Emergency use system for electric control fault of vehicle gearbox

Abstract

The utility model relates to the technical field of vehicle speed control systems, in particular to a vehicle gearbox electric control fault emergency use system which comprises a power source, a change-over switch, a gearbox control unit, a gearbox unit and an emergency control unit. When the gearbox control unit breaks down, the change-over switch is switched to the emergency state, so that the gearbox unit is controlled to be switched to the corresponding gear through the emergency control unit. The emergency control device has the advantages that the emergency control unit is independent of the gearbox control unit, so that even if the gearbox control unit is completely invalid, the gearbox can complete gear shifting according to a gear shifting instruction issued by a driver, and the safety of the gearbox is improved. And the limitation of the limping mode of the existing gearbox is improved, so that the use reliability and the use safety of the vehicle are improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of vehicle transmission system especially relates to a vehicle gearbox electric control fault emergency use system. BACKGROUND

[0002] With the rapid development of modern automobile technology, automatic gearbox is more and more popular, and automatic gearbox relies on electric control system to control gear shift with electromagnetic valve, when electric control system fails, how to ensure that the vehicle can safely and controllably drive to the maintenance site is a problem to be solved.

[0003] At present, most automatic gearboxes are equipped with fault emergency mode, also known as limp home mode or safety home mode. The original intention of this mode is to limit part of the function of the gearbox through the preset backup program when the electric control system fails, to ensure that the vehicle can continue to drive. For example, when the sensor, electromagnetic valve or control unit fails, the gearbox will enter the lock gear mode, only one mechanical fixed gear is reserved to drive, to avoid further deterioration of the fault or affect the driving safety.

[0004] However, the existing fault emergency mode mainly relies on the self-diagnosis and self-protection ability of the electric control system. In some extreme cases, if the electric control system fails completely, the gearbox will completely fail to shift gears.

[0005] Therefore, it is particularly important to develop a vehicle gearbox electric control fault emergency use system independent of the electric control system. CONTENT OF THE UTILITY MODEL

[0006] (I) technical problem to be solved

[0007] In view of the above shortcomings and deficiencies of the prior art, the utility model provides a vehicle gearbox electric control fault emergency use system, which solves the technical problem that if the electric control system fails completely, the gearbox will completely fail to shift gears.

[0008] (II) technical scheme

[0009] In order to achieve the above purpose, the utility model adopts the main technical scheme:

[0010] Firstly, the utility model provides a vehicle gearbox electric control fault emergency use system, which is suitable for double clutch gearbox, including power supply, switch, gearbox control unit, gearbox unit and emergency control unit; The switch can switch the power supply between the normal state of electric connection with the gearbox control unit and the emergency state of electric connection with the emergency control unit; The gearbox control unit and the emergency control unit are connected with the gearbox unit;

[0011] The emergency control unit comprises clutch disconnection circuit, neutral electromagnetic valve, reverse electromagnetic valve and second gear electromagnetic valve connected in parallel, independent switch for turning on and off the clutch disconnection circuit, and integrated switch for turning on and off the neutral electromagnetic valve, reverse electromagnetic valve and second gear electromagnetic valve.

[0012] When the gearbox control unit fails, the switching switch switches to the emergency state to control the gearbox unit to switch to the corresponding gear through the emergency control unit; when the integrated switch switches the gear of the gearbox, the independent switch closes the clutch disconnection circuit.

[0013] (Three) beneficial effects

[0014] The vehicle gearbox electric control fault emergency use system of the utility model, aims at coping with sudden failure of gearbox control unit, ensures that the vehicle can still maintain limited driving ability. When the gearbox control unit fails, the emergency control unit will take over the control of the gearbox. The clutch disconnection circuit is used to disconnect the clutch when necessary, ensuring that the gearbox can smoothly switch to different gears. The neutral electromagnetic valve, reverse electromagnetic valve and second gear electromagnetic valve control the neutral gear, reverse gear and second gear state of the gearbox respectively. In the emergency state, the driver can switch the gear of the gearbox by operating these electromagnetic valves. The independent switch is used to turn on and off the clutch disconnection circuit. When it is necessary to switch the gear of the gearbox, the driver needs to close the independent switch first to disconnect the clutch, so as to allow the gearbox to smoothly enter the new gear. The integrated switch is used to turn on and off the neutral electromagnetic valve, reverse electromagnetic valve and second gear electromagnetic valve as needed. The driver can quickly switch the gear of the gearbox by operating the integrated switch.

