A vehicle automatic mechanical transmission electro-hydraulic actuator control system

Abstract

The utility model discloses a kind of vehicle automatic mechanical transmission electro-hydraulic actuator control system, simplify the structure composition of overall system, when using, the speed of vehicle, vehicle speed and throttle opening can be directly transmitted to electro-hydraulic actuator controller by transmission controller, and then drive motor drives piston movement, by changing the way of hydraulic oil pressure in hydraulic cavity acts on clutch, while improving overall system reliability and integration degree, since the reliability and integration degree promotion, also further guarantee the stability of sensor installation. According to the characteristics of transmission controller and electro-hydraulic actuator controller, the pin composition of electro-hydraulic actuator wire harness connector is optimized, the hard-wired connection of electro-hydraulic actuator sensor, motor and transmission controller is reduced by CAN communication, the wire harness cost is saved while optimizing wire, suitable for large-scale use and promotion in industry.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle transmission control, and specifically relates to a control system for an electro-hydraulic actuator of a vehicle automatic mechanical transmission. Background Technology

[0002] An automatic mechanical transmission (AMT) in a vehicle includes a transmission control unit (TCU), clutch actuators, shift actuators, sensors, and wiring harnesses. Existing commercial vehicle AMT clutch actuators are mainly divided into two types: pneumatic and electro-hydraulic.

[0003] Electro-hydraulic actuators are favored in lightweight AMTs due to their independence from air supply, high control precision, and fast response. Electro-hydraulic actuators require the integration of sensors for piston displacement, oil temperature, and oil pressure. The TCU (Transmission Control Unit) controls the electro-hydraulic actuator based on these sensor input signals. Traditional component connections transmit these sensors to the corresponding pins of the TCU via hardwired signals. This requires designing connectors for each sensor in the transmission wiring harness, increasing the risk of sensor connector failure due to vehicle vibration and also increasing the cost of the wiring harness connectors.

[0004] In summary, for lightweight AMT electro-hydraulic actuators, the TCU is prone to sensor connector failure due to vehicle vibration due to its low integration with the actuator, necessitating the design of a new electro-hydraulic actuator control system. Utility Model Content

[0005] The purpose of this invention is to provide a control system for the electro-hydraulic actuator of an automatic mechanical transmission in a vehicle, so as to solve the problem of low integration between the TCU and the actuator in the prior art, which makes the sensor connectors prone to failure due to vehicle vibration.

[0006] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0007] A vehicle automatic mechanical transmission electro-hydraulic actuator control system includes a vehicle power supply, a vehicle control unit, a transmission controller, and a central direct-push hydraulic release bearing installed inside the vehicle. The system is characterized by further including an electro-hydraulic actuator and a hydraulic chamber.

[0008] The vehicle power supply and vehicle control unit are respectively connected to the transmission controller. The transmission controller is also connected to the electro-hydraulic actuator. The electro-hydraulic actuator is connected to the hydraulic chamber. The hydraulic chamber is connected to the central direct-push hydraulic release bearing.

[0009] The electro-hydraulic actuator includes an electro-hydraulic actuator controller, an encoder, and a drive motor; the electro-hydraulic actuator controller is connected to the drive motor via the encoder.

[0010] The hydraulic chamber is divided into a left chamber and a right chamber by a sealable and horizontally sliding piston. The left chamber is filled with hydraulic oil, while the right chamber is empty. An oil outlet valve is provided at the bottom of the left chamber, and a hydraulic oil reservoir is provided on the upper right side of the hydraulic chamber. The oil inlet of the hydraulic oil reservoir is connected to the right chamber, and an oil inlet valve is provided on the oil inlet. The output shaft of the drive motor is sealed and slides horizontally into the left chamber of the hydraulic chamber and is fixedly connected to the left side wall of the piston.

[0011] This utility model also has the following features:

[0012] Furthermore, it also includes an electro-hydraulic actuator wiring harness connector, which is connected to the gearbox controller;

[0013] The electro-hydraulic actuator wiring harness connector includes three leads: a positive power lead, a ground power lead, a CAN high lead, a CAN low lead, an enable lead, and a spare lead.

[0014] Furthermore, a pressure sensor and a temperature sensor are installed on the left side cavity of the hydraulic cavity;

[0015] A displacement sensor is installed on the output shaft of the drive motor;

[0016] The displacement sensor, pressure sensor, and temperature sensor are respectively connected to the electro-hydraulic actuator controller.

