WO2007107091A1 - Gearshift power compensator - Google Patents

Gearshift power compensator Download PDF

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Publication number
WO2007107091A1
WO2007107091A1 PCT/CN2007/000849 CN2007000849W WO2007107091A1 WO 2007107091 A1 WO2007107091 A1 WO 2007107091A1 CN 2007000849 W CN2007000849 W CN 2007000849W WO 2007107091 A1 WO2007107091 A1 WO 2007107091A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
power
unit
electronic control
control unit
Prior art date
Application number
PCT/CN2007/000849
Other languages
French (fr)
Inventor
Yi Ren
Ruru Niu
Original Assignee
Byd Company Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Byd Company Limited filed Critical Byd Company Limited
Publication of WO2007107091A1 publication Critical patent/WO2007107091A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0437—Smoothing ratio shift by using electrical signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30401—On-off signal indicating the engage or disengaged position of the clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/506—Relating the transmission
    • F16D2500/50638—Shaft speed synchronising, e.g. using engine, clutch outside transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70464—Transmission parameters
    • F16D2500/70466—Input shaft
    • F16D2500/70472—Input shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0433—Bridging torque interruption by torque supply with an electric motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a gearshift power compensator.
  • gear shifting is usually implemented by disengaging and then engaging a clutch, in order to reduce impact load occurred on transmission gears and prevent overload occurred in the drive system; however, instantaneous interruption of power transmission occurs from the moment the clutch is disengaged to the moment the clutch is engaged.
  • the speed of automobile will change abruptly due to gear position change, especially in the case from a low gear to a high gear, resulting degraded comfort of driving.
  • the object of the present invention is to provide a gearshift power compensator, designed to compensate the temporarily interrupted power transmission when the clutch is disengaged.
  • the present invention provides a gearshift power compensator, comprising a power supply unit, an electronic control unit, and a motor; wherein, said power supply unit supplies electric power to said motor via said electronic control unit; said motor receives the electric power from said power supply unit and provides compensating power to a driven unit; said electronic control unit is designed to judge clutch actions which connects a drive unit with said driven unit, when said clutch is switched from engaged state to disengaged state, said electronic control unit controls said power supply unit to supply electric power to said motor; when said clutch is switched from disengaged state to engaged state, said electronic control unit controls said power supply unit to stop supplying the electric power to said motor.
  • the power compensator provided in the present invention can essentially prevent impact during the gearshift process and improve comfort of driving.
  • Fig.1 is a schematic diagram of an embodiment of the power compensator provided in the present invention.
  • Fig.2 is a schematic diagram of another embodiment of the power compensator provided in the present invention.
  • Fig.3 is a schematic diagram of yet another embodiment of the power compensator provided in the present invention.
  • the present invention provides a gearshift power compensator, comprising a power supply unit 1, an electronic control unit 2, and a motor 4; wherein, said power supply unit 1 supplies electric power to said motor 4 via said electronic control unit 2; said motor 4 receives the electric power from said power supply unit 1 and provides compensating power to the driven unit 5; said electronic control unit 2 is designed to judge the actions of clutch 7 which connects a drive unit 6 with said driven unit 5; when said clutch 7 is switched from engaged state to disengaged state, said electronic control unit 2 controls said power supply unit 1 to supply the electric power to said motor 4; when said clutch 7 is switched from disengaged state to engaged state, said electronic control unit 2 controls said power supply unit 1 to stop supplying the electric power to said motor 4.
  • said electronic control unit 2 also controls the current level of the electric power supplied from said power supply unit 1 to said motor 4 according to the change of output speed of said driven unit 5.
  • said current level is high enough to keep the change of output speed of said driven device 5 at zero.
  • Said electronic control unit 2 can utilizes some existing sensors to judge the state of the clutch 7 and the speed signal of the power output part of the driven unit 5.
  • said electronic control unit further comprises a clutch action sensor 9 and a speed sensor 10; wherein, said clutch action sensor 9 is designed to detect the actions of the clutch 7 and send the signals representing the actions of the clutch 7 to said electronic control unit 2; said speed sensor 10 is designed to detect the change of output speed of the driven unit 5 and send the signals representing the change of output speed to said electronic control unit 2.
  • Said electronic control unit 2 can further comprises a memory that stores above signals, a comparator that compares the speed before the clutch is disengaged with the speed after the clutch is disengaged, and a controller that controls whether to supply electric power to the motor.
  • the electronic control unit 2 detects the clutch 7 is switched from engaged state to disengaged state, it controls the power supply unit 1 to supply electric power to the motor 4; said motor 4 provides compensating power to the driven unit 5, to prevent the output speed of the driven unit 5 from decreasing quickly due to disengagement of the clutch 7 and thereby prevent impact resulted from abrupt change of output speed of said driven unit 5 after gear shifting (usually from low gear to high gear), i.e., abrupt change of speed after the clutch is engaged again.
  • said electronic control unit 2 controls said power supply unit to stop supplying electric power to said motor 4, so that said motor 4 stops compensating power supply to said driven unit 5.
  • the power compensator provided in the present invention can be used in motive power machines that utilizes a clutch structure, such as processing machines (e.g., machine tools), motor vehicles (i.e., automobiles, motorcycles) and ships, etc.
  • processing machines e.g., machine tools
  • motor vehicles i.e., automobiles, motorcycles
  • ships etc.
  • the power compensator provided in the present invention is applied in high-power machines (e.g., automobiles)
  • the requirement for power output of motor 4 is relatively high. That is to say, in such case, said motor 4 must have higher power; otherwise it is difficult to achieve the effect of power compensation to the automobile.
