CN112762165A - Gear protection system and gear protection method for vehicle - Google Patents

Gear protection system and gear protection method for vehicle Download PDF

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Publication number
CN112762165A
CN112762165A CN202110057258.5A CN202110057258A CN112762165A CN 112762165 A CN112762165 A CN 112762165A CN 202110057258 A CN202110057258 A CN 202110057258A CN 112762165 A CN112762165 A CN 112762165A
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magnetic field
gear
magnetic
attachment device
vehicle
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CN112762165B (en
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张建一
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Beiqi Foton Motor Co Ltd
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Beiqi Foton Motor Co Ltd
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    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0412—Cooling or heating; Control of temperature
    • F16H57/0413—Controlled cooling or heating of lubricant; Temperature control therefor
    • 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
    • F16H49/00—Other gearings
    • F16H49/005—Magnetic gearings with physical contact between gears
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F7/00—Magnets
    • H01F7/06—Electromagnets; Actuators including electromagnets
    • H01F7/064—Circuit arrangements for actuating electromagnets
    • 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

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  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The present disclosure relates to a gear protection system and a gear protection method for a vehicle, relating to the technical field of vehicles, the gear protection system including: the gear transmission assembly comprises a driving wheel, a driven wheel, a first magnetic attachment device and a second magnetic attachment device, wherein the first magnetic attachment device is used for magnetizing the driving wheel, and the second magnetic attachment device is used for magnetizing the driven wheel; and the control module is used for acquiring the running condition information of the vehicle, and adjusting the magnetic field direction and the strength of the first magnetic attachment device and the magnetic field direction and the strength of the second magnetic attachment device according to the running condition information so that the meshing teeth between the driving wheel and the driven wheel can generate magnetic force with mutual repulsion in the same polarity or magnetic force with mutual attraction in the opposite polarity. The beneficial effects of this disclosure are: can be under the magnetic field effect for action wheel and follow driving wheel in close engagement, or reduce action wheel and follow the impact force of driving wheel when the collision, action wheel and follow driving wheel can reach contactless driven effect even when the resistance is minimum, help the noise reduction.

Description

Gear protection system and gear protection method for vehicle
Technical Field
The present disclosure relates to vehicle technology, and in particular, to a gear protection system and a gear protection method for a vehicle.
Background
During running of the vehicle, if the rotating speed of the engine fluctuates, the rotating speed of a driving gear in transmission connection with the engine also fluctuates. Because there is the clearance between driving gear and the driven gear, or because the reason that the gear is not hard up, when the rotational speed of driving gear descends suddenly, the driven gear can maintain former rotational speed because of inertia factor, can lead to driving gear and driven gear to drop, no longer mesh. When the rotation speed of the driven gear catches up with the driving gear, collision occurs at the moment of reverse meshing, and vibration and abnormal sound are caused to the vehicle.
At present, the fluctuation of the rotating speed transmitted to a gearbox by an engine can be reduced by additionally arranging a torsional damper. However, the torsional damper is difficult to match, and the single torsional rigidity and damping of the torsional damper cannot ensure the stable effect under different temperatures and working conditions. For example, since the viscosity of the gear oil in the transmission case decreases with the increase of temperature, stable resistance cannot be provided, and when the viscosity is low, the stiffness of the torsional damper is relatively too large, so that the fluctuation cannot be effectively absorbed, and even the torsional spring does not work due to insufficient resistance. The backlash between the gears can also be reduced by improving the gear machining accuracy. However, this method is expensive, and also affects the environmental suitability of the gear, increasing the cost of use of the gear. Therefore, how to reduce the meshing impact between the gears and reduce the noise is a technical problem to be solved.
Disclosure of Invention
The invention aims to provide a gear protection system and a gear protection method for a vehicle, which are used for solving the technical problem that the existing gear transmission system generates meshing disengagement during operation to cause noise.
To achieve the above object, in a first aspect, the present disclosure provides a gear protection system for a vehicle, comprising:
the gear transmission assembly comprises a driving wheel, a driven wheel, a first magnetic attachment device and a second magnetic attachment device, wherein the first magnetic attachment device is used for magnetizing the driving wheel, and the second magnetic attachment device is used for magnetizing the driven wheel;
and the control module is respectively connected with the first magnetic attachment device and the second magnetic attachment device and is used for acquiring the running working condition information of the vehicle, adjusting the magnetic field direction and intensity of the first magnetic attachment device and adjusting the magnetic field direction and intensity of the second magnetic attachment device according to the running working condition information, so that the meshing teeth between the driving wheel and the driven wheel can generate magnetic force with the same polarity or magnetic force with opposite attraction.
Optionally, the first magnetic attachment device and the second magnetic attachment device each include a current switching module and an electromagnet;
the current switching module comprises a relay, a double-pole-three-throw switch and a variable resistor which are connected with the control module, wherein the variable resistor is connected with the electromagnet in series, and the control module is used for adjusting the direction of the current passing through the electromagnet through the double-pole-three-throw switch and adjusting the intensity of the current passing through the electromagnet through adjusting the resistance of the variable resistor.
Optionally, the gear assembly comprises a plurality, one corresponding to one forward gear of the vehicle;
the running condition information comprises gear information of the vehicle;
the control module is specifically configured to determine a current gear of the vehicle based on the gear information, and query target magnetic field state information corresponding to the current gear, where the target magnetic field state information includes target magnetic field directions and intensities of the first magnetic attachment device and the second magnetic attachment device of each gear transmission assembly in the current gear;
and adjusting the magnetic field direction and strength of the first magnetic attachment device and the second magnetic attachment device of each gear transmission assembly according to the target magnetic field state information.