[0015] The vehicle gearbox electric control fault emergency use system provides an emergency solution for the driver when the gearbox control unit fails, ensures the basic driving ability of the vehicle, improves the driving safety, and compared with the prior art, the emergency control unit is independent of the gearbox control unit, so that even if the gearbox control unit fails completely, the gearbox can complete gear shifting through the gear shifting instruction issued by the driver, improves the limitations of the existing gearbox limp mode, and further improves the use reliability and use safety of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 It is a system block diagram of the vehicle gearbox electric control fault emergency use system of the utility model;

[0017] Figure 2 It is a top view structural schematic diagram of the substrate of the utility model;

[0018] Figure 3 It is a bottom view structural schematic diagram of the sliding plate of the utility model;

[0019] Figure 4It is the main view structural schematic drawing of two gears state of the horizontal sliding switch of the utility model;

[0020] Figure 5 It is the main view structural schematic drawing of neutral gear state of the horizontal sliding switch of the utility model;

[0021] Figure 6 It is the main view structural schematic drawing of reverse gear state of the horizontal sliding switch of the utility model;

[0022] Figure 7 It is the main view structural schematic drawing of two gears state of the swing switch of the utility model;

[0023] Figure 8 It is the main view structural schematic drawing of neutral gear state of the swing switch of the utility model; Figure 7

[0024] Figure 9 It is the main view structural schematic drawing of reverse gear state of the swing switch of the utility model;

[0025] Figure 10 It is the main view structural schematic drawing of two gears state of the swing switch of the utility model; Figure 9

[0026] It is the main view structural schematic drawing of neutral gear state of the swing switch of the utility model; Figure 11

[0027] It is the main view structural schematic drawing of reverse gear state of the swing switch of the utility model; Figure 12 Figure 11

[0028]

Explanation of the drawing mark

[0029] 1, power supply;

[0030] 2, switch;

[0031] 3, gearbox control unit;

[0032] 4, gearbox unit;

[0033] 5, emergency control unit;

[0034] 51, clutch disconnect circuit; 52, neutral electromagnetic valve; 53, reverse electromagnetic valve; 54, two gears electromagnetic valve; 55, independent switch;

[0035] 56, integrated switch;

[0036] 561, base plate; 562, female contact module; 563, sliding plate; 564, sub contact module; 565, shell; 566, handle; C, sub limiting part; D, female limiting part;

[0037] A, first direction; B, second direction.​​​ DETAILED DESCRIPTION

[0038] In order to better explain the utility model, so as to facilitate understanding, below combining the drawings of the utility model is described in detail. Figures 1-12 The specific implementation is described in detail. Figure 1 The orientation of the reference.

[0039] Example 1:

[0040] Referring to Figures 1-12 The embodiment of the utility model provides a vehicle gearbox electric control fault emergency use system, is suitable for being used in double clutch gearbox, including power supply 1, switch 2, gearbox control unit 3, gearbox unit 4 and emergency control unit 5, switch 2 can make power supply 1 switch between normal state of being electrically connected with gearbox control unit 3 and emergency state of being electrically connected with emergency control unit 5, gearbox control unit 3 and emergency control unit 5 are connected with gearbox unit 4, emergency control unit 5 includes clutch disconnecting circuit 51, neutral electromagnetic valve 52, reverse electromagnetic valve 53 and second electromagnetic valve 54 that are parallel to each other, further include independent switch 55 for the on-off clutch disconnecting circuit 51 and integrated switch 56 for the on-off neutral electromagnetic valve 52, reverse electromagnetic valve 53 and second electromagnetic valve 54, wherein, when the fault of gearbox control unit 3 occurs, switch 2 switches to emergency state, to control gearbox unit 4 to switch to corresponding gear by emergency control unit 5, before integrated switch 56 switches the gear of gearbox, independent switch 55 closes clutch disconnecting circuit 51, after the gear switching is completed, independent switch 55 disconnects clutch disconnecting circuit 51.

