Gear shifting control system of AMT gearbox

Abstract

The utility model provides an AMT gearbox shift control system which comprises an electromagnetic brake, an engine, a clutch assembly, an engine output shaft, an auxiliary gearbox and an AMT gearbox, the engine, the clutch assembly, the engine output shaft, the auxiliary gearbox and the AMT gearbox are connected in sequence, power of the engine is transmitted to wheels through the clutch assembly, the engine output shaft, the auxiliary gearbox and the AMT gearbox in sequence, the clutch assembly comprises a clutch, and the clutch assembly comprises an electromagnetic brake. The auxiliary gearbox comprises a one-way clutch, a gearbox input shaft and a movable gear ring, one end of the movable gear ring is connected with the gearbox input shaft, the other end of the movable gear ring is detachably meshed with an outer ring of the one-way clutch, acting force opposite to the rotating direction of a crankshaft is generated between the electromagnetic brake and the crankshaft of the engine after the electromagnetic brake is started, and the acting force is not a constant value. According to the AMT gearbox, the pause feeling caused by power interruption during gear shifting of a traditional AMT gearbox is eliminated, the power interruption time of gear shifting of the AMT gearbox is greatly shortened, the gear shifting speed is increased, and the driving comfort is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile power, in particular to an AMT gearbox shift control system. Background Art

[0002] When the car is shifting up or down, the clutch needs to be separated or disconnected first, and then the gear shifting and shifting operations are performed. After the gear shifting is completed, the clutch is closed so that the power can be transmitted to the wheels through the clutch. The above process will have a power interruption process due to the separation of the clutch. The longer this power interruption process is, the more it affects the driving performance and driving comfort of the car. Utility Model Content

[0003] In view of the above-mentioned problems existing in the prior art, the purpose of the utility model is to provide an AMT transmission shift control system, which eliminates the sense of frustration caused by power interruption when shifting in a traditional AMT transmission, and assists in deceleration through an electromagnetic brake when shifting up. The power interruption time is reduced by 30% compared with a transmission with only a one-way clutch, and is reduced by 30% to 40% compared with upshifting and downshifting in a traditional AMT transmission. The power interruption time of the AMT transmission shifting is greatly shortened, the shifting speed is increased, and the driving comfort is improved.

[0004] In order to achieve the above purpose, the technical solution adopted by the utility model is

[0005] The invention discloses an AMT gearbox shift control system, comprising an electromagnetic brake and an engine, a clutch assembly, an engine output shaft, a subsidiary gearbox and an AMT gearbox connected in sequence. The power of the engine is transmitted to wheels through the clutch assembly, the engine output shaft, the subsidiary gearbox and the AMT gearbox in sequence. The clutch assembly comprises a clutch. The subsidiary gearbox comprises a one-way clutch, a gearbox input shaft and a movable gear ring. One end of the movable gear ring is connected to the gearbox input shaft and the other end is detachably engaged with the outer ring of the one-way clutch. The engine output shaft is connected to the gearbox input shaft through the outer ring of the one-way clutch and the movable gear ring in a co-rotating manner or is connected to the gearbox input shaft through the outer ring of the one-way clutch and the inner ring of the one-way clutch. After the electromagnetic brake is started, a force opposite to the rotation direction of the crankshaft is generated between the electromagnetic brake and the crankshaft of the engine, and the force is non-constant.

[0006] As a further improvement of the above technical solution:

[0007] One end of the engine output shaft is connected to one end of the crankshaft, and the other end of the engine output shaft is connected to the transmission input shaft in a co-rotating manner or is connected to the transmission input shaft through a one-way clutch.

[0008] An electromagnetic brake is installed at one end of the crankshaft away from the clutch assembly.

[0009] The electromagnetic brake includes an electromagnetic fixing seat and a brake suction cup. The electromagnetic fixing seat is fixed to the engine casing, and the brake suction cup is connected to the engine crankshaft and moves together. When the electromagnetic fixing seat is energized to generate an electromagnetic field, the brake suction cup is attracted by the electromagnetic suction force and fits with the electromagnetic fixing seat to generate friction, causing the crankshaft to be subjected to friction torque.

[0010] One end of the engine output shaft away from the crankshaft is connected to the outer ring of the one-way clutch, and the inner ring of the one-way clutch is connected to the transmission input shaft.

[0011] A fixed gear sleeve is arranged on the outer ring of the one-way clutch, and the movable gear ring is movable along the gearbox input shaft. The movable gear ring moves to connect with the gearbox input shaft and simultaneously engages with the fixed gear sleeve or moves to disengage from the fixed gear sleeve.

