Mechanical speed control system based on electronic control

Abstract

The invention discloses a mechanical speed control system based on electronic control, which comprises an electronic control module, a sensor module, a gearbox module and a gear shifting module, and is characterized in that the electronic control module is used for receiving and inputting instructions, and the sensor module is used for detecting various parameters in the running process of a vehicle; the gearbox module is used for changing the rotating speed from an output shaft of an engine to an input shaft of a differential mechanism, and the gear shifting module is used for controlling a synchronizer through electronic control, so that gears can be matched with gears. Omnibearing judgment is carried out through the sensor, the upshift and downshift process can be completed more accurately, the pause feeling brought by the gearbox in the upshift and downshift process is reduced, and meanwhile the defects that oil consumption is high, abrasion is prone to occurring and the like caused by frequent gear shifting due to misjudgment of a vehicle machine system are overcome.

Description

Technical Field

[0001] The invention relates to the field of automobile power equipment, and in particular to an electronically controlled mechanical speed change system that can be used for different types of gearboxes. Background Art

[0002] Known automatic transmissions include continuously variable CVT, AT automatic transmissions, dual-clutch DCT transmissions and other major types of transmissions. These transmissions have gradually replaced traditional manual transmissions, eliminating the need for drivers to step on the clutch and then move the shift lever. Modern automatic transmissions work with the vehicle computer and sensors. When the vehicle speed reaches a certain value and the driver makes further movements on the accelerator pedal or the brake pedal, the automatic transmission performs a gear shifting operation, thereby completing the upshift or downshift operation.

[0003] However, these automatic transmissions also have different disadvantages. For example, AT transmissions are slow to respond to speed changes, consume more fuel, and have a complex mechanical structure. Dual-clutch DCT transmissions can cause a sense of jerkiness when shifting gears at low speeds, and the reliability of the dry type is uncertain. Continuously variable CVT transmissions have no gears, so they can withstand less torque, have average durability, and lack mobility. In general, each type of transmission has both advantages and disadvantages.

[0004] Therefore, it is necessary to find an automatic transmission system that can be used in various types of gearboxes to solve the shortcomings of most gearboxes. Summary of the invention

[0005] In view of the above problems, the present invention provides a mechanical transmission system based on electronic control, which solves the problems of slow response, fuel consumption, complex structure and the like of traditional automatic transmissions according to their types.

[0006] The technical solution adopted by the present invention is: a mechanical speed change system based on electronic control, including an electronic control module, a sensor module, a transmission module and a shift module; The electronic control module includes a main control center, a signal receiving unit and a command output unit; The sensor module includes a speed sensor, a torque sensor, a rotation speed sensor and a pressure sensor. The speed sensor is used to detect the real-time speed of the vehicle, the torque sensor is used to detect the torque of the engine output shaft, the rotation speed sensor is used to detect the rotation speed of the engine output shaft, and the pressure sensor is connected to the accelerator pedal of the vehicle to detect the pressure applied to the accelerator pedal; The gearbox module includes an engine output shaft, an intermediate shaft and a differential input shaft, one end of the intermediate shaft is meshed with the engine output shaft through a gear, and the other end is meshed with the differential input shaft through a gear; The shift module includes a main shaft, a plurality of secondary shafts and a shift controller. The lower end of the secondary shaft is fixedly mounted on the main shaft. The shift controller is fixedly connected to the top end of the secondary shaft. A synchronizer is provided below the secondary shaft. The synchronizer is sleeved on the differential input shaft and connected to the differential input shaft through an axial groove. It reciprocates along the axial direction of the differential input shaft. The teeth provided at both ends of the synchronizer cooperate with the teeth provided on the differential input shaft.

[0007] Furthermore, the speed sensor, torque sensor, rotation speed sensor and pressure sensor are all electrically connected to a signal receiving unit in the electronic control module.

[0008] Furthermore, the structure of the gearbox module may be modified according to different types of gearboxes.

[0009] Furthermore, the shift controller is separated from the main shaft, and has a plurality of cylindrical tracks inside, each track being fixedly connected to a secondary shaft. An electronic control part is also provided at one end of the shift controller, and the electronic control part is mechanically connected to the track. The electronic control part is used to receive signals from the electronic control module and control the track to move along the axial direction to move the secondary shaft.