[0041] The clutch is set as normally closed clutch, and the clutch is disconnected by the action of clutch disconnecting circuit 51.

[0042] Neutral electromagnetic valve 53 can control the corresponding shift fork reset to the separation position of all gears, to ensure that there is no gear access power transmission path in the neutral state.

[0043] In the event of a sudden failure of the gearbox control unit 3, the system ensures that the vehicle still has limited driving capabilities. The power supply 1 provides power support to the entire system, ensuring that the components function properly when needed. The switch 2 allows the driver to switch between the normal state and the emergency state of the system. In the normal state, the power supply 1 is connected to the gearbox control unit 3, which is responsible for the precise control of the gearbox. In the event of a failure of the gearbox control unit 3, the driver can switch the system to the emergency state by operating the switch 2, at which point the power supply 1 will be connected to the emergency control unit 5 instead.

[0044] In the normal state, the gearbox control unit 3 is responsible for receiving signals from other systems of the vehicle and controlling the gear shifting operation of the gearbox based on these signals and pre-set algorithms, but it may fail in certain situations. The gearbox unit 4 includes the mechanical and electronic components of the gearbox and is responsible for implementing the gear shifting function of the vehicle. It remains connected to both the gearbox control unit 3 and the emergency control unit 5 to function properly in different control modes.

[0045] When the gearbox control unit 3 fails, the emergency control unit 5 takes over the control of the gearbox. The clutch disconnection circuit 51 is used to disconnect the clutch when necessary, ensuring that the gearbox can smoothly switch to different gears. The neutral electromagnetic valve 52, the reverse electromagnetic valve 53, and the second gear electromagnetic valve 54 control the neutral, reverse, and second gear states of the gearbox, respectively. In the emergency state, the driver can switch the gears of the gearbox by operating these electromagnetic valves. The independent switch 55 is used to turn on and off the clutch disconnection circuit 51. When it is necessary to switch the gears of the gearbox, the driver needs to close the independent switch 55 to disconnect the clutch, allowing the gearbox to smoothly enter the new gear. The integrated switch 56 is used to turn on and off the neutral electromagnetic valve 52, the reverse electromagnetic valve 53, and the second gear electromagnetic valve 54 as needed. The driver can quickly switch the gears of the gearbox by operating the integrated switch 56.

[0046] The workflow is as follows:

[0047] In the normal state, the system controls the gear shifting operation of the gearbox by the gearbox control unit 3.

[0048] When the gearbox control unit 3 fails, the driver switches the switch 2 to the emergency state. In the emergency state, based on the initial position of the integrated switch 56 corresponding to the neutral state, the gearbox unit 4 will first switch to the neutral state to ensure that the pawls in all gears are reset to the neutral position after the switch 2 is switched to the emergency state, allowing the gearbox unit 4 to enter the neutral state.

[0049] Then, the driver can select the gear of the gearbox, i.e., the reverse or second gear, by operating the integrated switch 56.

[0050] Before switching gears, the driver needs to close the independent switch 55 to connect the clutch disconnection circuit 51, ensuring that the gearbox can smoothly enter the new gear.

[0051] Once the gear is switched, the driver can disconnect the independent switch 55 to restore the clutch connection, allowing the vehicle to continue driving.

[0052] The slow engagement action of the clutch closure can achieve smooth power connection and power transition between the engine and the gearbox.

[0053] This vehicle gearbox electronic control emergency use system provides an emergency solution for the driver when the gearbox control unit 3 fails, ensuring the basic driving ability of the vehicle and improving driving safety. Compared with the prior art, the emergency control unit 5 is independent of the gearbox control unit 3, so even if the gearbox control unit 3 fails completely, the gearbox can complete gear shifting through the gear shifting instructions issued by the driver, improving the limitations of the existing gearbox limp mode, and thus improving the reliability and safety of the vehicle.