Optionally, the operating condition information further includes current speed information of the vehicle;
the control module is specifically used for determining a target magnetic field intensity matched with the current speed information according to the current speed information;
adjusting the magnetic field strength of the first and second magnetic attachment means to the target magnetic field strength;
wherein the magnetic field strength of the first and second magnetic attachment means increases as the speed of the vehicle increases.
Optionally, the operating condition information further includes current oil temperature information of lubricating oil in a gearbox of the vehicle;
the control module is specifically used for determining a target magnetic field intensity matched with the current oil temperature information according to the current oil temperature information;
adjusting the magnetic field strength of the first and second magnetic attachment means to the target magnetic field strength;
wherein the magnetic field strength of the first and second magnetism attaching devices increases with an increase in the oil temperature of the lubricating oil in the transmission.
In a second aspect, the present disclosure also provides a gear protection method applied to a control module in the gear protection system for a vehicle according to the above embodiment, the method including:
acquiring running condition information of the vehicle;
and adjusting the direction and the strength of the magnetic field of the first magnetic attachment device and the direction and the strength of the magnetic field of the second magnetic attachment device according to the operation condition information, so that the meshing teeth between the driving wheel and the driven wheel can generate magnetic force with mutual repulsion in the same polarity or magnetic force with mutual attraction in the opposite polarity.
Optionally, the gear transmission assembly comprises a plurality of gear transmission assemblies, one gear transmission assembly corresponds to one forward gear of the vehicle, and the operation condition information comprises gear information of the vehicle;
according to the operation condition information, adjusting the magnetic field direction and the intensity of the first magnetic attachment device and adjusting the magnetic field direction and the intensity of the second magnetic attachment device comprises the following steps:
determining a current gear of the vehicle based on the gear information, and inquiring target magnetic field state information corresponding to the current gear, wherein the target magnetic field state information comprises target magnetic field directions and intensities of the first magnetic attachment device and the second magnetic attachment device of each gear transmission assembly in the current gear;
and adjusting the magnetic field direction and strength of the first magnetic attachment device and the second magnetic attachment device of each gear transmission assembly according to the target magnetic field state information.
Optionally, when the current gear is a forward gear, the magnetic field states of the first magnetic device and the second magnetic device of the gear transmission assembly corresponding to the forward gear are magnetic field off, the magnetic field states of the first magnetic device and the second magnetic device of the gear transmission assembly corresponding to other forward gears are magnetic field isotropy, and when the current gear is a coast gear, the magnetic field states of the first magnetic device and the second magnetic device of each gear transmission assembly are magnetic field anisotropy.
Optionally, the operating condition information further includes current speed information of the vehicle;
according to the operation condition information, adjusting the magnetic field intensity of the first magnetic attachment device and adjusting the magnetic field intensity of the second magnetic attachment device, comprising the following steps:
determining a target magnetic field intensity matched with the current speed information according to the current speed information;
adjusting the magnetic field strength of the first and second magnetic attachment means to the target magnetic field strength;
wherein the magnetic field strength of the first and second magnetic attachment means increases as the speed of the vehicle increases.
Optionally, the operating condition information further includes current oil temperature information of lubricating oil in a gearbox of the vehicle;
according to the operation condition information, adjusting the magnetic field intensity of the first magnetic attachment device and adjusting the magnetic field intensity of the second magnetic attachment device, comprising the following steps:
determining a target magnetic field intensity matched with the current oil temperature information according to the current oil temperature information;
adjusting the magnetic field strength of the first and second magnetic attachment means to the target magnetic field strength;
wherein the magnetic field strength of the first and second magnetism attaching devices increases with an increase in the oil temperature of the lubricating oil in the transmission.
Based on above-mentioned technical scheme, through the magnetic field direction and the intensity of adjusting first magnetism device and the second magnetism device of attaching, can magnetize action wheel and follow driving wheel for action wheel and follow driving wheel after the magnetization can like sex attract each other or opposite sex repeals each other. Thereby make action wheel and follow driving wheel in close engagement, or reduce the action wheel and follow the impact force of driving wheel when the collision, action wheel and follow driving wheel can reach contactless driven effect even when the resistance is minimum, help the noise reduction.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a schematic structural diagram of a proposed gear protection system according to an exemplary embodiment;
fig. 2 is a schematic view of the magnetization principle of a first magnetic attachment device and a second magnetic attachment device according to an exemplary embodiment;
FIG. 3 is a schematic illustration of a particular construction of a proposed gear assembly according to an exemplary embodiment;
FIG. 4 is a schematic illustration of meshing teeth between a driving wheel and a driven wheel producing oppositely attracting magnetic forces in accordance with an exemplary embodiment;
FIG. 5 is a schematic illustration of a proposed meshing tooth between a driving wheel and a driven wheel producing like magnetic forces that repel each other;
FIG. 6 is a schematic structural diagram of a plurality of proposed gear assembly according to an exemplary embodiment;
FIG. 7 is a schematic illustration of a proposed change in transmission internal resistance of a vehicle according to an exemplary embodiment;
FIG. 8 is a schematic flow diagram of a proposed gear protection method according to an exemplary embodiment;
fig. 9 is a detailed flowchart of step 120 shown in fig. 8.
Description of the reference numerals
10. The magnetic control device comprises a driving wheel, 20, a driven wheel, 30, a first magnetic attachment device, 40, a second magnetic attachment device, 50, a control module, 301, a first current switching module, 302, a first electromagnet, 401, a second current switching module, 402, a second electromagnet, 3011, a first relay, 3012, a first double-pole three-throw switch, 3013, a first variable resistor, 4011, a second relay, 4012, a second double-pole three-throw switch, 4013 and a second variable resistor.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
During the running process of a vehicle, if the rotating speed of an engine fluctuates, the rotating speed of a driving gear in transmission connection with the engine also fluctuates, so that the driving gear collides with a driven gear, and vibration and noise are generated.