[0012] The auxiliary gearbox also includes a drive motor, which is connected to and drives the movable gear ring to move.

[0013] The auxiliary transmission also includes a position sensor, which is used to sense the position of the movable ring gear.

[0014] The system also includes a controller, which receives information and controls the actions of the terminal components based on the received information. The information received by the controller includes information sent by the position sensor, throttle and brake information, gear information, and the torque and speed information of the vehicle. The actions of the terminal components include movement of the movable ring gear, closing and disengaging of the clutch of the clutch assembly, torque reduction and increase of the engine, shifting and engaging gears, powering on and off of the electromagnetic fixing seat, and power-on voltage and power-on time.

[0015] The beneficial effects of the utility model are: eliminating the sense of frustration caused by power interruption when shifting gears in a traditional AMT transmission, assisting the engine in slowing down through the electromagnetic brake when shifting up, and reducing the power interruption time for upshifting by 30% compared with an AMT transmission with only a one-way clutch, and reducing both upshifting and downshifting by 30% to 40% compared with a traditional AMT transmission, greatly shortening the power interruption time for shifting gears in the AMT transmission, increasing the shifting speed, and improving driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a structural schematic diagram of an embodiment of the utility model;

[0017] Figure 2 The present invention is a flow chart of a control method according to an embodiment of the present invention. DETAILED DESCRIPTION

[0018] The specific implementation of the present invention is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the present invention, and is not used to limit the present invention.

[0019] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0020] An AMT gearbox shift control system, such as Figure 1 As shown, it includes an electromagnetic brake 5 and an engine 1, a clutch assembly 2, an engine output shaft 11, a gearbox 3, an AMT gearbox 4 and a controller connected in sequence. The power of the engine 1 is transmitted to the wheels through the clutch assembly 2, the engine output shaft 11, the gearbox 3 and the AMT gearbox 4 in sequence.

[0021] One end of the crankshaft of the engine 1 is connected to the clutch assembly 2 , and the other end is provided with an electromagnetic brake 5 .

[0022] The clutch assembly 2 includes a clutch.

[0023] The auxiliary transmission 3 includes a one-way clutch 32, a transmission input shaft 31, a movable gear ring 33, a drive motor 34, and a position sensor 35. One end of the engine output shaft 11 is connected to one end of the crankshaft, and the other end of the engine output shaft 11 is connected to the transmission input shaft 31 for co-rotation or connected to the transmission input shaft 31 through the one-way clutch 32. The end of the engine output shaft 11 away from the crankshaft is connected to the outer ring of the one-way clutch 32, and the inner ring of the one-way clutch 32 is connected to the transmission input shaft 31. When the rotation speed of the outer ring is greater than the rotation speed of the inner ring, the outer ring can drive the inner ring to rotate synchronously, and when the rotation speed of the inner ring is greater than the rotation speed of the outer ring, the inner ring cannot drive the outer ring to rotate synchronously.

[0024] A fixed gear sleeve is provided on the outer ring of the one-way clutch 32, and the movable gear ring 33 is corotatably connected with the transmission input shaft 31 through a spline and can move axially along the transmission input shaft 31. The movable gear ring 33 moves to connect with the transmission input shaft 31 and simultaneously engages with the fixed gear sleeve or moves to disengage from the fixed gear sleeve.

[0025] Based on the above structure, when the movable gear ring 33 is disengaged from the fixed gear sleeve of the outer ring, the engine output shaft 11 is driven to the gearbox input shaft 31 through the outer ring and inner ring of the one-way clutch 32 in sequence, or the one-way clutch 32 is activated; when the movable gear ring 33 is engaged with the fixed gear sleeve of the outer ring, the engine output shaft 11 is driven to the gearbox input shaft 31 through the outer ring and the movable gear ring 33 in sequence, at which time the engine output shaft 11 and the gearbox input shaft 31 rotate together, and the one-way clutch 32 does not work, or the one-way clutch 32 is locked. That is, the movable gear ring 33 plays a role in switching the state of the one-way clutch 32.

[0026] The driving motor 34 is connected to and drives the movable gear ring 33 to move.

[0027] The position sensor 35 is used to sense the position of the movable gear ring 33 , that is, whether the movable gear ring 33 is meshed with the outer ring of the one-way clutch 32 .

