27 results about "Manual transmission" patented technology

The battery electric vehicle includes a processor, and a shifter. The processor switches, according to operation by a driver of the battery electric vehicle, between an automatic control mode of performing traveling as an ordinary battery electric vehicle and a manual operation mode of performing traveling so as to simulate an engine vehicle equipped with a manual transmission by accepting virtual gear shifting operation through the shifter. When the processor determines that a state of the battery electric vehicle is a state in which switching from the automatic control mode to the manual operation mode is inappropriate, the processor rejects a request of the driver for switching from the automatic control mode to the manual operation mode. When the processor has rejected the switching request, the processor notifies the driver that the switching request has been rejected.

This invention discloses a shift speed control method and vehicle for an AMT (Automated Manual Transmission) gearbox, relating to the field of vehicle transmission technology. The shift speed control method for the AMT gearbox includes the following steps: When the AMT gearbox shifts and adjusts speed, the motor executes a speed response mode, calculates the real-time speed difference at the sliding sleeve end, and determines whether the real-time speed difference at the sliding sleeve end is within the speed difference setting range. If yes, the speed adjustment is considered complete; otherwise, the speed adjustment is considered a failure, and the number of speed adjustment failures is accumulated. It is then determined whether the accumulated number of speed adjustment failures exceeds a failure limit. If so, the initial value of the speed difference setting range is adjusted based on the accumulated number of speed adjustment failures, and the adjusted speed difference setting range is the adjusted value of the speed difference setting range. If the adjusted value of the speed difference setting range exceeds the speed difference limit, the motor's speed response mode is switched to a torque response mode. This shift speed control method for the AMT gearbox improves the success rate of shift speed adjustment.

This invention relates to electric vehicles. The electric vehicle includes a processor and a gear shifter. The processor switches between an automatic control mode, which is the normal driving mode of an electric vehicle, and a manual operation mode, which simulates the driving of an engine vehicle equipped with a manual transmission by accepting virtual gear shifting operations performed by the gear shifter. If the processor determines that the electric vehicle is in a state unsuitable for switching from the automatic control mode to the manual operation mode, it rejects the driver's request to switch from the automatic control mode to the manual operation mode. When the processor rejects the switching request, it notifies the driver that the switching request has been rejected.

The application discloses a manual-automatic dual-purpose control system of an automobile, which comprises a pull-off type transmission control rod, a manual-automatic dual-purpose transmission gear shifting system and a manual-automatic dual-purpose clutch system of the automobile; the manual-automatic dual-purpose transmission gear shifting system comprises a shift fork shaft motor, a primary reduction pinion, a primary reduction gear, a secondary reduction pinion, a secondary reduction gear, a gear position sensor, a shift fork shaft, a shift fork, a gear shifting control mechanism, a shift fork shaft self-locking interlocking mechanism and a transmission electric control unit; the primary reduction pinion and the primary reduction gear are engaged, the secondary reduction pinion and the secondary reduction gear are engaged, and the secondary reduction gear is provided with the gear position sensor on one side. The application can switch between a manual mode and an automatic mode, and in the manual mode, the same as the manual transmission gear shifting process is realized.

To provide an electric vehicle that allows drivers to experience operating a manual transmission vehicle while simultaneously maintaining ease of starting. [Solution] This disclosure relates to an electric vehicle having a manual mode for controlling an electric motor to simulate the operation of a virtual vehicle equipped with a virtual engine. The electric vehicle includes a transmission that changes the gear ratio between the electric motor and the drive wheels, a clutch provided between the electric motor and the transmission, a clutch operating device, and a control device that is communicatively connected to the clutch and the clutch operating device. In manual mode, the control device controls the clutch in response to instructions from the clutch operating device. The control device also controls the clutch independently of instructions from the clutch operating device to start the electric vehicle.