  • the present invention further provides another embodiment of the power compensator, as shown in Fig.2.
  • the present invention provides another gearshift power compensator, comprising: a power supply unit 1, an electronic control unit 2, a generator 3, a motor 4, and an generator drive unit 8; wherein, the rotator of said generator 3 is driven by said generator drive unit 8 to rotate; said power supply unit 1 supplies excitation current to said generator 3 via said electronic control unit 2, so that said generator 3 supplies electric power to said motor 4; said motor 4 receives the electric power and provides compensating power to said driven unit 5; said electronic control unit 2 is designed to judge the actions of said clutch 7 which connects a drive unit with said driven unit; when said clutch 7 is switched from engaged state to disengaged state, said electronic control unit 2 controls said power supply unit 1 to supply excitation current to said generator 3; when said clutch 7 is switched from disengaged state to engaged state, said electronic control unit 2 controls said power supply unit 1 to stop supplying excitation current to said generator 3.
  • said electronic control unit 2 can utilizes some existing sensors to judge the state of clutch 7 and the speed signal of the power output part of the driven unit 5.
  • said power compensator can comprises a clutch state sensor 9 designed to detect the state of said clutch 7 and send the status signals to said electronic control unit 2, and a speed sensor 10 designed to detect the speed of power output part of said driven unit 5 and send the speed signals to said electronic control unit 2.
  • Said electronic control unit 2 can further comprises a memory that stores above signals, a comparator that compares the speed before the clutch is disengages with the speed after the clutch disengages, and a controller that controls whether to supply excitation current to the generator. As required, said electronic control unit 2 can also control the level of the excitation current supplied to said generator 3.
  • Said generator 3 is preferably a three-phase AC servo generator; said motor 4 is a three-phase AC servo motor; said electronic control unit 2 is connected to the excitation coil in said generator 3 at one end thereof and is connected to said power supply unit 1 at the other end thereof.
  • Said power supply unit 1 can be a battery that outputs DC excitation current. In such a structure, the excitation current supplied to said generator 3 from said power supply unit 1 can be controlled, so as to control the power output from said motor 4 conveniently and accurately.
  • the rotator of said generator 3 is preferably driven by said generator drive unit 8.
  • Said generator drive unit 8 is usually an engine. In such a structure, said engine 8 always drives the rotator of said generator 3 to rotate.
  • said generator 3 receives excitation current from power supply unit 1, it provides electric power to the motor 4, and thereby drives the rotator of said motor 4 to rotate and output kinetic energy.
  • said drive unit 6 is connected to said driven unit 5 via said clutch 7, said drive unit 6 can also be used as said generator drive unit 8.
  • said drive unit 6 can be used as the only one power source; wherein, partial power is transferred via said clutch 7 to said driven unit, and the rest power is transferred to said generator 3.
  • An appropriate transmission unit can be used to transfer power between said drive unit 6 and said generator 3; for example, said transmission unit can be a belt drive, chain drive, or gear drive unit, etc.
  • said electronic control unit 2 can also detect the current speed of said engine by means of a speed sensor 11 mounted on said engine 8, and, according to the vehicle speed signal acquired and recorded during the gearshift process, calculate the currently required excitation current with the built-in program, and supply the required excitation current to said generator 3; therefore, the present invention can implement vehicle speed control by acquiring vehicle speed signal and compare the signal with the recorded value and thereby adjusting the excitation current in real time.
  • Said sensor 11 can be any sensor well-known to those skilled in the art, such as an angular velocity sensor, a photoelectric sensor, or a magnet-electric sensor.
  • Said drive unit 6 and said driven unit 5 can be the drive part and the driven part in existing motive power machines.
  • those machines include processing machines (e.g., machine tools), motor vehicles (e.g., automobiles), motorcycles, and ships, etc.
  • Fig.3 is a schematic diagram of another embodiment of the present invention; in said embodiment, the gearshift power compensator provided in the present invention is applied in vehicles.
  • the embodiment shown in Fig.1 is a general application of the gearshift power compensator provided in the present invention, i.e., it can be widely applied in any machine in which said drive unit 6 transfers power via said clutch 7 to said driven unit 5 or stops power transmission to said driven unit 5, such as processing machines (e.g., machine tools), motor vehicles (e.g., automobiles, motorcycles), and ships, etc.
  • processing machines e.g., machine tools
  • motor vehicles e.g., automobiles, motorcycles
  • ships etc.
  • said drive unit 6 is usually an engine 6.
  • a part of the power of engine 6 (usually a majority part of the power) is transferred via said clutch 7 to said transmission case 5, through the transmission 51 and differential 52 in said transmission case 5, and finally to the wheels, to drive the vehicle to run;
  • the rest power of the engine 6 is transferred via a belt driven unit or gear drive unit to said generator 3, to drive the rotator of said generator 3 to rotate at all times.
  • said clutch 7 is disengaged first.
  • the clutch status sensor 9 detects the disengaging action of said clutch, and sends that signal to said electronic control unit (ECU) 2.
  • the speed sensor 10 detects the signal of current speed of power input part or power output part of said differential 52 (e.g., receive the speed signal from differential gear 42), and records said speed signal in said electronic control unit 2.
  • said electronic control unit monitors the speed of power output part in real-time, and compares that speed with the recorded current speed, to obtain the difference between the two speed values.
  • said electronic control unit 2 controls said power supply unit 1 to supply a specified magnitude of excitation current to said generator 3 (the magnitude of excitation current can be preset by said electronic control unit 2), so that said generator 3 generates electric power and supplies the electric power to said motor 4; said motor 4 provides mechanical energy to said power output part, to compensate above speed difference.