[0017] Furthermore, the drive motor is a rotary motor, and the output shaft of the drive motor is coaxially and fixedly connected to one end of the planetary ball screw.

[0018] The other end of the planetary ball screw is sealed and slides horizontally into the left cavity of the hydraulic chamber, where it is fixedly connected to the left side wall of the piston.

[0019] Compared with the prior art, this utility model has the following technical effects:

[0020] (I) The vehicle automatic mechanical transmission electro-hydraulic actuator control system of this utility model simplifies the overall system structure. In use, the clutch target position, motor control mode, motor target speed and motor target torque can be directly transmitted to the electro-hydraulic actuator controller through the transmission controller. While simplifying the overall structure, it improves the overall system reliability and integration. Due to the improved reliability and integration, the stability of sensor installation is further guaranteed.

[0021] (II) The vehicle automatic mechanical transmission electro-hydraulic actuator control system of this utility model optimizes the pin composition of the electro-hydraulic actuator wiring harness connector according to the characteristics of the transmission controller and the electro-hydraulic actuator controller. In use, the transmission controller supplies power to the electro-hydraulic actuator through the positive and ground terminals of the power supply; the transmission controller and the electro-hydraulic actuator controller communicate via a private CAN network through the CAN high and CAN low pins. CAN communication reduces the hard-wired connections between the sensors and motors of the electro-hydraulic actuator and the transmission controller, optimizing the wiring and saving wiring harness costs, making it suitable for large-scale industrial use and promotion. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the control system structure of the electro-hydraulic actuator of the vehicle automatic mechanical transmission according to this utility model;

[0023] Figure 2 This is a block diagram of the control system principle of the electro-hydraulic actuator in this utility model.

[0024] The meanings of the labels in the diagram are as follows:

[0025] 1. Gearbox controller; 2. Hydraulic chamber; 3. Electro-hydraulic actuator controller; 4. Encoder; 5. Drive motor; 6. Piston; 7. Delivery valve; 8. Hydraulic oil reservoir; 9. Pressure sensor; 10. Temperature sensor; 11. Planetary ball screw. Detailed Implementation

[0026] It should be noted that, unless otherwise specified, all components in this utility model are components known in the prior art. For example, the gearbox controller, vehicle control unit, electro-hydraulic actuator controller, and encoder all use commonly known devices in the prior art.

[0027] Furthermore, the data acquisition and communication of the components in this utility model adopt methods commonly known in the prior art. This utility model only provides the connection relationship and setting of the components, and does not include any improvements to the algorithm.

[0028] The following are specific embodiments of the present invention. It should be noted that the present invention is not limited to the following specific embodiments. All equivalent modifications made based on the technical solutions of this application fall within the protection scope of the present invention.

[0029] like Figure 1 As shown, a vehicle automatic mechanical transmission electro-hydraulic actuator control system includes a vehicle power supply, a vehicle control unit, a transmission controller 1, and a central direct-push hydraulic release bearing installed inside the vehicle. The system is characterized by further including an electro-hydraulic actuator and a hydraulic chamber 2.

[0030] The vehicle power supply is connected to the transmission controller 1, the transmission controller 1 is also connected to the electro-hydraulic actuator, the electro-hydraulic actuator is connected to the hydraulic chamber 2, and the hydraulic chamber 2 is connected to the central direct-push hydraulic release bearing.

[0031] The electro-hydraulic actuator includes an electro-hydraulic actuator controller 3, an encoder 4, and a drive motor 5; the electro-hydraulic actuator controller 3 is connected to the drive motor 5 through the encoder 4;

[0032] The hydraulic chamber 2 is divided into a left chamber and a right chamber by a piston 6 that can be sealed and slide horizontally. The left chamber is filled with hydraulic oil, while the right chamber is empty. An oil outlet valve 7 is provided at the bottom of the left chamber, and a hydraulic oil reservoir 8 is provided on the upper right side of the hydraulic chamber 2. The oil inlet of the hydraulic oil reservoir 8 is connected to the right chamber, and an oil inlet valve is provided on the oil inlet. The output shaft of the drive motor 5 is sealed and slides horizontally into the left chamber of the hydraulic chamber 2 and is fixedly connected to the left side wall of the piston 6.