The application relates to an oil and water downhole discharging cable hand winch, which comprises a hand winch mechanism, the drum of the hand winch mechanism is wound with a cable, and the left and right ends of the drum are fixedly provided with winches, one end of the right winch is provided with a manual transmission rotating mechanism, a counter mechanism is provided with a hub, the upper end of the hub is overlapped with the cable, a depth measuring instrument is further arranged on the support of the counter mechanism, and a multifunctional cable joint is sealingly connected with the end of the cable. The device provided by the application utilizes the downhole device to replace the manual downhole mode, avoids the contact of personnel with a radiation source, ensures the accuracy of the downhole depth, automatically locks the cable during the test process, and does not cause displacement. The cable can be conveniently recovered after the test, a multi-specification joint is designed, the joint can be flexibly installed and replaced, a plurality of specification flowmeters can be connected to one cable, and the cable does not need to be replaced.

The present disclosure relates to an electric vehicle. An electric vehicle configured to use an electric motor as a power device for traveling is provided with a control device configured to control the electric vehicle and a shift lever. The control device is configured to switch between an automatic mode in which traveling as a general electric vehicle is performed and a manual mode in which a virtual gear shift operation based on the shift lever is accepted and traveling in which manual transmission driving is simulated is performed, in accordance with an operation of a driver of the electric vehicle, and the control device is configured to switch the regenerative braking force of the electric motor in accordance with the virtual gear shift operation in the manual mode.

The utility model discloses a kind of human self-control synchronous exchange two-gear variable-speed electric drive system, by additionally setting overrunning clutch and additionally setting first synchronizing ring on high speed gear combination gear and additionally setting second synchronizing ring on low speed gear combination gear, whether it is low speed gear switching for high speed gear, or high speed gear switching for low speed gear, gear sleeve will first pass through synchronous exchange position, make gear sleeve simultaneously drive first synchronizing ring and second synchronizing ring with its synchronous rotation, then again with high speed gear combination gear or low speed gear combination gear combination, to not only can realize easy reverse gear and in gear, and greatly reduce gear impact and abrasion problem caused thereby, reduce maintenance cost and maintenance frequency, simultaneously also greatly optimize gear dullness, improve driving experience and comfort, and, by setting special high speed gear moving route separation mechanism, avoid the efficiency loss of existing tricycle manual transmission.

This invention discloses a method for self-learning the clutch of an AMT (Automated Manual Transmission) in commercial vehicles, specifically including the following steps: Step 1: Determine whether the current vehicle meets the self-learning conditions; if so, proceed to Step 2; Step 2: Clutch self-learning: After activating clutch self-learning, the clutch will perform two rounds of disengagement and engagement; Step 3: After the clutch performs two disengagement and engagement actions, the learned parameters are stored in the TCU (Tracking Control Unit), completing one clutch self-learning cycle; Step 4: Repeat the above process to complete multiple clutch self-learning cycles. The method of this invention defines the complete disengagement point and the first, second, and third contact points by using the input shaft speed as a threshold, resulting in higher recognition accuracy and a simpler and more efficient TCU judgment and calculation logic.

A control system for an automated manual transmission includes a base housing having a plurality of shift axles configured to move a respective one of a plurality of gear engaging clutches of the automated manual transmission. Each of the plurality of shift axles extends along a respective shift axle longitudinal axis. The control system further includes an X-Y shifter having a main shaft extending along a main shaft longitudinal axis. A first actuator is configured to rotate the main shaft about the main shaft longitudinal axis. A second actuator is configured to translate the main shaft along the main shaft longitudinal axis. Rotation of the main shaft about the main shaft longitudinal axis causes the main shaft to engage one of the plurality of shift axles. Translation of the main shaft along the main shaft longitudinal axis causes the engaged one of the plurality of shift axles to move along its respective shift axle longitudinal axis.

A battery electric vehicle configured to use an electric motor as a driving power device includes a controller configured to control the battery electric vehicle, and a shifter. The controller is configured to switch between an automatic mode and a manual mode in accordance with a driver's operation of the battery electric vehicle, the automatic mode allowing the battery electric vehicle to drive as a normal battery electric vehicle, the manual mode allowing the battery electric vehicle to simulate manual transmission driving by receiving a virtual shift operation from the shifter, and, in the manual mode, switch regenerative braking force of the electric motor in accordance with the virtual shift operation.

