An adjustable transmission speed control method and system based on linkage of flywheel and gear clutch

Abstract

The application discloses a kind of adjustable transmission speed control method and system based on flywheel and gear clutch linkage, it is related to mechanical transmission and automatic control technical field, specifically a kind of adjustable transmission speed control method and system based on flywheel and gear clutch linkage, this method includes: in transmission path, adjustable transmission speed control device is set, it includes pulley flywheel, gear set and clutch, pulley flywheel is connected with piston chain by rope;According to load torque, speed demand and so on working condition parameter, the engagement state of clutch is dynamically adjusted, to change the power transmission path between pulley flywheel and gear set, to output the torque and speed matched with target working condition.The system starts, can first make pulley flywheel independent acceleration again engagement, realize smooth start.System can also real-time acquisition operating state data to carry out fault diagnosis and early warning.The application can adapt to different working condition demand, realizes the dynamic regulation of transmission ratio.

Description

Technical Field

[0001] This invention relates to the field of mechanical transmission and automatic control technology, specifically to an adjustable transmission speed control method and system based on the linkage of a flywheel and a gear clutch. Background Technology

[0002] In the field of modern mechanical transmission, the performance of a power system often depends on its ability to stably and efficiently output the required torque and speed under different operating conditions. Traditional transmission systems mostly use fixed-ratio gearboxes or hydraulic torque converters to transmit power. While these structures can meet the power requirements under normal operating conditions, they have significant limitations when facing complex and variable load conditions. For example, when a vehicle starts, climbs a hill, or operates under heavy load, a larger output torque is needed to overcome resistance; while during high-speed cruising or unloaded operation, the output speed needs to be increased to improve efficiency. Fixed-ratio transmissions cannot simultaneously meet both of these needs, often leading to insufficient power or energy waste in certain operating conditions.

[0003] To address this issue, the industry has gradually introduced multi-stage gear transmission mechanisms, which adapt to changing operating conditions by manually or automatically switching between gear pairs with different transmission ratios. However, traditional multi-stage transmission mechanisms suffer from drawbacks such as large shift shocks and slow response speeds. Especially in scenarios requiring frequent changes in operating conditions (such as continuous operation of construction machinery or starting and stopping of urban buses), these mechanisms are prone to mechanical vibrations and accelerated component wear, affecting system reliability and service life. Furthermore, the control logic of traditional transmission mechanisms is mostly based on preset programs or manual operation, making it difficult to perceive dynamic parameters such as load torque and speed requirements in real time. This results in a low degree of matching between power output and actual demand, making it difficult to optimize the overall system efficiency.

[0004] In recent years, flywheel energy storage technology has found some application in transmission systems due to its ability to rapidly store and release kinetic energy. A flywheel can convert excess kinetic energy into rotational kinetic energy for storage during light loads or braking, and release this energy during heavy loads or startup to assist in driving, thereby reducing load fluctuations in the main drive unit. However, existing transmission systems containing flywheels mostly use the flywheel as an independent energy storage unit, with a relatively simple power coupling method between it and the gear set. This typically involves only a one-way clutch or a fixed transmission path, making it impossible to achieve dynamic meshing control between the flywheel and gears with different transmission ratios. This limits the synergistic effect of the flywheel under complex operating conditions—for example, when high torque is required, the flywheel cannot amplify the output torque through engagement with a high-ratio gear, or when high speed is required, the flywheel cannot reduce energy loss through engagement with a low-ratio gear.

[0005] On the other hand, as a key actuator in the transmission system, the precise control of the clutch's engagement state directly affects the smoothness and efficiency of power transmission. Traditional clutch control relies heavily on mechanical linkage or simple electronic switching signals, lacking the ability to monitor and adjust parameters such as load torque and speed requirements in real time. For example, under conditions of sudden load increase, if the clutch fails to switch to a high-ratio gear engagement state in time, it may lead to insufficient output torque, forcing the motor or engine to operate under overload, which not only reduces system efficiency but may also cause overheating and damage. In addition, existing transmission systems generally lack real-time status monitoring and fault warning mechanisms for key components (such as flywheel speed, clutch temperature, and gear engagement position), often only performing repairs after components malfunction, increasing downtime maintenance costs and safety hazards.