[0054] The integrated switch 56 includes a substrate 561 and three sets of female contact modules 562 on the top surface of the substrate 561, each set of contact modules including a gear contact, and the three sets of gear contacts one-to-one corresponding to the neutral electromagnetic valve 52, the reverse electromagnetic valve 53 and the second gear electromagnetic valve 54. The integrated switch 56 also includes a sliding plate 563 and three sets of sub-contact modules 564 on the bottom surface of the sliding plate 563; the sliding plate 563 is slidably connected to the substrate 561 along the first direction A, and when the sliding plate 563 slides from one side of the substrate 561 to the other side of the substrate 561, the corresponding female contact module 562 and the corresponding sub-contact module 564 are matched in turn, and at the same time, only one set of female contact module 562 and sub-contact module 564 cooperate.

[0055] Since in the initial state, the sliding plate 563 is in the middle position relative to the substrate 561, that is, the integrated switch 56 corresponds to the neutral state, therefore, when the integrated switch 56 is engaged in one of the second gear and the reverse gear, to switch to the other gear, it must go through the neutral gear, so that the gear shifting action can be reliably and effectively realized, avoiding interference between the gears.

[0056] In this embodiment, the substrate 561 is the basic part of the integrated switch 56, used to support and fix other components. The female contact module 562 is arranged on the top surface of the substrate 561, and there are three sets, each including a gear contact. The three sets of gear contacts are respectively connected to the neutral electromagnetic valve 52, the reverse electromagnetic valve 53 and the second gear electromagnetic valve 54. When the corresponding sub-contact module 564 contacts the female contact module 562, the corresponding electromagnetic valve will be activated, thereby switching the gearbox to the corresponding gear.

[0057] The sliding plate 563 is the movable part of the integrated switch 56 and can slide on the base plate 561 in the first direction A, such as the left-right direction. Figure 2 The sub-contact modules 564 are arranged on the bottom surface of the sliding plate 563 and there are three groups in total, corresponding to the three groups of female contact modules 562. When the sliding plate 563 slides, the sub-contact modules 564 will sequentially contact the female contact modules 562, thereby activating the corresponding electromagnetic valves.

[0058] When the driver needs to switch the gearbox to a certain gear, the sliding plate 563 can be manually operated to slide on the base plate 561 in the first direction A. As the sliding plate 563 moves, the sub-contact modules 564 on its bottom surface will sequentially contact the female contact modules 562 on the base plate 561. When a group of female contact modules 562 and sub-contact modules 564 are in contact, an electric circuit is formed, thereby activating the electromagnetic valve connected to this group of contacts.

[0059] It is worth noting that at the same time, only one group of female contact modules 562 and sub-contact modules 564 is in contact, which ensures that the gearbox will only work in one gear, avoiding gear conflicts.

[0060] This structure of the integrated switch 56 is simple, simplifying the gear shifting operation in emergency situations. The driver can operate a sliding plate 563 and use the independent switch 55 to achieve gear shifting. This also improves the reliability and safety of the system. Even in the case of a failure of the gearbox control unit 3, the driver can still control the gearbox gear through the emergency control unit 5. Through simple mechanical structure, the complex gear shifting function is realized, reducing the cost and complexity of the system.

[0061] The three groups of female contact modules 562 and the three groups of sub-contact modules 564 are sequentially arranged along the first direction A, and the three sub-contact modules 564 are sequentially arranged along the second direction B. The front-back plane of the first direction A is perpendicular to the front-back plane of the second direction B.

[0062] When the sliding plate 563 slides on the base plate 561 in the first direction A, the sub-contact modules 564 on its bottom surface will sequentially contact the female contact modules 562 on the base plate 561. Since the sub-contact modules 564 are arranged along the second direction B, this arrangement ensures that only one sub-contact module 564 contacts the corresponding female contact module 562 each time, thereby avoiding gear conflicts.