  • the magnitude of current shall at least be at a level enough to control the change of output speed from said driven unit 5 at zero.
  • the output speed can be controlled to essentially equal to the recorded current speed, i.e., the speed at the moment the clutch is disengaged, and therefore the speed of power output part is kept constant essentially during the clutch disengaging process, i.e., no power interruption in the gearshift process; as the result, gearshift impact is eliminated essentially or greatly reduced.
  • Said sensor 9 can be any sensor well-known to those skilled in the art, such as a position sensor or travel sensor.
  • Said sensor 10 can be any sensor well-known to those skilled in the art, such as an angular velocity sensor, a photoelectric sensor, or a magnet-electric sensor.
  • the power compensator provided in the present invention can be enabled to control the vehicle speed to drop steadily.
  • the mechanical energy from said motor 4 can be transferred to said differential via an ordinary drive mechanism; of course, it can also be transferred to any mechanism that can receive power after speed change and then transfer the power to wheels to drive the vehicle.
  • the power from said motor 4 can be transferred to said main reducer.
  • the power from said motor 4 can be transferred to the differential or the main reducer via an ordinary transmission unit.
  • the power from said motor 4 is transferred to differential 52 by means of engagement between the gear 41 on the rotor spindle on said motor 4 and the gear 42 on the differential, and finally transferred via the transmission unit (e.g., semi-axle) to wheels to drive the vehicle to run.
  • the power can also be transferred via a reducer between the power output end of said motor 4 and the differential or main reducer, so as to attain the purpose of decelerating and increasing torque.
  • said electronic control unit 2 controls the excitation current to said generator 3, the higher-current drive motor 4 is not required; therefore, the cost is very low.
  • the electronic control unit 2 can be implemented directly with the onboard electronic control unit; therefore, it is unnecessary to add a separate control unit; as the result, the size of the entire system can be reduced, and the space can be saved greatly, because the conventional motor servo mechanism and generator commutation bridge are not required.
  • the engine drives the rotator on generator 3 to rotate when it drives the vehicle; therefore, the control of the entire unit is simple and reliable, in a simple and compact structure, at a low cost, and can be deployed in a small space.
  • said transmission case 5 as the driven unit is preferably an AMT transmission case.
  • Said clutch 7 is an electric-controlled clutch, controlled by a clutch control mechanism.
  • the power supply unit 1 will supply excitation current to the generator 3, the generator 3 supplies electric power to the motor 4, and the motor 4 provides compensating power to the differential gear to compensate vehicle speed reduction, and thereby implement uninterrupted power transmission, so as to maintain the rotating speed of said differential gear at the level at the moment the clutch is disengaged.
  • ⁇ V ⁇ O i.e., V1 ⁇ V2
  • said electronic control unit will stop excitation current supply to said generator 3, so that said motor 4 stops power output.
  • the gearshift power compensator provided in the present invention can compensate the differential speed ⁇ V between the two vehicle speed values, to control the differential speed ⁇ V at zero essentially, and thereby prevent vehicle speed drop abruptly in the clutch disengaging process and vehicle speed rise abruptly after the clutch is engaged; therefore, the gearshift power compensator eliminates gearshift impact essentially and improves driving comfort greatly.
  • the magnitude of excitation current to said generator 3 can be preset by said electronic control unit 2, i.e., it can be preset appropriately, as long as the compensating power output from said motor 4 can be controlled to compensate the drop of real-time vehicle speed V2.
  • said electronic control 2 can adjust said excitation current in case said preset excitation current is too high or too low.
  • the gearshift power compensator works, if the electronic control unit 2 detects the real-time vehicle speed V2 still drops even though the motor 4 provides compensating power continuously, said electronic control unit 2 can judge said preset excitation current is too low to compensate the interrupted power resulted from disengagement of the clutch 7; in that case, said electronic control unit 2 increases the excitation current, to increase the compensating power output from the motor 4, and increase the reduced real-time vehicle speed V2 to the level equal of recorded vehicle speed Vl .
  • the gearshift power compensator works, if the electronic control unit 2 detects the real-time vehicle speed V2 has exceeded the recorded vehicle speed Vl in a very short time (compared to the duration from the time the clutch is disengaged to the time the clutch is engaged again) after the motor 4 begins to provide compensating power output, the electronic control unit 2 can judge said preset excitation current is too high; in that case, said electronic control unit 2 decreases the excitation current as appropriate, to decrease the compensating power output from said motor 4, and thereby reduce the increased real-time vehicle speed V2 to the level of recorded vehicle speed Vl.
  • the power compensator provided in the present invention can also be used to accelerate the vehicle stably. That is to say, supposed that the vehicle speed at the moment the clutch is disengaged is Vl, and the expected vehicle speed after gear shifting is V2, and the real-time vehicle speed in the clutch disengagement process is V3, with the gearshift power compensator in the present invention, the real-time vehicle speed V3 when the clutch is engaged again after the gearshift process is completed can be controlled to be equal to V2 essentially, so as to implement zero impact in the gearshift process and maximize driving comfort.
  • the power compensator provided in the present invention can also be enabled; the working process of said power compensator is essentially identical to that described above.
  • the main difference is: the real-time vehicle speed in the clutch disengagement process is compared with the expected vehicle speed after gear shifting, to ensure the real-time vehicle speed at the moment the clutch is engaged again is not lower than the expected vehicle speed, and preferably, equal to the expected vehicle speed.