In view of the above technical problems, the present disclosure provides a gear protection system and a gear protection method for a vehicle, in which a first magnetic device magnetizes a driving wheel, and a second magnetic device magnetizes a driven wheel, so that meshing teeth between the driving wheel and the driven wheel can attract each other, the driving wheel and the driven wheel can be tightly meshed, and collision between teeth is reduced. Or, the meshing tooth between action wheel and the follow driving wheel can be mutual repulsion, reduces the impact strength when action wheel and follow driving wheel mesh, can realize contactless transmission even when the resistance is less to collision strength when reducing the mesh helps the noise reduction.
FIG. 1 is a schematic block diagram of a proposed gear protection system according to an exemplary embodiment. As shown in fig. 1, the gear protection system includes:
the gear transmission assembly comprises a driving wheel 10, a driven wheel 20, a first magnetic attachment device 30 and a second magnetic attachment device 40, wherein the first magnetic attachment device 30 is used for magnetizing the driving wheel 10, and the second magnetic attachment device 40 is used for magnetizing the driven wheel 20;
and the control module 50 is respectively connected with the first magnetic attachment device 30 and the second magnetic attachment device 40, and is configured to adjust and acquire operating condition information of the vehicle, adjust the magnetic field direction and intensity of the first magnetic attachment device 30 and adjust the magnetic field direction and intensity of the second magnetic attachment device 40 according to the operating condition information, so that the meshing teeth between the driving wheel 10 and the driven wheel 20 can generate magnetic forces with mutually exclusive same polarity or magnetic forces with mutually exclusive attraction.
Here, the first magnetism attaching means 30 may be provided at one side of the driving wheel 10 so that the driving wheel 10 can be magnetized by a magnetic field generated by the first magnetism attaching means 30. At this time, the driving wheel 10 is equivalent to the extension of the first magnetic device 30, and the magnetic field direction of the driving wheel 10 is the same as the magnetic field direction of the end of the first magnetic device 30 close to the driving wheel 10. The second magnetism attaching means 40 may be provided at a side of the driven wheel 20 so that the driven wheel 20 can be magnetized by a magnetic field generated by the second magnetism attaching means 40. In this case, the driven wheel 20 corresponds to the extension of the second magnetism attaching means 40, and the direction of the magnetic field of the driven wheel 20 is the same as the direction of the magnetic field of the end of the second magnetism attaching means 40 close to the driven wheel 20.
It should be noted that the meshing teeth refer to teeth when the driving pulley 10 meshes with the driven pulley 20. That is, when the driving wheel 10 is engaged with the driven wheel 20, the engaged teeth can be attracted or repelled all the time.
Fig. 2 is a schematic view of magnetization principles of a first magnetic attachment device and a second magnetic attachment device according to an exemplary embodiment. Fig. 2 a shows the magnetic field distribution of the first and second magnetism-applying devices in the presence of the gear, and B shows the magnetic field distribution of the first and second magnetism-applying devices in the absence of the gear. As shown in fig. 2 a, when the first magnetic device 30 and the second magnetic device 40 are respectively disposed at one side of the driving pulley 10 and the driven pulley 20, the driving pulley 10 corresponds to the extension of the first magnetic device 30, and when the magnetic field direction of the first magnetic device 30 near one end of the driving pulley 10 is N-pole, the magnetic field direction of the driving pulley 10 is also N-pole. The driven wheel 20 also corresponds to the extension of the second magnetism attaching means 40, and when the magnetic field direction of the second magnetism attaching means 40 near one end of the driven wheel 20 is N pole, the magnetic field direction of the driven wheel 20 is also N pole. Therefore, the meshing teeth between the driving pulley 10 and the driven pulley 20 are mutually exclusive. As shown in fig. 2B, when there is no gear between the first magnetic attachment means 30 and the second magnetic attachment means 40, the magnetic field distribution collapses. Therefore, the first magnetism attaching device 30 can make the magnetic field direction of the driving wheel 10 the same as the magnetic field direction of the first magnetism attaching device 30, and the second magnetism attaching device 40 can make the magnetic field direction of the driven wheel 20 the same as the magnetic field direction of the second magnetism attaching device 40.
Here, the gear assembly proposed in the above embodiment may be provided on a vehicle, such as a transmission of the vehicle, and the driving wheel 10 is connected to an output end of the engine. Meanwhile, the control module 50 may be a Body Controller (BCM) of the vehicle.
The operating condition information may be at least one of speed information of the vehicle, gear information and oil temperature information of the transmission. The speed information CAN be obtained through a wheel speed sensor of the vehicle, the gear information CAN be read from a CAN of the vehicle, and the oil temperature information CAN be obtained through an oil temperature sensor arranged in the gearbox.
The vehicle adjusts the magnetic field direction and intensity of the first magnetic attachment device 30 and adjusts the magnetic field direction and intensity of the second magnetic attachment device 40 according to the operation condition information of the vehicle, so that the impact force generated when the gear transmission assembly is meshed is reduced under the action of magnetic force with mutual repulsion of the same polarity or magnetic force with opposite attraction, and the noise of the vehicle is reduced.
As can be seen, the control module 50 can magnetize the driving wheel 10 and the driven wheel 20 by adjusting the magnetic field direction and intensity of the first magnetic attachment device 30 and the magnetic field direction and intensity of the second magnetic attachment device 40, so that the magnetized driving wheel 10 and the magnetized driven wheel 20 can attract each other in the same polarity or repel each other in the opposite polarity. It is worth noting that when the gear assembly is employed in a vehicle, the control module 50 may be a Body Controller (BCM) of the vehicle.