[0063] This vertical layout increases the spacing between the contact modules, which helps to reduce the possibility of electrical interference and false triggering. In addition, this layout also makes the design of the sliding plate 563 more compact, as it allows more contact modules to be arranged within a limited horizontal space while still maintaining clear electrical isolation.

[0064] The driver operates the sliding plate 563 to slide it in the first direction A. As the sliding plate 563 moves, the first sub-contact module 564 of its bottom surface, assuming it corresponds to the second gear electromagnetic valve 54, first contacts the corresponding female contact module 562 on the base plate 561, activating the second gear electromagnetic valve 54 and causing the gearbox to switch to the second gear state.

[0065] As the sliding plate 563 continues to slide, the second sub-contact module 564, assuming it corresponds to the neutral gear electromagnetic valve 52, contacts the second female contact module 562, causing the gearbox to switch to the neutral gear state.

[0066] Finally, the third sub-contact module 564, corresponding to the reverse gear electromagnetic valve 53, contacts the third female contact module 562, causing the gearbox to switch to the reverse gear state.

[0067] Throughout the process, since the sub-contact modules 564 are arranged in the second direction B, only one electromagnetic valve is activated at a time, ensuring the stability and reliability of the system.

[0068] In summary, this contact module layout design provides an efficient and reliable solution for the integration switch 56 of the vehicle gearbox electronic control fault emergency use system, simplifying the operation and improving the safety of the system.

[0069] The integration switch 56 also includes a housing 565 and a handle 566, the lower end of the handle 566 is fixedly connected to the sliding plate 563, and the inner cavity bottom surface of the housing 565 is fixedly connected to the base plate 561. The handle 566 extends out of the housing 565 to form an operating end. The independent switch 55 is integrated on the handle 566 to improve the convenience of operation.

[0070] In this embodiment, the housing 565 is the peripheral protection structure of the integration switch 56, which can be made of strong and durable materials such as plastic or metal. The inner cavity bottom surface of the housing 565 is fixedly connected to the base plate 561, providing stable support for the base plate 561 and the female contact module 562 on it. The design of the housing 565 also takes into account the electrical safety and protection level, ensuring normal operation in harsh environmental conditions and preventing dangerous situations such as electric shock.

[0071] The handle 566 is a component used by the driver to operate the sliding plate 563, designed in a shape that is easy to hold and operate. The lower end of the handle 566 is fixedly connected to the sliding plate 563, so that the driver can move the handle 566 to drive the sliding plate 563 to slide on the base plate 561. The design of the handle 566 also takes into account ergonomics to ensure that the driver can maintain comfortable and accurate control even in long-term operation or emergency situations. The handle 566 extends out of the housing 565 to form an operating end, which allows the driver to easily grasp and operate the handle 566 from the outside without directly touching the internal components of the integration switch 56.

[0072] When the driver needs to switch the gear of the gearbox, he can hold the operating end of the handle 566 and move the handle 566 along the opening direction of the shell 565. With the movement of the handle 566, the fixed sliding plate 563 at the lower end of the handle 566 will also slide on the base plate 561, thereby bringing the bottom surface of the child contact module 564 into contact with the female contact module 562 on the base plate 561.

[0073] When a set of female contact modules 562 and child contact modules 564 are in contact, an electric circuit is formed, activating the solenoid valve connected to the set of contacts, thereby switching the gearbox to the corresponding gear. Because of the design of the handle 566, the driver can easily operate the sliding plate 563, so the whole switching process is both fast and accurate.

[0074] The integrated switch 56 also includes child limiting portions C and female limiting portions D. The child limiting portions C are arranged in three sets and are fixedly connected to the sliding plate 563. The female limiting portions D are arranged in three sets and are fixedly connected to the base plate 561. When the three sets of female contact modules 562 and child contact modules 564 are matched in turn, the three sets of child limiting portions C are also matched with the corresponding female limiting portions D in turn, so as to limit the position of the sliding plate 563 relative to the base plate 561 when the corresponding female contact module 562 and child contact module 564 are matched.