[0010] Furthermore, one end of the track is connected to the electronic control part, and the other end is embedded in the inner side of the shift controller. The track is a telescopic structure, the outer telescopic section of the track is fixedly connected to the secondary shaft, and the inner telescopic section is connected to the electronic control part. The outer telescopic section can move along the track axis away from the electronic control part, thereby driving the secondary shaft to move.

[0011] Furthermore, the main control center includes a microprocessor U1, the signal receiving unit includes a signal receiving chip U2, and the instruction output unit is electrically connected to the shift controller; The sensor module also includes a signal transmitting chip U3, which is electrically connected to the speed sensor U31, the torque sensor U32, the rotation speed sensor U33 and the pressure sensor U34, and is used to receive the signals detected by these sensors and upload them to the electronic control module; The microprocessor U1 is electrically connected to the signal receiving chip U2 and the instruction output unit respectively; The signal receiving chip U2 is communicatively connected with the signal transmitting chip U3.

[0012] Furthermore, a mechanical speed change method based on electronic control is also included, comprising: S1: The car is ignited and the electronic control module is connected to the car's own power supply, so the electronic control module starts immediately and the system self-checks; S2: The car starts to move, and the sensor module detects the real-time speed of the car, the torque of the engine output shaft, the speed of the engine output shaft, and the pressure applied to the accelerator pedal in real time; S3: When the real-time speed of the car, the engine output shaft speed and torque, and the accelerator pedal pressure are detected to increase for a short time, the signal transmitting chip U3 carried by the sensor module converts the analog signal into a digital signal and uploads it to the main control center; S4: The signal receiving chip U2 of the main control center receives the digital signal and transmits it to the microprocessor U1, which judges and issues instructions, and the shift controller controls the electronic control part to perform an upshift operation on the synchronizer of the relative gear; S5: When the real-time speed of the vehicle, the engine output shaft speed and torque, and the pressure applied to the accelerator pedal are detected to be reduced for a short time, steps S3 to S4 are repeated, but the shift controller controls the electronic control part to downshift the synchronizer of the corresponding gear.

[0013] Advantages of the present invention: The present invention detects various information during the driving of the car through sensors, and integrates the information and transmits it to the main control center, which determines whether to perform the upshift or downshift operation, and outputs the command to the gearbox, which completes the upshift or downshift process. The present invention uses sensors to make all-directional judgments, and can complete the upshift or downshift process more accurately, reducing the sense of frustration caused by the gearbox during the upshift or downshift process, and also reduces the disadvantages of high fuel consumption caused by frequent gear shifting due to incorrect judgments of the vehicle system.

[0014] In addition to the above-described purposes, features and advantages, the present invention has other purposes, features and advantages. The present invention will be further described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The drawings constituting a part of this application are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0016] Figure 1 It is a schematic diagram of the structure of the present invention; Figure 2 It is a flow chart of a mechanical speed change method based on electronic control; Figure 3 It is a circuit principle block diagram of the present invention; Figure 4 It is the basic principle diagram of the circuit of the present invention.

