Motor driving type full-automatic sequence gear shifting system based on ECU control

Abstract

The invention discloses a motor driving type full-automatic sequence gear shifting system based on ECU control, which comprises a single chip microcomputer control system, a trip computer, a gear shifting module and a clutch module, and is characterized in that the single chip microcomputer control system is respectively connected with the gear shifting module and the clutch module through wires, and is communicated with the trip computer through a CAN bus to form a closed-loop control system; the gear shifting module comprises a gear shifting motor, a gear shifting connecting rod, a gear shifting crank, a gear shifting rocker and a fixing support, the gear shifting motor is indirectly fixed to the frame through the fixing support, an output shaft of the gear shifting motor is connected to the gear shifting rocker through a key groove, and the gear shifting rocker is hinged to the gear shifting connecting rod through a fisheye rod end knuckle bearing. The other end of the gear shifting connecting rod is hinged to a gear shifting crank through a fisheye rod end knuckle bearing, and the gear shifting crank is in hard connection with an engine gear shifting drum. The single-chip microcomputer control system receives a gear signal from a bicycle computer, judges the completion condition of the gear shifting action and drives the gear shifting module and the clutch module to conduct gear shifting operation.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle transmission, and particularly relates to an ECU-controlled motor-driven fully automatic sequential shift system. Background Art

[0002] In the field of modern vehicle transmission technology, manual transmissions and automatic transmissions are two main technical forms, each playing an important role in different application scenarios. However, both of these technologies have significant drawbacks. Manual transmissions rely on the driver's operation to complete the shifting process, which not only has low efficiency but also easily causes shifting shocks due to improper operation, affecting the driving experience and vehicle performance. Although automatic transmissions solve the problem of operation convenience to a certain extent, they have complex structures, high manufacturing costs, and slow response speeds, making it difficult to meet the requirements of high-performance vehicles for rapid shifting. In addition, although existing pneumatic shifting technologies partially improve operation convenience, they rely on high-pressure pneumatic systems, have high safety risks and maintenance costs, and lack a dynamic compensation mechanism, resulting in insufficient shifting smoothness and difficulty in adapting to complex driving conditions.

[0003] In view of the above problems, it is particularly important to develop a new shifting technology that can balance operation convenience, shifting efficiency, and system stability. The current market and technical field urgently need a solution that can achieve rapid and smooth shifting to overcome the deficiencies of existing technologies in terms of response speed, cost control, and maintenance convenience. Especially in scenarios with high requirements for shifting performance, such as motorcycles, racing cars, and light special vehicles, how to improve the reliability and applicability of the shifting system through innovative design has become a key technical problem. Therefore, proposing a fully automatic sequential shift system based on ECU control and motor drive has important technical significance and market value. This system replaces the traditional mechanical or pneumatic drive method with a motor drive architecture, combines intelligent dynamic compensation and closed-loop control technologies, aiming to achieve the automation, high efficiency, and smoothness of the shifting process, thus providing a new direction for the development of vehicle transmission technology. Summary of the Invention

[0004] In view of this, the object of the present invention is to propose an ECU-controlled motor-driven fully automatic sequential shift system for the problems of low shifting efficiency, insufficient smoothness, and high maintenance costs existing in the prior art. Through the motor drive architecture, intelligent dynamic compensation, and closed-loop control technologies, the problems of complex operation of traditional manual transmissions and high cost and slow response of automatic transmissions are solved, and at the same time, the defects of pneumatic shifting technologies relying on high-pressure pneumatic systems, high safety risks, and lack of dynamic compensation mechanisms are overcome.

