A TCU low speed lock system and method

Abstract

The present application relates to the technical field of vehicle control, and discloses a TCU low-speed lock system and method, which preliminarily predicts the deceleration expectation of a driver when downhill driving by sensing different brake strokes and brake forces, fuses the slope + wheel speed / rotation speed signals detected by an IMU in real time, dynamically calculates a target gear by a TCU according to various sensors and other vehicle information, automatically calculates an optimal lock point, and synchronously adjusts fuel injection quantity, ignition angle and other electronic injection parameters by a joint ECU during the collaborative action of an electric control clutch and a gear shifting motor, so as to realize multi-system collaborative control, reduce brake load, reduce brake disc temperature rising speed, prolong the service life of the brake disc, greatly improve the engine braking efficiency, smooth the downshift and lock processes, improve the driving stability of the vehicle on a curve, improve the fuel economy of the vehicle and optimize the driving experience.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a TCU low-speed locking system and method. Background Technology

[0002] Data shows that traditional motorcycles require frequent manual downshifting and braking when going downhill, which leads to: the risk of overheating of the braking system during manual downhill braking, such as brake fade, which can cause brake failure in severe cases; insufficient engine speed utilization (only 30% of models will actively downshift); and drivers who lack driving experience or cannot timely grasp road conditions and vehicle conditions are prone to improper operation that can cause accidents.

[0003] Traditional vehicles may not have enough time to slow down before entering a curve due to excessive speed, and shifting gears while entering the curve can cause the vehicle to lose balance.

[0004] When traditional vehicles are driving on congested and slow-moving roads, they need to frequently shift gears manually according to road conditions, resulting in a lower overall driving smoothness.

[0005] Chinese patent document CN103241124A discloses a "vehicle gear-limiting low-speed control method." It includes a gear-limiting low-speed control system, comprising a speed-limiting key, a linear motor, an electric operating mechanism, a gear position sensor, a speed sensor, a controller, a voice prompt, and a gear position indicator light. The gear-limiting low-speed control method involves: activating the speed-limiting key, locking (and resetting) the clutch release bearing based on the transmission gear position sensor signal to lock gears two through five, making only first gear and reverse gear active, and playing a voice prompt and illuminating the gear position indicator light to remind the driver to drive the vehicle correctly. However, this technical solution does not consider obtaining the expected downhill speed to calculate the optimal gear-locking point, nor does it consider the coordination of the clutch, motor, and other components, as well as the electronic fuel injection parameters, during gear locking. Summary of the Invention

[0006] This invention primarily addresses the technical problems of existing methods that fail to consider the expected downhill speed when calculating the optimal gear lock point, and also neglect the coordination of clutch, motor, and other components, as well as electronic fuel injection parameters, during gear lock. It provides a TCU low-speed gear lock system and method that preliminarily predicts the driver's deceleration expectations during downhill driving by sensing different braking strokes and braking forces. The IMU (Integrated Measurement Unit) performs real-time detection of gradient and wheel speed / rotation speed signals, and the TCU dynamically calculates the target gear based on various sensors and other vehicle information, automatically calculating the optimal gear lock point. During the coordinated operation of the electronically controlled clutch and gear shift motor, it works in conjunction with the ECU to synchronously adjust electronic fuel injection parameters such as fuel injection quantity and ignition angle, achieving multi-system coordinated control. This reduces braking load, slows brake disc temperature rise, extends brake disc lifespan, significantly improves engine braking efficiency, ensures smooth downshifting and gear lock processes, enhances vehicle cornering stability, improves fuel economy, and optimizes the driving experience.

[0007] The above-mentioned technical problems of the present invention are mainly solved by the following technical solutions:

[0008] A TCU low-speed locking system includes:

[0009] The data acquisition component is installed on the vehicle body and in the internal control area to collect vehicle status information during driving.

[0010] The control component determines the locking position based on the collected information and issues control commands.

[0011] The gear shifting assembly controls the gear position according to control commands.

[0012] The transmission system, in conjunction with control commands, enables the vehicle to operate normally in locked gear.

[0013] The data acquisition component can collect vehicle status information to provide a basis for the control component to make judgments; the control component makes a gear lock judgment based on the collected information and issues a command; the gear shifting component controls the gear according to the command; the transmission system cooperates with the command to enable the vehicle to drive normally in the gear lock state, realizing the low-speed gear lock function of the vehicle.