[0006] To address the aforementioned issues, an adjustable transmission and speed change solution is needed that can dynamically match operating conditions, leverage the advantages of flywheel energy storage, and possess intelligent control and condition monitoring capabilities. Summary of the Invention

[0007] The purpose of this invention is to provide an adjustable transmission speed control method and system based on the linkage of flywheel and gear clutch. Through the coordinated control of clutch and multi-ratio gear set, the power transmission path composed of cable flywheel and piston or crank is dynamically switched to automatically adapt to different working conditions such as load torque and speed, thereby improving the power output efficiency, response speed and running stability of the transmission system, and having the functions of condition monitoring and fault early warning.

[0008] To achieve the above objectives, the present invention provides the following technical solution: an adjustable transmission speed control method and system based on the linkage of a flywheel and a gear clutch, comprising: An adjustable transmission speed change device is set in the power transmission path of the engine. The adjustable transmission speed change device includes a flywheel mechanism driven by a rope, a meshing unit composed of multiple gears with different numbers of teeth, and a coupler with switchable connection states. The flywheel mechanism is connected to the piston motion mechanism of the engine via one end of a traction rope. The reciprocating motion of the piston motion mechanism is usually driven by a transmission chain consisting of a crankshaft and a connecting rod. The system acquires preset operating parameters related to power requirements and changes the mechanical connection position of the coupler in real time based on these operating parameters, thereby switching the energy transmission channel between the flywheel mechanism and the meshing unit. By selecting different energy transmission channels, the meshing unit can provide the load end with rotational torque and rotational speed that meet the preset operating parameters.

[0009] Furthermore, the preset operating parameters related to power requirements are specifically one or more combinations of the external resistance torque that the drive shaft needs to overcome, the rotational speed required by the load equipment, and the minimum energy transfer efficiency that the transmission system needs to maintain.

[0010] Furthermore, the real-time change of the mechanical connection position of the coupler specifically includes the following operational steps: When the measuring device senses an increase in the load-end resistance torque, it sends a first command to the coupler to drive it to connect the output shaft of the flywheel mechanism with the gear with more teeth in the meshing unit, thereby increasing the rotational torque amplification factor from the flywheel to the load end. When the measuring device senses an increase in the required rotational speed at the load end, a second command is sent to the coupler to drive it to connect the output shaft of the flywheel mechanism with the gear with fewer teeth in the meshing unit, thereby increasing the final rotational speed from the flywheel to the load end.

[0011] Furthermore, the method further includes the following steps: By using measuring elements installed at various parts of the device, multiple physical quantity data of the adjustable transmission speed change device during operation are continuously acquired. The physical quantity data includes at least the real-time rotational speed of the flywheel mechanism, the gear indicator currently in the connected state in the meshing unit, and the temperature of the coupler housing. The acquired physical quantity data is input into a preset logical judgment rule base for comparison and analysis, thereby identifying whether the adjustable transmission speed change device has potential malfunctions. When an abnormal trend is detected, a prompt message is issued through an audio-visual device or signal output port.

[0012] Furthermore, the method further includes the following steps for initial system startup: In the initial stage of powering on or starting the power system, the coupler is controlled to be in the disconnected position, so that there is no mechanical connection between the flywheel mechanism and the meshing unit, allowing the flywheel mechanism to rotate independently under the drive of the traction rope and continuously increase its speed; The speed of the flywheel mechanism is continuously monitored by a speed measuring device. When the speed reaches the speed threshold preset and stored in the controller, the coupler is controlled to move to a designated position, establishing a stable mechanical connection between the flywheel mechanism and the designated gear in the meshing unit, thereby realizing the smooth engagement and transmission of power from the flywheel mechanism to the load end.

[0013] Furthermore, including: A mechanical speed-changing actuator, comprising a rotating mass block driven by a rope, a set of transmission gears with different numbers of teeth that can mesh interchangeably, and an electromagnetic or hydraulic coupling whose connection position can be controlled by an external signal. The rotating mass block is connected to the piston drive assembly of the engine by one end of a flexible cable. The power of the piston drive assembly usually comes from a rigid transmission chain consisting of a crankshaft and connecting rod. An electronic control module is electrically connected to the control terminal of the connector via a wiring harness. It is used to receive preset operating condition parameters, calculate based on the parameters, and generate control commands to drive the connector to change the meshing state of its internal friction plates or gears, thereby changing the mechanical power transmission route from the rotating mass block to the transmission gear set. A power output shaft is rigidly connected to the final selected gear in the transmission gear set, and is used to transmit the rotational torque and rotational speed adjusted by the transmission gear set to external working machinery.