[0005] The present invention provides a motor-driven fully automatic sequential shift system based on ECU control, which includes a single-chip microcomputer control system, a vehicle computer, a shift module and a clutch module. The single-chip microcomputer control system is respectively connected to the shift module and the clutch module through wires, and communicates with the vehicle computer through the CAN bus to form a closed-loop control system. The shift module includes a shift motor, a shift link, a shift crank, a shift rocker and a fixed bracket. The shift motor is indirectly fixed on the vehicle frame through the fixed bracket. The output shaft of the shift motor is connected to the shift rocker through a keyway. The shift rocker is hinged to the shift link through a spherical rod end joint bearing. The other end of the shift link is hinged to the shift crank through a spherical rod end joint bearing. The shift crank is rigidly connected to the engine shift drum. The single-chip microcomputer control system receives the gear position signal from the vehicle computer, judges the completion of the shift action, and drives the shift module and the clutch module to perform the shift operation.

[0006] Preferably, spherical cone washers are arranged on both sides of the spherical rod end joint bearing.

[0007] Preferably, the clutch module includes a clutch servo, a winch, an anti-twist steel wire rope and a clutch release fork. The clutch servo is fixed on the vehicle frame through an outer protective shell. One end of the clutch servo is rigidly connected to the winch. Ring grooves and through holes are arranged on the annular end face of the winch for fixing one end of the anti-twist steel wire rope. The other end of the anti-twist steel wire rope is fixed on the clutch release fork on the engine through the through hole.

[0008] Preferably, the ring groove of the winch is designed to prevent the anti-twist steel wire rope from shifting during movement.

[0009] Preferably, the single-chip microcomputer control system uses Arduino as the control chip and DRV8870 as the drive chip. The single-chip microcomputer control system is connected to the shift button on the steering wheel through a wire to receive the shift command signal from the operator.

[0010] Preferably, the single-chip microcomputer control system communicates with the vehicle computer through the CAN bus, identifies the shift action and completes the upshift ignition cut-off or downshift fuel compensation operation.

[0011] Preferably, the shift motor in the shift module converts the rotational motion into the linear motion of the shift drum through a crank-rocker mechanism.

[0012] Preferably, the clutch servo in the clutch module realizes the separation and engagement operations of the clutch through the winch and the anti-twist steel wire rope.

[0013] By adopting the above technical solutions, the present invention can achieve the following technical effects: The technical solution of the present invention solves the problems of low shifting efficiency and insufficient smoothness in the prior art through specific technical implementation methods, and has significant technical breakthroughs and market value. The connection relationships and interactions among the components in the system are all designed in detail to ensure the efficiency and stability of the shifting process. In particular, the present invention realizes the precise control of shifting actions through closed-loop control and intelligent dynamic compensation technologies, providing a reliable shifting solution for high-performance vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention, and therefore should not be regarded as limiting the scope. For those of ordinary skill in the art, other related drawings can also be obtained based on these drawings without creative efforts.

[0015] Figure 1 It is a partial enlarged view of a motor-driven fully automatic sequential shifting system based on ECU control of the present invention; Figure 2 It is a preferred implementation application diagram of a motor-driven fully automatic sequential shifting system based on ECU control of the present invention.

[0016] The reference numerals in the drawings are as follows: 1 - single-chip microcomputer control system; 2 - vehicle computer; 3 - clutch servo; 4 - winch; 5 - anti-twist steel wire rope; 6 - shifting rocker; 7 - shifting motor; 8 - fixed bracket; 9 - spherical rod end joint bearing; 10 - shifting crank; 11 - shifting connecting rod; 12 - shifting button. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0017] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the protection scope of the present invention. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the protection scope of the present invention.

[0018] Embodiment The following are only the preferred embodiments of the present invention. The protection scope of the present invention is not limited to the following embodiments. All technical solutions falling within the concept of the present invention belong to the protection scope of the present invention.

[0019] The present invention provides a motor-driven fully automatic sequential shift system based on ECU control. Combining the structure and its reference numerals shown in the attached Figure 1 and attached Figure 2 figures, the specific implementation is as follows. This embodiment is applied to the formula racing car FASE. Through the coordinated operation of the single-chip microcomputer control system 1, the vehicle computer 2, the shift module and the clutch module, an efficient and stable shifting process is achieved. Each component in the system is reasonably designed and tightly connected, ensuring the accuracy and stability of the shifting operation.

