TCU low-speed gear locking system and method

Abstract

The invention relates to the technical field of vehicle control, and discloses a TCU (transmission control unit) low-speed gear locking system and method.The deceleration expectation of a driver during downhill is preliminarily predicted by sensing different brake strokes and brake forces, an IMU (inertial measurement unit) detects gradient and wheel speed / rotating speed signal fusion in real time, and a TCU dynamically calculates a target gear according to information of various sensors and other vehicles; the optimal gear locking point is automatically calculated, and electronic injection parameters such as the fuel injection quantity and the ignition angle are synchronously adjusted in cooperation with an ECU in the coordinated action period of an electronic control clutch and a gear shifting motor, so that multi-system cooperative control is achieved; the effects of reducing the braking load, reducing the temperature rising speed of the brake disc and prolonging the service life of the brake disc are achieved, the engine braking efficiency is greatly improved, the downshift and gear locking process is smooth, the curve driving stability of the vehicle is improved, the fuel economy of the vehicle is improved, and the driving experience is optimized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a TCU low-speed lock system and method. BACKGROUND

[0002] According to data, traditional motorcycles need to manually frequently downshift and brake when downhill, which leads to: when manually braking downhill, there is a risk of overheat of the braking system, such as heat recession of the brake, and in severe cases, brake failure; insufficient utilization rate of engine speed (only 30% of models will actively downshift); and when the driver cannot timely grasp the road conditions, vehicle conditions, etc., improper operation is prone to cause accidents.

[0003] Traditional vehicles may not have enough time to slow down when entering a curve at too high a speed, and the shifting when entering the curve will cause imbalance to the vehicle.

[0004] When traditional vehicles are driving on congested and slow road sections, they need to manually frequently shift gears according to the road conditions, and the overall driving smoothness is low.

[0005] Chinese patent document CN103241124A discloses a "car limited speed control method". It includes a limited speed control system; and is composed of a speed limiting key, a linear motor, an electric operating mechanism, a gear sensor, a speed sensor, a controller, a voice prompter and a gear indicator light; the limited speed control method: starts by the speed limiting key, locks (and resets) the clutch release bearing to lock the transmission gears two to five according to the transmission gear sensor signal, only makes gears one and reverse effective, and plays voice and lights up the gear indicator light to prompt the driver to drive the vehicle correctly. The above technical solution does not consider obtaining the expected downhill speed to calculate the optimal lock point, and does not consider the cooperation of other components such as clutch, motor, etc. and the electric injection parameters when locking. SUMMARY

[0006] The present application mainly solves the technical problem that the original method does not consider obtaining the expected downhill speed to calculate the optimal lock point, and does not consider the cooperation of other components such as clutch, motor, etc. and the electric injection parameters when locking, and provides a TCU low-speed lock system and method. By sensing different brake strokes and brake forces, the driver's deceleration expectation when downhill is preliminarily predicted, the IMU real-time detects the slope + wheel speed / rotation speed signal fusion, the TCU dynamically calculates the target gear according to various sensors and other vehicle information, automatically calculates the optimal lock point, and during the cooperative action of the electric clutch and gear shifting motor, the ECU synchronously adjusts the electric injection parameters such as fuel injection quantity and ignition angle, realizes multi-system cooperative control, reduces brake load, reduces brake disc temperature rise speed, prolongs brake disc service life, greatly improves engine braking efficiency, smooths the downshift and lock process, improves the stability of the vehicle when driving on a curve, improves the fuel economy of the vehicle, and optimizes the driving experience.

[0007] The above technical problem of the present application is mainly solved by the following technical scheme: A TCU low-speed lock system comprises: A collection component arranged in a vehicle body and an internal control area, which collects vehicle state information during driving; A control component which judges lock according to the collected information and issues a control instruction; A gear shifting component which controls gear shifting according to the control instruction; A transmission system which realizes normal driving of the vehicle in the lock state in cooperation with the control instruction.

[0008] The collection component collects vehicle state information to provide a basis for the control component to judge lock, and the control component judges lock according to the collected information and issues an instruction, and the gear shifting component controls gear shifting according to the instruction, and the transmission system realizes normal driving of the vehicle in the lock state in cooperation with the instruction, thereby realizing the low-speed lock function of the vehicle.

[0009] As a preferred embodiment, the control component comprises a vehicle ECU, a vehicle TCU, and a left gear shifting motor, a right gear shifting motor, a right electrically controlled clutch motor, a left electrically controlled clutch motor and an ABS controller connected thereto, the right electrically controlled clutch motor is connected to the gear shifting component through a right clutch, and the left electrically controlled clutch motor is connected to the gear shifting component through a left clutch. The vehicle ECU and the vehicle TCU in the control component can judge lock according to the collected information, the left gear shifting motor, the right gear shifting motor, the right electrically controlled clutch motor, the left electrically controlled clutch motor and the ABS controller cooperate to issue a control instruction, and the right electrically controlled clutch motor is connected to the gear shifting component through the right clutch, and the left electrically controlled clutch motor is connected to the gear shifting component through the left clutch, so that the gear shifting component can be accurately controlled to control gear shifting, and the transmission system realizes normal driving of the vehicle in the lock state.