[0014] Furthermore, the set of transmission gears with different numbers of teeth that can mesh interchangeably includes at least a first gear with more teeth and a second gear with fewer teeth. The electromagnetic or hydraulic coupling is designed to selectively mechanically lock its input shaft to the shaft of the first gear or the shaft of the second gear according to the instructions of the electronic control module.

[0015] Furthermore, the system further includes: The data sensing module is electrically connected to the input port of the electronic control module via a signal line. It is used to continuously measure and report the real-time physical status information of the mechanical transmission actuator during operation. The physical status information includes at least the instantaneous rotational speed of the rotating mass block, the number of the gear currently meshing with the output shaft in the transmission gear set, and the temperature reading of the surface of the coupling housing.

[0016] Furthermore, the electronic control module also has a pre-stored fault diagnosis program, which is configured to perform the following operations: The system continuously reads the physical state information reported by the data sensing module and compares it item by item with the normal operating parameter range stored in the memory. When the comparison results show that any physical state information continuously deviates from its corresponding normal operating parameter range, it is determined that the mechanical transmission actuator has an abnormal working condition, and then a code signal representing the specific abnormality type is sent to the external alarm light, display screen or host computer through the communication interface of the electronic control module.

[0017] Furthermore, the system further includes: An energy buffering and reuse module is mechanically coupled to the rotating shaft of the rotating mass block via a reversible energy converter. When the external load is light or the system is in a deceleration or braking state, the module converts the excess rotational kinetic energy of the rotating mass block into other forms of energy (such as electrical or hydraulic energy) and stores it in an accumulator. When the system faces a heavy load or requires rapid start-up, the energy buffering and reuse module can convert the energy stored in the accumulator back into mechanical energy via the energy converter to assist in driving the rotating mass block or directly output it to the transmission chain. The other end of the traction rope of the rotating mass block can also be configured to be directly connected to a moving node of the crankshaft connecting rod transmission chain of the engine, so that under certain working conditions, the power can drive the rotating mass block directly by the crankshaft connecting rod mechanism without passing through the piston drive assembly.

[0018] This invention provides an adjustable transmission speed control method and system based on the linkage of a flywheel and a gear clutch, which has the following beneficial effects: 1. Achieving wide-range, adaptive speed and torque conversion enhances the equipment's overall adaptability to various operating conditions. This technical solution creatively constructs a dynamically reconfigurable power transmission path by integrating an adjustable transmission device containing a cable flywheel, gear set, and clutch into the transmission path. The core lies in the control unit's ability to intelligently control the clutch engagement state based on real-time collected load torque, speed requirements, and other operating condition parameters, thereby flexibly selecting gears with different transmission ratios in the gear set to engage with the cable flywheel. When high torque output is required to overcome heavy loads, the system automatically engages a high-ratio gear; when high-speed operation is desired, it switches to a low-ratio gear. This automatic, dynamic adjustment based on operating conditions allows a single power source to intelligently match various target operating conditions, from start-up and heavy-load low-speed to light-load high-speed, significantly improving the working range and economic operating zone of the prime mover (such as an internal combustion engine or electric motor), and enhancing the overall adaptability and operational efficiency of the equipment in complex and variable operating environments.

[0019] This method optimizes start-up smoothness and dynamic response, reducing impact and protecting the transmission system. A specially designed system start-up control strategy is employed: Initially, the clutch disengages the flywheel from the gear set, allowing the flywheel to accelerate independently to a preset speed under power input, storing kinetic energy. Once the flywheel reaches the target speed, the clutch smoothly engages with the gear set, gradually releasing the stored kinetic energy to the output. This "store energy first, engage later" start-up method effectively avoids the huge inrush current (for motors) or torque fluctuations (for engines) caused by sudden load input during traditional mechanical system startup. It allows for a smooth power transmission build-up process from zero, significantly improving start-up smoothness. Simultaneously, during operation, when switching power paths according to changing working conditions, the flywheel's inertial buffering effect effectively attenuates torque fluctuations and impacts in the transmission chain, thereby protecting key mechanical components such as gears and bearings, extending the service life of the entire transmission system, and improving the operational comfort of the equipment.