[0014] Preferably, the control component includes a vehicle ECU, a vehicle TCU, and connected to them a left shift motor, a right shift motor, a right electronic clutch motor, a left electronic clutch motor, and an ABS controller. The right electronic clutch motor is connected to the shift assembly via a right clutch, and the left electronic clutch motor is connected to the shift assembly via a left clutch. The vehicle ECU and vehicle TCU in the control component can determine gear lock based on collected information. The left shift motor, right shift motor, right electronic clutch motor, left electronic clutch motor, and ABS controller cooperate to issue control commands. The right electronic clutch motor is connected to the shift assembly via a right clutch, and the left electronic clutch motor is connected to the shift assembly via a left clutch, which can accurately control the shift assembly to control the gear position, and cooperate with the transmission system to enable the vehicle to drive normally in the locked gear state.

[0015] Preferably, the transmission system includes a crankshaft assembly, which includes a crankshaft and left and right crankshaft drive gears located at both ends of the crankshaft. The crankshaft is connected to a magneto rotor. The left drive gear meshes with the left clutch gear of the left clutch, and the right drive gear meshes with the right clutch gear of the right clutch. The left and right crankshaft drive gears located at both ends of the crankshaft mesh with the gears of the left and right clutches, respectively. In conjunction with the magneto rotor, power can be stably transmitted to the clutches, and with the help of control commands, the vehicle can operate normally in locked gear.

[0016] Preferably, the transmission system further includes a main shaft and a countershaft that cooperate with the shift assembly, as well as an output transmission assembly. The output transmission assembly includes a transmission idler gear that meshes with the countershaft gear. The transmission idler gear meshes with the engine output shaft gear. A small pulley on the engine output shaft drives a large pulley to rotate together via a transmission belt for output. The crankshaft assembly of the transmission system can transmit power to the clutch. The main shaft, countershaft, and shift assembly cooperate with the output transmission assembly to output power through the transmission idler gear, the engine output shaft gear, the small pulley, the transmission belt, and the large pulley, enabling the vehicle to drive stably in locked gear.

[0017] Preferably, the shifting assembly includes a left shift motor output gear located at the output end of the left shift motor, a left shift motor idler gear and a left shift drum gear on the left shift drum that are sequentially meshed with the left shift motor output gear; a right shift motor output gear located at the output end of the right shift motor, a right shift motor idler gear and a right shift drum gear on the right shift drum that are sequentially meshed with the right shift motor output gear; and shift forks one, two, three, and four arranged sequentially. The arrangement of the left shift motor output gear, left shift motor idler gear, left shift drum gear, right shift motor output gear, right shift motor idler gear, right shift drum gear, and shift forks in the shifting assembly enables more accurate and effective gear control.

[0018] Preferably, the data acquisition components include a gear position sensor positioned between the left and right shift drums, a wheel speed sensor on the output assembly, a throttle travel sensor on the accelerator lever, and a brake travel sensor on the brake lever. They also include a six-axis sensor, an engine speed sensor, and a pressure sensor. The gear position sensor between the left and right shift drums acquires gear position information; the wheel speed sensor on the output assembly acquires vehicle wheel speed information; the throttle travel sensor on the accelerator lever acquires throttle travel information; the brake travel sensor on the brake lever acquires brake travel information; the six-axis sensor acquires information such as vehicle tilt and acceleration; the engine speed sensor acquires engine speed information; and the pressure sensor acquires relevant pressure information. These sensors comprehensively acquire vehicle status information during driving, providing accurate data support for subsequent gear lock determination and control.

[0019] A control method for a TCU low-speed locking system includes the following steps:

[0020] S1. The data acquisition component collects vehicle status information during the driving process;

[0021] S2.TCU calculates the target gear and speed to ensure smooth driving under different driving conditions;

[0022] S3.TCU combines the target gear and speed with other vehicle dynamic information to calculate the optimal gear lock point;

[0023] S4. During the coordinated operation of the electronically controlled clutch and the shift motor, the electronic fuel injection parameters are adjusted synchronously in conjunction with the ECU.

[0024] The data acquisition component can collect vehicle status information. The TCU can calculate the target gear and speed for smooth driving under different driving conditions, combine relevant information to calculate the optimal lock point, and coordinate with the ECU to adjust the electronic fuel injection parameters in tandem when the electronic clutch and gear shift motor work together, so as to achieve effective control of the TCU low-speed lock system and ensure smooth driving of the vehicle in the lock state.

[0025] Preferably, the vehicle status information in step S1 includes prior data and vehicle driving conditions including the vehicle's slope, tilt angle, and acceleration; at the same time, the ECU uses the suspension compression change signals output by the front and rear suspension travel sensors of the vehicle, combined with the frame stiffness, center of gravity height, and suspension geometry parameters, to calibrate the mapping relationship between the front and rear suspension pressures and the total load of the vehicle, and indirectly quantifies and outputs the total mass reference data of the vehicle.