[0033] As a preferred embodiment, a pressure sensor 9 and a temperature sensor 10 are provided on the left side of the hydraulic cavity 2;

[0034] A displacement sensor is installed on the output shaft of the drive motor 5;

[0035] The displacement sensor, pressure sensor 9, and temperature sensor 10 are respectively connected to the electro-hydraulic actuator controller 3.

[0036] The following is a specific implementation method based on the overall structure of this embodiment:

[0037] In this embodiment, the electro-hydraulic actuator controller 3, encoder 4, and drive motor 5 are integrated inside the electro-hydraulic actuator; the gearbox controller 1 is connected to the electro-hydraulic actuator controller 3, the electro-hydraulic actuator controller 3 is connected to the drive motor 5, and the gearbox controller 1 is connected to the corresponding sensor via wiring harnesses.

[0038] Different wiring harnesses are used depending on the components being connected. For example, a connecting cable is used to connect the electro-hydraulic actuator controller 3 and the sensor; a gearbox wiring harness is used to connect the gearbox controller 1 and the electro-hydraulic actuator controller 3.

[0039] Since the selection of wire harnesses is not within the scope of this embodiment, those skilled in the art are capable of using the appropriate wire harnesses based on the actual situation, and will not be elaborated here.

[0040] The electro-hydraulic actuator controller 3 is connected to the drive motor 5, displacement sensor, pressure sensor 9, and temperature sensor 10 via corresponding connecting cables, and collects data from these components. Simultaneously, the electro-hydraulic actuator controller 3 directly controls the drive motor 5.

[0041] The algorithms involved in the actions of sensor data acquisition, electro-hydraulic actuator controller 3 data reception, and electro-hydraulic actuator controller 3 control of drive motor 5 are all commonly known algorithms in the field, and do not include any improvements to the algorithms.

[0042] When the electro-hydraulic actuator controller 3 controls the output shaft of the drive motor 5 to move horizontally, the piston 8 inside the hydraulic chamber 2 also moves horizontally. When the piston 8 moves left and right, and its rightmost movement does not exceed the oil inlet of the hydraulic oil reservoir 8, it can change the oil pressure in the left chamber, thereby controlling the central direct-push hydraulic release bearing through pressure changes. The central direct-push hydraulic release bearing can disengage or engage the clutch under oil pressure.

[0043] When piston 8 moves to the right and reaches the right side of the oil filling port of hydraulic oil reservoir 8, the oil outlet valve 7 and the oil inlet valve of hydraulic oil reservoir 8 are opened to replace the oil, which is beneficial for maintenance during actual operation.

[0044] It should be further noted that, in electro-hydraulic actuators, driving a central direct-push hydraulic release bearing via hydraulic changes is a commonly known technique in the art, but it is not the main focus of this embodiment. Figure 1 The connection method of the hydraulic cavity 2 is not specified in the document. Those skilled in the art are capable of connecting the two based on relevant knowledge in the field, so it will not be elaborated here.

[0045] The following table, showing specific components based on this embodiment, illustrates a pin configuration for the wiring harness connector of an electro-hydraulic actuator and a communication method between the components:

[0046] Table 1: Definitions of Wiring Harness Connectors for Electro-hydraulic Actuators

[0047]

[0048] It also includes an electro-hydraulic actuator wiring harness connector, which is connected to the gearbox controller 1;

[0049] The electro-hydraulic actuator wiring harness connector includes six pins: positive power supply pin, ground power supply pin, CAN high pin, CAN low pin, enable pin, and spare pin.

[0050] The gearbox controller 1 supplies power to the electro-hydraulic actuator through the positive power pin and the ground power pin; the gearbox controller 1 and the electro-hydraulic actuator controller 3 communicate via CAN network through the CAN high pin and the CAN low pin.

[0051] The CAN network communication method presented in this embodiment is a preferred implementation method that can be well adapted to the components of this embodiment. CAN network communication is an ISO internationally standardized serial communication protocol. Through CAN network communication, the hard wiring connection between the sensors and motors of the electro-hydraulic actuator and the gearbox controller 1 is reduced, further saving wiring harness costs.

[0052] CAN network communication includes the transmission controller 1 receiving private messages sent by the electro-hydraulic actuator controller 3, and the transmission controller 1 sending private messages to the electro-hydraulic actuator controller 3.

[0053] The transmission controller 1 receives messages including the displacement of the output shaft of the drive motor 5, oil pressure, oil temperature, motor voltage, motor torque, and information related to motor faults.