[0020] This design improves energy utilization efficiency and possesses the potential for kinetic energy recovery and storage. The cable flywheel in this scheme not only serves as a transmission element but also as a highly efficient rotational kinetic energy storage unit. When the system operates under light load or requires braking, excess power or braking energy can be absorbed by the flywheel, causing it to accelerate and thus storing the energy as kinetic energy. When the system faces heavy load, rapid acceleration, or the next start-up, the clutch engages, and the kinetic energy stored in the flywheel can be released to assist the drive, supplementing instantaneous power demands, thereby reducing the peak load on the prime mover and allowing it to operate more stably in its high-efficiency range. This "peak shaving and valley filling" effect helps improve the overall system's energy utilization efficiency. Furthermore, the claims mention that the cable can be directly connected to the crankshaft connecting rod chain to bypass the piston chain, which provides the possibility of achieving a more direct or efficient energy transfer path under specific operating conditions, further increasing the flexibility of the system layout and the space for energy efficiency optimization.

[0021] Integrating intelligent monitoring and early warning functions enhances system reliability and maintainability. This control system integrates complete sensor units and control logic, enabling real-time acquisition of key operating status data such as flywheel speed, gear engagement position, and clutch operating temperature. Based on this data, the control unit can perform online status monitoring and fault diagnosis of the adjustable transmission device. For example, monitoring clutch temperature can prevent overheating failure; analyzing the matching relationship between flywheel speed and load can determine if the transmission is abnormal. Once parameters deviate from the normal range or potential fault modes are detected, the system can promptly output early warning signals, prompting operators to intervene or perform maintenance. This predictive maintenance capability transforms traditional "reactive maintenance" into "prevention," effectively preventing minor faults from escalating into major accidents, reducing unplanned downtime, significantly improving the operational reliability and safety of the entire transmission system, and also reducing long-term maintenance costs.

[0022] Structural innovation and flexible layout enable compact and integrated design. This technology uses a "pull-wire" connection between the flywheel and piston chain (or crank-connecting rod chain), a non-rigid, flexibly arranged power transmission method. Compared to traditional rigid shaft and gearbox series structures, pull-wire transmission allows for greater spatial freedom in the arrangement of core modules such as the flywheel, clutch, and gear set, no longer strictly limited by linear alignment requirements. This allows the entire adjustable transmission device to be more compactly packaged or installed in a more rational and space-saving location according to the overall equipment layout requirements. This structural innovation is particularly beneficial for applications in space-constrained mobile devices (such as vehicles and construction machinery) or highly integrated electromechanical products, contributing to lightweight and compact power transmission system design and providing new solutions for the optimization and innovation of the overall machine structure. Attached Figure Description

[0023] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0024] Figure 1 This is the core flowchart of the adjustable transmission speed control method of the present invention; Figure 2 This is a flowchart of the clutch dynamic adjustment strategy based on operating condition parameters according to the present invention. Figure 3 This is a flowchart illustrating the smooth control process during system startup of the present invention. Figure 4 This is a flowchart of the adjustable transmission speed control system architecture of the present invention. Figure 5 This is a flowchart of the operation status monitoring and fault early warning process of the present invention. Detailed Implementation

[0025] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses consistent with some aspects of this disclosure as detailed in the appended claims.

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0027] How to use: I. Equipment Overview and Start-up This device is a control system integrating an adjustable transmission speed change mechanism. Its core components include a rope flywheel, a multi-ratio gear set, and a clutch. The rope flywheel is connected to a piston chain via a rope, and the piston itself is driven by a crank-connecting rod chain. When starting the system for the first time or after a long period of inactivity, please follow these steps: No-load start: Start the system's power source (such as an engine). At this time, the control unit will automatically control the clutch to disengage the cable flywheel from the gear set. In this state, the cable flywheel will accelerate independently.

[0028] Reaching operating speed: Observe the flywheel speed data monitored by the control unit. When the flywheel speed reaches the preset stable operating value, the control unit will automatically control the clutch to smoothly engage the rope flywheel with the preset initial gear (usually the intermediate transmission ratio gear) in the gear set, thereby completing a smooth start and avoiding shock.

[0029] II. Gear Adjustment During Operation The device can automatically adjust its output characteristics according to actual operating conditions during operation. Operators or the upper control system can trigger the adjustment by preset or real-time input of operating parameters, which mainly include load torque, speed requirements, and system efficiency thresholds.

