CN116215227A

CN116215227A - ATM side power takeoff unit and control method

Info

Publication number: CN116215227A
Application number: CN202211730087.9A
Authority: CN
Inventors: 张思明; 刘义; 文卫无; 袁世杰; 高林峰
Original assignee: Shaanxi Fast Gear Co Ltd
Current assignee: Shaanxi Fast Gear Co Ltd
Priority date: 2022-12-30
Filing date: 2022-12-30
Publication date: 2023-06-06

Abstract

The invention discloses an ATM side power takeoff unit and a control method, which belong to the field of automobile design and manufacture, can be arranged according to a traditional side power takeoff arrangement mode, does not need to independently develop an AMT special side power takeoff and other accessory mechanisms, has a simpler structure, and is suitable for power takeoff of different synchronous types of transmissions of a main box. The scheme is simple to operate, and the driver can realize driving power taking or parking power taking only by pressing the power takeoff button in the vehicle stationary state and stepping on the accelerator after engaging different gears or directly stepping on the accelerator without engaging gears. Meanwhile, the scheme also promotes the application and popularization of the light-weight card AMT in the middle-weight card special vehicle in the company.

Description

ATM side power takeoff unit and control method

Technical Field

The invention belongs to the field of automobile design and manufacture, and particularly relates to an ATM side power takeoff unit and a control method.

Background

At present, along with popularization and application of AMT, partial main stream middle-light special-purpose vehicles are replaced by small-center-distance AMT speed variators with the same structure, and the speed variators are mostly matched with side power takeoff devices for taking power from front auxiliary boxes (main boxes) of the speed variators due to center distance limitation. For the special vehicle type of the AMT+side power takeoff, a novel control method of the side power takeoff needs to be developed so as to realize the power taking and parking power taking requirements of the downslope with different gears.

At present, the domestic AMT is not high in duty ratio, and the AMT model of the installation side power takeoff is almost not available. The foreign AMT vehicle type is mature, the range is adopted for stopping the power take-off of the rear auxiliary box, and the power take-off of the side power take-off of the front auxiliary box is installed in a small part. When the transmission of the general belt side power takeoff realizes the parking power takeoff, the gear-hitting or gear-hitting caused by too high rotating speed of the intermediate shaft is caused by too low rotating speed of the intermediate shaft when the main box power takeoff is hung in due to the fact that the rotating speed of the main box power takeoff (intermediate shaft) cannot be effectively controlled. When the power take-off is hung in, the output of the power take-off is loaded, so that the inertia of a main box power take-off shaft (intermediate shaft) of the transmission is large, when the transmission is in gear, the intermediate shaft is difficult to regulate speed due to the large inertia, and the probability of failure in gear-shifting of the main box of the transmission is high when gear-shifting is missed easily.

Disclosure of Invention

In order to overcome the defects of the prior art, the invention aims to provide an ATM side power takeoff unit and a control method, so as to realize the functions of driving power take-off and parking power take-off of a transmission with an AMT transmission with a side power takeoff, and solve the problems of low gear engaging success rate and complex operation of the existing manual transmission with the side power takeoff.

In order to achieve the above purpose, the invention is realized by adopting the following technical scheme:

an ATM side power take-off unit comprising: a transmission, an intermediate shaft brake and a power take-off; the power takeoff is arranged on one side of the speed changer, an input shaft rotating speed sensor and an output shaft rotating speed sensor are respectively arranged on an intermediate shaft of the speed changer and an output shaft of the speed changer, the power takeoff takes force from the intermediate shaft of the speed changer, and an intermediate shaft brake is arranged at the end head of the intermediate shaft of the speed changer; the input shaft speed sensor, the transmission and the output shaft speed sensor are all electrically connected with the TCU control unit.

Preferably, the intermediate shaft brake is connected with an intermediate shaft brake electromagnetic valve through an air passage, the intermediate shaft brake electromagnetic valve is electrically connected with the TCU control unit, and the intermediate shaft brake electromagnetic valve is connected with an air source through an air pipe through an air filter.

Preferably, an air outlet of the intermediate shaft brake electromagnetic valve is connected with the intermediate shaft brake air inlet through an air pipe.

Preferably, the power takeoff is connected with a power takeoff electromagnetic valve through an air channel, the power takeoff electromagnetic valve is electrically connected with the TCU control unit, and the power takeoff electromagnetic valve is connected with an air source through an air pipe through an air filter.

Preferably, an air outlet of the electromagnetic valve of the power take-off is connected with a power take-off gear cylinder on the power take-off through an air pipe.