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Abstract

A gearshift power compensator, comprising: a power supply unit, an electronic control unit, and a motor; wherein, said power supply unit supplies electric power to said motor via said electronic control unit; said motor receives the electric power supplied from said power supply unit and provides compensating power to a driven unit; said electronic control unit is designed to judge the actions of the clutch which connects a drive unit with said driven unit, when the clutch is switched from engaged state to disengaged state, said electronic control unit controls said power supply unit to supply electric power to said motor; when said clutch is switched from disengaged state to engaged state, said electronic control unit controls said power supply unit to stop supplying electric power to said motor. For automobile gear shifting, the power compensator provided in the present invention can essentially prevent impact during the gearshift process and improve comfort of driving.

Description

GEARSHIFT POWER COMPENSATOR
TECHNICAL FIELD
The present invention relates to a gearshift power compensator.
BACKGROUND
In ordinary automobiles, during the gearshift process in a transmission, gear shifting is usually implemented by disengaging and then engaging a clutch, in order to reduce impact load occurred on transmission gears and prevent overload occurred in the drive system; however, instantaneous interruption of power transmission occurs from the moment the clutch is disengaged to the moment the clutch is engaged. After the gearshift operation, the speed of automobile will change abruptly due to gear position change, especially in the case from a low gear to a high gear, resulting degraded comfort of driving.
For other motive power machines that require disengaging and engaging the clutch to implement gear shifting, the case is similar to that described above, i.e., when the clutch is disengaged, the power transmission from the drive unit to the driven unit is interrupted temporarily; in addition, after gear shifting, the output speed of the driven unit will change abruptly due to gear position change, and thereby cause impact.
SUMMARY OF THE INVENTION
The object of the present invention is to provide a gearshift power compensator, designed to compensate the temporarily interrupted power transmission when the clutch is disengaged.
To achieve the above object, the present invention provides a gearshift power compensator, comprising a power supply unit, an electronic control unit, and a motor; wherein, said power supply unit supplies electric power to said motor via said electronic control unit; said motor receives the electric power from said power supply unit and provides compensating power to a driven unit; said electronic control unit is designed to judge clutch actions which connects a drive unit with said driven unit, when said clutch is switched from engaged state to disengaged state, said electronic control unit controls said power supply unit to supply electric power to said motor; when said clutch is switched from disengaged state to engaged state, said electronic control unit controls said power supply unit to stop supplying the electric power to said motor.
In above gearshift power compensator, during the gearshift process, when the clutch is disengaged, the output speed of said driven unit will decrease; at that time, said electronic control unit controls said power supply unit to supply electric power to said motor; said motor receives the electric power and delivers compensating power to said driven unit. For automobile gear shifting, the power compensator provided in the present invention can essentially prevent impact during the gearshift process and improve comfort of driving.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig.1 is a schematic diagram of an embodiment of the power compensator provided in the present invention.
Fig.2 is a schematic diagram of another embodiment of the power compensator provided in the present invention.
Fig.3 is a schematic diagram of yet another embodiment of the power compensator provided in the present invention.
DETAILED DESCRIPTION OF CERTAIN INVENTIVE EMBODIMENTS
Hereinafter, the present invention will be described in detail in the embodiments, with reference to the accompanying drawings.
As shown in Fig.l, the present invention provides a gearshift power compensator, comprising a power supply unit 1, an electronic control unit 2, and a motor 4; wherein, said power supply unit 1 supplies electric power to said motor 4 via said electronic control unit 2; said motor 4 receives the electric power from said power supply unit 1 and provides compensating power to the driven unit 5; said electronic control unit 2 is designed to judge the actions of clutch 7 which connects a drive unit 6 with said driven unit 5; when said clutch 7 is switched from engaged state to disengaged state, said electronic control unit 2 controls said power supply unit 1 to supply the electric power to said motor 4; when said clutch 7 is switched from disengaged state to engaged state, said electronic control unit 2 controls said power supply unit 1 to stop supplying the electric power to said motor 4.
Preferably, after the clutch 7 is switched from engaged state to disengaged state, said electronic control unit 2 also controls the current level of the electric power supplied from said power supply unit 1 to said motor 4 according to the change of output speed of said driven unit 5. Preferably, said current level is high enough to keep the change of output speed of said driven device 5 at zero.
Said electronic control unit 2 can utilizes some existing sensors to judge the state of the clutch 7 and the speed signal of the power output part of the driven unit 5. For example, said electronic control unit further comprises a clutch action sensor 9 and a speed sensor 10; wherein, said clutch action sensor 9 is designed to detect the actions of the clutch 7 and send the signals representing the actions of the clutch 7 to said electronic control unit 2; said speed sensor 10 is designed to detect the change of output speed of the driven unit 5 and send the signals representing the change of output speed to said electronic control unit 2.
Said electronic control unit 2 can further comprises a memory that stores above signals, a comparator that compares the speed before the clutch is disengaged with the speed after the clutch is disengaged, and a controller that controls whether to supply electric power to the motor.
Once the electronic control unit 2 detects the clutch 7 is switched from engaged state to disengaged state, it controls the power supply unit 1 to supply electric power to the motor 4; said motor 4 provides compensating power to the driven unit 5, to prevent the output speed of the driven unit 5 from decreasing quickly due to disengagement of the clutch 7 and thereby prevent impact resulted from abrupt change of output speed of said driven unit 5 after gear shifting (usually from low gear to high gear), i.e., abrupt change of speed after the clutch is engaged again. When the clutch 7 is switched from disengaged state to engaged state, said electronic control unit 2 controls said power supply unit to stop supplying electric power to said motor 4, so that said motor 4 stops compensating power supply to said driven unit 5.
