Automatic gear engaging and disengaging control system

Abstract

The utility model relates to an automatic gear engaging and disengaging control system. The control device comprises a controller used for receiving an external gear engaging signal or an external gear disengaging signal and outputting a corresponding control instruction; the clutch is connected with a vehicle transmission system; the telescopic end of the first telescopic piece is connected with a pedal of the clutch, and the first telescopic piece is used for stretching out or retracting under the control instruction of the controller so as to execute the treading or releasing action of the clutch; the telescopic end of the second telescopic part is connected with the power takeoff, and the second telescopic part is used for stretching out or retracting under the control instruction of the controller so as to execute the gear engaging or disengaging action of the power takeoff; and the position detection device comprises a first position sensor and a second position sensor which are electrically connected with the controller, and is used for correspondingly detecting the expansion and contraction amount of the first expansion and contraction piece and the second expansion and contraction piece. Accurate control over the clutch and the power takeoff is achieved through the automatic control system, so that the labor intensity of a driver is reduced, and the safety and efficiency of gear engaging and gear disengaging operation are improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle control technology, and in particular to an automatic gear shifting and disengaging control system. Background Technology

[0002] In the use of certain special vehicles (such as special-purpose vehicles), it is necessary to use a power take-off (PTO) to extract power from the vehicle's transmission to drive external equipment. The common current method involves the driver manually pressing the clutch and shifting gears or engaging the PTO, a cumbersome process prone to errors. Especially in scenarios involving frequent gear shifting and disengagement, manual operation can easily lead to fatigue and requires a high degree of precision and timeliness. Summary of the Invention

[0003] Therefore, this utility model aims to overcome the shortcomings of existing manual power take-off (PTO) devices by achieving precise control of the clutch and PTO through an automated control system, thereby reducing the driver's workload and improving the safety and efficiency of gear engagement and disengagement operations.

[0004] To solve the above-mentioned technical problems, this utility model provides an automatic gear shifting and disengaging control system, comprising:

[0005] The control device includes a controller for receiving external gear engagement or disengagement signals and outputting corresponding control commands;

[0006] The clutch is connected to the vehicle's transmission system.

[0007] The first telescopic component has its telescopic end connected to the clutch pedal and is used to extend or retract under the control command of the controller to perform the clutch depressing or releasing action.

[0008] The second telescopic component has its telescopic end connected to the power take-off (PTO) and is used to extend or retract under the control command of the controller to perform the PTO's gear engagement or disengagement action.

[0009] The position detection device includes a first position sensor and a second position sensor respectively installed corresponding to the first telescopic member and the second telescopic member. The first position sensor and the second position sensor are electrically connected to the controller to detect the extension and retraction of the first telescopic member and the second telescopic member respectively.

[0010] In one embodiment of this utility model, a first relay and a second relay are also included. The first relay is electrically connected to the controller and the first telescopic member, respectively, and the second relay is electrically connected to the controller and the second telescopic member, respectively.

[0011] In one embodiment of this utility model, both the first telescopic member and the second telescopic member are electric push rods.

[0012] In one embodiment of this utility model, a human-machine interface screen electrically connected to the controller is also included.

[0013] In one embodiment of this utility model, the controller is a programmable controller or a microcontroller.

[0014] In one embodiment of this utility model, the telescopic end of the first telescopic member is hinged to the clutch pedal, and a support bracket is provided on the floor of the vehicle cab, with the mounting end of the first telescopic member mounted on the support bracket.

[0015] In one embodiment of this utility model, the telescopic end of the second telescopic member is connected to the shift fork of the power take-off, and the mounting end of the second telescopic member is mounted on the vehicle chassis.

[0016] The above-mentioned technical solution of this utility model has the following advantages compared with the prior art:

[0017] This utility model discloses an automatic gear engagement and disengagement control system. A first telescopic component automatically engages or releases the clutch; a second telescopic component drives the power take-off (PTO) to engage or disengage gears; a position sensor monitors the positions of the clutch and PTO in real time and provides feedback signals to the controller; a programmable logic controller (PLC) or microcontroller enables precise scheduling and status display of the aforementioned actuator, clutch, and PTO. This system achieves automated control of the clutch and PTO, simplifying operation; the combination of the electric actuator and position sensor provides stable execution; the PLC allows for flexible settings of the automatic gear engagement or disengagement process for different vehicles or operational needs; and the human-machine interface allows operators to monitor the working status in real time, reducing misoperation and facilitating fault diagnosis. Attached Figure Description

[0018] To make the content of this utility model easier to understand, the present utility model will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0019] Figure 1 This is a schematic diagram of the overall structure of the automatic gear shifting and disengaging control system of this utility model.

