Control structure adapted to original ECU data after modification of vehicle variable transmission system

Abstract

The utility model provides a control structure adapted to original ECU (Electronic Control Unit) data after a vehicle variable transmission system is refitted, which comprises an engine, an automatic gearbox, a main transmission shaft, a terminal speed reducing mechanism, a rear wheel transmission shaft and a rear wheel, the rotating speed of an input shaft of the automatic gearbox is a, the original rotating speed of the rear wheel is b, the rotating speed of the refitted rear wheel is c, and the rotating speed of an output shaft of the automatic gearbox is c. A rotating speed signal disc is arranged on the rear wheel transmission shaft or the main transmission shaft, a series of pulse signal teeth are evenly arranged on the rotating speed signal disc in the circumferential direction, the number of original teeth of the pulse signal teeth is m, the number of modified pulse signal teeth is n, the number n of the pulse signal teeth meets the formula n = m * (a / c) / a / b, and when n is a decimal, the number n of the pulse signal teeth meets the formula n = m * (a / c) / a / b. N is a rounding integer value. By changing the number of the pulse signal teeth on the rotating speed signal panel, a vehicle can still adapt to an original ECU data operation control system after a variable speed transmission system is changed.

Description

Technical Field

[0001] The utility model relates to the field of vehicle speed change control systems, in particular to a control structure of a vehicle speed change transmission system adapted to original ECU data after modification. Background Art

[0002] With the improvement of people's living conditions, the tourism economy has flourished unprecedentedly, and RV travel is the most dazzling one among them. Due to the vast territory of our country, most of the beautiful scenery is in remote areas and the transportation conditions are not ideal, which has spawned a new demand: the four-wheel drive RV market.

[0003] However, my country currently does not have four-wheel drive RV chassis suitable for civilian use, only two-wheel drive ones, and advanced four-wheel drive RV chassis are controlled by Western countries and are banned from sale in China, such as Italy's latest 4X4 New Daily chassis.

[0004] Based on this background, domestic manufacturers began to upgrade the chassis of two-wheel drive RVs to four-wheel drive. Since four-wheel drive off-road vehicles have a low-speed four-wheel drive function gear that outputs strong torque, that is, under the premise that the gearbox outputs the same torque and speed, the tire output is relatively greater torque and slower speed than in the normal two-wheel drive state;

[0005] For example, in two-wheel drive, if the transmission output shaft rotates 4 times, the drive wheel will rotate 1 time (see Figure 1 ).

[0006] However, most of our cars nowadays are automatic transmissions. The reduction gears of each gear in the automatic transmission realize the gear selection and switching by separating and combining the friction plates. The typical failure and damage mode of the friction plates is that they slip first, generate heat and eventually burn out. Therefore, the transmission manufacturers will install a program on the driving computer to monitor the transmission speed and drive wheel speed in real time, such as the 4:1 mentioned above. In addition, there will be a small proportion of error redundancy. As long as this ratio is greater than or less than 4:1 during actual driving of the vehicle and exceeds the proportional error redundancy, the transmission will alarm and lock, making it impossible for the vehicle to continue to move. This is actually a protection mechanism for the transmission. However, since the reduction ratio of the low-speed gear after the four-wheel drive modification is much greater than this proportional error redundancy, if The low-speed four-wheel drive reduction ratio is 2.5, so the error of (4x2.5=10):1 relative to 4:1 has reached 150%. At this time, as long as the vehicle travels a few dozen meters, the on-board computer will immediately lock the gearbox after detecting the speed of both, making normal driving impossible. In other words, although the low-speed four-wheel drive gear exists, it has no practical value.

[0007] If we address the source, revising the transmission protection program or modifying the ABS-related programs (drive wheel speed sampling is achieved through the ABS ring gear and sensor on the drive wheels) to resolve the low-speed four-wheel drive lock-up problem is theoretically feasible. However, in reality, ZF Friedrichshafen and Aisin Toyota, the major transmission suppliers, and Bosch, the ABS system provider, are unwilling to open source their data to Chinese manufacturers to facilitate parameter modification. Even if they agree, the cost would be enormous. Utility Model Content

[0008] In response to the above problems, the present utility model aims to provide a control structure that adapts to the original ECU data after the vehicle's speed transmission system is modified. After the user makes any gear ratio modification in the area from the automatic transmission input shaft link (the transmission speed collection point) to the drive wheel (the transmission output end speed collection point), it can still match the control of the vehicle's original ECU data.