[0010] As a preferred embodiment, the transmission system comprises a crankshaft component, the crankshaft component comprises a crankshaft and a left crankshaft transmission gear and a right crankshaft transmission gear arranged at both ends of the crankshaft, the crankshaft is connected to a magneto rotor, the left transmission gear is engaged with a left clutch gear of a left clutch, and the right transmission gear is engaged with a right clutch gear of a right clutch. The left and right crankshaft transmission gears arranged at both ends of the crankshaft are engaged with the gears of the left and right clutches respectively, cooperate with the magneto rotor, and can stably transmit power to the clutches, thereby realizing normal driving of the vehicle in the lock state in cooperation with the control instruction.

[0011] As preferred, the transmission system further comprises a main shaft, a secondary shaft, and an output transmission assembly cooperating with the gear shifting assembly, the output transmission assembly comprising a transmission idler gear meshing with the secondary shaft gear, the transmission idler gear meshing with the engine output shaft gear, and the small pulley on the engine output shaft driving the large pulley through the transmission belt to output power. The crankshaft assembly of the transmission system can transmit power to the clutch, the main shaft, the secondary shaft, and the gear shifting assembly cooperate, and the output transmission assembly transmits power through the transmission idler gear, the engine output shaft gear, the small pulley, the transmission belt, and the large pulley to output power, so that the vehicle can stably travel in the locked state.

[0012] As preferred, the gear shifting assembly comprises a left gear shifting motor output gear provided at the output end of the left gear shifting motor, a left gear shifting motor idler gear and a left gear shifting drum gear on the left gear shifting drum sequentially meshing with the left gear shifting motor output gear, a right gear shifting motor output gear provided at the output end of the right gear shifting motor, a right gear shifting motor idler gear and a right gear shifting drum gear on the right gear shifting drum sequentially meshing with the right gear shifting motor output gear, and a gear shifting yoke one, a gear shifting yoke two, a gear shifting yoke three, and a gear shifting yoke four sequentially provided. The left gear shifting motor output gear, the left gear shifting motor idler gear, the left gear shifting drum gear, the right gear shifting motor output gear, the right gear shifting motor idler gear, the right gear shifting drum gear, and the gear shifting yoke of the gear shifting assembly can achieve more accurate and effective gear control.

[0013] As preferred, the collection assembly comprises a gear position sensor provided between the left gear shifting drum and the right gear shifting drum, a wheel speed sensor provided on the output assembly, a throttle stroke sensor provided on the throttle handle, a brake stroke sensor provided on the brake handle, a six-axis sensor, an engine speed sensor, and a pressure sensor. The gear position sensor provided between the left gear shifting drum and the right gear shifting drum can collect gear position information, the wheel speed sensor provided on the output assembly can collect vehicle wheel speed information, the throttle stroke sensor provided on the throttle handle can collect throttle stroke information, the brake stroke sensor provided on the brake handle can collect brake stroke information, the six-axis sensor can collect vehicle inclination and acceleration information, the engine speed sensor can collect engine speed information, and the pressure sensor can collect related pressure information. These sensors can comprehensively collect vehicle state information during driving, and provide accurate data support for subsequent locked state judgment and control.

[0014] A control method of a TCU low-speed locked state system, comprising the following steps: S1. The collection assembly collects vehicle state information during driving; S2. The TCU calculates target gear position and speed to ensure smooth driving under different driving conditions; S3. The TCU calculates the optimal locked point in combination with the target gear position and speed and other vehicle dynamic information; S4. During the coordinated action of the electrically controlled clutch and gear shifting motor, the joint ECU synchronously adjusts the electric injection parameters.

[0015] The acquisition component can acquire vehicle state information, the TCU can calculate target gears and speeds for smooth driving under different driving conditions, calculate the optimal lock gear point in combination with relevant information, and synchronously adjust the electric injection parameters by the joint ECU during the coordinated action of the electrically controlled clutch and gear shifting motor, so as to effectively control the TCU low-speed lock gear system and ensure smooth driving of the vehicle in the lock gear state.

[0016] As preferred, the vehicle state information of step S1 includes prior data and vehicle driving conditions including the slope where the vehicle is located, the vehicle inclination angle and acceleration; meanwhile, the ECU calibrates the mapping relationship between the front and rear suspension pressures and the total load by combining the suspension compression change signals output by the front and rear suspension stroke sensors respectively with the frame stiffness, the gravity center height and the suspension geometric parameters, and indirectly quantifies and outputs the total mass reference data of the vehicle.

[0017] As preferred, the specific parameters of the vehicle under different conditions or the driving habits under specific driving conditions are sensed in step S2, and the TCU calculates the target gears and speeds for smooth driving according to the current data. The TCU low-speed lock gear technology needs the coordination of multiple systems: the vehicle IMU six-axis sensor senses the vehicle driving conditions such as the slope where the vehicle is located, the vehicle inclination angle and acceleration. The ECU indirectly quantifies and outputs the total mass (including the driver and passengers) reference data of the vehicle by calibrating the mapping relationship between the front and rear suspension pressures and the total load through experiments, in combination with prior data such as the frame stiffness, the gravity center height and the suspension geometric parameters.