[0026] Preferably, step S2 involves sensing specific vehicle parameters under different operating conditions or driving habits under specific driving situations. Based on the current data, the TCU calculates the target gear and speed to ensure smooth driving. Implementing the TCU low-speed locking technology requires multi-system collaboration: the vehicle's IMU six-axis sensor senses the vehicle's driving conditions, such as the vehicle's slope, tilt angle, and acceleration. The ECU uses the suspension compression change signals output by the front and rear suspension travel sensors, combined with prior data such as frame stiffness, center of gravity height, and suspension geometry, to experimentally calibrate the mapping relationship between the vehicle's front and rear suspension pressures and total load, thereby indirectly quantifying and outputting reference data for the vehicle's total mass (including occupants).

[0027] Preferably, the optimal locking point gear is 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 downhill.

[0028] By sensing specific vehicle parameters under different operating conditions or driving habits under specific driving situations, the TCU calculates the target gear and speed to ensure smooth driving based on current data. The TCU automatically calculates the optimal gear lock point based on various sensors and other vehicle dynamic information, and during the coordinated operation of the electronically controlled clutch (which can complete the semi-engagement in a shorter time) and the gear shift motor (which has higher shift torque to ensure faster gear engagement speed), it works with the ECU to synchronously adjust electronic fuel injection parameters such as fuel injection quantity and ignition timing.

[0029] The beneficial effects of this invention are: reducing braking load; reducing the rate of brake disc heating and extending the life cycle of brake discs; significantly improving engine braking efficiency; ensuring smooth downshifting and locking processes; improving vehicle cornering stability; improving vehicle fuel economy; and providing a good driving experience for drivers and passengers. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of an overall installation architecture of the present invention.

[0031] Figure 2 This is a schematic diagram illustrating the working principle of the present invention.

[0032] Figure 3 This is a flowchart of the present invention.

[0033] Figure 4 This is a schematic diagram of the control principle of the present invention.

[0034] In the diagram: 1. Engine crankshaft; 2. Left crankshaft drive gear; 3. Right crankshaft drive gear; 4. Magneto rotor; 5. Left clutch gear; 6. Right clutch gear; 7. Left clutch; 8. Right clutch; 9. Right clutch actuating motor; 10. Left clutch actuating motor; 11. Main shaft; 12. Countershaft; 13. Right shift motor; 14. Left shift motor; 15. Right shift motor output gear; 16. Right shift motor idler gear; 17. Right shift drum gear; 18. Left shift motor output gear; 19. Left shift motor idler gear; 20. Left shift drum gear; 21. 21. Left shift drum; 22. Right shift drum; 23. Gear position sensor; 24. Shift fork 1; 25. Shift fork 2; 26. Shift fork 3; 27. Shift fork 4; 28. Drive idler gear; 29. ​​Engine output shaft gear; 30. Small pulley; 31. Large pulley; 32. Drive belt; 33. Wheel speed sensor; 34. Six-axis sensor; 35. Brake lever; 36. Brake travel sensor; 37. Vehicle ECU; 38. Vehicle TCU; 39. Engine speed sensor; 40. Throttle travel sensor; 41. Throttle lever; 42. ABS controller; 43. Pressure sensor. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this application will be further described in detail below through embodiments and in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only one preferred embodiment of this application and are only used to explain this application. They do not limit the scope of protection of this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0036] The technical solution of the present invention will be further described in detail below through embodiments and in conjunction with the accompanying drawings.

[0037] Example: This example describes a TCU low-speed locking system and method, such as... Figure 1 As shown, the system includes a data acquisition component installed in the vehicle body and interior control area to collect vehicle status information during driving. The data acquisition component includes a gear position sensor 23 installed between the left and right gear shift drums 21 and 22, a wheel speed sensor 33 installed on the output component, a throttle travel sensor 40 installed on the throttle lever 41, a brake travel sensor 36 installed on the brake lever 35, and also includes a six-axis sensor 34, an engine speed sensor 39, and a pressure sensor 43.

[0038] The gear position sensor located between the left and right shift drums can collect gear position information; the wheel speed sensor located on the output assembly can collect vehicle wheel speed information; the throttle travel sensor located on the throttle lever can collect throttle travel information; the brake travel sensor located on the brake lever can collect brake travel information; the six-axis sensor can collect information such as vehicle tilt and acceleration; the engine speed sensor can collect engine speed information; and the pressure sensor can collect relevant pressure information. These sensors can comprehensively collect vehicle status information during driving, providing accurate data support for subsequent gear lock judgment and control.

[0039] The control component determines the gear lock based on the collected information and issues control commands. The control component includes the vehicle ECU 37, the vehicle TCU 38, and the left shift motor 14, the right shift motor 13, the right electronic clutch motor 9, the left electronic clutch motor 10, and the ABS controller 42 connected to them. The right electronic clutch motor 9 is connected to the shift component via the right clutch 8, and the left electronic clutch motor 10 is connected to the shift component via the left clutch 7.