[0009] The technical solution of the present utility model is a control structure for adapting the original ECU data after the vehicle speed transmission system is modified, and is characterized in that: it includes an engine, an automatic transmission, a main drive shaft, a terminal reduction mechanism, a rear wheel drive shaft and a rear wheel, the rotational speed of the automatic transmission input shaft is a, the original rotational speed of the rear wheel is b, and the rear wheel rotational speed after modification is c, a speed signal disk is provided on the rear wheel drive shaft or the main transmission shaft, and a series of pulse signal teeth are evenly arranged on the speed signal disk along the circumferential direction, the original number of the pulse signal teeth is m, and the number of the pulse signal teeth after modification is n, and the number of teeth n of the pulse signal teeth satisfies the formula n=m*(a / c) / (a / b), and when n is a decimal, n takes the rounded integer value.

[0010] Preferably, a transfer case is provided on the main drive shaft behind the automatic transmission, and a fixed reduction ratio is provided in the transfer case.

[0011] Preferably, the speed ratio between the automatic transmission input shaft and the rear wheels is achieved through an internal transmission mechanism of the automatic transmission, a transfer case reduction mechanism, a terminal reduction mechanism, a wheel-side reduction mechanism, or a combination thereof.

[0012] Preferably, the pulse signal teeth of the speed signal disk include an inner ring and an outer ring, the number of teeth of the inner ring is the original 50-tooth structure, and the number of teeth of the outer ring is n, where n=50b / c.

[0013] The utility model provides a control structure for a vehicle speed transmission system adapted to original ECU data after modification, comprising an engine, an automatic transmission, a main drive shaft, a terminal reduction mechanism, a rear wheel drive shaft and a rear wheel, wherein the rotational speed of the automatic transmission input shaft is a, the original rotational speed of the rear wheel 6 is b, and the rear wheel rotational speed after modification is c, a rotational speed signal disk is provided on the rear wheel drive shaft 5 or the main transmission shaft, a pulse signal converter is provided between the rotational speed signal disk and the ECU control system, a series of pulse signal teeth are uniformly provided on the rotational speed signal disk along the circumferential direction, the number of the pulse signal teeth is m, and the pulse signal teeth are converted by the pulse signal converter and transmitted to the ECU control system for matching.

[0014] The utility model changes the number of teeth of the pulse signal teeth or adds a pulse converter to achieve that the vehicle can still adapt to the original ECU data calculation control system after the speed transmission system is changed. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 The structure of the speed signal plate of the existing vehicle is that when the main drive shaft rotates 4 times, the rear wheel rotates 1 time;

[0016] Figure 2 This is a structural diagram of the speed signal disk with 50 teeth on the inner ring and 125 teeth on the outer ring when the variable transmission ratio is 2.5;

[0017] Figure 3 This is a schematic diagram of the transmission structure of the utility model;

[0018] Figure 4 This is a schematic diagram of the transmission structure after the utility model is equipped with a transfer case for deceleration;

[0019] Among them; 1—engine; 2—automatic transmission; 3—main drive shaft; 4—terminal reduction mechanism; 5—rear wheel drive shaft; 6—rear wheel; 7—speed signal disk; 71—pulse signal gear; 8—transfer case. DETAILED DESCRIPTION

[0020] The present invention will be described in further detail below in conjunction with the accompanying drawings.

[0021] like Figures 2 to 4As shown, the utility model provides a control structure of a vehicle speed transmission system adapted to original ECU data after modification, including an engine 1, an automatic transmission 2, a main drive shaft 3, a terminal reduction mechanism 4, a rear wheel drive shaft 5 and a rear wheel 6, the rotational speed of the input shaft of the automatic transmission 2 is a, the original rotational speed of the rear wheel 6 is b, and the rotational speed of the rear wheel 6 after modification is c, a speed signal disk 7 is provided on the rear wheel drive shaft 5 or the main transmission shaft 3, and a series of pulse signal teeth 71 are evenly arranged on the speed signal disk 7 along the circumferential direction, the original number of teeth of the pulse signal teeth 71 is m, and the number of teeth of the pulse signal teeth 71 after modification is n, and the number of teeth n of the pulse signal teeth 71 satisfies the formula n=m*(a / c) / (a / b), and when n is a decimal, n is rounded to an integer value.

[0022] On the basis of the above solution, a transfer case 8 is provided on the main transmission shaft 3 behind the automatic transmission 2 , and a fixed reduction ratio is provided in the transfer case 8 .

[0023] In addition, the speed ratio between the input shaft of the automatic transmission 2 and the rear wheels 6 is achieved through the internal transmission mechanism of the automatic transmission 2 or the transfer case reduction mechanism or the terminal reduction mechanism or the wheel-side reduction mechanism or a combination of the above.

[0024] Specifically, the pulse signal teeth of the speed signal disk 7 include an inner ring and an outer ring. The number of teeth of the inner ring is the original 50-tooth structure, and the number of teeth of the outer ring is n, where n=50b / c.