[0018] As preferred, the optimal lock gear point gear is specifically the total transmission ratio of the vehicle in the state where the force for forcing the vehicle to decelerate is greater than or equal to the force for forcing the vehicle to accelerate downward along the slope.

[0019] By sensing the specific parameters of the vehicle under different conditions or the driving habits under specific driving conditions, the TCU calculates the target gears and speeds for smooth driving according to the current data. The TCU calculates the optimal lock gear point automatically according to various sensors and other vehicle dynamic information, and synchronously adjusts the electric injection parameters such as the fuel injection amount and the ignition angle by the joint ECU during the coordinated action of the electrically controlled clutch (the electrically controlled clutch can complete half-linkage in a shorter time) and the gear shifting motor (with higher gear engagement torque, ensuring faster gear engagement speed).

[0020] The present application has the advantages of reducing the braking load, reducing the brake disc temperature rise speed, prolonging the brake disc service life, greatly improving the engine braking efficiency, smoothing the downshift and lock gear processes, improving the vehicle corner driving stability, improving the vehicle fuel economy and bringing good driving experience to the driver and passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a schematic diagram of an overall installation structure of the present invention.

[0022] Figure 2 It is a schematic structural diagram of the working principle of the present invention.

[0023] Figure 3 It is a flow chart of the present invention.

[0024] Figure 4 It is a schematic diagram of the control principle of the present invention.

[0025] In the figure, 1 is the engine crankshaft, 2 is the left transmission gear of the crankshaft, 3 is the right transmission gear of the crankshaft, 4 is the magneto rotor, 5 is the left clutch gear, 6 is the right clutch gear, 7 is the left clutch, 8 is the right clutch, 9 is the right clutch actuating motor, 10 is the left clutch actuating motor, 11 is the main shaft, 12 is the secondary shaft, 13 is the right shift motor, 14 is the left shift motor, 15 is the right shift motor output gear, 16 is the right shift motor idler gear, 17 is the right shift drum gear, 18 is the left shift motor output gear, 19 is the left shift motor idler gear, 20 is the left shift drum gear, 21 is the left shift motor idler gear, 22 is the left shift drum gear, 23 is the left shift motor output gear, 24 is the left shift motor idler gear, 25 is the left shift drum gear, 26 is the left shift motor idler gear, 27 is the left shift drum gear, 28 is the left shift motor output gear, 29 is the left shift motor idler gear, 30 is the left shift drum gear, 31 is the left shift motor idler gear, 32 is the left shift drum gear, 33 is the left shift motor idler gear, 34 is the left shift motor idler gear, 35 is the left shift drum gear, 36 is the left shift motor idler gear, 37 is the left shift drum gear, 38 is the left shift motor output gear, 39 is the left shift motor idler gear, 40 is the left shift drum gear, 41 is the left shift motor idler gear, 42 is the left shift drum gear, 43 is the left shift motor idler gear, 44 is the left shift motor idler gear, 45 is the left shift drum gear, 46 is the left shift motor idler gear, 47 is the left shift drum gear, 48 is the left shift motor output gear, Left shift drum, 22 right shift drum, 23 gear position sensor, 24 shift fork one, 25 shift fork two, 26 shift fork three, 27 shift fork four, 28 transmission idler gear, 29 engine output shaft gear, 30 small pulley, 31 large pulley, 32 transmission belt, 33 wheel speed sensor, 34 six-axis sensor, 35 brake handle, 36 brake travel sensor, 37 vehicle ECU, 38 vehicle TCU, 39 engine speed sensor, 40 throttle travel sensor, 41 throttle handle, 42 ABS controller, 43 pressure sensor. DETAILED DESCRIPTION

[0026] In order to make the objectives, technical solutions and advantages of the present invention more clear, the technical solutions of the present application are further described in detail below through examples and in combination with the accompanying drawings. It should be understood that the specific implementation method described here is only an optimal embodiment of the present application, which is only used to explain the present application and does not limit the scope of protection of the present application. All other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0027] The technical solution of the present invention will be further specifically described below through embodiments and in conjunction with the accompanying drawings.

[0028] Example: A TCU low-speed lock system and method of this embodiment, such as Figure 1As shown, the collection component is arranged in the vehicle body and the internal control area, and collects the vehicle state information during driving. The collection component includes the gear sensor 23 arranged between the left shift drum 21 and the right shift drum 22, the wheel speed sensor 33 arranged on the output component, the throttle stroke sensor 40 arranged on the throttle handle 41, the brake stroke sensor 36 arranged on the brake handle 35, and further includes the six-axis sensor 34, the engine speed sensor 39 and the pressure sensor 43.

[0029] The gear sensor arranged between the left shift drum and the right shift drum can collect gear information, the wheel speed sensor arranged on the output component can collect vehicle wheel speed information, the throttle stroke sensor arranged on the throttle handle can collect throttle stroke information, the brake stroke sensor arranged on the brake handle can collect brake stroke information, the six-axis sensor can collect vehicle inclination and acceleration information, the engine speed sensor can collect engine speed information, and the pressure sensor can collect related pressure information. These sensors can comprehensively collect vehicle state information during driving, and provide accurate data support for subsequent lock gear judgment and control.