A driver assistance apparatus for a vehicle equipped with a manual transmission as a transmission includes a recognizer, a first processor, a first determiner, a second determiner, and a standby unit. The recognizer recognizes information on a traveling environment outside the vehicle. The first processor executes driver assistance control, based on the traveling environment information. The driver assistance control includes contact avoidance control against an obstacle. The first determiner determines whether an engine stall has occurred in an engine of the vehicle. The second determiner makes a request for cancellation of the driver assistance control when the engine stall has occurred. The standby unit temporarily puts, when the engine stall has occurred during the execution of the contact avoidance control, the request for cancellation of the driver assistance control on standby from occurrence of the engine stall until the vehicle stops.

This invention discloses a method, system, and medium for actively preventing overspeeding on downhill slopes for vehicles. The vehicle includes an automated manual transmission (AMT) gearbox and a first motor and a second motor connected to the AMT gearbox. The AMT gearbox has a first input shaft driven by the first motor and a second input shaft driven by the second motor. The gearbox also has an output shaft driven by both the first and second input shafts. The method includes acquiring the rotational speed of the first motor; when the rotational speed of the first motor is greater than the first target rotational speed, the first motor performs a gear shift operation; when the vehicle's slope is less than zero and the first motor is in the gear shifting process; acquiring the rotational speed of the second motor; and when the rotational speed of the second motor is greater than the first target rotational speed, triggering the second motor to output negative torque. This method can prevent the rotational speed of the second motor from continuously increasing, avoiding overspeeding by the second motor and improving vehicle reliability.

A computing system includes one or more processors and one or more memory devices storing instructions. The one or more processors perform operations according to the instructions. The operations include receiving an available gear value regarding a number of available gears of a transmission. The operations include responsive to the available gear value being above a predetermined gear value threshold, receiving a first efficiency value corresponding to a current gear and a second efficiency value corresponding to a first gear of the number of available gears of the transmission. The operations include implementing a gear shift that causes the transmission to operate at the first gear, responsive to the second efficiency value being below the first efficiency value.

A computing system includes one or more processors and one or more storage devices storing instructions. The one or more processors perform operations in accordance with the instructions. The operations include receiving an available gear value for a number of available gears of a transmission. The operations also include, in response to the available gear value being above a predetermined gear value threshold, receiving a first efficiency value corresponding to a current gear and a second efficiency value corresponding to a first gear of the available gears of the transmission. The operations also include, in response to the second efficiency value being lower than the first efficiency value, implementing a shift causing the transmission to operate in the first gear.

The invention relates to an installation tool (26) for inserting thrust pieces (18) into a synchronizing device (10) of a manual gearbox, by means of which installation tool at least one thrust piece (18) can be inserted into a corresponding axial groove (24) between a gearwheel (14) and a sliding sleeve (16) of the synchronizing device (10), having a main body (28) for receiving the at least one thrust piece (18) in a corresponding receiving space (34) in the main body (28), having a preloading ring (30) for preloading the at least one thrust piece (18) and for pushing the at least one preloaded thrust piece (18) into the corresponding receiving space (34), and having a plunger (32) for pushing the at least one thrust piece (18) out of the corresponding receiving space (34) into the corresponding axial groove (24), wherein, in order to receive the thrust piece (18), the preloading ring (30) which is placed on the main body (28) can be rotated coaxially relative to the main body (28), wherein the main body (28) with the preloading ring (30) placed thereon can be placed onto the gearwheel (14), and wherein, in order to insert the at least one thrust piece (18) into the axial groove (24), the plunger (32) can be positioned relative to the preloading ring (30) and can be displaced linearly relative to the main body (28) towards the main body (28). The invention further relates to a method for inserting thrust pieces (18) into a synchronizing device (10) using such an installation tool (26).

A battery electric vehicle includes an electric motor as a driving source. The battery electric vehicle includes: an accelerator pedal; a pseudo shifter imitating a shifter that is used to perform a shifting operation of a manual transmission internal combustion engine vehicle; and a control device configured to change a relationship among a vehicle speed of the battery electric vehicle, an accelerator operation amount of the accelerator pedal, and torque of the electric motor in response to an operation of the pseudo shifter. The control device includes a memory storing a vehicle model that models a virtual vehicle, and a processing circuit coupled to the memory and configured to execute the vehicle model. The vehicle model includes an engine model that models a virtual internal combustion engine, a clutch model that models a virtual clutch, a transmission model that models a virtual manual transmission, and a driver model.