In the embodiment shown in Fig.l, the power compensator provided in the present invention can be used in motive power machines that utilizes a clutch structure, such as processing machines (e.g., machine tools), motor vehicles (i.e., automobiles, motorcycles) and ships, etc. When the power compensator provided in the present invention is applied in high-power machines (e.g., automobiles), the requirement for power output of motor 4 is relatively high. That is to say, in such case, said motor 4 must have higher power; otherwise it is difficult to achieve the effect of power compensation to the automobile. In view of that consideration, the present invention further provides another embodiment of the power compensator, as shown in Fig.2.
As shown in Fig.2, the present invention provides another gearshift power compensator, comprising: a power supply unit 1, an electronic control unit 2, a generator 3, a motor 4, and an generator drive unit 8; wherein, the rotator of said generator 3 is driven by said generator drive unit 8 to rotate; said power supply unit 1 supplies excitation current to said generator 3 via said electronic control unit 2, so that said generator 3 supplies electric power to said motor 4; said motor 4 receives the electric power and provides compensating power to said driven unit 5; said electronic control unit 2 is designed to judge the actions of said clutch 7 which connects a drive unit with said driven unit; when said clutch 7 is switched from engaged state to disengaged state, said electronic control unit 2 controls said power supply unit 1 to supply excitation current to said generator 3; when said clutch 7 is switched from disengaged state to engaged state, said electronic control unit 2 controls said power supply unit 1 to stop supplying excitation current to said generator 3.
Similar to the case of the first embodiment, said electronic control unit 2 can utilizes some existing sensors to judge the state of clutch 7 and the speed signal of the power output part of the driven unit 5. For example, said power compensator can comprises a clutch state sensor 9 designed to detect the state of said clutch 7 and send the status signals to said electronic control unit 2, and a speed sensor 10 designed to detect the speed of power output part of said driven unit 5 and send the speed signals to said electronic control unit 2.
Said electronic control unit 2 can further comprises a memory that stores above signals, a comparator that compares the speed before the clutch is disengages with the speed after the clutch disengages, and a controller that controls whether to supply excitation current to the generator. As required, said electronic control unit 2 can also control the level of the excitation current supplied to said generator 3.
Said generator 3 is preferably a three-phase AC servo generator; said motor 4 is a three-phase AC servo motor; said electronic control unit 2 is connected to the excitation coil in said generator 3 at one end thereof and is connected to said power supply unit 1 at the other end thereof. Said power supply unit 1 can be a battery that outputs DC excitation current. In such a structure, the excitation current supplied to said generator 3 from said power supply unit 1 can be controlled, so as to control the power output from said motor 4 conveniently and accurately.
Usually, in order to increase the electric power supply to said motor 4 and ensures said motor 4 provides higher kinetic energy or power to meet the specified demand, for example, when the gearshift power compensator provided in the present invention is applied in an automobile as shown in Fig.3, the rotator of said generator 3 is preferably driven by said generator drive unit 8. Said generator drive unit 8 is usually an engine. In such a structure, said engine 8 always drives the rotator of said generator 3 to rotate. Once said generator 3 receives excitation current from power supply unit 1, it provides electric power to the motor 4, and thereby drives the rotator of said motor 4 to rotate and output kinetic energy. In the case that said drive unit 6 is connected to said driven unit 5 via said clutch 7, said drive unit 6 can also be used as said generator drive unit 8. That is to say, said drive unit 6 can be used as the only one power source; wherein, partial power is transferred via said clutch 7 to said driven unit, and the rest power is transferred to said generator 3. An appropriate transmission unit can be used to transfer power between said drive unit 6 and said generator 3; for example, said transmission unit can be a belt drive, chain drive, or gear drive unit, etc.
When said engine 8 drives the rotator of said generator 3 to rotate, said electronic control unit 2 can also detect the current speed of said engine by means of a speed sensor 11 mounted on said engine 8, and, according to the vehicle speed signal acquired and recorded during the gearshift process, calculate the currently required excitation current with the built-in program, and supply the required excitation current to said generator 3; therefore, the present invention can implement vehicle speed control by acquiring vehicle speed signal and compare the signal with the recorded value and thereby adjusting the excitation current in real time.
Said sensor 11 can be any sensor well-known to those skilled in the art, such as an angular velocity sensor, a photoelectric sensor, or a magnet-electric sensor.
Said drive unit 6 and said driven unit 5 can be the drive part and the driven part in existing motive power machines. For example, those machines include processing machines (e.g., machine tools), motor vehicles (e.g., automobiles), motorcycles, and ships, etc.
Fig.3 is a schematic diagram of another embodiment of the present invention; in said embodiment, the gearshift power compensator provided in the present invention is applied in vehicles. However, the embodiment shown in Fig.1 is a general application of the gearshift power compensator provided in the present invention, i.e., it can be widely applied in any machine in which said drive unit 6 transfers power via said clutch 7 to said driven unit 5 or stops power transmission to said driven unit 5, such as processing machines (e.g., machine tools), motor vehicles (e.g., automobiles, motorcycles), and ships, etc.