[0020] Figure 2 This is a schematic diagram showing the installation positions of the first and second telescopic components of this utility model on a vehicle.

[0021] Figure 3 This is a structural schematic diagram of the first telescopic component of this utility model.

[0022] Figure 4 This is a structural schematic diagram of the second telescopic component of this utility model.

[0023] Explanation of reference numerals in the instruction manual:

[0024] 100, Controller; 200, Clutch; 210, Pedal; 300, First Telescopic Component; 310, First Relay; 400, Second Telescopic Component; 410, Second Relay; 500, First Position Sensor; 600, Second Position Sensor; 700, Power Take-Off; 800, Human-Machine Interface Screen; 910, Vehicle Cab; 920, Vehicle Chassis. Detailed Implementation

[0025] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. However, the embodiments are not intended to limit the present invention.

[0026] In this utility model, when directions (up, down, left, right, front, and back) are described, it is only for the convenience of describing the technical solution of this utility model, and does not indicate or imply that the technical features referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this utility model.

[0027] In this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," "exceeding," etc. are understood to exclude the stated number; "above," "below," "within," etc. are understood to include the stated number. In the description of this utility model, if "first" or "second" is used, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the order of the indicated technical features.

[0028] In this utility model, unless otherwise explicitly defined, terms such as "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a direct connection or an indirect connection through an intermediate medium; a fixed connection, a detachable connection, or an integrally formed connection; a mechanical connection, an electrical connection, or a connection capable of mutual communication; or the internal connection of two components or the interaction between two components. Those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model based on the specific content of the technical solution.

[0029] Reference Figure 1 As shown, this utility model discloses an automatic gear shifting and disengaging control system, which can be used in special vehicles (such as fire trucks, sanitation vehicles, emergency rescue vehicles, modified vehicles, etc.), including:

[0030] The control device includes a controller 100 for receiving external gear engagement or disengagement signals and outputting corresponding control commands;

[0031] Clutch 200 is connected to the vehicle's transmission system;

[0032] The first telescopic member 300 has its telescopic end connected to the pedal 210 of the clutch 200, and is used to extend or retract under the control command of the controller 100 to perform the depressing or releasing action of the clutch 200.

[0033] The second telescopic member 400 has its telescopic end connected to the power take-off 700 and is used to extend or retract under the control command of the controller 100 to perform the gear engagement or disengagement action of the power take-off 700.

[0034] The position detection device includes a first position sensor 500 and a second position sensor 600 respectively installed corresponding to the first telescopic member 300 and the second telescopic member 400. The first position sensor 500 and the second position sensor 600 are electrically connected to the controller 100 to detect the extension and retraction of the first telescopic member 300 and the second telescopic member 400. The device detects the real-time positions of the first telescopic member 300 and the second telescopic member 400 and sends position feedback signals to the controller 100.

[0035] It should be noted that during automatic gear shifting, the controller 100 controls the first telescopic member 300 to extend according to the gear shifting signal and depresses the clutch 200; when the first position sensor 500 detects that the clutch 200 has reached the preset disengagement position, the controller 100 controls the second telescopic member 400 to extend and engage the power take-off 700 into the working gear; after the power take-off 700 is in position, the controller 100 controls the first telescopic member 300 to retract again, allowing the clutch 200 to re-engage, and the gear shifting process is completed.

[0036] During automatic disengagement, the controller 100 controls the first telescopic member 300 to extend according to the disengagement signal and depresses the clutch 200; when the first position sensor 500 detects that the clutch 200 has reached the preset disengagement position, the controller 100 controls the second telescopic member 400 to retract, causing the power take-off 700 to exit the working gear; after the power take-off 700 is in disengagement position, the controller 100 controls the first telescopic member 300 to retract, allowing the clutch 200 to re-engage, and the disengagement process is completed.

[0037] The above settings enable automated and precise control of the clutch 200 and the power take-off 700, effectively reducing the driver's workload and ensuring operational safety.