[0040] The vehicle ECU and vehicle TCU in the control component can determine the gear lock based on the collected information. The left shift motor, right shift motor, right electronic clutch motor, left electronic clutch motor and ABS controller work together to issue control commands. The right electronic clutch motor is connected to the shift component via the right clutch and the left electronic clutch motor is connected to the left clutch. The shift component can accurately control the gear position and work with the transmission system to enable the vehicle to drive normally in the gear lock state.

[0041] The shift assembly controls the gear position according to control commands. The shift assembly includes a left shift motor output gear 18 located at the output end of the left shift motor, a left shift motor idler gear 19 and a left shift drum gear 20 on the left shift drum 21 that are sequentially meshed with the left shift motor output gear 18; a right shift motor output gear 15 located at the output end of the right shift motor, a right shift motor idler gear 16 and a right shift drum gear 17 on the right shift drum 22 that are sequentially meshed with the right shift motor output gear 15; and shift forks 1-24, 25, 26, and 27 arranged sequentially.

[0042] The transmission system, in conjunction with control commands, enables the vehicle to operate normally in locked gear. The transmission system includes a crankshaft assembly, which comprises a crankshaft and left and right crankshaft drive gears located at both ends of the crankshaft. The crankshaft is connected to a magneto rotor. The left drive gear meshes with the left clutch gear of the left clutch, and the right drive gear meshes with the right clutch gear of the right clutch.

[0043] The transmission system also includes a main shaft 11 and a countershaft 12 that cooperate with the shift assembly, as well as an output transmission assembly. The output transmission assembly includes a transmission idler gear 28 that meshes with the gear on the countershaft 12. The transmission idler gear 28 meshes with the engine output shaft gear 29. The small pulley 30 on the engine output shaft drives the large pulley 31 to rotate together via the transmission belt 32 for output. The crankshaft left and right transmission gears located at both ends of the crankshaft mesh with the gears of the left and right clutches, respectively. In conjunction with the magneto rotor, power can be stably transmitted to the clutches, and with the control commands, the vehicle can drive normally in the locked gear state. The crankshaft assembly of the transmission system can transmit power to the clutches. The main shaft, countershaft, and shift assembly cooperate with the output transmission assembly to output power through the transmission idler gear, the engine output shaft gear, the small pulley, the transmission belt, and the large pulley, enabling the vehicle to drive stably in the locked gear state.

[0044] A control method for a TCU low-speed locking system includes the following steps:

[0045] S1. The data acquisition component collects vehicle status information during the driving process. The vehicle status information includes prior data, as well as vehicle driving conditions including the vehicle's slope, tilt angle, and acceleration. At the same time, the ECU uses the suspension compression change signals output by the front and rear suspension travel sensors, combined with the frame stiffness, center of gravity height, and suspension geometry parameters, to calibrate the mapping relationship between the front and rear suspension pressures and the total load, indirectly quantifying and outputting the vehicle's total mass reference data.

[0046] S2.TCU calculates the target gear and speed for stable driving under different driving conditions. Implementing TCU low-speed gear locking technology requires multi-system collaboration: the vehicle's IMU six-axis sensor senses the vehicle's driving conditions, such as the vehicle's slope, tilt angle, and acceleration. The ECU uses suspension compression change signals output from the front and rear suspension travel sensors, combined with prior data such as frame stiffness, center of gravity height, and suspension geometry, to experimentally calibrate the mapping relationship between the vehicle's front and rear suspension pressures and total load, indirectly quantifying and outputting reference data for the vehicle's total mass (including occupants). By sensing specific vehicle parameters under different driving conditions or driving habits under specific driving situations, the TCU calculates the target gear and speed for stable driving based on the current data.

[0047] The S3.TCU calculates the optimal gear lock point by combining the target gear position, speed, and other vehicle dynamic information. The TCU automatically calculates the optimal gear lock point based on various sensors and other vehicle dynamic information, and during the coordinated operation of the electronically controlled clutch (which can complete the semi-engagement in a shorter time) and the gear shift motor (which has higher engagement torque to ensure faster gear engagement speed), it works with the ECU to synchronously adjust the fuel injection quantity, ignition angle, and other electronic fuel injection parameters.

[0048] S4. During the coordinated operation of the electronically controlled clutch and the shift motor, the electronic fuel injection parameters are adjusted synchronously in conjunction with the ECU.

[0049] The data acquisition component can collect vehicle status information. The TCU can calculate the target gear and speed for smooth driving under different driving conditions, combine relevant information to calculate the optimal lock point, and coordinate with the ECU to adjust the electronic fuel injection parameters in tandem when the electronic clutch and gear shift motor work together, so as to achieve effective control of the TCU low-speed lock system and ensure smooth driving of the vehicle in the lock state.