As shown in Fig.3, said drive unit 6 is usually an engine 6. Wherein, a part of the power of engine 6 (usually a majority part of the power) is transferred via said clutch 7 to said transmission case 5, through the transmission 51 and differential 52 in said transmission case 5, and finally to the wheels, to drive the vehicle to run; the rest power of the engine 6 is transferred via a belt driven unit or gear drive unit to said generator 3, to drive the rotator of said generator 3 to rotate at all times. When the vehicle runs normally, i.e., the clutch 7 is in engaged state, though the rotator of said generator 3 rotates at all times, said generator 3 doesn't output electric power to said motor 4 because there is no excitation current, i.e., said motor 4 is in standby state, and doesn't output kinetic energy.
When the vehicle or any other machine requires gear shifting (usually from a low gear to a high gear), said clutch 7 is disengaged first. Once said clutch 7 is disengaged, the clutch status sensor 9 detects the disengaging action of said clutch, and sends that signal to said electronic control unit (ECU) 2. At the same time, the speed sensor 10 detects the signal of current speed of power input part or power output part of said differential 52 (e.g., receive the speed signal from differential gear 42), and records said speed signal in said electronic control unit 2. After the clutch is disengaged, said electronic control unit monitors the speed of power output part in real-time, and compares that speed with the recorded current speed, to obtain the difference between the two speed values. Then, said electronic control unit 2 controls said power supply unit 1 to supply a specified magnitude of excitation current to said generator 3 (the magnitude of excitation current can be preset by said electronic control unit 2), so that said generator 3 generates electric power and supplies the electric power to said motor 4; said motor 4 provides mechanical energy to said power output part, to compensate above speed difference. The magnitude of current shall at least be at a level enough to control the change of output speed from said driven unit 5 at zero. By monitoring the speed of power output in real-time, the output speed can be controlled to essentially equal to the recorded current speed, i.e., the speed at the moment the clutch is disengaged, and therefore the speed of power output part is kept constant essentially during the clutch disengaging process, i.e., no power interruption in the gearshift process; as the result, gearshift impact is eliminated essentially or greatly reduced.
Said sensor 9 can be any sensor well-known to those skilled in the art, such as a position sensor or travel sensor. Said sensor 10 can be any sensor well-known to those skilled in the art, such as an angular velocity sensor, a photoelectric sensor, or a magnet-electric sensor.
However, when the transmission is shifted from a high gear to a low gear, since the speed after gear shifting should be lower than the speed before gear shifting (i.e., the speed should drop gradually in the gearshift process), usually it is unnecessary to use the power compensator provided in the present invention. However, in order to prevent severe impact resulted from sudden drop of vehicle speed as the result of clutch disengagement, the power compensator provided in the present invention can be enabled to control the vehicle speed to drop steadily.
The mechanical energy from said motor 4 can be transferred to said differential via an ordinary drive mechanism; of course, it can also be transferred to any mechanism that can receive power after speed change and then transfer the power to wheels to drive the vehicle. For example, in a vehicle in which there is a main reducer between transmission and differential, the power from said motor 4 can be transferred to said main reducer.
Furthermore, the power from said motor 4 can be transferred to the differential or the main reducer via an ordinary transmission unit. For example, as shown in Fig.2, the power from said motor 4 is transferred to differential 52 by means of engagement between the gear 41 on the rotor spindle on said motor 4 and the gear 42 on the differential, and finally transferred via the transmission unit (e.g., semi-axle) to wheels to drive the vehicle to run. As required, the power can also be transferred via a reducer between the power output end of said motor 4 and the differential or main reducer, so as to attain the purpose of decelerating and increasing torque.
In above embodiment, since said electronic control unit 2 controls the excitation current to said generator 3, the higher-current drive motor 4 is not required; therefore, the cost is very low. The electronic control unit 2 can be implemented directly with the onboard electronic control unit; therefore, it is unnecessary to add a separate control unit; as the result, the size of the entire system can be reduced, and the space can be saved greatly, because the conventional motor servo mechanism and generator commutation bridge are not required. The engine drives the rotator on generator 3 to rotate when it drives the vehicle; therefore, the control of the entire unit is simple and reliable, in a simple and compact structure, at a low cost, and can be deployed in a small space. As a preferred embodiment, in the embodiment shown in Fig.3, said transmission case 5 as the driven unit is preferably an AMT transmission case. Said clutch 7 is an electric-controlled clutch, controlled by a clutch control mechanism. When the transmission is shifted from a low gear to a high gear, the electric-controlled clutch is disengaged under the control of the clutch control mechanism first, and the signal of current speed of differential gear at the moment the clutch is disengaged is recorded (vehicle speed Vl is recorded); in the gearshift duration, the electronic control unit 2 monitors the signal of vehicle speed (real-time vehicle speed V2) in real time, and compares the recorded vehicle speed Vl with the real-time vehicle speed V2, to obtain the differential speed ΔV=V1-V2, and determined the excitation current to be supplied to the generator 3 according to said differential speed ΔV. Specifically, if ΔV>0, i.e., V1>V2, the power supply unit 1 will supply excitation current to the generator 3, the generator 3 supplies electric power to the motor 4, and the motor 4 provides compensating power to the differential gear to compensate vehicle speed reduction, and thereby implement uninterrupted power transmission, so as to maintain the rotating speed of said differential gear at the level at the moment the clutch is disengaged. If ΔV≤O, i.e., V1≤V2, said electronic control unit will stop excitation current supply to said generator 3, so that said motor 4 stops power output. That is to say, by monitoring the real-time vehicle speed V2 in real time and comparing the recorded vehicle speed Vl with the real-time vehicle speed V2, the gearshift power compensator provided in the present invention can compensate the differential speed ΔV between the two vehicle speed values, to control the differential speed ΔV at zero essentially, and thereby prevent vehicle speed drop abruptly in the clutch disengaging process and vehicle speed rise abruptly after the clutch is engaged; therefore, the gearshift power compensator eliminates gearshift impact essentially and improves driving comfort greatly.