[0028] The electromagnetic brake 5 is installed at the end of the crankshaft away from the clutch assembly 2. The electromagnetic brake 5 includes an electromagnetic fixing seat 51 and a brake suction cup 52. The electromagnetic fixing seat 51 is fixed to the housing of the engine 1, and the brake suction cup 52 is connected to the crankshaft of the engine 1 and moves together. When the electromagnetic fixing seat 51 is energized to generate an electromagnetic field, the brake suction cup 52 is attracted by the electromagnetic suction force and fits with the electromagnetic fixing seat 51 to generate friction, so that the crankshaft is subjected to a friction torque. That is, after the electromagnetic brake 5 is started, a force opposite to the direction of rotation of the crankshaft is generated between the electromagnetic brake 5 and the crankshaft of the engine 1, thereby assisting in reducing the speed of the crankshaft and accelerating the process of reducing the speed of the crankshaft. In addition, the power-on time and power-on voltage of the electromagnetic fixing seat 51 can be controlled, so as to control the size of the attraction time of the electromagnetic fixing seat 51 on the brake suction cup 52, that is, the force is not a constant value.

[0029] The controller receives information and controls the terminal component actions according to the received information. The information received by the controller includes but is not limited to information sent by the position sensor 35, information about the accelerator and brake, information about the gear position, and information about the torque and speed of the vehicle. The actions of the terminal component include but are not limited to the movement of the movable ring gear 33, the closing and separation of the clutch of the clutch assembly 2, the torque reduction and increase of the engine 1, the gear shifting and gear engagement, the power-on and power-off of the electromagnetic fixing seat 51, and the power-on voltage and power-on time.

[0030] The working process of the utility model is as follows: the controller determines whether the AMT transmission 4 needs to upshift, forcibly downshift or coast downshift according to the received brake and throttle information, vehicle speed information and gear position information;

[0031] like Figure 2As shown, when the controller determines that the AMT transmission 4 needs to shift up, the engine 1 first reduces the torque and the engine output shaft 11 is connected to the transmission input shaft 31 through the one-way clutch 32, that is, the active gear ring 33 is disengaged from the outer ring of the one-way clutch 32, and the one-way clutch 32 is in an activated state, and then subsequent operations are performed. The shifting process of upshifting is: first, the engine reduces the torque and activates the one-way clutch 32, then the gear is disengaged and the electromagnetic brake 5 is powered on and started, when the engine speed reaches the set range, the electromagnetic brake 5 is powered off, and finally the gear is engaged, the engine increases the torque, and the one-way clutch 32 is locked. The one-way clutch 32 is locked when the engine increases the torque to reach the torque required by the driver. Finally, the one-way clutch 32 is locked to ensure that the reverse towing condition of the vehicle is effective when the vehicle is driving normally, and the locked one-way clutch 32 is activated again before the next upshift. In other words, when the vehicle is driving normally, the one-way clutch 32 is in a locked state.

[0032] During the upshift operation, the clutch of the clutch assembly 2 remains in a closed state. The electromagnetic brake 5 assists in adjusting the speed of the crankshaft of the engine 1, so that the speed of the crankshaft of the engine 1 is accelerated to reduce, thereby shortening the shift process. During the shift process, the engine speed reaches the set range, which means that the engine speed reaches the speed required by the driver or is close to the speed required by the driver. The close range can be flexibly designed according to the specific application. The driver's required speed is the gear shift target speed.

[0033] When the controller determines that the AMT transmission 4 needs to be forced downshifted, the engine 1 is first torque-reduced and the engine output shaft 11 is connected to the transmission input shaft 31 through the one-way clutch 32, that is, the movable ring gear 33 is disengaged from the outer ring of the one-way clutch 32, and the one-way clutch 32 is activated. Then the subsequent operations are performed. Specifically, the forced downshifting shifting process includes the following steps in sequence: first, the engine torque is reduced and the one-way clutch 32 is activated, and then the gear is disengaged, the gear is engaged, the engine torque is increased, and the one-way clutch 32 is locked. When the engine torque is increased to the torque required by the driver, the one-way clutch 32 is locked.

[0034] During the forced downshift shifting operation, the clutch of the clutch assembly 2 remains in the closed state.

[0035] When the controller determines that the AMT transmission 4 needs to downshift during the vehicle coasting process, the active ring gear 33 has moved to the engine output shaft 11 and the transmission input shaft 31 to rotate together in the coasting state, that is, the one-way clutch is originally in a locked state, and the gear shifting operation is performed directly. The gear shifting process of coasting downshifting is: first, the engine reduces torque and the clutch of the clutch assembly 2 is disengaged; then the gears are disengaged and engaged in sequence; finally, the clutch of the clutch assembly 2 is closed and the engine increases torque. When the speed of the engine 1 increases to reach the gear shift target speed, the clutch of the clutch assembly 2 is opened and completely closed.