When the magnetic field directions of the driving wheel 10 and the driven wheel 20 are opposite, the meshing teeth between the driving wheel 10 and the driven wheel 20 can generate opposite attraction magnetic forces, so that the meshing teeth can attract each other, and the driving wheel 10 and the driven wheel 20 are tightly meshed. When the magnetic field directions of the driving wheel 10 and the driven wheel 20 are the same, the meshing teeth between the driving wheel 10 and the driven wheel 20 can generate magnetic force with the same polarity repelling each other, so that the meshing teeth can repel each other, the impact force of the driving wheel 10 and the driven wheel 20 in collision is reduced, even when the resistance is extremely small, the driving wheel 10 and the driven wheel 20 can achieve the effect of non-contact transmission, and noise reduction is facilitated.
In one realizable embodiment, the first and second magnetic attachment devices 30 and 40 each include a current switching module and an electromagnet;
the current switching module includes a relay, a double-pole-triple-throw switch, and a variable resistor connected to the control module 50, wherein the variable resistor is connected in series with the electromagnet, and the control module 50 is configured to adjust a direction of a current passing through the electromagnet through the double-pole-triple-throw switch and adjust an intensity of the current passing through the electromagnet by adjusting a resistance of the variable resistor.
Here, the first magnetic attachment device 30 and the second magnetic attachment device 40 have the same structure, each of which includes a current switching module and an electromagnet, and the direction and intensity of the current input to the electromagnet from the power supply are adjusted by the current switching module, so that the direction and intensity of the magnetic field of the electromagnet are adjusted.
Next, the structure of the first and second magnetism attaching means 30 and 40 will be described in detail with reference to fig. 3. Fig. 3 is a schematic view of a specific structure of the proposed gear assembly according to an exemplary embodiment. As shown in fig. 3, the first magnetic attachment device 30 includes a first current switching module 301 and a first electromagnet 302, and a control end of the first current switching module 301 is connected to a signal output end of the control module 50, and is configured to switch a direction of current input from a power supply to the first electromagnet 302 according to a control command sent by the control module 50, so as to change a magnetic field direction of the first electromagnet 302.
Similarly, the second magnetism attaching device 40 includes a second current switching module 401 and a second electromagnet 402, and a control end of the second current switching module 401 is connected to a signal output end of the control module 50, and is configured to switch a direction of current input from the power supply to the second electromagnet 402 according to a control command sent by the control module 50, so as to change a magnetic field direction of the second electromagnet 402.
As shown in fig. 3, the first current switching module 301 includes: a first relay 3011, a first double-pole triple-throw switch 3012, and a first variable resistor 3013, where the first double-pole triple-throw switch 3012 includes: the cutting tool comprises a first movable end, a second movable end, a first fixed end, a second fixed end, a third fixed end, a first blade and a second blade; wherein the first end of the first blade is connected with the first movable end, and the first end of the second blade is connected with the second movable end; the first movable end is connected with a power supply through the first relay 3011, the second movable end is grounded, the first fixed end is connected with the first end of the first electromagnet 302 through the first variable resistor 3013, the second fixed end and the third fixed end are respectively connected with the second end of the first electromagnet 302, and the direction of current input from the power supply to the first electromagnet 302 is adjusted by adjusting the connection of the second end of the first blade with any one of the first fixed end, the second fixed end and the third fixed end, and the connection of the second end of the second blade with any one of the first fixed end, the second fixed end and the third fixed end; and a control end of the first relay 3011, a control end of the first double-pole triple-throw switch 3012, and a control end of the first variable resistor 3013 are connected to a signal output end of the control module 50.
Also, the second current switching module 401 includes: a second relay 4011, a second double pole, triple throw switch 4012, and a second variable resistor 4013. It should be understood that the second current switching module 401 has the same structure and device connection relationship with the first current switching module 301, and the device connection relationship of the second current switching module 401 will not be described repeatedly.
It should be noted that, although the current switching module preferably adjusts the magnetic field direction and the magnetic field strength of the electromagnet through the relay, the double-pole-triple-throw switch, and the variable resistor in the present disclosure, other structures capable of adjusting the magnetic field direction and the magnetic field strength of the electromagnet should be within the protection scope of the present disclosure.
The principle of the gear protection system will be described with reference to fig. 4 and 5.
Fig. 4 is a schematic diagram of the engagement teeth between the driving wheel and the driven wheel producing oppositely attracting magnetic forces according to an exemplary embodiment. As shown in fig. 4, when the magnetic field direction of the first electromagnet 302 in the first magnetism attaching device 30 near one end of the driving wheel 10 is S-pole, the magnetic field direction of the driving wheel 10 is S-pole; when the magnetic field direction of the second electromagnet 402 in the second magnetism attaching device 40 near one end of the driven wheel 20 is N-pole, the magnetic field direction of the driven wheel 20 is also N-pole. At this time, the driving pulley 10 and the driven pulley 20 which are engaged are integrally formed as a magnet, so that the engaging teeth can attract each other, and the engaging teeth can be always tightly engaged, thereby reducing the possibility that the driving pulley 10 is disengaged from the driven pulley 20.
Fig. 5 is a schematic view of proposed meshing teeth between a driving wheel and a driven wheel generating like-pole repulsive magnetic forces according to an exemplary embodiment. As shown in fig. 5, when the magnetic field direction of the first electromagnet 302 in the first magnetism attaching device 30 near one end of the driving wheel 10 is N-pole, the magnetic field direction of the driving wheel 10 is also N-pole; when the magnetic field direction of the second electromagnet 402 in the second magnetism attaching device 40 near one end of the driven wheel 20 is N-pole, the magnetic field direction of the driven wheel 20 is also N-pole. At this time, the driving wheel 10 and the driven wheel 20 are used in the same magnetic field direction, and the meshing teeth repel each other, so that a magnetic suspension phenomenon is formed between the teeth, and the impact force during gear meshing and collision is reduced. Under the condition of extremely small resistance, the effect of non-contact transmission can be achieved.