[0050] The following are the operating conditions for TCU low-speed locked-gear access:

[0051] When going downhill, the forces that force a vehicle to accelerate downhill include the gravitational component acting on the vehicle. The forces that force a vehicle to decelerate (excluding braking) include the frictional force of the road surface on the wheels, air resistance, and the traction and braking resistance of the vehicle's engine. Low-speed gear locking is achieved by the TCU processing and calculating various received information (current vehicle speed, engine speed, tire rolling friction coefficient, drag coefficient, total frontal area, traction and braking coefficient, air density, gravitational acceleration, and total vehicle weight), combined with some fixed constants and experimentally calibrated data, to determine the optimal gear ratio at which the force for deceleration is greater than or equal to the force for acceleration downhill. The TCU then sends a downshift signal, controlling the electronic clutch motor to disengage the clutch. Next, it controls the shift motor to rotate the shift drum, downshifting and maintaining the current gear locked. This adjusts the traction and braking resistance of the vehicle's engine, allowing the vehicle to maintain a constant speed or gradually decelerate. The current slope is acquired by a six-axis sensor, filtered locally, and then transmitted to the TCU via CAN. Vehicle gross weight:

[0052]

[0053] Where θ is the slope angle (obtained from slope conversion), m is the total mass of the vehicle, and P f For front shock absorber pressure, P r For rear shock absorption pressure, A f A is the front damping load conversion factor (obtained from test calibration). rφ is the rear shock absorber load conversion factor (obtained through test calibration), φ is the fork camber angle (vertical is 0), LR is the rear suspension lever ratio, h is the center of gravity height, L is the wheelbase, and a is the rear shock absorber load conversion factor (obtained through test calibration). x ρ is the slope acceleration (positive for forward motion), and g is the gravitational acceleration.

[0054] Core condition equations:

[0055]

[0056] Equation of uniform speed travel (a) x =0)

[0057]

[0058] Deceleration Equation (a) x <0)

[0059]

[0060] Where R is the objective to be solved: the required overall gear ratio (crankshaft to large pulley), a x Let g be the longitudinal acceleration, g be the gravitational acceleration, and θ be the slope angle (θ = tanθ). -1 f0(slope percentage / 100)), c r k is the rolling resistance coefficient. e Where n is the engine braking coefficient, m is the engine speed, ρ is the vehicle's total mass, and C is the air density. d denoted as drag coefficient, A as frontal area, and v as vehicle speed.

[0061] To achieve slow, gentle driving on a slope, the acceleration along the slope, ax, must be less than or equal to 0. This means the total gear ratio Rl of the locked gear must be equal to or slightly greater than the required total gear ratio (crankshaft to large pulley) R (the larger the difference, the more pronounced the traction braking effect). Specifically, the set T of all total gear ratios S that are greater than or equal to the required total gear ratio R is the minimum value min(T) in set T. This is represented as T = {Rx∈S | Rx≥R}, Rl = min(T).

[0062] Example 2

[0063] This application provides a TCU low-speed gear locking system, including a data acquisition component, a control component, a gear shifting component, and a transmission system. The data acquisition component is located in the vehicle body and internal control area, and can collect vehicle status information during driving. The control component determines gear locking based on the collected information and issues control commands. The gear shifting component controls the gear position according to the control commands. The transmission system cooperates with the control commands to ensure normal vehicle operation under locked gear conditions, achieving precise gear control and meeting the need for smooth vehicle operation under complex conditions. This is because the data acquisition component can comprehensively and accurately acquire vehicle status information, the control component makes precise judgments and issues commands based on this information, and the gear shifting component and transmission system work together according to the commands to achieve precise gear control.

[0064] Specifically, the data acquisition components include a gear position sensor positioned between the left and right shift drums, a wheel speed sensor on the output assembly, a throttle travel sensor on the throttle lever, a brake travel sensor on the brake lever, and also a six-axis sensor, an engine speed sensor, and a pressure sensor. The gear position sensor can be a Hall effect sensor, which determines the gear position by detecting changes in the magnetic field, offering high accuracy and fast response; or it can be a photoelectric sensor, detecting the gear position through light reflection or obstruction. The wheel speed sensor can be an electromagnetic induction type, detecting wheel speed using the principle of electromagnetic induction, or a Hall effect sensor. The throttle travel sensor can be a potentiometer type, determining the throttle opening by detecting changes in potential, or a Hall effect throttle travel sensor. The brake travel sensor can be a cable-operated type, detecting brake travel through the displacement of the cable, or an electronic type. The six-axis sensor can detect vehicle acceleration and angular velocity in real time, the engine speed sensor can detect engine speed, and the pressure sensor can detect pressure in relevant parts of the vehicle. These sensors work together to comprehensively collect vehicle status information.