[0075] In this embodiment, when the sliding plate 563 moves to a certain specific position, the corresponding child limiting portion C will come into contact with and match the female limiting portion D, thereby forming a stable limiting structure. Whenever a set of female contact modules 562 and a set of child contact modules 564 are matched, a closed electric circuit is formed, thereby activating the corresponding solenoid valve and switching the gearbox to the corresponding gear.

[0076] At the same time, whenever the contact modules are matched, the corresponding child limiting portion C will also match the female limiting portion D. This design ensures that the sliding plate 563 can stably stay at the predetermined position each time the contact modules are matched, preventing the movement of the sliding plate 563 caused by misoperation or mechanical vibration.

[0077] Through the physical limiting structure, it is ensured that the sliding plate 563 can accurately stay at the predetermined position each time the contact modules are matched, improving the operation accuracy of the system.

[0078] The design of the limiting portions enhances the stability of the integrated switch 56 during operation, preventing misoperation caused by external factors such as mechanical vibration.

[0079] The child limiting portions C and the female limiting portions D are respectively arranged as recesses and elastic protrusions, and the child limiting portions C and the female limiting portions D are respectively arranged as contact portions of the child contact modules 564 and the female contact modules 562.

[0080] In this embodiment, the sub-limiting parts C are designed in the form of recesses, which are fixedly connected to the sliding plate 563. With the movement of the sliding plate 563, the recesses will move accordingly and cooperate with the structures on the base plate 561. The design of the recesses not only provides the function of physical limiting, but also serves as part of the sub-contact module 564 for forming electrical contact with the female contact module 562. The female limiting parts D are designed in the form of elastic protrusions, which are fixedly connected to the base plate 561. The elastic protrusions allow elastic deformation within a certain range to adapt to the movement and contact of the recesses on the sliding plate 563. At the same time, the protrusion parts also serve as part of the female contact module 562 for forming electrical contact with the sub-contact module 564.

[0081] The sub-limiting parts C and the female limiting parts D not only serve the function of physical limiting, but also serve as part of the contact module to achieve the function of electrical contact, thereby improving the integration of the integrated switch 56.

[0082] When the sliding plate 563 moves to a certain specific position, the recesses will contact and match with the elastic protrusions. This contact not only forms a physical limiting structure, but also forms a closed circuit through the contact of the contact parts, thereby activating the corresponding electromagnetic valve.

[0083] The design of combining the limiting parts with the contact module greatly saves space, making the structure of the integrated switch 56 more compact, and also simplifies the manufacturing process, as the limiting parts and the contact module no longer need to be manufactured separately, but can be manufactured and installed as a whole.

[0084] Since the limiting parts and the contact module are integrated, the cooperation between them is more tight and stable, improving the reliability of the system.

[0085] Embodiment 2:

[0086] With reference to Figures 4-6 In addition to the above-mentioned embodiment 4, the embodiments of the utility model further have the following technical solutions:

[0087] The first direction A and the second direction B are both straight line directions, and the base plate 561 and the sliding plate 563 are both flat plates extending along the planes of the first direction A and the second direction B, so that the integrated switch 56 forms a horizontal sliding switch. Since the sliding plate 563 and the base plate 561 are both flat plates and have consistent extension directions, the sliding process is both smooth and accurate, ensuring the reliability of the system.

[0088] The flat plate shape design makes the manufacturing and assembly of the base plate 561 and the sliding plate 563 relatively simple, the driver only needs to move the sliding plate 563 in one direction to switch gears, the operation is intuitive and easy to understand, and the flat plate shape of the base plate 561 and the sliding plate 563 provides a stable support surface, ensuring the smoothness and accuracy of the sliding process. Since the structure is relatively simple, the horizontal sliding switch is also more convenient to maintain and replace.