[0030] The control component judges the lock gear according to the collected information and issues control instructions. The control component includes the vehicle ECU 37 and the vehicle TCU 38, and is connected to the left shift motor 14, the right shift motor 13, the right electrically-controlled clutch motor 9, the left electrically-controlled clutch motor 10 and the ABS controller 42. The right electrically-controlled clutch motor 9 is connected to the shift component through the right clutch 8, and the left electrically-controlled clutch motor 10 is connected to the shift component through the left clutch 7.

[0031] The vehicle ECU and the vehicle TCU in the control component can judge the lock gear according to the collected information, and the left shift motor, the right shift motor, the right electrically-controlled clutch motor, the left electrically-controlled clutch motor and the ABS controller cooperate to issue control instructions. The right electrically-controlled clutch motor is connected to the shift component through the right clutch, and the left electrically-controlled clutch motor is connected to the shift component through the left clutch, so that the shift component can be accurately controlled to perform gear control, and the transmission system can be cooperated to realize normal driving of the vehicle in the lock gear state.

[0032] The shift component performs gear control according to the control instructions. The shift component includes the left shift motor output gear 18 arranged at the output end of the left shift motor, the left shift motor idler gear 19 and the left shift drum gear 20 on the left shift drum 21 which are sequentially meshed and connected with the left shift motor output gear 18; the right shift motor output gear 15 arranged at the output end of the right shift motor, the right shift motor idler gear 16 and the right shift drum gear 17 on the right shift drum 22 which are sequentially meshed and connected with the right shift motor output gear 15, and further includes the shift fork one 24, the shift fork two 25, the shift fork three 26 and the shift fork four 27 which are sequentially arranged.

[0033] The transmission system cooperates with the control command to realize normal driving of the vehicle in the locked state. The transmission system comprises a crankshaft assembly, the crankshaft assembly comprising a crankshaft and left and right crankshaft transmission gears arranged at both ends of the crankshaft, the crankshaft being connected with a magneto rotor, the left transmission gear being engaged with a left clutch gear of a left clutch, and the right transmission gear being engaged with a right clutch gear of a right clutch.

[0034] The transmission system further comprises a main shaft 11 and a secondary shaft 12 cooperating with a gear shifting assembly, and an output transmission assembly comprising a transmission idler gear 28 engaged with the secondary shaft 12, the transmission idler gear 28 being engaged with an engine output shaft gear 29, a small pulley 30 on the engine output shaft driving a large pulley 31 through a transmission belt 32 to jointly rotate and output. The left and right crankshaft transmission gears arranged at both ends of the crankshaft are respectively engaged with the left and right clutch gears, cooperate with the magneto rotor, and can stably transmit power to the clutches, so that the vehicle can be normally driven in the locked state by cooperating with the control command. The crankshaft assembly of the transmission system can transmit power to the clutches, the main shaft and the secondary shaft cooperate with the gear shifting assembly, and the output transmission assembly transmits power through the transmission idler gear, the engine output shaft gear, the small pulley, the transmission belt and the large pulley to make the vehicle stably drive in the locked state.

[0035] A control method of a TCU low-speed lock system, comprising the following steps: S1. A collection assembly collects vehicle state information in a driving process. The vehicle state information includes prior data and vehicle driving conditions including a slope of the vehicle, a vehicle inclination angle and an acceleration; meanwhile, the ECU combines the suspension compression change signals output by the front and rear suspension stroke sensors of the vehicle, the frame stiffness, the center of gravity height and the suspension geometric parameters to calibrate the mapping relationship between the front and rear suspension pressures and the total load, and indirectly quantifies and outputs the total mass reference data of the vehicle.

[0036] S2. The TCU calculates target gears and speeds for ensuring smooth driving in different driving conditions. To realize the TCU low-speed lock technology, multiple systems need to cooperate: the vehicle IMU six-axis sensor senses the vehicle driving conditions, such as the slope of the vehicle, the vehicle inclination angle and the acceleration. The ECU combines the suspension compression change signals output by the front and rear suspension stroke sensors of the vehicle, the frame stiffness, the center of gravity height, the suspension geometric parameters and other prior data, calibrates the mapping relationship between the front and rear suspension pressures and the total load through experiments, and indirectly quantifies and outputs the total mass (including the driver and passengers) reference data of the vehicle. By sensing the specific parameters of the vehicle in different conditions or the driving habits in specific driving conditions, the TCU calculates the target gears and speeds for ensuring smooth driving according to the current data.

[0037] S3. TCU calculates the optimal lock point according to the target gear and speed and other vehicle dynamic information. TCU calculates the optimal lock point according to various sensors and other vehicle dynamic information, and synchronously adjusts the electric injection parameters such as fuel injection quantity and ignition angle in combination with ECU during the cooperative action of electric control clutch (the electric control clutch can complete semi-connection in a shorter time) and gear shifting motor (with higher gear engagement torque, ensuring faster gear engagement speed).

[0038] S4. During the cooperative action of electric control clutch and gear shifting motor, ECU synchronously adjusts the electric injection parameters.