[0065] Specifically, the control components include the vehicle ECU, the vehicle TCU, and connected left and right shift motors, right and left electronic clutch motors, and an ABS controller. The right electronic clutch motor is connected to the shift assembly via the right clutch, and the left electronic clutch motor is connected to the shift assembly via the left clutch. The vehicle ECU can use a microcontroller as its core control unit, which features high processing speed and reliability, or it can use a programmable logic controller (PLC). The vehicle TCU can be a dedicated automotive control chip or an ARM-based processor. The left and right shift motors can be stepper motors, capable of precise rotation angle control, or servo motors. The right and left electronic clutch motors can be DC motors for easy control or AC motors. The ABS controller can be an integrated control module or an FPGA-based controller. The vehicle ECU and vehicle TCU determine the gear lock based on information from the acquisition components, and then control the left and right shift motors, right and left electronic clutch motors to control the shift assembly.

[0066] Specifically, the shift assembly includes a left shift motor output gear located at the output end of the left shift motor, a left shift motor idler gear and a left shift drum gear on the left shift drum that are sequentially meshed with the left shift motor output gear; a right shift motor output gear located at the output end of the right shift motor, a right shift motor idler gear and a right shift drum gear on the right shift drum that are sequentially meshed with the right shift motor output gear; and shift forks one, two, three, and four arranged sequentially. The left and right shift motor output gears can be cylindrical gears, characterized by high transmission efficiency, or they can be bevel gears. The left and right shift motor idler gears serve to transmit power and change the direction of transmission. The left and right shift drums can be drum-shaped structures with specific grooves on their surfaces to control the movement of the shift forks. The shift forks can be made of metal, possessing a certain strength and wear resistance, and achieve gear switching through cooperation with the left and right shift drums.

[0067] Specifically, the transmission system includes a crankshaft assembly, which comprises a crankshaft and left and right crankshaft drive gears located at both ends of the crankshaft. The crankshaft is connected to the magneto rotor. The left drive gear meshes with the left clutch gear of the left clutch, and the right drive gear meshes with the right clutch gear of the right clutch. The transmission system also includes a main shaft and a countershaft that cooperate with the shift assembly, as well as an output transmission assembly. The output transmission assembly includes a drive idler gear that meshes with the countershaft gear. The drive idler gear meshes with the engine output shaft gear. A small pulley on the engine output shaft drives a large pulley to rotate together via a drive belt for output. The crankshaft can be a forged crankshaft, which has high strength and toughness, or a cast crankshaft. The left and right crankshaft drive gears can be helical gears for smooth transmission, or spur gears. The main shaft and countershaft can be solid or hollow shafts. The drive idler gear and the engine output shaft gear can be cylindrical gears. Through the cooperation of these components, the vehicle can operate normally in locked gear mode under control commands.

[0068] The implementation principle of this embodiment is as follows: The TCU low-speed gear locking system of this embodiment comprehensively collects vehicle status information through the acquisition component. The control component makes precise gear locking judgments and issues control commands based on this information. The shifting component and the transmission system work together according to the commands to achieve precise gear control. Compared with traditional gear control technology, it can better adapt to complex driving conditions, avoid the problems of high driver skill requirements for manual shifting and inaccurate gear adjustment in complex conditions for automatic shifting, improve vehicle performance, safety and driving experience, meet the needs of smooth driving in complex conditions, and has made significant improvements and contributions to existing technologies.

[0069] A control method for a TCU low-speed locking system includes the following steps:

[0070] S1. The data acquisition component collects vehicle status information during the driving process. This information includes prior data and vehicle driving conditions such as the vehicle's slope, tilt angle, and acceleration. Simultaneously, the ECU uses suspension compression change signals output from the front and rear suspension travel sensors, combined with frame stiffness, center of gravity height, and suspension geometry parameters, to calibrate the mapping relationship between front and rear suspension pressure and total load, indirectly quantifying and outputting the vehicle's total mass reference data. During the data acquisition process, gear position sensors, wheel speed sensors, throttle travel sensors, brake travel sensors, six-axis sensors, engine speed sensors, and pressure sensors work together to comprehensively acquire vehicle status information. Prior data can be accumulated experience data from previous vehicle driving experiences, stored in the vehicle's database. The vehicle's slope can be calculated by detecting the vehicle's tilt angle using a six-axis sensor, and the tilt angle and acceleration are also detected in real-time by the six-axis sensor. The suspension travel sensors can be displacement sensors, which output signals by detecting changes in suspension compression. The ECU calculates the vehicle's total mass reference data based on these signals and related parameters.