[0089] Embodiment 3:

[0090] With reference to Figures 7-12 In addition to having all the technical solutions of Embodiment 4 described above, the embodiments of the present application further have the following technical solutions:

[0091] The first direction A is a circular arc direction, and the second direction B is a straight line direction. The handle 566 is hinged to the housing 565 along the second direction B. The swing axes of the sliding plate 563 and the base plate 561 along the first direction A are coaxial with the swing axis of the handle 566, so that the integrated switch 56 forms a swing switch.

[0092] In this embodiment, the handle 566 is hinged to the housing 565 along the second direction B through a hinge or similar connecting mechanism, so that the handle 566 can swing around a fixed axis. This hinged design allows the driver to operate the handle 566 by simply swinging, thereby controlling the movement of the sliding plate 563 on the base plate 561.

[0093] The base plate 561 and the sliding plate 563 are no longer simple flat plates, but are designed as circular arc plates coaxial with the swing axis of the handle 566. This circular arc shape design allows the sliding plate 563 to move along an arc trajectory during the swing process, rather than a straight line trajectory. Since the base plate 561 and the sliding plate 563 are both circular arc shapes and coaxially arranged, their relative movement is more stable and accurate.

[0094] When the driver needs to switch the gearbox gear, he can hold the handle 566 and swing it around the swing axis. With the swing of the handle 566, the sliding plate 563 also moves on the base plate 561 along the circular arc trajectory.

[0095] During this process, the sub-contact module 564 on the bottom surface of the sliding plate 563 will sequentially contact the female contact module 562 on the base plate 561, forming a closed circuit. This closed circuit activates the electromagnetic valve connected to the contact module, thereby switching the gearbox to the corresponding gear.

[0096] The sliding plate 563 can be controlled to move on the base plate 561 through a simple swinging action, operation is more flexible and convenient, and the swinging operation form is closer to the traditional shift lever, thereby facilitating reduction of learning cost and adaptation cost of the driver.

[0097] It can be understood that, in the above-mentioned embodiments 1-3, parts in conflict can be freely combined to form other implementation manners of the present application.

[0098] In the description of the present application, it should be understood that the terms "first", "second" are used only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features with "first", "second" can explicitly or implicitly include one or more features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise specifically limited.

[0099] In the present application, unless otherwise specifically defined and limited, the terms "mounting", "connection", "connection", "fixing" and the like should be understood in a broad sense, for example, it can be fixed connection, or detachable connection, or integrated; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium; it can be the communication between two elements or the interaction relationship between two elements. For ordinary skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0100] In the present application, unless otherwise specifically defined and limited, the first feature is "on" or "under" the second feature, which can be direct contact between the first and second features, or indirect contact between the first and second features through intermediate medium. Moreover, the first feature is "above", "above" and "above" the second feature, which can be directly above or obliquely above the first feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature is "below", "below" and "below" the second feature, which can be directly below or obliquely below the first feature, or only indicates that the horizontal height of the first feature is lower than that of the second feature.

[0101] The term "comprising" or any other similar word is intended to cover non-exclusive inclusion, so that the process, article or equipment / device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or also includes the elements inherent in the process, article or equipment / device.

[0102] The technical scheme of the utility model has been described in combination with the preferred embodiments shown in the drawings, but the person skilled in the art can easily understand that the protection scope of the utility model is obviously not limited to these specific embodiments. The person skilled in the art can make equivalent changes or replacements to the related technical features without deviating from the principles of the utility model, and the technical schemes after the changes or replacements will all fall within the protection scope of the utility model.

Claims

1. A vehicle transmission electric control fault emergency use system, suitable for a dual clutch transmission, characterized in that, The gearbox control unit (3) and the emergency control unit (5) are connected with the gearbox unit (4); The emergency control unit (5) comprises clutch disconnection circuit (51), neutral solenoid valve (52), reverse solenoid valve (53) and second gear solenoid valve (54) which are connected in parallel, and further comprises independent switch (55) for on-off of the clutch disconnection circuit (51), and integrated switch (56) for on-off of the neutral solenoid valve (52), the reverse solenoid valve (53) and the second gear solenoid valve (54); When the gearbox control unit (3) fails, the switch (2) switches to the emergency state to control the gearbox unit (4) to switch to the corresponding gear through the emergency control unit (5); before the integrated switch (56) switches the gear of the gearbox, the independent switch (55) closes the clutch disconnection circuit (51); after the gear switching is completed, the independent switch (55) disconnects the clutch disconnection circuit (51).