[0038] In one embodiment, the system further includes a first relay 310 and a second relay 410. The first relay 310 is electrically connected to both the controller 100 and the first telescopic member 300, and the second relay 410 is electrically connected to both the controller 100 and the second telescopic member 400. The first relay 310 and the second relay 410 can drive the corresponding first telescopic member 300 and second telescopic movement according to the control commands output by the controller 100. The controller 100 can be installed in the electrical control cabinet of the cab or under the dashboard, ensuring compliance with waterproof and dustproof standards and facilitating maintenance and repair. Sufficient space is reserved at the controller 100 installation location for placing the power module, wiring terminals, and interface board. The first relay 310 and the second relay 410 can also be installed in the electrical distribution box in the cab.

[0039] Understandably, the first telescopic member 300 is connected to the clutch 200 to automatically engage or disengage the clutch. When the controller 100 receives a gear engagement or disengagement signal, it activates the first telescopic member 300 via the first relay 310 to extend, pushing the clutch 200 to disengage. After the power take-off (PTO) 700 is engaged or reset, the controller 100 drives the first telescopic member 300 to retract, causing the clutch 200 to re-engage. The second telescopic member 400 is connected to the PTO 700 to automatically engage or disengage the PTO 700. Since the PTO 700 generally needs the clutch 200 to disengage before shifting gears, the second telescopic member 400 extends or retracts in control after the clutch 200 is disengaged to a designated position, thereby driving the PTO 700 into or out of its working state.

[0040] In one embodiment, both the first telescopic member 300 and the second telescopic member 400 are electric actuators. The first position sensor 500 and the second position sensor 600 are optional displacement sensors used to monitor the extension and retraction of the electric actuators, thereby achieving high-precision control of the positions of the clutch 200 and the power take-off 700. During installation, the linear displacement sensor is arranged parallel to the electric actuator, with one end fixed to the electric actuator bracket and the other end connected to the telescopic end of the actuator.

[0041] In one embodiment, the external gear engagement or disengagement signal is sent to the controller 100 by an external control module, button, or wireless communication device. Exemplarily, a human-machine interface screen 800 electrically connected to the controller 100 is also included. This human-machine interface screen 800 can display the gear engagement or disengagement status and input gear engagement or disengagement commands to the controller 100. Optionally, the human-machine interface screen 800 includes a touch screen or a button screen, and can also be used to display the real-time clutch 200 position, power take-off (PTO) 700 status, and system fault diagnosis information. Exemplarily, the human-machine interface screen 800 can display the working position indicators of the clutch 200 push rod, such as "clutch 200 disengaged," "clutch 200 engaged," and "pedal 210 in position," as well as the current status of the PTO 700, such as "engaged," "disengaged," and "in position."

[0042] In one embodiment, the controller 100 is a programmable controller 100 (PLC) or a microcontroller.

[0043] For example, refer to Figure 2 As shown, the clutch pedal 210 is located inside the cab near the driver's feet (see reference). Figure 2 At point A), during installation, the telescopic end of the first telescopic member 300 is hinged to the pedal 210 of the clutch 200 (e.g., via a ball joint), refer to Figure 3 As shown. A support bracket can be installed on the vehicle floor of the vehicle cab 910. The support bracket is installed to the vehicle floor by bolts or welding to ensure that the electric push rod has sufficient stability and load-bearing capacity during extension and retraction. The mounting end of the first telescopic member 300 is installed on the support bracket. The first telescopic member 300 maintains an approximately perpendicular angle with the clutch pedal 210 so that it can effectively push the pedal 210 downward to disengage the clutch 200 when extended, and return the pedal 210 to the engaged position when retracted. The stroke length of the first telescopic member 300 should match the maximum stroke of the vehicle clutch pedal 210, and a safety limit is set in the controller 100 to avoid excessive extension and retraction of the push rod, which could cause mechanical jamming or damage.

[0044] The power take-off unit 700 is installed next to or at the rear of the gearbox (see reference). Figure 2 (At point B), it is connected to the vehicle's drivetrain via a dedicated power take-off (PTO) shaft 700. (Refer to...) Figure 4As shown, in order to realize the automatic engagement of the power take-off 700, a connecting end is provided on the housing or shift fork of the power take-off 700. The telescopic end of the second telescopic member 400 is fixedly connected to the connecting end, which can drive the shift fork of the power take-off 700 to move when the push rod extends or retracts. The mounting end of the second telescopic member 400 is installed on the vehicle chassis 920 or frame. By using reinforcing plates, triangular supports, etc., it is ensured that the push rod of the second telescopic member 400 does not swing when it extends or retracts.

[0045] In addition, the human-machine interface screen 800 is installed in the driver's cab and can be combined with the existing instrument panel or center console, making it convenient for the driver to view the status and input commands while driving or operating.

