is equal to the second theoretical angle, control the shift motor to stop rotating; When the second actual angle is not equal to the second theoretical angle, the shift motor is controlled to continue rotating until the second actual angle is equal to the second theoretical angle.

2. The electric gear shifting control method according to claim 1, characterized in that, The all-terrain vehicle further includes a warning device, which is electrically connected to the control unit. The warning device has a first operating state. The method further includes: When the vehicle speed is not within the preset speed range, the prompting device is controlled to switch to the first working state to prompt the driver.

3. The electric gear shifting control method according to claim 2, characterized in that, The prompting device also has a second working state and a third working state, and the method further includes: When the second actual angle is equal to the second theoretical angle, the prompting device is controlled to switch to the second working state to prompt the driver that the gear shift was successful. When the second actual angle is not equal to the second theoretical angle, the prompting device is controlled to switch to the third working state to prompt the driver that the gear shift was unsuccessful.

4. An electric shift control system applied in an all-terrain vehicle, the electric shift control system comprising a shifting device and at least one control unit, characterized in that, The electric shift control system also includes: A vehicle speed acquisition module is electrically connected to the control unit. The vehicle speed acquisition module is used to acquire the driving speed of the all-terrain vehicle and feed it back to the control unit. The shifting device includes a shifting motor and a gear shifting drum. The shifting motor is electrically connected to the control unit. The output shaft of the shifting motor is connected to the gear shifting drum, and the output shaft can drive the gear shifting drum to rotate. The control unit is used to control the shift motor to start rotating and drive the gear drum to rotate when a shift signal is received and the vehicle speed is within a preset speed range, so as to complete the shift process for the all-terrain vehicle. The shifting device further includes at least one first angle sensor and at least one second angle sensor, wherein the first angle sensor and the second angle sensor are respectively electrically connected to the control unit; The first angle sensor is used to detect the first actual angle of rotation of the shift motor; The second angle sensor is used to detect the second actual angle of rotation of the transmission drum; The control unit is also used to determine a second theoretical angle based on the first actual angle and the preset value when the first actual angle is equal to the preset first theoretical angle. The output shaft of the shift motor is connected to a drive gear, and the rotating shaft of the shift drum is connected to a driven gear. The preset value is the ratio of the number of teeth of the drive gear to the number of teeth of the driven gear. The control unit is further configured to control the shift motor to stop rotating when the second actual angle is equal to the second theoretical angle; and to control the shift motor to continue rotating when the second actual angle is not equal to the second theoretical angle, until the second actual angle is equal to the second theoretical angle.

5. The electric shift control system according to claim 4, characterized in that, The electric shift control system further includes a prompting device, which is electrically connected to the control unit and has a first working state. When the vehicle speed is not within the preset speed range, the control unit controls the prompting device to switch to the first working state to prompt the driver.

6. The electric shift control system according to claim 5, characterized in that, The prompting device also has a second working state and a third working state; When the second actual angle is equal to the second theoretical angle, the control unit is used to control the prompting device to switch to the second working state to prompt the driver that the gear shift was successful; When the second actual angle is not equal to the second theoretical angle, the control unit controls the prompting device to switch to the third working state to prompt the driver that the gear shift was unsuccessful.

7. The electric shift control system according to claim 6, characterized in that, The prompting device includes any one or more of a speaker, a light, a display, or a vibration motor.

8. An all-terrain vehicle, characterized in that, Including the electric shift control system as described in any one of claims 4-7.

Images