[0039] The acquisition assembly can acquire vehicle state information, TCU can calculate the target gear and speed for smooth driving under different driving conditions, calculate the optimal lock point in combination with relevant information, and synchronously adjust the electric injection parameters in combination with ECU during the cooperative action of electric control clutch and gear shifting motor, so as to effectively control the TCU low-speed lock system and ensure smooth driving of the vehicle in the locked state.

[0040] The scene working condition of TCU low-speed lock is as follows: When descending a slope, the forces that force the vehicle to accelerate downward along the slope include the gravity component of the vehicle. The forces that force the vehicle to decelerate (not including brake operation) include the friction force of the slope road surface on the wheels, the air resistance of the vehicle, and the traction braking resistance of the vehicle engine. The low-speed lock of the vehicle is shown as follows: TCU calculates the total transmission ratio of the vehicle when the force that forces the vehicle to decelerate is greater than or equal to the force that forces the vehicle to accelerate downward along the slope, i.e. the optimal lock point gear, according to the current received various information (current vehicle speed, engine speed, vehicle tire rolling friction coefficient, wind resistance coefficient, total windward area of the vehicle, traction braking coefficient, air density, gravitational acceleration, total weight of the vehicle), in combination with some fixed constants and some experimentally calibrated data. Then TCU sends a gear down signal to control the electric control clutch motor to act, so that the clutch is separated. Then the gear shifting motor is controlled to act, driving the gear shifting drum to rotate, performing gear down and keeping the current gear locked. In this way, the traction braking resistance of the vehicle engine is adjusted to keep the vehicle at a constant speed or gradually decelerate. The current slope is collected by the six-axis sensor and sent to TCU in the form of CAN after local filtering of the sensor. The total mass of the vehicle: Where θ is the slope angle (obtained by converting the slope), m is the total mass of the vehicle, P f is the front shock pressure, P r is the rear shock pressure, A f is the front shock load conversion coefficient (obtained by experiment), A ris the rear shock load conversion coefficient (obtained by test calibration), φ is the front fork inclination angle (0 for vertical), LR is the rear suspension lever ratio, h is the height of the center of gravity, L is the wheelbase, a x is the slope acceleration (positive for forward movement), and g is the acceleration of gravity.

[0041] Core condition equation: Uniform speed driving equation (a x = 0) Deceleration driving equation (a x <0) wherein R is the solution target: the total transmission ratio of the required gear (crankshaft to large pulley), a x is the longitudinal acceleration, g is the acceleration of gravity, θ is the slope angle (θ = tan -1 f0 (slope percentage / 100)), c r is the rolling resistance coefficient, k e is the engine braking coefficient, n is the engine speed, m is the total mass of the vehicle, ρ is the air density, C d is the wind resistance coefficient, A is the windward area, and v is the vehicle speed.

[0042] To achieve low-speed crawling on a slope, the slope acceleration ax needs to be less than or equal to 0, that is, the total transmission ratio Rl of the lock gear needs to be equal to or slightly greater than the total transmission ratio R of the required gear (crankshaft to large pulley) (the greater the difference, the more obvious the effect of traction braking), that is, in the set S of total transmission ratios of all gears, the set T of total transmission ratios that are greater than or equal to the total transmission ratio R of the required gear, the minimum value min(T) in the set T is the total transmission ratio Rl of the lock gear. It is represented as T = {Rx ∈ S | Rx ≥ R}, Rl = min(T).

[0043] Embodiment 2 The TCU low-speed lock gear system provided in the embodiments of the present application includes a collection component, a control component, a gear shifting component, and a transmission system. The collection component is arranged in the vehicle body and the internal control area, and can collect vehicle state information during driving. The control component makes lock gear judgment and issues control instructions based on the collected information. The gear shifting component controls the gear position according to the control instructions. The transmission system realizes normal driving of the vehicle in the lock gear state in cooperation with the control instructions. The beneficial effects of accurate gear position control and meeting the demand for smooth driving of the vehicle under complex working conditions are achieved. This is because the collection component can comprehensively and accurately obtain vehicle state information, the control component makes accurate judgment and issues instructions based on the information, and the gear shifting component and the transmission system work cooperatively according to the instructions, so that accurate gear position control is realized.

[0044] Specifically, the collection component includes a gear sensor arranged between the left gear shift drum and the right gear shift drum, a wheel speed sensor arranged on the output component, a throttle stroke sensor arranged on the throttle handle, a brake stroke sensor arranged on the brake handle, and further includes a six-axis sensor, an engine speed sensor, and a pressure sensor. The gear sensor can be a Hall gear sensor, which determines the gear position by detecting changes in the magnetic field, has the characteristics of high precision and fast response, or can be an optical gear sensor, which detects the gear position by light reflection or shielding. The wheel speed sensor can be an electromagnetic induction wheel speed sensor, which detects the wheel speed using electromagnetic induction principle, or can be a Hall wheel speed sensor. The throttle stroke sensor can be a potentiometer throttle stroke sensor, which determines the throttle opening by detecting changes in the potential, or can be a Hall throttle stroke sensor. The brake stroke sensor can be a pull-wire brake stroke sensor, which detects the brake stroke by the displacement of the pull wire, or can be an electronic brake stroke sensor. The six-axis sensor can detect real-time vehicle acceleration and angular velocity information, the engine speed sensor can detect the engine speed, and the pressure sensor can detect the pressure of the relevant parts of the vehicle. These sensors cooperate with each other to comprehensively collect vehicle state information.