[0071] S2.TCU calculates the target gear and speed for stable driving under different driving conditions. By sensing specific vehicle parameters or driving habits under different conditions, the TCU calculates the target gear and speed for stable driving based on current data. The TCU can analyze the vehicle's power requirements and driving stability requirements under different driving conditions based on collected vehicle status information, combined with preset algorithms and models, thereby calculating the appropriate target gear and speed. For example, in climbing conditions, the TCU will calculate the target gear and appropriate speed that provide sufficient power based on information such as the gradient and the vehicle's total mass.

[0072] The S3.TCU calculates the optimal gear lock point by combining the target gear, speed, and other vehicle dynamic information. Specifically, the optimal gear lock point is the overall gear ratio that forces the vehicle to decelerate when it is greater than or equal to the force forces it to accelerate downhill. The TCU comprehensively considers the target gear, speed, and dynamic information such as vehicle acceleration and wheel speed, determining the optimal gear lock point through complex calculations and analysis. This calculation process involves knowledge and algorithms from various fields, including vehicle dynamics and mechanics.

[0073] S4. During the coordinated operation of the electronic clutch and gear shift motor, the ECU synchronously adjusts the electronic fuel injection parameters. During gear shifting, the electronic clutch motor and gear shift motor work together to achieve gear switching. Simultaneously, the ECU adjusts the electronic fuel injection parameters, such as injection timing and injection quantity, based on the gear shifting situation and vehicle status information to ensure that the engine's power output matches the gear shift, resulting in smoother vehicle operation.

[0074] The implementation principle of this embodiment is as follows: The control method of this embodiment collects comprehensive vehicle status information, and the TCU performs precise calculations and judgments to determine the target gear, speed, and optimal lock-up point. During gear shifting, it works in conjunction with the ECU to adjust electronic fuel injection parameters. This method can achieve precise gear control and power output adjustment based on the actual driving conditions and status of the vehicle, avoiding the shortcomings of traditional gear control technology under complex conditions, improving vehicle performance and driving experience, and making a significant improvement and contribution to existing technologies.

[0075] Example 3

[0076] Under downhill conditions, the vehicle's total mass is 300 kg. The TCU, based on the six-axis sensors, detects a road gradient of 18%. Appropriate braking is applied before entering the slope, with an entry speed of 55 km / h. The vehicle's tire rolling resistance coefficient is 0.02, and its total frontal area is 0.63 m². 2 The current air drag coefficient is 0.68, and the air density is 1.22 kg / m³. 3 The acceleration due to gravity is 9.81 m / s². 2 The rolling resistance coefficient is 0.02, and the current engine speed is 4500 rpm. After calculation by the TCU, it is found that in order to maintain the vehicle speed of less than or equal to 55 km / h downhill, the total gear ratio needs to be greater than or equal to 13 (16 for first gear and 12 for second gear). At this time, the system automatically shifts to first gear and locks the gear according to the calculation results.

[0077] In congested and slow-moving traffic conditions, when the system detects multiple cycles of actions similar to "starting with throttle adjustment → coasting → braking and deceleration → stopping and waiting" within a given time period, the vehicle's ECU calculates the average speed over these cycles. The TCU, based on the calculated speed, current gear, real-time load on the front and rear wheels, and certain predetermined constant coefficients, processes and calculates the optimal gear lock point and sends a shift signal. This signals the electronic clutch motor to disengage the clutch. The shift motor then drives the shift drum to rotate, performing the gear shift and maintaining the current gear locked, thereby maintaining a stable vehicle speed and reducing sudden speed changes.

[0078] Example 4

[0079] When driving on congested, slow-moving roads, the ECU, based on the braking timing and wheel speed monitored by the ABS, calculates that the vehicle's journey from the first parking stop to the second acceleration, deceleration, and then back to the second parking stop takes 6.3 seconds and covers a distance of 51.5 meters. The second parking stop takes 3 seconds, and the time from the end of the second parking stop to the start of the third parking stop is 7.6 seconds, covering 56.2 meters. The two cycles of "starting → coasting → decelerating and parking → stopping and waiting" satisfy the predetermined pattern. At this point, the TCU (Traffic Control Unit) initiates a low-speed gear lock operation under congested road conditions. Based on the vehicle's distance traveled and the total time, the ECU calculates the average vehicle speed to be approximately 23 km / h and sends this result to the TCU via CAN. The TCU uses this speed to determine the target gear as first gear and again sends the gear shift execution information via CAN. The clutch motor disengages the clutch, the gear shift motor switches to first gear, and the clutch engages. The vehicle will then remain in first gear and drive slowly within the first gear speed range.