[0030] When increased output torque is required: When the system detects an increase in load torque (e.g., equipment encountering heavy loads or climbing slopes), the control unit will dynamically adjust the clutch state according to a preset strategy, switching the cable flywheel to engage with a gear with a high transmission ratio in the gear set. This path change can increase the torque of the final output unit to overcome the increased load.

[0031] When an increased output speed is required: When the system detects an increase in speed demand (e.g., the need to increase operating speed), the control unit will control the clutch to switch the rope flywheel to mesh with a gear with a small transmission ratio in the gear set. This path change can increase the speed of the output unit to meet the speed increase requirements.

[0032] Efficiency Priority Mode: When the system efficiency threshold is set as the priority target, the control unit will integrate load and speed information and automatically select the gear that will enable the system to achieve the best overall efficiency under the current operating conditions.

[0033] III. Auxiliary Functions and Special Modes Energy Management: This system integrates an energy storage unit. During light-load operation or braking, the energy storage unit automatically absorbs and stores excess kinetic energy from the cable flywheel. When the system encounters heavy-load demands or restarts, the energy storage unit can release the stored energy to assist in driving, thus playing a role in energy saving and power buffering.

[0034] Power transmission bypass: Depending on the operational requirements, the rope of the pull rope flywheel can also be directly connected to the crank-connecting rod chain. This mode bypasses the piston chain, creating different power input paths to adapt to specific working scenarios or maintenance conditions.

[0035] IV. Status Monitoring and Maintenance Real-time monitoring: The system continuously collects operating status data through sensor units, including flywheel speed, gear engagement position, and clutch operating temperature. This data can be displayed in real time on the control panel.

[0036] Fault Diagnosis and Early Warning: The control unit has built-in diagnostic logic that analyzes the above-mentioned operating status data. Once an abnormality is detected (such as excessive temperature, abnormal speed fluctuations, or incomplete meshing), the control unit will immediately perform fault diagnosis and output an early warning signal through audible and visual signals or the system interface to prompt the operator to check and maintain the equipment, thus preventing the fault from escalating.

[0037] Routine Inspection: During use, key status data should be checked periodically through the monitoring interface to ensure they are within the normal range. Pay attention to whether the clutch operating temperature rises abnormally, and listen for any unusual noises from gear meshing and flywheel operation.

[0038] Example: Example 1: Torque Boost Control Based on Load Torque This embodiment specifically illustrates the application of the adjustable transmission speed control method according to claims 1, 2, and 3 in heavy-load start-up conditions. The scenario is set as a material hoisting device using this system. After the system starts up and runs smoothly, its default gear meshing state is the intermediate transmission ratio. When the control unit detects a significant increase in the lifting load torque, such as when the hook begins to lift a heavy load, it triggers the response logic of the preset working condition parameter (load torque) according to claim 2.

[0039] At this point, the control unit immediately and dynamically adjusts the clutch engagement state according to the control strategy defined in claim 3. The clutch actuates, disengaging the cable flywheel from the currently engaged gear and quickly switching to engage with the gear in the gear set with the largest transmission ratio (i.e., the high transmission ratio gear). This operation changes the power transmission path between the cable flywheel and the gear set as described in claim 1. By switching to the high transmission ratio gear, the system significantly increases the driving torque of the final output unit at the cost of reducing the output speed. This output characteristic perfectly matches the high torque requirement of the target working condition of "lifting heavy cargo," enabling the equipment to smoothly and powerfully overcome the increased load torque and complete the lifting operation without requiring a power source (such as an engine) to provide a large instantaneous torque, demonstrating the method's adaptive adjustment capability to working conditions.

[0040] Example 2: Speed ​​Increase Control Based on Rotational Speed ​​Demand This embodiment specifically illustrates the application of the adjustable transmission speed control method according to claims 1, 2, and 3 in high-speed demand conditions. Taking a test bench equipped with this system as an example, its power is transmitted from the internal combustion engine to the cable flywheel via the crankshaft connecting rod chain and piston chain. In the initial uniform speed test phase, the system operates in a gear meshing state that balances efficiency and torque. When the test program requires entering the high-speed no-load operation phase, the upper-level control module sends a high-speed demand command to the control unit of this system, which corresponds to a change in the operating condition parameters (speed demand) described in claim 2.