[0045] Specifically, the control component includes a vehicle ECU, a vehicle TCU, and left gear shift motor, right gear shift motor, right electrically controlled clutch motor, left electrically controlled clutch motor, and ABS controller connected thereto. The right electrically controlled clutch motor is connected to the gear shift component through the right clutch, and the left electrically controlled clutch motor is connected to the gear shift component through the left clutch. The vehicle ECU can use a single-chip microcomputer as the core control unit, which has the characteristics of fast operation speed and high reliability, or can use a programmable logic controller. The vehicle TCU can be a dedicated automobile control chip or a processor based on ARM architecture. The left gear shift motor and the right gear shift motor can be a stepper motor, which can accurately control the rotation angle, or can be a servo motor. The right electrically controlled clutch motor and the left electrically controlled clutch motor can be a direct current motor, which is convenient to control, or can be an alternating current motor. The ABS controller can use an integrated control module or a controller based on FPGA. The vehicle ECU and the vehicle TCU make gear locking judgments according to the information transmitted by the collection component, and then control the actions of the left gear shift motor, the right gear shift motor, the right electrically controlled clutch motor, and the left electrically controlled clutch motor to realize the control of the gear shift component.

[0046] Specifically, the gear shifting assembly includes a left gear shifting motor output gear arranged at an output end of a left gear shifting motor, a left gear shifting motor idle gear and a left gear shifting drum gear on a left gear shifting drum which are sequentially meshed and connected with the left gear shifting motor output gear; a right gear shifting motor output gear arranged at an output end of a right gear shifting motor, a right gear shifting motor idle gear and a right gear shifting drum gear on a right gear shifting drum which are sequentially meshed and connected with the right gear shifting motor output gear; and gear shifting forks one, two, three and four which are sequentially arranged. The left gear shifting motor output gear and the right gear shifting motor output gear can be cylindrical gears, having the characteristics of high transmission efficiency, or be bevel gears. The left gear shifting motor idle gear and the right gear shifting motor idle gear serve to transmit and change the transmission direction. The left gear shifting drum and the right gear shifting drum can be drum-shaped structures, having specific grooves on the surfaces for controlling the actions of the gear shifting forks. The gear shifting forks can be made of metal, having certain strength and wear resistance, and through the cooperation with the left gear shifting drum and the right gear shifting drum, the gear shifting is realized.

[0047] Specifically, the transmission system includes a crankshaft assembly, the crankshaft assembly including a crankshaft and crankshaft left transmission gears and crankshaft right transmission gears arranged at both ends of the crankshaft, the crankshaft being connected with a magneto rotor, the left transmission gears being meshed with left clutch gears of a left clutch, and the right transmission gears being meshed with right clutch gears of a right clutch. The transmission system further includes a main shaft and a secondary shaft which cooperate with the gear shifting assembly, and an output transmission assembly, the output transmission assembly including transmission idle gears which are meshed with secondary shaft gears, the transmission idle gears being meshed with engine output shaft gears, and a small pulley on the engine output shaft driving a large pulley through a transmission belt to rotate together and output. The crankshaft can be a forged crankshaft, having high strength and toughness, or a cast crankshaft. The crankshaft left transmission gears and the crankshaft right transmission gears can be helical gears, stably transmitting, or be straight gears. The main shaft and the secondary shaft can be solid shafts or hollow shafts. The transmission idle gears and the engine output shaft gears can be cylindrical gears. Through the cooperation of these components, the vehicle is normally driven in the locked state under the control of the control instructions.

[0048] The implementation principle of the embodiment is that the TCU low-speed locking system of the embodiment comprehensively collects vehicle state information through a collection assembly, accurately judges and issues control instructions according to the information through a control assembly, and cooperatively works according to the instructions through a gear shifting assembly and a transmission system, thereby realizing accurate gear control. Compared with the traditional gear control technology, the TCU low-speed locking system can better adapt to complex driving conditions, avoids the problems of high skill requirement of manual gear shifting and inaccurate gear adjustment of automatic gear shifting in complex conditions, improves the performance, safety and driving experience of the vehicle, meets the demand of smooth driving of the vehicle in complex conditions, and has significant improvement and contribution to the existing technology.

[0049] A control method of a TCU low-speed locking system, including the following steps: S1. The acquisition component acquires vehicle state information during driving. The vehicle state information includes prior data and vehicle driving conditions including the slope of the vehicle, the vehicle inclination angle and acceleration; meanwhile, the ECU uses the suspension compression change signals output by the front and rear suspension travel sensors to combine with the frame stiffness, the center of gravity height, the suspension geometry parameters to calibrate the mapping relationship between the front and rear suspension pressure and the total load, and indirectly quantify and output the total mass reference data of the vehicle. During the acquisition process, the gear sensor, wheel speed sensor, throttle travel sensor, brake travel sensor, six-axis sensor, engine speed sensor and pressure sensor work together to comprehensively obtain the vehicle state information. The prior data can be experience data accumulated during the previous driving process of the vehicle and stored in the database of the vehicle. The slope of the vehicle can be calculated by detecting the inclination angle of the vehicle through the six-axis sensor, and the vehicle inclination angle and acceleration are also detected in real time by the six-axis sensor. The suspension travel sensor can be a displacement sensor that outputs signals by detecting the compression change of the suspension, and the ECU calculates the total mass reference data of the vehicle according to these signals and related parameters.