An automated manual transmission comprises the following: an input shaft, an input gear mounted on the input shaft, an intermediate shaft, several intermediate gears rigidly connected to the intermediate shaft, an output shaft, and several output gears that are selectively rigidly connected to the output shaft. Several wheel clutches are designed to selectively rigidly connect each of the several output gears to the output shaft. An inertial brake is designed to selectively slow the rotation of the intermediate shaft. A primary clutch selectively couples a drive source to the input shaft. A control system is designed to engage one of the several wheel clutches with each of the several output gears. The automated manual transmission further comprises at least two mounting points for a power take-off unit.An electronic control unit of the transmission is designed to control the operation of the automated manual transmission.

The utility model discloses a kind of manual transmission selects gear shift structure, can high integration, rationally carry out structure arrangement, so that important structure in selection gear structure, gear shift structure can be included into transmission housing structure inside, so that important structure can be prevented from being eroded, avoid the mud between gear shift component, the service life of overall structure can be extended.In the present application, including gear shift main shaft, transmission housing includes big main housing, small rear housing and rear mounting seat, further including selection gear rocker arm and gear shift rocker arm, big main housing, selection gear rocker arm, gear shift rocker arm and rear mounting seat are sequentially arranged along gear shift main shaft axial, the rotation axis of selection gear rocker arm is parallel to the rotation axis of gear shift rocker arm, the rotation axis of selection gear rocker arm is horizontal and perpendicular to gear shift main shaft, vertical through groove and horizontal through groove on integrated shifting block are provided on the both sides of gear shift main shaft in integrated shifting block, selection gear shifting piece driven by selection gear rocker arm and gear shifting piece driven by gear shift rocker arm are provided in small rear housing.

The application relates to a device for replacing a live pluggable controller, which comprises a fixing support, a first side plate, a second side plate, a bottom plate, an electric screwdriver, a hydraulic claw and a hydraulic pushing rod, the fixing support is wrapped around the periphery of a circuit breaker, the first side plate is installed on the fixing support and located in front of the pluggable controller on the circuit breaker, the electric screwdriver and the hydraulic claw are distributed on the first side plate, the second side plate is installed on the fixing support and located on one side of the circuit breaker, the hydraulic pushing rod is installed on the second side plate, the bottom plate is installed on the fixing support and located below the circuit breaker, the bottom plate is provided with an L-shaped groove, and the bottom of the pluggable controller is provided with an adapter for embedding into the L-shaped groove. Compared with the prior art, the device replaces manual transmission of live dismounting and mounting of the pluggable controller by a mechanical mode, improves the use safety, and has the advantages of simple structure, convenient installation and easy operation.

The battery electric vehicle (100) comprises a processor (30) and a switching device (23). The processor (30), according to input from the driver of the battery electric vehicle (100), switches between an automatic control mode for driving as a conventional battery electric vehicle and a manual operating mode for driving to simulate a motor vehicle equipped with a manual transmission by accepting virtual transmission input from the switching device (23). If the processor (30) determines that a state of the battery electric vehicle (100) is one in which switching from automatic control mode to manual operating mode is inappropriate, the processor (30) rejects a driver's request to switch from automatic control mode to manual operating mode.If the processor (30) has rejected the switching request, the processor (30) informs the driver that the switching request has been rejected.

The manual hybrid transmission is composed of a two-gear manual electric drive transmission and a five-gear manual oil drive transmission. The fuel transmission system and the conventional manual transmission are completely the same. The electric drive transmission clutch pedal is a control synchronizer actuator. The electric drive transmission and the oil drive transmission share one gear shifting handle and clutch pedal. When working in parallel, the oil drive transmission and the electric drive transmission share one handle gear position.