In above operating process, the magnitude of excitation current to said generator 3 can be preset by said electronic control unit 2, i.e., it can be preset appropriately, as long as the compensating power output from said motor 4 can be controlled to compensate the drop of real-time vehicle speed V2. Preferably, in case said preset excitation current is too high or too low, said electronic control 2 can adjust said excitation current. For example, when the gearshift power compensator works, if the electronic control unit 2 detects the real-time vehicle speed V2 still drops even though the motor 4 provides compensating power continuously, said electronic control unit 2 can judge said preset excitation current is too low to compensate the interrupted power resulted from disengagement of the clutch 7; in that case, said electronic control unit 2 increases the excitation current, to increase the compensating power output from the motor 4, and increase the reduced real-time vehicle speed V2 to the level equal of recorded vehicle speed Vl . On the contrary, when the gearshift power compensator works, if the electronic control unit 2 detects the real-time vehicle speed V2 has exceeded the recorded vehicle speed Vl in a very short time (compared to the duration from the time the clutch is disengaged to the time the clutch is engaged again) after the motor 4 begins to provide compensating power output, the electronic control unit 2 can judge said preset excitation current is too high; in that case, said electronic control unit 2 decreases the excitation current as appropriate, to decrease the compensating power output from said motor 4, and thereby reduce the increased real-time vehicle speed V2 to the level of recorded vehicle speed Vl.
When the transmission is shifted from a low gear to a high gear, the vehicle speed can be kept constant in the clutch disengagement process through above procedures. However, in order to further improve driving comfort, the power compensator provided in the present invention can also be used to accelerate the vehicle stably. That is to say, supposed that the vehicle speed at the moment the clutch is disengaged is Vl, and the expected vehicle speed after gear shifting is V2, and the real-time vehicle speed in the clutch disengagement process is V3, with the gearshift power compensator in the present invention, the real-time vehicle speed V3 when the clutch is engaged again after the gearshift process is completed can be controlled to be equal to V2 essentially, so as to implement zero impact in the gearshift process and maximize driving comfort. The fundamental principle in that operating process is identical to that described above, i.e., the vehicle speed V3 is detected in real time, and is compared with speed Vl and V2. When V3<V1 at the moment the clutch is disengaged, the motor 4 is controlled to output higher mechanical power, so that V3 increases continuously, till it reaches to V2 after the gearshift process. By calculating the required duration of gearshift process, i.e., the duration from the time the clutch is disengaged to the time the clutch is engaged again, the vehicle speed V3 can be controlled to increase to V2 stably within that duration, so as to implement zero impact in the gearshift process essentially and maximize driving comfort.
In a gearshift process from a high gear to a low gear, usually it is unnecessary to use the power compensator provided in the present invention, because the vehicle speed after gear shifting should decrease. However, if the gearshift duration is relatively long and causes the real-time vehicle speed after gear shifting lower than the expected vehicle speed, the power compensator provided in the present invention can also be enabled; the working process of said power compensator is essentially identical to that described above. However, the main difference is: the real-time vehicle speed in the clutch disengagement process is compared with the expected vehicle speed after gear shifting, to ensure the real-time vehicle speed at the moment the clutch is engaged again is not lower than the expected vehicle speed, and preferably, equal to the expected vehicle speed.
Although the invention has been described with respect to specific embodiments, the details are not to be construed as limitations, for it will become apparent that various embodiments, changes and modifications may be resorted to without departing from the spirit and scope thereof, and it is understood that such equivalent embodiments are intended to be included within the scope of this invention.

Claims

1. A gearshift power compensator, comprising a power supply unit (1), an electronic control unit (2), and a motor (4), wherein: said power supply unit (1) supplies electric power to said motor (4) via said electronic control unit (2); said motor (4) receives the electric power from said power supply unit (1) and provides compensating power to a driven unit (5); said electronic control unit (2) is designed to judge the actions of a clutch (7) which connects a drive unit (6) with said driven unit (5), when said clutch (7) is switched from engaged state to disengaged state, said electronic control unit (2) controls said power supply unit (1) to supply electric power to said motor (4); when said clutch (7) is switched from disengaged state to engaged state, said electronic control unit (2) controls said power supply unit (1) to stop supplying electric power to said motor (4).
2. The gearshift power compensator as in claim 1, wherein, after said clutch (7) is switched from engaged state to disengaged state, said electronic control unit (2) also controls the current level of the electric power supplied from said power supply unit (1) to said motor (4) according to the change of output speed of said driven unit (5).
3. The gearshift power compensator as in claim 2, wherein, said current level is high enough to keep the change of output speed of said driven unit (5) at zero.
4. The gearshift power compensator as in claim 1 or 2, further comprising a clutch action sensor (9) and a speed sensor (10), wherein: said clutch action sensor (9) is designed to detect the actions of said clutch (7) and send the signals representing the actions of said clutch (7) to said electronic control unit (2); said speed sensor (10) is designed to detect the changes of output speed of said driven unit (5) and send the signals representing the changes of output speed to said electronic control unit (2).
5. The gearshift power compensator as in claim 4, wherein, said drive unit (6) is an engine, and said driven unit (5) is a transmission case.
6. The gearshift power compensator as in claim 5, wherein, said transmission case (5) comprises a transmission (51) and a differential (52), wherein: when said clutch (7) is switched from engaged state to disengaged state, the power of said engine (6) is transferred via said clutch (7) to said transmission (51), and then to said differential (52) via said transmission (51); when said clutch (7) is switched from engaged state to disengaged state, said motor (4) provides compensating power to said differential (52).