It should be understood that whether the teeth generate magnetic force with mutual repulsion in the same polarity or magnetic force with mutual attraction in the opposite polarity, the engaging impact strength between the driving wheel 10 and the driven wheel 20 can be reduced, and therefore the magnetic field directions of the first magnetic attachment device 30 and the second magnetic attachment device 40 can be determined according to actual conditions. Similarly, in the case of good engagement between the driving wheel 10 and the driven wheel 20, the first magnetic attachment device 30 and the second magnetic attachment device 40 may not generate magnetic force, and the gear transmission assembly operates as a normal gear transmission system.
In one implementable embodiment, the gear assembly comprises a plurality, one corresponding to one forward gear of the vehicle;
the running condition information comprises gear information of the vehicle;
the control module 50 is specifically configured to determine a current gear of the vehicle based on the gear information, and query target magnetic field state information corresponding to the current gear, where the target magnetic field state information includes a target magnetic field direction and a target magnetic field strength of the first magnetic attachment device 30 and the second magnetic attachment device 40 of each gear transmission assembly in the current gear;
and adjusting the magnetic field direction and strength of the first magnetic attachment device 30 and the second magnetic attachment device 40 of each gear transmission assembly according to the target magnetic field state information.
FIG. 6 is a schematic diagram of a plurality of proposed gear assembly configurations according to an exemplary embodiment. As shown in fig. 6, the gear transmission systems in the transmission for the shift change of the vehicle are each composed of the gear transmission assemblies described in the above embodiments. For example, the gear positions of the vehicle include 1 gear, 2 gear, 3 gear and 4 gear, and one gear position corresponds to the gear transmission assembly described in the above embodiment, for example, 1 gear corresponds to the gear transmission assembly for shifting 1 gear, 2 gear corresponds to the gear transmission assembly for shifting 2 gear, 3 gear corresponds to the gear transmission assembly for shifting 3 gear, and 4 gear corresponds to the gear transmission assembly for shifting 4 gear. It should be understood that the gear assembly corresponding to each gear may include one or more.
After the current gear of the vehicle is determined, the target magnetic field state information of the first magnetic attachment device 30 and the second magnetic attachment device 40 of each gear transmission assembly is determined according to the current gear. The target magnetic field state information refers to the magnetic field directions of the first and second magnetism attaching means 30 and 40 in the gear transmission assembly.
Table 1 shows the correspondence of the current gear position to the magnetic field state information of each gear transmission assembly. As shown in table 1, when the current gear of the vehicle is a forward gear, the magnetic field states of the first magnetic attachment device 30 and the second magnetic attachment device 40 of the gear transmission assembly corresponding to the forward gear are magnetic field off, the magnetic field states of the first magnetic attachment device 30 and the second magnetic attachment device 40 of the gear transmission assembly corresponding to other forward gears are magnetic field direction isotropy, and when the current gear is a coast gear, the magnetic field states of the first magnetic attachment device 30 and the second magnetic attachment device 40 of each gear transmission assembly are magnetic field direction anisotropy.
For example, when the current gear of the vehicle is gear 1, the magnetic field directions of the first magnetic device 30 and the second magnetic device 40 in the gear transmission assembly corresponding to gear 1 are off, and the magnetic field directions of the first magnetic device 30 and the second magnetic device 40 in the gear transmission assembly corresponding to gear 2, gear 3 and gear 4 are all the same.
TABLE 1
Figure BDA0002901228200000121
Figure BDA0002901228200000131
It should be noted that, since the gear transmission assembly corresponding to the current gear is in the working state and the engagement condition is good, the magnetic fields generated by the first magnetic attachment device 30 and the second magnetic attachment device 40 may not be needed to assist the engagement. And the other gears are in an unloaded state, the engagement between the gears is loose, so that the magnetic fields generated by the first magnetic attachment device 30 and the second magnetic attachment device 40 are needed to assist the engagement.
It should be understood that the magnitude of the magnetic field strength is not limited in table 1, and that the magnetic field strength may correspond to a magnetic field strength in one step, and the magnetic field strength increases as the step increases. In addition, although the magnetic field direction of the gear transmission assembly is preferably the magnetic field direction shown in table 1 in the above embodiment, in practical application, the magnetic field direction of each gear transmission assembly may be determined according to practical situations.
For example, when the magnetic field states of the first and second magnetic devices 30 and 40 of the gear transmission assembly corresponding to the forward gear are in the magnetic field off state, the magnetic field states of the first and second magnetic devices 30 and 40 of the gear transmission assembly corresponding to the other forward gear are in the magnetic field direction opposite to each other, so that the same effect can be achieved.
In one implementation, the operating condition information further includes current speed information of the vehicle;
the control module 50 is specifically configured to determine, according to the current speed information, a target magnetic field strength that matches the current speed information;
adjusting the magnetic field strength of the first and second magnetic attachment means 30 and 40 to the target magnetic field strength;
wherein the magnetic field strength of the first and second magnetism attaching means 30 and 40 increases as the speed of the vehicle increases.
Here, the BCM acquires current speed information of the vehicle through a wheel speed sensor, thereby adjusting magnetic field strengths of the first and second magnetism attaching means 30 and 40 according to the current speed information. The adjusting mode can be as follows: each speed value corresponds to a magnetic field strength which increases with increasing speed of the vehicle. The BCM can uniquely determine a target magnetic field strength from the current speed information of the vehicle, thereby adjusting the magnetic field strengths of the first and second magnetism attaching means 30 and 40 to the target magnetic field strength.