The electric vehicle according to the present disclosure calculates motor torque using an MT vehicle model simulating an MT vehicle having a manual transmission and an internal combustion engine. In the first operation mode, an operation amount of a pseudo-clutch pedal and a shift position of a pseudo-gearshift are input to the MT vehicle model to reflect operation of the pseudo-clutch pedal and operation of the pseudo-gearshift in electric motor control. In the second operation mode where the operation of the pseudo-clutch pedal is not needed, an operation amount of a clutch pedal calculated by a driver model is input to the MT vehicle model instead of the operation amount of the pseudo-clutch pedal.

The motorcycle-type vehicle has a control mechanism for automatically stopping and restarting the engine after automatic stop. When the manual transmission is engaged, the control mechanism restarts the engine based on at least the detection of a throttle opening operation and a clutch disengagement operation. Furthermore, for a predetermined period from the start of restart, if a throttle closing operation is detected, the control mechanism drives the engine at idle speed; otherwise, it drives the engine at a speed corresponding to the operation amount.

This invention provides a manual transmission gear position calculation and display control device and method. The device includes an instrument control module, an engine ECU, an engine speed sensor, a clutch sensor, a transmission output shaft speed sensor, a neutral sensor, a reverse gear sensor, and an instrument display module. Through a hybrid control strategy of "hard-sensor identification of reverse / neutral + speed ratio calculation matching of forward gears," it eliminates the need to modify the mechanical structure of the manual transmission. Signal transmission is achieved using the existing vehicle CAN communication bus. The instrument control module determines the clutch status based on sensor signals, calculates the speed ratio between the transmission input and output shafts, matches the forward gears (1-6) by looking up a table from a pre-stored speed ratio database, and controls the instrument display module to display the R / N / D1-D6 gear positions in real time. This invention features low hardware cost, strong compatibility, retains the core advantages of the original manual transmission, improves driving information transparency, lowers the driving threshold for new users, and has significant economic and practical advantages.

A system for selecting a manual transmission input gear during transient driving conditions (10) of a motor vehicle (14), comprising: a vehicle transmission (12); a motor (16) connected to the transmission (12), a torque converter (18) connected to the transmission (12), and a differential (20) providing a drive output; a control unit (34) in communication with the motor (16) and the gearbox (12); a switching device in communication with the control unit (34) which provides a manual selection by an operator of the motor vehicle (14) between a park mode, a reverse mode, a neutral mode, a drive mode and a manual mode; where, at the time of entering manual mode, a predicted gear is frozen close to an actual gear; wherein the transmission (12) defines a continuously variable transmission, CVT (12), comprising a first pulley (26) connected to an input shaft (22) and a second pulley (28) rotatably driven by a belt slidably connected to the first pulley (26) and the second pulley (28); furthermore comprising a range of pulley ratios divided into several bins that independently define successive segments of a total range of ratios of the CVT (12); furthermore comprising a bin center identified for any one of the several bins; wherein the predicted gear defines a predicted gear ratio and the actual gear defines a real CVT ratio, wherein the predicted gear ratio is frozen at the bin center of each of the multiple bins that are close to the real gear ratio at the time of entering manual mode, defined as approximately one to two bins away from the real gear ratio at the time of entering manual mode.

This invention discloses an electromagnetic lock, comprising a base plate, an electromagnet mounting plate, a front mounting plate, a rear mounting plate, an electromagnet, a guide post, a right electromagnetic lock limit switch, a right sliding door limit switch, a slide plate, a left electromagnetic lock limit switch, a left sliding door limit switch, a right swing arm, a right rotating shaft, a right stop pin, a left swing arm, a left rotating shaft, a left stop pin, and a manual transmission rod. The slide plate can move up and down. The sliding door limit switch can send an open-to-close signal, and the electromagnetic lock limit switch can send a closed-to-close signal. When the slide plate moves to the upper position, the electromagnetic lock can unlock both sliding doors to allow them to open. When the slide plate moves to the lower position, the electromagnetic lock can lock both sliding doors. The lower part of the slide plate is provided with a locking tongue adapted to the square hole of the sliding door. The electromagnetic lock of this invention has a simple structure, reliable operation, and can reduce the product failure rate in limited installation situations.