7. A gearshift power compensator, comprising a power supply unit (1), an electronic control unit (2), a generator (3), a motor (4), and a generator drive unit (8), wherein: the rotator of said generator (3) is driven by said generator drive unit (8) to rotate; said power supply unit (1) supplies excitation current to said generator (3) via said electronic control (2), so that said generator (3) supplies electric power to said motor (4); said motor (4) receives the electric power and provides compensating power to a driven unit (5); said electronic control unit (2) is designed to judge the actions of a clutch (7)which connects a drive unit (6) with said driven unit (5), when said clutch (7) is switched from engaged state to disengaged state, said electronic control unit (2) controls said power supply unit (1) to supply excitation current to said generator (3); when said clutch (7) is switched from disengaged state to engaged state, said electronic control unit (2) controls said power supply unit (1) to stop supplying excitation current to said generator (3).
8. The gearshift power compensator as in claim 7, wherein, said generator (3) is a three-phase AC servo generator, and said motor (4) is a three-phase AC servo motor; said electronic control unit (2) is connected to the excitation coil in said generator (3) at one end thereof and is connected to said power supply unit (1) at the other end thereof.
9. The gearshift power compensator as in claim 8, wherein, said power supply unit (1) is a battery that outputs DC excitation current.
10. The gearshift power compensator as in claim 9, wherein, after said clutch (7) is switched from engaged state to disengaged state, said electronic control unit (2) also controls the level of the excitation current supplied from said power supply unit (1) to said generator (3) according to the change of output speed of said driven unit (5).
11. The gearshift power compensator as in claim 10, wherein, said level of the excitation current is high enough to keep the change of output speed of said driven unit (5) at zero.
12. The gearshift power compensator as in claim 11, further comprising a clutch action sensor (9) and a speed sensor (10), wherein: said clutch action sensor (9) is designed to detect the actions of said clutch (7) and send the signals representing the actions of said clutch (7) to said electronic control unit (2); said speed sensor (10) is designed to detect the changes of output speed of said driven unit (5) and send the signals representing the changes of output speed to said electronic control unit (2).
13. The gearshift power compensator as in claim 12, wherein, said generator drive unit (8) and said drive unit (6) are a single engine.
14. The gearshift power compensator as in claim 12, wherein, said drive unit (6) is an engine, and said driven unit (5) is a transmission case.
15. The gearshift power compensator as in claim 13 or 14, wherein, said transmission case (5) comprises a transmission (51) and a differential (52), wherein; when said clutch (7) is switched from engaged state to disengaged state, the power of said engine (6) is transferred via said clutch (7) to said transmission (51), and then to said differential (52) via said transmission (51); when said clutch (7) is switched from engaged state to disengaged state, said motor (4) provides compensating power to said differential (52).
PCT/CN2007/000849 2006-03-17 2007-03-16 Gearshift power compensator WO2007107091A1 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN200610034516 2006-03-17
CN200610034516.3 2006-03-17
CN200610167471.7 2006-12-20
CNA2006101674717A CN101038033A (en) 2006-03-17 2006-12-20 Shifting power compensation device

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CN102628511A (en) * 2012-04-17 2012-08-08 浙江午马减速机有限公司 Worm automatic speed regulating mechanism

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CN101873053B (en) * 2010-06-24 2012-02-22 大连理工大学 Flexible electromagnetic coupling torque transmission method for electric automobile
CN103496634A (en) * 2013-09-18 2014-01-08 徐州重型机械有限公司 Control method and system for switching operating modes of differential lock, and wheel crane
CN104595475B (en) * 2015-01-19 2017-11-24 中冶赛迪工程技术股份有限公司 The control method of electro-mechanical mixed precision transmission system
CN107740825B (en) * 2017-11-10 2023-10-13 特百佳动力科技股份有限公司 Control device for mechanical clutch and control method thereof

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US4829221A (en) * 1987-01-09 1989-05-09 Valeo Method of controlling a motor-driven clutch
GB2369569A (en) * 2000-10-14 2002-06-05 Rachael Lewis Child's duvet
DE10059375A1 (en) * 2000-11-30 2002-06-06 Zf Sachs Ag Operating unit for friction clutch in motor vehicle has compensating device with adjusting mechanism which with positioning mechanism is accommodated on one of two modules and movable relative to it
CN1539670A (en) * 2003-10-27 2004-10-27 赵宏伟 Automatic controlling device of mechanical type clutch of automobile

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US4829221A (en) * 1987-01-09 1989-05-09 Valeo Method of controlling a motor-driven clutch
FR2613987A1 (en) * 1987-04-16 1988-10-21 Tallec Philippe Automatic control device for a friction clutch, which can be applied particularly to motor vehicles
GB2369569A (en) * 2000-10-14 2002-06-05 Rachael Lewis Child's duvet
DE10059375A1 (en) * 2000-11-30 2002-06-06 Zf Sachs Ag Operating unit for friction clutch in motor vehicle has compensating device with adjusting mechanism which with positioning mechanism is accommodated on one of two modules and movable relative to it
CN1539670A (en) * 2003-10-27 2004-10-27 赵宏伟 Automatic controlling device of mechanical type clutch of automobile

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Publication number Priority date Publication date Assignee Title
CN102628511A (en) * 2012-04-17 2012-08-08 浙江午马减速机有限公司 Worm automatic speed regulating mechanism

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