[0017] Reference numerals: 11-engine output shaft, 12-intermediate shaft, 13-differential input shaft, 14-torque sensor; 21-main shaft, 22-counter shaft, 23-shift controller, 24-synchronizer; 231-track, 232-electrical control part. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0019] In the description of the present invention, it is necessary to understand that the terms "upper", "lower", "front", "back", "left", "right", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0020] refer to Figures 1 to 4 , a mechanical speed change system based on electronic control, including an electronic control module, a sensor module, a transmission module and a shift module; The electronic control module includes a main control center, a signal receiving unit and a command output unit; The sensor module includes a speed sensor, a torque sensor, a rotation speed sensor and a pressure sensor. The speed sensor is used to detect the real-time speed of the vehicle, the torque sensor is used to detect the torque of the engine output shaft, the rotation speed sensor is used to detect the rotation speed of the engine output shaft, and the pressure sensor is connected to the accelerator pedal of the vehicle to detect the pressure applied to the accelerator pedal; The gearbox module includes an engine output shaft 11, an intermediate shaft 12 and a differential input shaft 13. One end of the intermediate shaft 12 is meshed with the engine output shaft 11 through gears, and the other end is meshed with the differential input shaft 13 through gears. It should be noted that an output gear is fixedly arranged at the end of the engine output shaft 11, and the output gear is meshed with the gear at one end of the intermediate shaft 12. A plurality of input gears of different diameters are sleeved on the differential input shaft 13. The input gears are not fixedly connected to the differential input shaft 13. The input gears correspond to different gears at different speeds. There are gaps between the input gears, and the gaps are used to place synchronizers 24 so that the synchronizers 24 can reciprocate along the direction of the differential input shaft 13. Intermediate shaft gears corresponding to each output gear are arranged below the output gears to transmit the torque transmitted by the engine output shaft 11. The shift module includes a main shaft 21, a plurality of secondary shafts 22 and a shift controller 23. The lower end of the secondary shaft 22 is fixedly mounted on the main shaft 21. The shift controller 23 is fixedly connected to the top of the secondary shaft 22. A synchronizer 24 is provided below the secondary shaft 22. The synchronizer 24 is sleeved on the differential input shaft 13, connected to the differential input shaft 13 through an axial groove, and reciprocates along the axial direction of the differential input shaft 13. The teeth provided at both ends of the synchronizer 24 cooperate with the teeth provided on the differential input shaft 13.

[0021] The speed sensor, torque sensor, rotation speed sensor and pressure sensor are all electrically connected to a signal receiving unit in the electronic control module.

[0022] The structure of the gearbox module will be modified according to the type of gearbox.

[0023] The shift controller 23 is separated from the main shaft 21, and is provided with a plurality of cylindrical tracks 231 inside. Each track 231 is fixedly connected to a secondary shaft 22. An electric control part 232 is also provided at one end of the shift controller 23. The electric control part 232 is mechanically connected to the track 231. The electric control part 232 is used to receive signals from the electronic control module and control the track 231 to move along the axial direction, thereby moving the secondary shaft 22.

[0024] One end of the track 231 is connected to the electronic control part 232, and the other end is embedded in the inner side of the shift controller 23. The track 231 is a telescopic structure. The outer telescopic section of the track 231 is fixedly connected to the secondary shaft 22, and the inner telescopic section is connected to the electronic control part 232. The outer telescopic section can move along the axis of the track 231 away from the electronic control part 232, thereby driving the secondary shaft 22 to move.

[0025] refer to Figure 3 to Figure 4 , the main control center includes a microprocessor U1, the signal receiving unit includes a signal receiving chip U2, and the instruction output unit is electrically connected to the shift controller; The sensor module also includes a signal transmitting chip U3, which is electrically connected to the speed sensor U31, the torque sensor U32, the rotation speed sensor U33 and the pressure sensor U34, and is used to receive the signals detected by these sensors and upload them to the electronic control module; The microprocessor U1 is electrically connected to the signal receiving chip U2 and the instruction output unit respectively; The signal receiving chip U2 is communicatively connected with the signal transmitting chip U3; It should be noted here that the power supply of the main control center comes from the car's own battery, so there is no need for additional input power; The microprocessor U1 can be a single-chip microcomputer with model AT89S52, the signal receiving chip U2 can be a signal transmission chip with model SP3485, and similarly, the signal transmitting chip U3 can also be a signal transmission chip with model MAX485. The speed sensor U31 is actually a Hall sensor, and the speed sensor is usually installed at the end gear of the gearbox output shaft to detect the final output speed of the gearbox (i.e., the wheel speed). The torque sensor U32 is model CD1110, which is mounted on the engine output shaft 11 to detect the torque of the engine output shaft 11. The speed sensor U33 is model CH502, and its main function is to detect the speed of the engine output shaft 11, which is convenient for subsequent comparative calculations. The pressure sensor U34 is model HX720, which is used to detect the pressure applied by the driver to the accelerator pedal (i.e., the driver's subjective action on the acceleration and deceleration of the vehicle during driving).