[0025] Furthermore, it includes an engine 1, an automatic transmission 2, a main drive shaft 3, a terminal reduction mechanism 4, a rear wheel drive shaft 5 and a rear wheel 6, the speed of the input shaft of the automatic transmission 2 is a, the original speed of the rear wheel 6 is b, and the speed of the rear wheel 6 after modification is c, and a speed signal disk 7 is provided on the rear wheel drive shaft 5 or the main transmission shaft 3, and a pulse signal converter is provided between the speed signal disk 7 and the ECU control system, and a series of pulse signal teeth 71 are evenly arranged along the circumferential direction on the speed signal disk 7, and the number of teeth of the pulse signal teeth 71 is m, which is converted by the pulse signal converter and transmitted to the ECU control system for matching.

[0026] Among them, the terminal reduction mechanism is a bevel gear reduction mechanism between the main drive shaft and the rear wheel drive shaft.

[0027] The wheel-side reduction mechanism is a reduction mechanism between the rear wheel drive shaft and the rear wheel.

[0028] The following are some typical reduction ratios.

[0029] Example 1: The speed of the automatic transmission input shaft is 100 rpm, the reduction ratio in the transmission is 1:1, then the speed of the transmission output shaft is 100 rpm, at this time the speed of the main drive shaft is also 100 rpm, and after the terminal transmission is reduced (4:1), the speed of the rear wheel drive shaft is 25 rpm, and the number of teeth of the original rear wheel ABS ring gear is 50, then a total of 1250 pulse signals are sent to the ECU; then a four-wheel drive transfer case with a low gear is added to the main transmission link, and this four-wheel drive transfer case is in the low-speed four-wheel drive gear position. Since this four-wheel drive The reduction ratio of the transfer case's low gear is 2.5:1, so the main drive shaft drives the four-wheel drive transfer case at 100 rpm, and the output speed of the four-wheel drive transfer case is 40 rpm. Then the speed of the rear wheel drive shaft is 10 rpm, and the rear wheel actually outputs 500 pulse signals. 500 pulse signals are far less than the previous 1250 pulse signals. Then we use the following formula: n=m*(a / c) / (a / b), and substitute the specific values ​​into n=50x(100 / 10) / (100 / 25), and get n=125. When a tire with a 125-tooth ABS ring gear runs 10 circles, it outputs 1250 pulse signals. Therefore, when the four-wheel drive transfer case is in a low gear with a reduction ratio of 2.5, inputting 1250 pulse signals to the ECU is just a match.

[0030] Example 2: The speed of the automatic transmission input shaft is 2550 rpm, the reduction ratio in the transmission is 3:1, and the speed of the transmission output shaft is 850 rpm. At this time, the speed of the main drive shaft is also 850 rpm. After the terminal transmission is reduced (3.6:1), the speed of the rear wheel drive shaft is 236.11 rpm. The number of teeth of the original rear wheel ABS ring gear is 52. Therefore, a total of 12277.78 pulse signals are sent to the ECU; then, in the main drive A four-wheel drive transfer case with a low gear is added to the power link, and the four-wheel drive transfer case is in the low-speed four-wheel drive gear. Since the reduction ratio of the low-speed gear of the four-wheel drive transfer case is 2.95:1, the main drive shaft drives the four-wheel drive transfer case to work at 850 rpm, and the output speed of the four-wheel drive transfer case is 288.14 rpm, then the speed of the rear wheel drive shaft is 80.04 rpm, and the rear wheel actually outputs 4161.96 pulse signals, 41 61.96 pulse signals are far less than the previous 12277.78 pulse signals. Then we use the following formula: n=m*(a / c) / (a / b), and substitute the specific values ​​into n=52x(2550 / 80.04) / (2550 / 236.11), and get n=153.39, which is 153 teeth after taking the approximate integer value. When the tire with a 153-tooth ABS gear ring runs 80.04 circles, it outputs 12246.12 pulse signals. Therefore, when our four-wheel drive transfer case is working in low gear with a reduction ratio of 2.95, 12246.12 pulse signals are input to the ECU, which has a 0.9974% error with the original 12277.78 pulse signals. The error value of less than 1% is also smaller than the redundant error range of the ECU, so this automatic transmission can work normally, and this pulse signal is only used for real-time monitoring, not data accumulation.