[0020] The single-chip microcomputer control system 1, as the core control unit, uses Arduino as the control chip and DRV8870 as the drive chip. The single-chip microcomputer control system 1 is connected to the shift button 12 on the steering wheel through a wire, receives the shift command signal from the operator, and drives the shift module and the clutch module to complete the shift and clutch operations through a preset program. The single-chip microcomputer control system 1 also communicates with the vehicle computer 2 through the CAN bus, identifies the shift operation and completes the upshift cut-off or downshift fuel compensation operation. The vehicle computer 2 reads the engine shift signal in real time and transmits the gear position signal to the single-chip microcomputer control system 1 to form a closed-loop control. The single-chip microcomputer control system 1 judges the completion of the shift operation according to the gear position signal and adjusts the operations of the shift module and the clutch module accordingly.

[0021] The shift module includes a shift motor 7, a shift link 11, a shift button 12, a shift crank 10, a shift rocker 6 and a fixed bracket 8. As shown in Figure 1 and Figure 2 figures, the shift motor 7 is indirectly fixed on the vehicle frame through the fixed bracket 8. The design of the fixed bracket 8 ensures the stability of the shift motor 7 during operation and avoids loosening caused by vibration. The output shaft of the shift motor 7 is connected to one end of the shift rocker 6 through a keyway. The other end of the shift rocker 6 is hinged to one end of the shift link 11 through a spherical rod end joint bearing 9. Spherical conical washers are arranged on both sides of the spherical rod end joint bearing 9 to further improve the reliability and stability of the connection. The other end of the shift link 11 is hinged to the shift crank 10 through the same spherical rod end joint bearing 9, and the shift crank 10 is finally rigidly connected to the engine shift drum. Through the above mechanical structure, the rotational motion of the shift motor 7 is converted into the linear motion of the shift drum, thus completing the shift operation. The design of the spherical rod end joint bearings 9 at both ends of the shift link 11 increases the flexibility of the mechanical connection and adapts to the vibration and impact that may occur during vehicle operation.

[0022] The clutch module includes a clutch servo 3, a winch 4, an anti-twist steel wire rope 5 and a clutch release fork. As shown inFigure 1 and Figure 2 As shown, the clutch servo 3 is firmly fixed to the frame through an outer protective shell. The design of the outer protective shell effectively reduces the impact of the external environment on the clutch servo 3 and improves the reliability of the system. One end of the clutch servo 3 is hard-connected to the capstan 4, and a ring groove and a through hole are provided on the annular end surface of the capstan 4 for fixing one end of the anti-twist steel wire rope 5. The other end of the anti-twist steel wire rope 5 is fixed to the clutch release fork on the engine through a through hole, and a through hole is provided on the clutch release fork to ensure that the end of the anti-twist steel wire rope 5 can be firmly connected. Through the rotation of the capstan 4, the anti-twist steel wire rope 5 pulls the clutch release fork, thereby realizing the separation and combination of the clutch. The ring groove design of the capstan 4 effectively prevents the anti-twist steel wire rope 5 from deflecting during movement, thereby improving the reliability of the system.