[0041] Upon recognizing the command indicating an increased speed demand, the control unit responds according to the steps of claim 3. It controls the clutch to perform a switching action, disengaging the cable flywheel from the current gear and re-engaging it with the gear in the gear set with the smallest transmission ratio (i.e., the low-ratio gear). This action, as described in claim 1, alters the original power transmission path. With the input speed unchanged, the power from the cable flywheel is transmitted to the output unit through the low-ratio gear, effectively increasing the output speed and meeting the requirements of high-speed testing. This process is entirely automatic based on operating parameters, requiring no manual intervention for gear shifting, and the flywheel's inertial buffering makes the speed switching process smoother and more responsive.

[0042] Example 3: System Operation Integrating Status Monitoring and Fault Early Warning This embodiment, in conjunction with claims 1, 4, 6, 8, and 9, demonstrates the status monitoring and safety maintenance functions of an adjustable transmission control system during operation. The system is installed on a continuously operating hybrid power unit. During operation, as described in claim 8, the integrated sensor unit continuously operates, collecting real-time data on various operating statuses, including flywheel speed, the current gear engagement position of the clutch, and the clutch body operating temperature, and uploading this data to the control unit.

[0043] The control unit not only handles the transmission logic but also, as defined in claims 4 and 9, performs real-time analysis based on these continuous operating status data and executes fault diagnosis logic. For example, during normal speed regulation, the system monitors whether the gears are accurately engaged after each clutch action (engagement position signal) and the clutch temperature change curve during the action. Suppose that during a shift from a high gear (small gear ratio) to a low gear (large gear ratio), the sensor detects an abnormal spike in clutch temperature within a short period, exceeding the normal threshold set by the internal model, while the flywheel speed exhibits non-commanded fluctuations. At this time, the control unit integrates these abnormal data, diagnoses a possible clutch slippage or overload fault, and immediately outputs an audible and visual warning signal as set in claim 9, while simultaneously displaying a fault code on the control panel. This allows operators to stop the machine promptly for inspection and repair, preventing the fault from escalating and damaging the gear set or clutch, demonstrating the intelligent maintenance capabilities of the integrated system.

[0044] Example 4: Control Flow for Achieving Smooth System Startup This embodiment specifically illustrates how the method and system described according to claims 1, 5, and 6 work together to achieve a smooth start-up. Consider a scenario of a large pumping station undergoing a cold start in the early morning, where the system is part of the pump drive chain. After the start command is issued, the pumping station's main power source begins operation, with power transmitted through the crank-connecting rod chain and piston chain, attempting to drive the heavily loaded pump body. A direct hard connection would result in excessive starting current or engine stalling.

[0045] At this point, according to claims 5 and 6, the control unit executes specific start-up control logic. First, it controls the clutch to remain disengaged, disconnecting the cable flywheel described in claim 1 from the gear set and the pump body load at the rear. The cable flywheel begins to accelerate under power, quickly and smoothly increasing its speed by overcoming only its own inertia. The control unit continuously monitors the flywheel's speed, and when it confirms that it has reached the preset, stable operating speed range matched to the system, the start-up process enters the crucial second step. The control unit precisely controls the clutch to smoothly engage, gently connecting the high-speed rotating cable flywheel, which has accumulated considerable kinetic energy, to the gear set (usually initially connected to an intermediate gear ratio). The kinetic energy stored in the flywheel is released, and the auxiliary power source works together to overcome the pump body's static inertia, enabling the entire pump system to start smoothly and without impact, greatly reducing the start-up impact on the power grid and mechanical transmission components.

[0046] Example 5: Integrated Operation Mode Including Energy Storage Unit and Bypass Connection This embodiment, based on claims 1, 6, and 10, demonstrates the comprehensive functional application of an adjustable transmission speed control system under complex working conditions. The system is applied to a piece of construction machinery with periodic load variations, such as the slewing drive system of a hydraulic excavator equipped with an energy storage unit.