[0050] S2. The TCU calculates the target gear and speed to ensure smooth driving under different driving conditions. The TCU calculates the target gear and speed to ensure smooth driving according to the current data by sensing the specific parameters of the vehicle under different conditions or the driving habits under specific driving conditions. The TCU can calculate the appropriate target gear and speed by analyzing the power demand and driving stability requirements of the vehicle under different driving conditions according to the acquired vehicle state information, combined with the preset algorithm and model. For example, under the climbing condition, the TCU calculates the target gear and appropriate driving speed that can provide sufficient power according to the slope, total mass of the vehicle and other information.

[0051] S3. The TCU calculates the optimal lock point by combining the target gear and speed with other vehicle dynamic information. The optimal lock point gear is specifically the total transmission ratio of the vehicle when the force to force the vehicle to decelerate is greater than or equal to the force to force the vehicle to accelerate down the slope. The TCU considers the target gear, speed and other dynamic information such as vehicle acceleration and wheel speed, and determines the optimal lock point through complex calculation and analysis. During the calculation process, knowledge and algorithms of vehicle dynamics, mechanics and other aspects are involved.

[0052] S4. During the coordinated action of the electric control clutch and the gear shifting motor, the ECU synchronously adjusts the electronic injection parameters. During the shifting process, the electric control clutch motor and the gear shifting motor work together to realize the switching of the gear. At the same time, the ECU synchronously adjusts the electronic injection parameters such as injection time and injection amount according to the shifting condition and vehicle state information to ensure that the power output of the engine matches the gear shifting, so that the vehicle drives more smoothly.

[0053] The implementation principle of the embodiment is that the control method of the embodiment collects comprehensive vehicle state information, the TCU performs accurate calculation and judgment to determine the target gear, speed and optimal lock gear point, and adjusts the electronic injection parameters in combination with the ECU during gear shifting. This method can realize accurate gear control and power output adjustment according to the actual driving conditions and state of the vehicle, avoid the shortcomings of traditional gear control technology under complex conditions, and improve the performance and driving experience of the vehicle, which has obvious improvement and contribution to the prior art.

[0054] Example Three Under downhill conditions, the total mass of the vehicle is 300 kg, the TCU determines that the road slope on which the vehicle travels is 18% according to the six-axis sensor, there is a proper brake action before entering the slope, the entering speed is 55 km / h, the rolling resistance coefficient of the vehicle tire is 0.02, the total windward area of the vehicle is 0.63 m 2 , the current air resistance coefficient is 0.68, the air density is 1.22 kg / m 3 , the gravitational acceleration is 9.81 m / s 2 , the rolling resistance coefficient is 0.02, and the current engine speed is 4500 rpm. After calculation by the TCU, it is determined that in order to keep the vehicle speed less than or equal to 55 km / h downhill, the total transmission ratio needs to be greater than or equal to 13 (the total transmission ratio of first gear is 16, and the total transmission ratio of second gear is 12). At this time, the system automatically shifts to first gear and keeps the lock according to the calculation result.

[0055] Under the condition of crowded slow-moving roads, when the similar operation of "start-up oil supplementing → sliding → brake deceleration → parking and waiting" is monitored to circulate multiple times in unit time, the vehicle ECU calculates the average speed in multiple cycles of operation. The TCU calculates the optimal lock gear point according to the calculated speed, the current gear, the real-time load of the front and rear wheels of the vehicle and some given constant coefficients, and gives the optimal lock gear point after processing and calculation, and sends a gear shifting signal to control the action of the electric control clutch motor to separate the clutch. Then control the action of the gear shifting motor to drive the gear shifting drum to rotate, shift gears and keep the current gear locked, so as to keep the stable speed and reduce the speed mutation.

[0056] Example Four In the crowded road, the ECU calculates the vehicle's time from the first stop to the second start, to the second stop, to the third start, and to the third stop, which takes 6.3s and travels 51.5m. The second stop takes 3s, and the time from the second stop to the third start is 7.6s, and the vehicle travels 56.2m. The two "start → slide → decelerate and stop → wait" cycles meet the predetermined mode, and the TCU low-speed lock operation in the crowded road condition is started. The ECU calculates the average speed of the vehicle during the monitoring period, which is about 23km / h, and sends the result to the TCU in the form of CAN. The TCU matches the target to the first gear according to the speed, and sends the gear shifting execution information in the form of CAN again. The clutch motor controls the clutch to disconnect, and the gear shifting motor switches the gear to the first gear, and then the clutch is closed. At this time, the vehicle will remain in the first gear and travel slowly in the first gear speed range.