2. The vehicle gearbox electric control fault emergency use system according to claim 1, characterized in that, The integrated switch (56) comprises a substrate (561) and three groups of female contact module (562) arranged on the top surface of the substrate (561), each group of contact module comprises a gear contact, and the three groups of gear contacts correspond to the neutral solenoid valve (52), the reverse solenoid valve (53) and the second gear solenoid valve (54) one by one; The integrated switch (56) further comprises a sliding plate (563) and three groups of sub-contact module (564) arranged on the bottom surface of the sliding plate (563); The sliding plate (563) and the substrate (561) are connected in sliding mode along the first direction (A), and when the sliding plate (563) slides from one side of the substrate (561) to the other side of the substrate (561), the corresponding female contact module (562) and the corresponding sub-contact module (564) are matched in sequence, so that the gearbox unit (4) can be switched to the second gear state, the neutral state and the reverse state in sequence, and only one group of female contact module (562) and sub-contact module (564) cooperate at the same time.

3. The vehicle gearbox electric control failure emergency use system according to claim 2, characterized in that, The three groups of female contact module (562) and the three groups of sub-contact module (564) are arranged in sequence along the first direction (A), and the three groups of sub-contact module (564) are arranged in sequence along the second direction (B), and the front-back plane of the first direction (A) is perpendicular to the front-back plane of the second direction (B).

4. The vehicle gearbox electric control failure emergency use system according to claim 3, characterized in that, The integrated switch (56) further comprises a housing (565) and a handle (566), a lower end of the handle (566) is fixedly connected with the sliding plate (563), an inner cavity bottom surface of the housing (565) is fixedly connected with the base plate (561), and the handle (566) extends out of the housing (565) to form an operation end.

5. The vehicle gearbox electric control failure emergency use system according to claim 4, characterized in that, The first direction (A) and the second direction (B) are both straight line directions, and the base plate (561) and the sliding plate (563) are both flat plates extending along a plane where the first direction (A) and the second direction (B) are located, so that the integrated switch (56) forms a horizontal sliding switch.

6. The vehicle gearbox electric control failure emergency use system according to claim 4, characterized in that, The first direction (A) is a circular arc direction, the second direction (B) is a straight line direction, the handle (566) is hingedly connected to the housing (565) in a swingable manner about the second direction (B), and swing axes of the sliding plate (563) and the base plate (561) about the first direction (A) are coaxial with a swing axis of the handle (566), so that the integrated switch (56) forms a swing switch.

7. The vehicle gearbox electric control failure emergency use system according to claim 4, characterized in that, The integrated switch (56) further comprises a sub-limiting part (C) and a mother limiting part (D), the sub-limiting part (C) is provided in three groups and is fixedly connected to the sliding plate (563); The mother limiting part (D) is provided in three groups and is fixedly connected to the base plate (561); When the three groups of the mother contact point modules (562) and the three groups of the sub-contact point modules (564) are sequentially matched, the three groups of the sub-limiting parts (C) are also sequentially matched with the corresponding mother limiting parts (D), so as to limit the position of the sliding plate (563) relative to the base plate (561) when the corresponding mother contact point module (562) and the corresponding sub-contact point module (564) are matched.

8. The vehicle gearbox electric control failure emergency use system according to claim 7, characterized in that, The sub-limiting part (C) and the mother limiting part (D) are respectively provided as a recess and an elastic protrusion, and the sub-limiting part (C) and the mother limiting part (D) are respectively provided as contact point parts of the sub-contact point module (564) and the mother contact point module (562).

9. The vehicle transmission electric control failure emergency use system according to claim 6, characterized in that, The independent switch (55) is integrated on the handle (566).

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