[0047] In conventional excavation operations, the system adaptively adjusts the load-speed ratio according to claims 1 and 6. Its unique feature is that, as described in claim 10, the system integrates a high-performance energy storage unit (such as a supercapacitor or flywheel battery) connected to the cable flywheel. When the machinery performs slewing braking, the kinetic energy is typically converted into heat and dissipated. However, in this system, braking energy is recovered, driving the cable flywheel to accelerate, and excess kinetic energy is absorbed and stored by the energy storage unit. When the machinery starts slewing from rest or accelerates during slewing, while the power source provides power, the energy storage unit can instantly release the stored energy to assist in driving the cable flywheel, providing peak power, thereby reducing the engine's instantaneous load and fuel consumption.

[0048] Furthermore, claim 10 provides another power path option. During piston chain maintenance or specific testing, the connection method can be physically switched, directly connecting the cable of the flywheel to the crank-connecting rod chain, thereby bypassing the piston chain. This constitutes a bypass power transmission mode, allowing the system to still achieve controllable gear shifting and power output based on the crank-connecting rod input through the flywheel-gear-clutch core system, even without piston chain involvement, increasing the system's application flexibility and maintainability.

[0049] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An adjustable transmission speed control method, characterized in that, include: An adjustable transmission speed change device is provided in the transmission path, the adjustable transmission speed change device including a rope flywheel, a gear set and a clutch; One end of the rope of the pull rope flywheel is connected to the piston chain, and the piston is normally connected by a crank connecting rod chain; The engagement state of the clutch is dynamically adjusted according to preset operating parameters to change the power transmission path between the cable flywheel and the gear set. Based on the change in the power transmission path, the output torque and speed are matched with the target operating conditions.

2. The adjustable transmission speed control method according to claim 1, characterized in that, The operating parameters include at least one or more of the following: load torque, speed requirement, and system efficiency threshold.

3. The adjustable transmission speed control method according to claim 1, characterized in that, The dynamic adjustment of the clutch engagement state includes: When an increase in load torque is detected, the clutch is controlled to engage the rope flywheel with the high-ratio gear of the gear set to increase the output torque; When an increase in speed demand is detected, the clutch is controlled to engage the rope flywheel with the small transmission ratio gear of the gear set to increase the output speed.

4. The adjustable transmission speed control method according to claim 1, characterized in that, The method further includes: Real-time acquisition of the operating status data of the adjustable transmission speed change device, the operating status data including at least flywheel speed, gear meshing position and clutch operating temperature; Based on the operating status data, fault diagnosis and early warning are performed on the adjustable transmission speed change device.

5. The adjustable transmission speed control method according to claim 1, characterized in that, The method further includes: When the system starts, the clutch is controlled to disengage the rope flywheel from the gear set, allowing the rope flywheel to accelerate independently to a preset speed. Once the rope flywheel reaches the preset speed, the clutch is controlled to engage the rope flywheel with the gear set to achieve a smooth start.

6. An adjustable transmission speed control system, characterized in that, include: An adjustable transmission speed change device, the adjustable transmission speed change device including a rope flywheel, a gear set and a clutch; One end of the rope of the pull rope flywheel is connected to the piston chain, and the piston is normally connected by a crank connecting rod chain; A control unit, electrically connected to the clutch, is used to dynamically adjust the engagement state of the clutch according to preset operating parameters, so as to change the power transmission path between the cable flywheel and the gear set. An output unit, connected to the gear set, is used to output torque and speed that match the target operating conditions.

7. The adjustable transmission speed control system according to claim 6, characterized in that, The gear set includes at least two gears with different gear ratios, and the clutch is configured to selectively engage the rope flywheel with any of the gears in the gear set.

8. The adjustable transmission speed control system according to claim 6, characterized in that, The system also includes: The sensor unit is electrically connected to the control unit and is used to collect the operating status data of the adjustable transmission speed change device in real time. The operating status data includes at least the flywheel speed, gear meshing position, and clutch operating temperature.

9. The adjustable transmission speed control system according to claim 8, characterized in that, The control unit is also configured to: Based on the operating status data collected by the sensor unit, fault diagnosis is performed on the adjustable transmission speed change device, and an early warning signal is output when an abnormality is detected.

10. The adjustable transmission speed control system according to claim 6, characterized in that, The system also includes: An energy storage unit is connected to the pull rope flywheel. It is used to absorb and store the kinetic energy of the pull rope flywheel when the system is lightly loaded or braking, and to release the stored kinetic energy when the system is heavily loaded or starting. The rope of the pull rope flywheel can also be directly connected to the crank connecting rod chain to bypass the piston chain for power transmission.

Images