[0023] During the upshift process, the operator presses the upshift button 12 on the steering wheel, and the single-chip control system 1 recognizes the signal and disables repeated operations. S1, the single-chip control system 1 preferentially sends an electrical signal to the clutch servo 3 to put the clutch into a semi-linked state. S2, the program is blank and delayed for a period of time. This is because the rotation of the clutch servo 3 takes a certain amount of time to pull the clutch to a certain degree and put the engine in a semi-linked state. S3, after the delay time ends, the single-chip control system 1 continues to send an electrical signal to the drive chip for a period of time, and the drive chip drives the shift motor 7 to rotate in the upshift direction for a period of time. S4, after the single-chip control system 1 sends an electrical signal to the drive chip for a period of time, the single-chip control system 1 sends an upshift fire-off signal to the driving computer 2, so that the shift process and power connection are smoother. S5, after the preset time for upshift ends, the single-chip control system 1 sends an electrical signal to the clutch servo 3, the clutch servo 3 returns to the initial angle, and the engine returns to the linked state. S6, the single-chip control system 1 identifies and determines the electrical signal from the bicycle computer 2 to determine whether the upshift is successful. If it is unsuccessful, the single-chip control system 1 continues to send an electrical signal to the driver chip for a period of time to enable the shift motor 7 to continuously shift in the upshift direction. During this period of time, if the upshift is judged to be successful, the shift motor 7 is stopped from being enabled; if the shift is still judged to be unsuccessful and the maximum upshift time limit is reached, the shift motor 7 is stopped from being enabled. S7, after stopping enabling the shift motor 7, the single-chip control system 1 continues to send an electrical signal to the driver chip for a period of time to restore the shift motor 7 to the initial state, and the upshift is completed.

[0024] During the downshift process, the operator presses the downshift button 12, and the single-chip control system 1 recognizes the signal and disables repeated operations. S1, the single-chip control system 1 preferentially sends an electrical signal to the clutch servo 3 to put the clutch into a semi-linked state. S2, the program blank delays for a period of time. This is because the rotation of the clutch servo 3 takes a certain amount of time to pull the clutch to a certain degree and put the engine in a semi-linked state. S3, after the delay time ends, the single-chip control system 1 continues to send an electrical signal to the drive chip for a period of time, and the drive chip drives the shift motor 7 to rotate in the downshift direction for a period of time. S4, after the single-chip control system 1 sends an electrical signal to the drive chip for a period of time, the single-chip control system 1 sends a downshift oil replenishment signal to the driving computer 2 to make the shift process and power connection smoother. S5, after the preset downshift time ends, the single-chip control system 1 sends an electrical signal to the clutch servo 3, the clutch servo 3 returns to the initial angle, and the engine returns to the linked state. S6, the single-chip control system 1 identifies and determines the electrical signal from the bicycle computer 2 to determine whether the downshift is successful. If it is unsuccessful, the single-chip control system 1 continues to send an electrical signal to the driver chip for a period of time to enable the shift motor 7 to continue to downshift. During this period of time, if it is determined that the downshift is successful, the shift motor 7 is stopped from being enabled; if it is still determined that the shift is unsuccessful and the maximum downshift time limit is reached, the shift motor 7 is stopped from being enabled. S7, after stopping enabling the shift motor 7, the single-chip control system 1 continues to send an electrical signal to the driver chip for a period of time to restore the shift motor 7 to the initial state, and the downshift is completed.

[0025] The technical solution of the present invention achieves significant technical effects through the following innovations: First, the crank rocker mechanism in the shift module converts the rotational motion of the shift motor 7 into the linear motion of the shift drum. This mechanical structure design not only simplifies the transmission process, but also improves the accuracy and response speed of the shift action. Secondly, the winch 4 and anti-twist wire rope 5 design in the clutch module effectively solve the problem of wire rope deviation that may occur during the clutch separation and engagement process, ensuring the reliability of the clutch action. In particular, the fisheye rod end joint bearing 9 and its matching fisheye conical washer design increase the flexibility and stability of the mechanical connection, and adapt to the vibration and impact that may occur during the operation of the vehicle.

[0026] The working principle and technical advantages of the present invention lie in that through the coordinated operation of the single-chip microcomputer control system 1, the vehicle computer 2, the shifting module and the clutch module, the automation and intelligence of the shifting operation are realized. The operator only needs to select the appropriate shifting timing and press the corresponding button, and the system can automatically complete the shifting and clutch actions, significantly reducing the operation difficulty and labor intensity. Further, this system is driven by electricity and uses the vehicle-mounted battery as the energy source, without the need for frequent energy replenishment, and has the characteristics of good continuity and strong maintainability. In addition, most of the parts used in the present invention are common standard parts on the market, and have significant cost advantages compared with traditional automatic transmissions, and are applicable to motorcycles, racing cars and light special vehicles. In particular, through the real-time communication between the vehicle computer 2 and the single-chip microcomputer control system 1, a closed-loop control is formed, significantly improving the stability and smoothness of the shifting process.