Wherein the magnetic field strength of the first and second magnetic attachment devices 30 and 40 increases with increasing vehicle speed, since the greater the vehicle speed, the greater the load carried by the gear transmission assembly. Therefore, the strength of the magnetic force which is generated by the same polarity mutual exclusion of the magnetic force or the opposite polarity mutual attraction of the meshing teeth between the driving wheel 10 and the driven wheel 20 is increased by increasing the magnetic field strength, so that the impact force when the driving wheel 10 is meshed with the driven wheel 20 is better reduced.
It is noted that the change in the magnetic field strength may be achieved by adjusting the resistance of a variable resistor to adjust the magnitude of the current input to the electromagnet.
It should be understood that in the present disclosure, the magnetic field strength of the gear assembly may or may not be the same for different gears. In practical application, the magnetic field strengths of the gear transmission assemblies corresponding to different gears can be set according to the load strength of the gear transmission assemblies corresponding to the gears according to the actual running condition of the vehicle.
In one implementation, the operating condition information further includes current oil temperature information of lubricating oil in a transmission of the vehicle;
the control module 50 is specifically configured to determine, according to the current oil temperature information, a target magnetic field strength matched with the current oil temperature information;
adjusting the magnetic field strength of the first and second magnetic attachment means 30 and 40 to the target magnetic field strength;
wherein the magnetic field strength of the first and second magnetism attaching devices 30 and 40 increases with the increase of the oil temperature of the lubricating oil in the transmission.
Here, the BCM may acquire current oil temperature information in the transmission through an oil temperature sensor provided in the transmission of the vehicle, and adjust the magnetic field strengths of the first and second magnetism attaching devices 30 and 40 according to the current oil temperature information in a manner of: each temperature value corresponds to a magnetic field strength, and the magnetic field strength increases with increasing oil temperature. The BCM can uniquely determine a target magnetic field strength from the current oil temperature information, and adjust the magnetic field strengths of the first and second magnetism-attaching devices 30 and 40 to the target magnetic field strength.
When the oil temperature increases, the viscosity of the lubricating oil decreases, which results in a decrease in the resistance between the driving pulley 10 and the driven pulley 20. Therefore, when the oil temperature increases, the magnetic field strength of the first and second magnetic attachment devices 30 and 40 is gradually increased to increase the attraction force or the repulsion force between the driving pulley 10 and the driven pulley 20, thereby increasing the resistance. Therefore, under the condition that the torsional damper is installed on the vehicle, the internal resistance of the rheostat can be maintained in a proper range interval, so that the stability of a power chain vibration model is ensured, and the failure of the set value of the damper due to the working condition that the set value of the damper cannot change due to discomfort is avoided.
FIG. 7 is a schematic illustration of a proposed change in transmission internal resistance of a vehicle according to an exemplary embodiment. As shown in fig. 7, a diagram C in fig. 7 is a schematic diagram of the change in the internal resistance of the transmission of a vehicle not mounted with the gear transmission assembly proposed by the present disclosure, and as shown in the diagram C, the internal resistance of the transmission gradually decreases as the oil temperature increases. The graph D in fig. 7 is a schematic diagram of the change of the internal resistance of the transmission of the vehicle mounted with the gear transmission assembly proposed by the present disclosure, and as the oil temperature increases, the magnetic field strength of the first magnetic attachment device 30 and the second magnetic attachment device 40 of the gear transmission assembly increases as the oil temperature increases, so as to maintain the internal resistance of the transmission.
According to an exemplary embodiment of the present disclosure, a gear protection method is also proposed, which is applied to the control module in the gear protection system as described in the above embodiments. FIG. 8 is a flow diagram of a proposed gear protection method according to an exemplary embodiment. As shown in fig. 8, the method includes:
step 110, acquiring running condition information of the vehicle;
and 120, adjusting the direction and the strength of the magnetic field of the first magnetic attachment device and the direction and the strength of the magnetic field of the second magnetic attachment device according to the operation condition information, so that the meshing teeth between the driving wheel and the driven wheel can generate magnetic force with mutual repulsion in the same polarity or magnetic force with mutual attraction in the opposite polarity.
In step 110, the operating condition information may be at least one of speed information of the vehicle, gear information, and oil temperature information of the transmission. The speed information CAN be obtained through a wheel speed sensor of the vehicle, the gear information CAN be read from a CAN of the vehicle, and the oil temperature information CAN be obtained through an oil temperature sensor arranged in the gearbox. Wherein the control module may be a Body Controller (BCM) of the vehicle.
In step 120, the BCM adjusts the magnetic field direction and intensity of the first magnetic attachment device 30 and the second magnetic attachment device 40 of the gear transmission assembly according to the operation condition information, so that the gear transmission assembly can reduce the impact force when the driving wheel and the driven wheel are meshed in the gear transmission assembly under the action of magnetic force with mutual repulsion in the same polarity or magnetic force with mutual attraction in the opposite polarity, thereby reducing the noise of the vehicle.
It should be noted that the adjustment process of the magnetic field directions of the first magnetic attachment device 30 and the second magnetic attachment device 40 in the gear transmission assembly has been described in detail in the above embodiments, and will not be described again.
In one implementation, the gear assembly includes a plurality of gears, one gear assembly corresponds to one forward gear of the vehicle, and the operating condition information includes gear information of the vehicle.