[0026] refer to Figure 2 , and also includes a mechanical speed change method based on electronic control, comprising: S1: The car is ignited and the electronic control module is connected to the car's own power supply, so the electronic control module starts immediately and the system self-checks; S2: The car starts to move, and the sensor module detects the real-time speed of the car, the torque of the engine output shaft, the speed of the engine output shaft, and the pressure applied to the accelerator pedal in real time; S3: When the real-time speed of the car, the engine output shaft speed and torque, and the accelerator pedal pressure are detected to increase for a short time, the signal transmitting chip U3 carried by the sensor module converts the analog signal into a digital signal and uploads it to the main control center; S4: The signal receiving chip U2 of the main control center receives the digital signal and transmits it to the microprocessor U1, which judges and issues a command, and the shift controller controls the electronic control part to shift up the synchronizer of the relative gear. It should be noted that the shift controller actually controls the electronic control part, which is connected to several tracks. When receiving the command, it controls the corresponding synchronizer of the corresponding gear, so as to realize the synchronous rotation of the gear on the differential input shaft and the differential; S5: When the real-time speed of the vehicle, the engine output shaft speed and torque, and the pressure applied to the accelerator pedal are detected to be reduced for a short time, steps S3 to S4 are repeated, but the shift controller controls the electronic control part to downshift the synchronizer of the corresponding gear.

[0027] The present invention provides a mechanical transmission system based on electronic control, which detects various information during the driving of a car through sensors, and integrates and transmits the information to a main control center, which determines whether to perform a shift up or down operation, and outputs instructions to the transmission, which completes the shift up or down process.

[0028] In one embodiment of the present invention, the larger the radius of the gear on the differential input shaft 13, the slower the rotation speed, but the greater the torque; the farther the gear is from the engine output shaft 11, the smaller the radius, which means the faster the rotation speed, but the smaller the torque; When the vehicle speed needs to be increased, the data detected by each sensor should all be in a short-term increase state, the vehicle speed increases steadily, the engine speed increases, and pressure is applied to the accelerator pedal. At this time, the main control center in the electronic control module outputs a command to the command output unit, and the shift controller 23 of the shift module drives the corresponding countershaft 22 and synchronizer 24 to smoothly transition to the gear with a smaller gear radius on the differential input shaft 13, so as to achieve the purpose of gradually increasing the speed of the differential input shaft 13, that is, gradually increasing the vehicle speed; The specific working process of the shift controller 23 is as follows: Figure 1 The lowermost track 231 of the shift controller 23 controls the first synchronizer on the leftmost side of the differential input shaft 13. The first synchronizer has a gear with the largest radius (referred to as the 1st gear) and a gear with the second largest radius (referred to as the 2nd gear) on the left and right sides respectively. Because the engine output shaft 11 drives the intermediate shaft 12 through gear meshing, so that the intermediate shaft 12 rotates, and the intermediate shaft 12 is meshed and connected with the differential input shaft 13 through the input gear, but the gear on the differential input shaft 13 is not fixedly connected with the differential input shaft 13, so the differential input shaft 13 is in a stopped state when the synchronizer 24 is not meshed with any input gear on the differential input shaft 13; When the car needs to shift from 1st gear to 2nd gear, the electronic control part 232 in the shift controller controls the lowermost track 231 to shrink toward the electronic control part 232, and the corresponding countershaft 22 will also drive the first synchronizer to shrink toward the electronic control part 232. The first synchronizer is buckled to one side of the 2nd gear and meshed with the 2nd gear, so that the 2nd gear and the first synchronizer perform axial rotational motion together. Because the synchronizer 24 is engaged with the differential input shaft 13 through the transverse groove provided on the differential input shaft 13, the synchronizer 24 will drive the differential input shaft 13 to rotate when it rotates, thereby completing the shifting process.