[0027] The technical solution of the present invention solves the problems of low shifting efficiency and insufficient smoothness in the prior art through specific technical implementation methods, and has significant technical breakthroughs and market values. The connection relationships and interactions among the components in the system are all designed in detail to ensure the high efficiency and stability of the shifting process. In particular, the present invention realizes the precise control of the shifting action through closed-loop control and intelligent dynamic compensation technology, providing a reliable shifting solution for high-performance vehicles.

[0028] The above embodiments are only for illustrating the technical concept and characteristics of the present invention, and the purpose is to enable those skilled in the art to understand the content of the present invention and implement it accordingly, and shall not be used to limit the protection scope of the present invention. Any equivalent changes or modifications made according to the spirit and essence of the present invention shall be covered within the protection scope of the present invention.

Claims

1. A motor-driven fully automatic sequential shifting system based on ECU control, characterized in that It includes a single-chip control system, a driving computer, a shift module and a clutch module. The single-chip control system is connected to the shift module and the clutch module through wires respectively, and communicates with the driving computer through a CAN bus to form a closed-loop control system; the shift module includes a shift motor, a shift connecting rod, a shift crank, a shift rocker and a fixed bracket. The shift motor is indirectly fixed to the frame through the fixed bracket, the output shaft of the shift motor is connected to the shift rocker through a keyway, the shift rocker is hinged to the shift connecting rod through a fisheye rod end joint bearing, the other end of the shift connecting rod is hinged to the shift crank through a fisheye rod end joint bearing, and the shift crank is hard-connected to the engine shift drum; the single-chip control system receives the gear position signal from the bicycle computer, determines the completion of the shift action, and drives the shift module and the clutch module to perform the shift operation.

2. The ECU-controlled motor-driven fully automatic sequential shifting system according to claim 1 is characterized in that Fisheye conical washers are arranged on both sides of the fisheye rod end joint bearing.

3. The ECU-controlled motor-driven fully automatic sequential shifting system according to claim 1 is characterized in that The clutch module includes a clutch servo, a winch, an anti-twist steel wire rope and a clutch release fork. The clutch servo is fixed to the frame through an outer protective shell. One end of the clutch servo is rigidly connected to the winch. An annular end surface of the winch is provided with an annular groove and a through hole for fixing one end of the anti-twist steel wire rope. The other end of the anti-twist steel wire rope is fixed to the clutch release fork on the engine through the through hole.

4. The ECU-controlled motor-driven fully automatic sequential shifting system according to claim 3 is characterized in that The annular groove of the winch is designed to prevent the anti-torsion steel wire rope from deviating during movement.

5. The ECU-controlled motor-driven fully automatic sequential shifting system according to claim 1 is characterized in that The single-chip microcomputer control system uses Arduino as a control chip and DRV8870 as a drive chip. The single-chip microcomputer control system is connected to a shift button on a steering wheel through a wire to receive a shift command signal from an operator.

6. The ECU-controlled motor-driven fully automatic sequential shifting system according to claim 5 is characterized in that The single chip control system communicates with the vehicle computer via the CAN bus, identifies the gear shifting action and completes the upshift and downshift fuel replenishment operations.

7. The ECU-controlled motor-driven fully automatic sequential shifting system according to claim 1 is characterized in that The shift motor in the shift module converts the rotational motion into the linear motion of the shift drum through a crank rocker mechanism.

8. The ECU-controlled motor-driven fully automatic sequential shifting system according to claim 1 is characterized in that The clutch steering gear in the clutch module realizes the separation and engagement operation of the clutch through a winch and an anti-twist wire rope.

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