Fig. 9 is a detailed flowchart of step 120 shown in fig. 8. As shown in fig. 9, in step 120, adjusting the magnetic field direction and intensity of the first magnetic attachment device and adjusting the magnetic field direction and intensity of the second magnetic attachment device according to the operating condition information includes:
step 121, determining a current gear of the vehicle based on the gear information, and querying target magnetic field state information corresponding to the current gear, where the target magnetic field state information includes target magnetic field directions and intensities of the first magnetic attachment device and the second magnetic attachment device of each gear transmission assembly in the current gear;
and step 122, adjusting the magnetic field direction and strength of the first magnetic attachment device and the second magnetic attachment device of each gear transmission assembly according to the target magnetic field state information.
Here, the gear transmission systems in the transmission for the shift change of the vehicle are each constituted by the gear transmission assembly described in the above embodiment. For example, the gear positions of the vehicle include 1 gear, 2 gear, 3 gear and 4 gear, and one gear position corresponds to the gear transmission assembly described in the above embodiment, for example, 1 gear corresponds to the gear transmission assembly for shifting 1 gear, 2 gear corresponds to the gear transmission assembly for shifting 2 gear, 3 gear corresponds to the gear transmission assembly for shifting 3 gear, and 4 gear corresponds to the gear transmission assembly for shifting 4 gear. It should be understood that the gear assembly corresponding to each gear may include one or more.
After the current gear of the vehicle is determined, the target magnetic field state information of the first magnetic attachment device 30 and the second magnetic attachment device 40 of each gear transmission assembly is determined according to the current gear. The target magnetic field state information refers to the magnetic field directions of the first and second magnetism attaching means 30 and 40 in the gear transmission assembly.
In an implementable embodiment, in the case that the current gear of the vehicle is a forward gear, the magnetic field state of the first magnetic attachment device 30 and the second magnetic attachment device 40 of the gear transmission assembly corresponding to the forward gear is magnetic field off, the magnetic field state of the first magnetic attachment device 30 and the second magnetic attachment device 40 of the gear transmission assembly corresponding to other forward gears is magnetic field direction isotropy, and in the case that the current gear is a coast gear, the magnetic field state of the first magnetic attachment device 30 and the second magnetic attachment device 40 of each gear transmission assembly is magnetic field direction anisotropy.
Here, the magnetic field states of the first magnetic attachment device 30 and the second magnetic attachment device 40 of the gear transmission assembly corresponding to each gear position have been described in detail in the above embodiments, and are not described again here.
In one implementation, the operating condition information further includes current speed information of the vehicle;
according to the operation condition information, adjusting the magnetic field intensity of the first magnetic attachment device and adjusting the magnetic field intensity of the second magnetic attachment device, comprising the following steps:
determining a target magnetic field intensity matched with the current speed information according to the current speed information;
adjusting the magnetic field strength of the first and second magnetic attachment means to the target magnetic field strength;
wherein the magnetic field strength of the first and second magnetic attachment means increases as the speed of the vehicle increases.
In one implementation, the operating condition information further includes current oil temperature information of lubricating oil in a transmission of the vehicle;
according to the operation condition information, adjusting the magnetic field intensity of the first magnetic attachment device and adjusting the magnetic field intensity of the second magnetic attachment device, comprising the following steps:
determining a target magnetic field intensity matched with the current oil temperature information according to the current oil temperature information;
adjusting the magnetic field strength of the first and second magnetic attachment means to the target magnetic field strength;
wherein the magnetic field strength of the first and second magnetism attaching devices increases with an increase in the oil temperature of the lubricating oil in the transmission.
With regard to the method in the above-described embodiment, the implementation of the individual steps has been described in detail in the embodiment relating to the vehicle and will not be elaborated upon here.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (10)

1. A gear protection system for a vehicle, comprising:
the gear transmission assembly comprises a driving wheel, a driven wheel, a first magnetic attachment device and a second magnetic attachment device, wherein the first magnetic attachment device is used for magnetizing the driving wheel, and the second magnetic attachment device is used for magnetizing the driven wheel;
and the control module is respectively connected with the first magnetic attachment device and the second magnetic attachment device and is used for acquiring the running working condition information of the vehicle, adjusting the magnetic field direction and intensity of the first magnetic attachment device and adjusting the magnetic field direction and intensity of the second magnetic attachment device according to the running working condition information, so that the meshing teeth between the driving wheel and the driven wheel can generate magnetic force with the same polarity or magnetic force with opposite attraction.
2. The gear protection system for a vehicle according to claim 1, wherein each of the first and second magnetism attaching means includes a current switching module and an electromagnet;
the current switching module comprises a relay, a double-pole-three-throw switch and a variable resistor which are connected with the control module, wherein the variable resistor is connected with the electromagnet in series, and the control module is used for adjusting the direction of the current passing through the electromagnet through the double-pole-three-throw switch and adjusting the intensity of the current passing through the electromagnet through adjusting the resistance of the variable resistor.
3. The gear protection system for a vehicle of claim 1, wherein said gear assembly includes a plurality of said gear assemblies, one said gear assembly corresponding to one forward gear of said vehicle;
the running condition information comprises gear information of the vehicle;
the control module is specifically configured to determine a current gear of the vehicle based on the gear information, and query target magnetic field state information corresponding to the current gear, where the target magnetic field state information includes target magnetic field directions and intensities of the first magnetic attachment device and the second magnetic attachment device of each gear transmission assembly in the current gear;
and adjusting the magnetic field direction and strength of the first magnetic attachment device and the second magnetic attachment device of each gear transmission assembly according to the target magnetic field state information.
4. The gear protection system for a vehicle of claim 1, wherein the operating condition information further includes current speed information of the vehicle;
the control module is specifically used for determining a target magnetic field intensity matched with the current speed information according to the current speed information;
adjusting the magnetic field strength of the first and second magnetic attachment means to the target magnetic field strength;
wherein the magnetic field strength of the first and second magnetic attachment means increases as the speed of the vehicle increases.