[0057] In the curved road condition, the TCU determines whether it is in the entry curve condition by monitoring the yaw rate and lateral acceleration obtained from the six-axis sensor (when the yaw rate is greater than or equal to x, and the lateral acceleration is greater than or equal to x). When it is in the entry curve condition, the TCU low-speed lock gear curve mode is started, the vehicle will lock the current entry curve gear, and the ECU will limit the oil collection action instruction in the curve (i.e. ignore the oil collection instruction of the vehicle throttle travel sensor in the curve), and keep the throttle stable in the curve mode. Ensure that there is no factor to increase the engine braking power in the curved road condition.

[0058] The specific embodiments described herein are merely illustrative of the spirit of the present application. The above embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it cannot be understood as a limitation on the protection scope of the present application. It should be noted that those skilled in the art can make various modifications or supplements to the described specific embodiments or use similar ways to replace them, but it will not deviate from the spirit of the present application or exceed the scope defined by the appended claims. For those skilled in the art, without departing from the concept of the present application, various modifications and improvements can be made. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A TCU low-speed lock system, characterized in that: include: The acquisition component is installed in the vehicle body and internal control area to collect vehicle status information during driving; The control component makes gear lock judgments and issues control instructions based on the collected information; The gear shift component controls the gear position according to the control command; The transmission system cooperates with the control instructions to ensure normal driving of the vehicle in the locked gear state.

2. The TCU low-speed lock system according to claim 1, characterized in that: The control component includes a vehicle ECU (37), a vehicle TCU (38), and a left gear shift motor (14), a right gear shift motor (13), a right electronically controlled clutch motor (9), a left electronically controlled clutch motor (10), and an ABS controller (42) connected thereto. The right electronically controlled clutch motor (9) is connected to the gear shift component via a right clutch (8), and the left electronically controlled clutch motor (10) is connected to the gear shift component via a left clutch (7).

3. The TCU low-speed lock system according to claim 1, characterized in that: The transmission system includes a crankshaft assembly, which includes a crankshaft and a left crankshaft transmission gear and a right crankshaft transmission gear arranged at both ends of the crankshaft. The crankshaft is connected to the magneto rotor, the left transmission gear is engaged with the left clutch gear of the left clutch, and the right transmission gear is engaged with the right clutch gear of the right clutch.

4. The TCU low-speed lock system according to claim 3, characterized in that: The transmission system further comprises a main shaft (11), a secondary shaft (12), and an output transmission assembly that cooperate with the shift assembly. The output transmission assembly comprises a transmission idler tooth (28) meshed with the gear of the secondary shaft (12). The transmission idler tooth (28) meshes with the engine output shaft gear (29). The small pulley (30) on the engine output shaft drives the large pulley (31) through the transmission belt (32) to rotate and output together.

5. The TCU low-speed lock system according to claim 1, characterized in that: The shift assembly comprises a left shift motor output gear (18) provided at the output end of the left shift motor, a left shift motor idler gear (19) meshed and connected with the left shift motor output gear (18) in sequence, and a left shift drum gear (20) on the left shift drum (21); a right shift motor output gear (15) provided at the output end of the right shift motor, a right shift motor idler gear (16) meshed and connected with the right shift motor output gear (15) in sequence, and a right shift drum gear (17) on the right shift drum (22), and further comprises a shift fork 1 (24), a shift fork 2 (25), a shift fork 3 (26), and a shift fork 4 (27) arranged in sequence.

6. The TCU low-speed lock system according to claim 1, characterized in that: The acquisition component includes a gear position sensor (23) arranged between the left gear shift drum (21) and the right gear shift drum (22), a wheel speed sensor (33) arranged on the output component, a throttle stroke sensor (40) arranged on the throttle handle (41), a brake stroke sensor (36) arranged on the brake handle (35), and also includes a six-axis sensor (34), an engine speed sensor (39) and a pressure sensor (43).

7. A control method for a TCU low-speed lock system, characterized in that: The following steps are involved: S1. The acquisition component collects vehicle status information during driving; S2.TCU calculates the target gear and speed to ensure smooth driving under different driving conditions; S3. The TCU calculates the optimal lock point based on the target gear position, speed, and other vehicle dynamic information. S4. During the coordinated operation of the electronically controlled clutch and the gear shift motor, the joint ECU synchronously adjusts the electronic fuel injection parameters.

8. The method for controlling a TCU low-speed lock system according to claim 7, characterized in that: The vehicle status information in step S1 includes prior data and vehicle driving conditions including the vehicle's slope, vehicle inclination angle, and acceleration; at the same time, the ECU uses the suspension compression change signals output by the vehicle's front and rear suspension travel sensors, respectively, combined with the frame stiffness, center of gravity height, and suspension geometry parameters, to calibrate the mapping relationship between the vehicle's front and rear suspension pressures and total load, and indirectly quantify and output the vehicle's total mass reference data.

9. The method for controlling a TCU low-speed lock system according to claim 7, characterized in that: The step S2 senses specific vehicle parameters under different working conditions or driving habits under specific driving conditions, and the TCU calculates the target gear and speed to ensure smooth driving based on the current data.

10. A method for controlling a TCU low-speed lock system according to step S3 of claim 7 or 8, characterized in that: The optimal lock point gear position is specifically a total vehicle transmission ratio when the force forcing the vehicle to decelerate is greater than or equal to the force forcing the vehicle to accelerate downward along the slope.

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