[0046] The clutch 200 and PTO 700 are automatically engaged or disengaged via the first telescopic component 300; the PTO 700 is engaged or disengaged via the second telescopic component 400; the positions of the clutch 200 and PTO 700 are monitored in real time by a position sensor, and feedback signals are provided to the controller 100; the programmable controller 100 or microcontroller enables precise scheduling and status display of the aforementioned push rod, clutch 200, and PTO 700. This achieves automated control of the clutch 200 and PTO 700, simplifying operation; the combination of the electric push rod and position sensor provides stable execution; the programmable controller 100 can flexibly set the automatic engagement or disengagement process for different vehicles or different operational needs; the human-machine interface 800 allows operators to monitor the working status in real time, reducing misoperation and facilitating fault diagnosis.

[0047] In operation, this invention sends a gear engagement signal externally or via the human-machine interface screen 800. The controller 100 then controls the first telescopic member 300 to extend and depress the clutch pedal 210. The first position sensor 500 provides real-time position feedback. Once the clutch 200 is in position, the controller 100 controls the second telescopic member 400 to extend and push the power take-off 700. The second position sensor 600 provides real-time position feedback. Once the power take-off 700 is in position, the controller 100 controls the first telescopic member 300 of the clutch 200 to retract, thus completing gear engagement.

[0048] The first telescopic component 300 extends and the clutch pedal 210 is depressed by the controller 100, either by sending a disengagement signal externally or via the human-machine interface screen 800. The first position sensor 500 provides real-time position feedback. Once the clutch 200 is in position, the controller 100 controls the second telescopic component 400 to retract, causing the power take-off 700 to reset. The second position sensor 600 provides real-time position feedback. Once the power take-off 700 is in position, the controller 100 controls the first telescopic component 300 of the clutch 200 to retract, thus completing the disengagement.

[0049] Finally, it should be noted that the above specific embodiments are only used to illustrate the technical solution of this utility model and not to limit it. Although this utility model has been described in detail with reference to examples, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of the technical solution of this utility model, and all such modifications and substitutions should be covered within the scope of the claims of this utility model.

Claims

1. An automatic gear engaging and disengaging control system characterized by comprising: The utility model relates to a control device for vehicle transmission system, comprising: a control device, including a controller (100) for receiving external gear engagement signal or gear disengagement signal and outputting corresponding control instruction; a clutch (200) connected with vehicle transmission system; a first telescopic member (300) with its telescopic end connected with pedal (210) of the clutch (200) for extending or retracting under control instruction of the controller (100) to perform pedal pressing or releasing action of the clutch (200); a second telescopic member (400) with its telescopic end connected with power take-off (700) for extending or retracting under control instruction of the controller (100) to perform gear engagement or disengagement action of the power take-off (700); a position detection device, including first position sensor (500) and second position sensor (600) respectively installed corresponding to the first telescopic member (300) and the second telescopic member (400), the first position sensor (500) and the second position sensor (600) are respectively electrically connected with the controller (100) to correspondingly detect telescopic amount of the first telescopic member (300) and the second telescopic member (400).

2. An automatic gear engaging and disengaging control system according to claim 1, wherein Further comprising first relay (310) and second relay (410), the first relay (310) is respectively electrically connected with the controller (100) and the first telescopic member (300), and the second relay (410) is respectively electrically connected with the controller (100) and the second telescopic member (400).

3. The automatic gear engaging and disengaging control system according to claim 1, wherein The first telescopic member (300) and the second telescopic member (400) are both electric push rod.

4. The automatic gear engaging and disengaging control system according to claim 1, wherein Further comprising man-machine interaction screen (800) electrically connected with the controller (100).

5. An automatic gear engaging and disengaging control system according to claim 1, wherein The controller (100) adopts programmable controller (100) or single-chip microcomputer.

6. An automatic gear engaging and disengaging control system according to claim 1, wherein The telescopic end of the first telescopic member (300) is hinged with the pedal (210) of the clutch (200), and a support bracket is arranged on the bottom plate of the vehicle cab (910), and the mounting end of the first telescopic member (300) is mounted on the support bracket.

7. An automatic gear engaging and disengaging control system as set forth in claim 1, wherein The telescopic end of the second telescopic member (400) is connected with the shift fork of the power take-off (700), and the mounting end of the second telescopic member (400) is mounted on the vehicle chassis (920).

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