[0080] In cornering situations, the vehicle's TCU monitors the yaw rate and lateral acceleration obtained from the six-axis sensors to determine whether it is entering a corner (when the yaw rate ≥ x and the lateral acceleration ≥ x). When entering a corner, if the TCU's low-speed lock-up cornering mode is activated, the vehicle will lock the current gear and restrict the throttle release command in the corner via the ECU (i.e., ignore the throttle release command from the vehicle's throttle travel sensor in the corner), maintaining throttle stability in cornering mode. This ensures that there are no factors that increase the vehicle's engine braking force in cornering situations.

[0081] The specific embodiments described herein are merely illustrative examples illustrating the spirit of the invention. The above embodiments only express several implementation methods of this application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of protection of this application. It should be noted that those skilled in the art to which this application pertains can make various modifications or additions to the described specific embodiments or use similar methods to replace them, but without departing from the spirit of this application or exceeding the scope defined by the appended claims. For those skilled in the art, multiple variations and improvements can be made without departing from the concept of this application. Therefore, the scope of protection of this application should be determined by the appended claims.

Claims

1. A TCU low speed lock system, characterized by, include: The data acquisition component is installed on the vehicle body and in the internal control area to collect vehicle status information during driving. The control component determines the locking position based on the collected information and issues control commands. The gear shifting assembly controls the gear position according to control commands. The transmission system, in conjunction with control commands, enables the vehicle to operate normally in locked gear. This also includes: The data acquisition component collects vehicle status information during the driving process; The TCU calculates the target gear and speed to ensure smooth driving under different driving conditions; The TCU combines the target gear position and speed with other vehicle dynamic information to calculate the optimal gear lock point; During the coordinated operation of the electronically controlled clutch and gear shifting motor, the electronic fuel injection parameters are adjusted synchronously in conjunction with the ECU. Vehicle status information includes prior data, as well as vehicle driving conditions including the slope, tilt angle and acceleration of the vehicle; at the same time, the ECU uses the suspension compression change signals output by the front and rear suspension travel sensors of the vehicle, combined with the frame stiffness, center of gravity height and suspension geometry parameters, to calibrate the mapping relationship between the front and rear suspension pressure and the total load of the vehicle, and indirectly quantifies and outputs the total mass reference data of the vehicle. By sensing the specific parameters of the vehicle under different operating conditions or the driving habits under specific driving situations, the TCU calculates the target gear and speed to ensure smooth driving based on the current data. The optimal locking point gear position is specifically 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 downhill. The transmission system includes a crankshaft assembly, which includes a crankshaft and a left crankshaft drive gear and a right crankshaft drive gear disposed at both ends of the crankshaft. The crankshaft is connected to a magneto rotor. The left drive gear meshes with the left clutch gear of the left clutch, and the right drive gear meshes with the right clutch gear of the right clutch.

2. The TCU low speed lock system of claim 1, wherein, The control components include a vehicle ECU (37), a vehicle TCU (38), and connected to it a left shift motor (14), a right shift motor (13), a right electronic clutch motor (9), a left electronic clutch motor (10), and an ABS controller (42). The right electronic clutch motor (9) is connected to the shift assembly via a right clutch (8), and the left electronic clutch motor (10) is connected to the shift assembly via a left clutch (7).

3. The TCU low speed lock system of claim 1, wherein, The transmission system also includes a main shaft (11) and a secondary shaft (12) that cooperate with the shifting assembly, as well as an output transmission assembly. The output transmission assembly includes a transmission idler tooth (28) that meshes with the gear of the secondary shaft (12). The transmission idler tooth (28) meshes with the gear of the engine output shaft (29). The small pulley (30) on the engine output shaft drives the large pulley (31) to rotate and output together via the transmission belt (32).

4. The TCU low speed lock system of claim 1, wherein, The shift assembly includes a left shift motor output gear (18) at the output end of the left shift motor, a left shift motor idler gear (19) and a left shift drum gear (20) on the left shift drum (21) that are sequentially meshed with the left shift motor output gear (18); a right shift motor output gear (15) at the output end of the right shift motor, a right shift motor idler gear (16) and a right shift drum gear (17) on the right shift drum (22) that are sequentially meshed with the right shift motor output gear (15); and also includes shift forks one (24), two (25), three (26), and four (27) sequentially arranged.

5. The TCU low speed lock system of claim 1, wherein, The acquisition components include a gear position sensor (23) located between the left shift drum (21) and the right shift drum (22), a wheel speed sensor (33) located on the output component, a throttle travel sensor (40) located on the throttle handle (41), a brake travel sensor (36) located on the brake lever (35), and also include a six-axis sensor (34), an engine speed sensor (39), and a pressure sensor (43).

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