[0054] The message sent from the gearbox controller 1 to the electro-hydraulic actuator controller 3 includes the motor control mode, control target, limiting torque, limiting voltage, and limiting speed.

[0055] The above message information is all known in the prior art and can be obtained directly or specified in advance. The above is only an explanation of the specific content of the message information.

[0056] Furthermore, such as Figure 2 As shown, the vehicle's control unit is connected to the transmission controller 1, enabling the transmission controller 1 to parse message signals via CAN network communication based on transmission speed, vehicle speed, and throttle opening. The transmission controller 1 then sends control message signals to the electro-hydraulic actuator controller 3, thereby controlling the drive motor 5. Because the drive motor 5 is controlled indirectly by controlling voltage and torque, rather than directly controlling the movement of the output shaft, overall reliability is ensured.

[0057] It should be noted that the vehicle control unit is a commonly used component in the prior art, and its connection relationship with the transmission controller 1 and the control algorithm are also known content in the prior art. It does not include any improvement to the algorithm, and since it is not within the scope of discussion of this embodiment, it will not be described in detail here.

[0058] As a preferred embodiment, the drive motor 5 is a rotary motor, and the output shaft of the drive motor 5 is coaxially and fixedly connected to one end of the planetary ball screw 11.

[0059] The other end of the planetary ball screw 11 is sealed and slides horizontally into the left side cavity of the hydraulic chamber 2, where it is fixedly connected to the left side wall of the piston 6. The planetary ball screw 11 can convert the rotational motion of the output shaft of the drive motor 5 into the linear motion of the piston 8.

Claims

1. A vehicle automatic mechanical transmission electro-hydraulic actuator control system, comprising a vehicle power supply, a vehicle control unit, a transmission controller (1), and a central direct-push hydraulic release bearing disposed within the vehicle, characterized in that, It also includes an electro-hydraulic actuator and a hydraulic cavity (2); The vehicle power supply and vehicle control unit are respectively connected to the gearbox controller (1), the gearbox controller (1) is also connected to the electro-hydraulic actuator, the electro-hydraulic actuator is connected to the hydraulic chamber (2), and the hydraulic chamber (2) is connected to the central direct-push hydraulic release bearing. The electro-hydraulic actuator includes an electro-hydraulic actuator controller (3), an encoder (4), and a drive motor (5); the electro-hydraulic actuator controller (3) is connected to the drive motor (5) through the encoder (4); The hydraulic cavity (2) is divided into a left cavity and a right cavity by a piston (6) that can be sealed and slide horizontally. The left cavity is filled with hydraulic oil, and the right cavity is empty. An oil outlet valve (7) is provided at the bottom of the left cavity. A hydraulic oil reservoir (8) is provided on the upper right side of the hydraulic cavity (2). The oil inlet of the hydraulic oil reservoir (8) is connected to the right cavity. An oil inlet valve is provided on the oil inlet. The output shaft of the drive motor (5) is sealed and slides horizontally into the left cavity of the hydraulic cavity (2) and is fixedly connected to the left side wall of the piston (6).

2. The vehicle automatic mechanical transmission electro-hydraulic actuator control system as described in claim 1, characterized in that, It also includes an electro-hydraulic actuator wiring harness connector, which is connected to the gearbox controller (1); The electro-hydraulic actuator wiring harness connector includes six leads: a positive power lead, a ground power lead, a CAN high lead, a CAN low lead, an enable lead, and a spare lead.

3. The vehicle automatic mechanical transmission electro-hydraulic actuator control system as described in claim 2, characterized in that, A pressure sensor (9) and a temperature sensor (10) are provided on the left side cavity of the hydraulic cavity (2); A displacement sensor is provided on the output shaft of the drive motor (5); The displacement sensor, pressure sensor (9) and temperature sensor (10) are respectively connected to the electro-hydraulic actuator controller (3).

4. The vehicle automatic mechanical transmission electro-hydraulic actuator control system as described in claim 3, characterized in that, The drive motor (5) is a rotary motor, and the output shaft of the drive motor (5) is coaxially and fixedly connected to one end of the planetary ball screw (11). The other end of the planetary ball screw (11) is sealed and slides horizontally into the left side cavity of the hydraulic cavity (2) and is fixedly connected to the left side wall of the piston (6).

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