[0031] Example 3: The speed of the automatic transmission input shaft is 3200 rpm, and the reduction ratio in the transmission is 4.5:1. The speed of the transmission output shaft is 711.11 rpm. At this time, the speed of the main drive shaft is also 711.11 rpm. After the terminal transmission is reduced (3.92:1), the rear wheel drive shaft is 181.41 rpm. In this example, a wheel-side reduction mechanism is added, and the reduction ratio of this wheel-side reducer is 1.8. Then, after the reduction of this wheel-side reducer, the actual speed of the drive wheel is 100.78 rpm. / min, since the number of teeth of the drive wheel ABS ring gear is 96, a total of 9675.2 pulse signals are sent to the ECU; then a four-wheel drive transfer case with a low gear is added to the main transmission link, and this four-wheel drive transfer case is in the low-speed four-wheel drive gear. Since the reduction ratio of the low gear of this four-wheel drive transfer case is 5.5:1, the main drive shaft drives the four-wheel drive transfer case to work at 711.11 rpm, and the output speed of the four-wheel drive transfer case is 129.29 rpm, and the speed of the rear wheel drive shaft is 32.98 rpm, and then after the deceleration of the wheel-side reducer, the actual speed of the driving wheel is 18.32 rpm, and the output pulse signal is 1759.05. 1759.05 pulse signals are far less than the previous 9675.2 pulse signals. Then we use the following formula: n=m*(a / c) / (a / b), and substitute the specific value into n=96x(3200 / 18.32) / (3200 / 100.78), and get n=528.1, which is 528 teeth after taking the approximate integer value. When A tire with an ABS ring gear of 528 teeth outputs 9672.96 pulse signals after running 18.32 circles. Therefore, when the four-wheel drive transfer case is working in a low gear with a reduction ratio of 5.5, 9672.96 pulse signals are input to the ECU. There is a 0.9998% error compared with the original 9675.2 pulse signals. The error value of less than 1% is also smaller than the redundant error range of the ECU, so this automatic transmission can work normally. In addition, this pulse signal is only used for real-time monitoring and not for data accumulation.

[0032] The above description is only a preferred embodiment of the present invention and does not constitute any form of limitation to the present invention. Any simple modification, equivalent change or modification made to the above embodiment based on the technical principle of the present invention still falls within the scope of the technical solution of the present invention.

Claims

1. A control structure for adapting original ECU data to a modified vehicle transmission system, characterized by: The invention comprises an engine (1), an automatic transmission (2), a main transmission shaft (3), a terminal reduction mechanism (4), a rear wheel transmission shaft (5) and a rear wheel (6), wherein the rotational speed of the input shaft of the automatic transmission (2) is a, the original rotational speed of the rear wheel (6) is b, and the rotational speed of the rear wheel (6) after modification is c, and a rotational speed signal disk (7) is provided on the rear wheel transmission shaft (5) or the main transmission shaft (3), and a series of pulse signal teeth (71) are uniformly provided on the rotational speed signal disk (7) along the circumferential direction, wherein the original number of teeth of the pulse signal teeth (71) is m, and the number of teeth of the pulse signal teeth (71) after modification is n, and the number of teeth n of the pulse signal teeth (71) satisfies the formula n=m*(a / c) / (a / b), and when n is a decimal, n is rounded to an integer value.

2. The control structure for adapting original ECU data after modification of a vehicle transmission system according to claim 1, characterized in that: A transfer case (8) is provided on the main transmission shaft (3) behind the automatic transmission (2), and a fixed reduction ratio is provided in the transfer case (8).

3. The control structure for adapting original ECU data to a modified vehicle transmission system according to claim 2, characterized in that: The speed ratio between the input shaft of the automatic transmission (2) and the rear wheel (6) is achieved through the internal transmission mechanism of the automatic transmission (2), the transfer case reduction mechanism, the terminal reduction mechanism, the wheel-side reduction mechanism, or a combination of the above.

4. The control structure for adapting original ECU data to a modified vehicle transmission system according to claim 1, characterized in that: The pulse signal teeth of the speed signal disk (7) include an inner ring and an outer ring, the number of teeth of the inner ring is the original 50-tooth structure, and the number of teeth of the outer ring is n, where n=50b / c.

5. A control structure for adapting original ECU data to a modified vehicle transmission system, characterized by: The invention comprises an engine (1), an automatic transmission (2), a main transmission shaft (3), a terminal reduction mechanism (4), a rear wheel transmission shaft (5) and a rear wheel (6), wherein the rotational speed of the input shaft of the automatic transmission (2) is a, the original rotational speed of the rear wheel (6) is b, and the rotational speed of the rear wheel (6) after modification is c, and a rotational speed signal disk (7) is provided on the rear wheel transmission shaft (5) or the main transmission shaft (3), and a pulse signal converter is provided between the rotational speed signal disk (7) and the ECU control system, and a series of pulse signal teeth (71) are uniformly provided on the rotational speed signal disk (7) along the circumferential direction, and the number of teeth of the pulse signal teeth (71) is m, which are converted by the pulse signal converter and transmitted to the ECU control system for matching.

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