5. The gear protection system for a vehicle of claim 1, wherein the operating condition information further includes current oil temperature information of lubricating oil in a transmission of the vehicle;
the control module is specifically used for determining a target magnetic field intensity matched with the current oil temperature information according to the current oil temperature information;
adjusting the magnetic field strength of the first and second magnetic attachment means to the target magnetic field strength;
wherein the magnetic field strength of the first and second magnetism attaching devices increases with an increase in the oil temperature of the lubricating oil in the transmission.
6. A gear protection method, applied to a control module in the gear protection system for a vehicle according to claim 1, the method comprising:
acquiring running condition information of the vehicle;
and adjusting the direction and the strength of the magnetic field of the first magnetic attachment device and the direction and the strength of the magnetic field of the second magnetic attachment device according to the operation condition information, so that the meshing teeth between the driving wheel and the driven wheel can generate magnetic force with mutual repulsion in the same polarity or magnetic force with mutual attraction in the opposite polarity.
7. The method of claim 6, wherein the gear assembly includes a plurality of gears, one gear assembly corresponding to one forward gear of the vehicle, and the operating condition information includes gear information of the vehicle;
according to the operation condition information, adjusting the magnetic field direction and the intensity of the first magnetic attachment device and adjusting the magnetic field direction and the intensity of the second magnetic attachment device, comprising the following steps:
determining a current gear of the vehicle based on the gear information, and inquiring target magnetic field state information corresponding to the current gear, wherein the target magnetic field state information comprises target magnetic field directions and intensities of the first magnetic attachment device and the second magnetic attachment device of each gear transmission assembly in the current gear;
and adjusting the magnetic field direction and strength of the first magnetic attachment device and the second magnetic attachment device of each gear transmission assembly according to the target magnetic field state information.
8. The method according to claim 7, wherein in the case that the current gear is a forward gear, the magnetic field states of the first magnetic attachment device and the second magnetic attachment device of the gear transmission assembly corresponding to the forward gear are magnetic field off, the magnetic field states of the first magnetic attachment device and the second magnetic attachment device of the gear transmission assembly corresponding to other forward gears are magnetic field isotropy, and in the case that the current gear is a coast gear, the magnetic field states of the first magnetic attachment device and the second magnetic attachment device of each gear transmission assembly are magnetic field anisotropy.
9. The method of claim 6, wherein the operating condition information further includes current speed information of the vehicle;
according to the operation condition information, adjusting the magnetic field intensity of the first magnetic attachment device and adjusting the magnetic field intensity of the second magnetic attachment device, comprising the following steps:
determining a target magnetic field intensity matched with the current speed information according to the current speed information;
adjusting the magnetic field strength of the first and second magnetic attachment means to the target magnetic field strength;
wherein the magnetic field strength of the first and second magnetic attachment means increases as the speed of the vehicle increases.
10. The method of claim 6, wherein the operating condition information further includes current oil temperature information of lubricating oil in a transmission of the vehicle;
according to the operation condition information, adjusting the magnetic field intensity of the first magnetic attachment device and adjusting the magnetic field intensity of the second magnetic attachment device, comprising the following steps:
determining a target magnetic field intensity matched with the current oil temperature information according to the current oil temperature information;
adjusting the magnetic field strength of the first and second magnetic attachment means to the target magnetic field strength;
wherein the magnetic field strength of the first and second magnetism attaching devices increases with an increase in the oil temperature of the lubricating oil in the transmission.
CN202110057258.5A 2021-01-15 2021-01-15 Gear protection system and gear protection method for vehicle Active CN112762165B (en)

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB191514111A (en) * 1914-10-06 1916-11-06 Heinrich Zoelly Improvements in or connected with Electromagnetic Power Transmission Gearing.
JPH05280592A (en) * 1992-01-24 1993-10-26 Philips Gloeilampenfab:Nv Mechanical prestress variable transmission
CN2446326Y (en) * 2000-08-28 2001-09-05 钱辉 Magnetic sensitive gear driving gear
JP2005061487A (en) * 2003-08-08 2005-03-10 Toyota Central Res & Dev Lab Inc Power transmitting device and driving device for hybrid vehicle comprising the same
KR20070102206A (en) * 2006-04-14 2007-10-18 씨멘스브이디오한라 주식회사 Noncontact type gear driving structure for stepping motor
CN108512396A (en) * 2018-04-25 2018-09-07 济南大学 A kind of magnetic gear drive design method
CN110094484A (en) * 2019-03-30 2019-08-06 珠海市磐石电子科技有限公司 Magnetic gear

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB191514111A (en) * 1914-10-06 1916-11-06 Heinrich Zoelly Improvements in or connected with Electromagnetic Power Transmission Gearing.
JPH05280592A (en) * 1992-01-24 1993-10-26 Philips Gloeilampenfab:Nv Mechanical prestress variable transmission
CN2446326Y (en) * 2000-08-28 2001-09-05 钱辉 Magnetic sensitive gear driving gear
JP2005061487A (en) * 2003-08-08 2005-03-10 Toyota Central Res & Dev Lab Inc Power transmitting device and driving device for hybrid vehicle comprising the same
KR20070102206A (en) * 2006-04-14 2007-10-18 씨멘스브이디오한라 주식회사 Noncontact type gear driving structure for stepping motor
CN108512396A (en) * 2018-04-25 2018-09-07 济南大学 A kind of magnetic gear drive design method
CN110094484A (en) * 2019-03-30 2019-08-06 珠海市磐石电子科技有限公司 Magnetic gear

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