[0029] 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 principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A mechanical speed change system based on electronic control, characterized in that: Includes electronic control module, sensor module, transmission module and shift module; The electronic control module includes a main control center, a signal receiving unit and a command output unit; The sensor module includes a speed sensor, a torque sensor, a rotation speed sensor and a pressure sensor. The speed sensor is used to detect the real-time speed of the vehicle, the torque sensor is used to detect the torque of the engine output shaft, the rotation speed sensor is used to detect the rotation speed of the engine output shaft, and the pressure sensor is connected to the accelerator pedal of the vehicle to detect the pressure applied to the accelerator pedal; The gearbox module comprises an engine output shaft (11), an intermediate shaft (12) and a differential input shaft (13); one end of the intermediate shaft (12) is meshedly connected to the engine output shaft (11) via a gear, and the other end of the intermediate shaft (12) is meshedly connected to the differential input shaft (13) via a gear; The shift module comprises a main shaft (21), a plurality of secondary shafts (22) and a shift controller (23); the lower end of the secondary shaft (22) is fixedly mounted on the main shaft (21); the shift controller (23) is fixedly connected to the top of the secondary shaft (22); a synchronizer (24) is provided below the secondary shaft (22); the synchronizer (24) is sleeved on the differential input shaft (13), connected to the differential input shaft (13) via a slot in the axial direction, and reciprocates along the axial direction of the differential input shaft (13); teeth provided at both ends of the synchronizer (24) match teeth provided on the differential input shaft (13).

2. The electronically controlled mechanical transmission system according to claim 1, characterized in that: The speed sensor, torque sensor, rotation speed sensor and pressure sensor are all electrically connected to a signal receiving unit in the electronic control module.

3. The electronically controlled mechanical transmission system according to claim 1, characterized in that: The structure of the gearbox module will be modified according to different gearbox types.

4. The electronically controlled mechanical transmission system according to claim 1, characterized in that: The shift controller (23) is separated from the main shaft (21) and is provided with a plurality of cylindrical tracks (231) inside. Each track (231) is fixedly connected to a secondary shaft (22). An electric control part (232) is also provided at one end of the shift controller (23). The electric control part (232) is mechanically connected to the track (231). The electric control part (232) is used to receive a signal sent by an electronic control module and control the track (231) to move along the axis direction, thereby moving the secondary shaft (22).

5. The electronically controlled mechanical transmission system according to claim 4, characterized in that: One end of the track (231) is connected to the electric control part (232), and the other end is embedded in the inner side of the gear shift controller (23); the track (231) is a telescopic structure; an outer telescopic section of the track (231) is fixedly connected to the secondary shaft (22), and an inner telescopic section is connected to the electric control part (232); the outer telescopic section can move along the axis of the track (231) away from the electric control part (232), thereby driving the secondary shaft (22) to move.

6. The electronically controlled mechanical transmission system according to claim 1, characterized in that: The main control center includes a microprocessor U1, the signal receiving unit includes a signal receiving chip U2, and the instruction output unit is electrically connected to the shift controller; The sensor module also includes a signal transmitting chip U3, which is electrically connected to the speed sensor U31, the torque sensor U32, the rotation speed sensor U33 and the pressure sensor U34, and is used to receive the signals detected by these sensors and upload them to the electronic control module; The microprocessor U1 is electrically connected to the signal receiving chip U2 and the instruction output unit respectively; The signal receiving chip U2 is communicatively connected with the signal transmitting chip U3.

7. The electronically controlled mechanical transmission system according to claim 1, characterized in that: Also included is a mechanical speed change method based on electronic control, comprising: S1: The car is ignited and the electronic control module is connected to the car's own power supply, so the electronic control module starts immediately and the system self-checks; S2: The car starts to move, and the sensor module detects the real-time speed of the car, the torque of the engine output shaft, the speed of the engine output shaft, and the pressure applied to the accelerator pedal in real time; S3: When the real-time speed of the car, the engine output shaft speed and torque, and the accelerator pedal pressure are detected to increase for a short time, the signal transmitting chip U3 carried by the sensor module converts the analog signal into a digital signal and uploads it to the main control center; S4: The signal receiving chip U2 of the main control center receives the digital signal and transmits it to the microprocessor U1, which judges and issues instructions, and the shift controller controls the electronic control part to perform an upshift operation on the synchronizer of the relative gear; S5: When the real-time speed of the vehicle, the engine output shaft speed and torque, and the pressure applied to the accelerator pedal are detected to be reduced for a short time, steps S3 to S4 are repeated, but the shift controller controls the electronic control part to downshift the synchronizer of the corresponding gear.

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