[0036] Coasting downshift means that the engine is not fueled and the car coasts without fuel. At this time, the wheels drag the engine 1 to rotate, that is, initially, the speed of the inner ring of the one-way clutch 32 is greater than the speed of the outer ring, and the inner ring cannot drive the outer ring to rotate. At this time, the one-way clutch 32 needs to be locked.

[0037] Finally, it is necessary to explain here that the above embodiments are only used to further illustrate the technical solution of the utility model in detail and cannot be understood as limiting the protection scope of the utility model. Some non-essential improvements and adjustments made by technicians in this field based on the above content of the utility model belong to the protection scope of the utility model.

Claims

1. An AMT gearbox shift control system, characterized in that: The invention comprises an electromagnetic brake (5) and an engine (1), a clutch assembly (2), an engine output shaft (11), a transmission gearbox (3) and an automatic transmission manual gearbox (4) which are connected in sequence. The power of the engine (1) is transmitted to the wheels through the clutch assembly (2), the engine output shaft (11), the transmission gearbox (3) and the automatic transmission manual gearbox (4) in sequence. The clutch assembly (2) comprises a clutch, the transmission gearbox (3) comprises a one-way clutch (32), a transmission gearbox input shaft (31) and a movable gear ring (33). One end is connected to a gearbox input shaft (31), and the other end is detachably engaged with the outer ring of a one-way clutch (32); the engine output shaft (11) is connected to the gearbox input shaft (31) through the outer ring of the one-way clutch (32) and the movable gear ring (33) in a co-rotating manner, or is connected to the gearbox input shaft (31) through the outer ring of the one-way clutch (32) and the inner ring of the one-way clutch (32); after the electromagnetic brake (5) is started, a force opposite to the rotation direction of the crankshaft is generated between the electromagnetic brake (5) and the crankshaft of the engine (1), and the force is not a constant value.

2. The system according to claim 1, characterized in that: One end of the engine output shaft (11) is connected to one end of the crankshaft, and the other end of the engine output shaft (11) is connected to the gearbox input shaft (31) in a co-rotating manner or is connected to the gearbox input shaft (31) via a one-way clutch (32).

3. The system according to claim 1, characterized in that: An electromagnetic brake (5) is installed at one end of the crankshaft away from the clutch assembly (2).

4. The system according to claim 3, characterized in that: The electromagnetic brake (5) comprises an electromagnetic fixing seat (51) and a brake suction cup (52); the electromagnetic fixing seat (51) is fixed to the housing of the engine (1); the brake suction cup (52) is connected to the crankshaft of the engine (1) and moves together; when the electromagnetic fixing seat (51) is energized to generate an electromagnetic field, the brake suction cup (52) is attracted by the electromagnetic suction force and fits with the electromagnetic fixing seat (51) to generate friction force, so that the crankshaft is subjected to a friction torque.

5. The system according to claim 2, characterized in that: One end of the engine output shaft (11) away from the crankshaft is connected to the outer ring of the one-way clutch (32), and the inner ring of the one-way clutch (32) is connected to the gearbox input shaft (31).

6. The system according to claim 1, characterized in that: A fixed gear sleeve is provided on the outer ring of the one-way clutch (32); the movable gear ring (33) is movable along the gearbox input shaft (31); the movable gear ring (33) moves to connect to the gearbox input shaft (31) and simultaneously engages with the fixed gear sleeve or moves to disengage from the fixed gear sleeve.

7. The system according to claim 1, characterized in that: The auxiliary gearbox (3) also includes a driving motor (34), which is connected to and drives the movable gear ring (33) to move.

8. The system according to claim 1, characterized in that: The auxiliary gearbox (3) also includes a position sensor (35), and the position sensor (35) is used to sense the position of the movable ring gear (33).

9. The system according to claim 1, characterized in that: The system further comprises a controller, which receives information and controls the actions of the terminal components according to the received information. The information received by the controller includes information sent by the position sensor (35), information about the accelerator and brake, information about the gear position, and information about the torque and speed of the vehicle. The actions of the terminal components include movement of the movable ring gear (33), closing and releasing of the clutch of the clutch assembly (2), torque reduction and increase of the engine (1), shifting and engaging, powering on and off of the electromagnetic fixing seat (51), and power-on voltage and power-on time.

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