The invention also discloses a control method of the ATM side power takeoff unit, the TCU control unit is connected with a power takeoff switch for controlling the power takeoff, and when parking power takeoff, the method comprises the following steps:

s1: when the vehicle is stationary, the engine is started, and the power take-off switch is switched on in a neutral state of the transmission, and a power take-off request is sent to the TCU control unit;

s2: after receiving the power taking request, the TCU control unit judges whether the transmission meets the condition of static and neutral gear according to the output shaft rotation speed sensor signal and other AMT whole vehicle signals;

if the condition is met, the TCU control unit cuts off the power input of the transmission, controls the intermediate shaft brake to brake the intermediate shaft to reduce the speed, and the input shaft rotating speed sensor collects the rotating speed of the intermediate shaft and inputs the rotating speed of the intermediate shaft into the TCU control unit, so that the rotating speed of the intermediate shaft is reduced to be within a proper range, and the power takeoff is used for completing gear engagement;

s3: after the gear is successfully engaged, power is input into the transmission, and is output from the side power takeoff through the intermediate shaft to realize the parking power taking function.

Preferably, when the power take-off of the driving is achieved in the step S2, after the power take-off is in gear, the transmission is operated to select gear, the TCU control unit controls the transmission or coordinates other controllers to semi-link and combine the clutch for a short time and then separate, after the rotating speed of the intermediate shaft is increased to be within a calibrated range, the transmission is controlled and gear-in is completed, the clutch is combined, power is input into the transmission, and the power is output through the output shaft and the power take-off respectively, so that the power take-off of the driving is achieved.

Preferably, the intermediate shaft brake is connected with an intermediate shaft brake electromagnetic valve through an air circuit;

when the gear is disengaged after the driving power take-off state is finished, when the vehicle stops, the TCU control unit controls the transmission to disengage the neutral gear, the power take-off switch is closed, the TCU control unit controls the electromagnetic valve of the power take-off device to be closed, and the power take-off device is disengaged from the engaged state.

Preferably, when the gear is disengaged after the parking power take-off state is finished, the power take-off is closed when the vehicle is stopped, and the power take-off exits from the engagement state to complete the gear disengagement.

Preferably, the TCU control unit is connected with a position switch and an indicator lamp, after the power takeoff finishes gear engagement or gear disengagement, a gear engagement position switch signal is input into the TCU control unit, the TCU control unit judges the gear state of the power takeoff according to the position switch signal, if the power takeoff is in gear, the indicator lamp is turned on to display the gear engagement state, and if the power takeoff is in gear disengagement, the indicator lamp is turned off to display the gear disengagement state.

Compared with the prior art, the invention has the following beneficial effects:

the invention discloses an ATM side power takeoff unit and a control method, which can be arranged according to the traditional arrangement mode of the side power takeoff without separately developing an AMT special side power takeoff and other accessory mechanisms, have simpler structure and are suitable for the power takeoff of the speed changer of different synchronous types of a main box. The scheme is simple to operate, and the driver can realize driving power taking or parking power taking only by pressing the power takeoff button in the vehicle stationary state and stepping on the accelerator after engaging different gears or directly stepping on the accelerator without engaging gears. Meanwhile, the scheme also promotes the application and popularization of the light-weight card AMT in the middle-weight card special vehicle in the company.

Drawings

FIG. 1 is a schematic diagram of the power take-off of the present invention;

FIG. 2 is a schematic diagram of a power take-off circuit and a schematic diagram of the circuit operation of the present invention;

fig. 3 is a control flow chart of the present invention.

Wherein: 1-a transmission primary shaft; 2-an input shaft rotational speed sensor; a 3-speed variator; 4-an output shaft rotation speed sensor; a 5-transmission output shaft; 6-intermediate shaft brake; 7-a power takeoff; 8-position switch; 9-a power takeoff gear engaging cylinder; 10-a transmission intermediate shaft; 11-indicator lights; 12-a power take-off switch; 13-TCU control unit; 14-intermediate shaft brake solenoid valve; 15-a whole vehicle air source; 16-a piston; 17-a return spring; 18-an air filter; 19-power take-off solenoid valve.

Detailed Description

In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

The invention is described in further detail below with reference to the attached drawing figures:

the invention discloses an ATM side power take-off unit, comprising: a transmission 3, an intermediate shaft brake 6 and a power take-off 7; the power takeoff 7 is arranged on one side of the transmission 3, an input shaft rotation speed sensor 2 and an output shaft rotation speed sensor 4 are respectively arranged on an intermediate shaft 10 of the transmission 3 and the transmission output shaft 5, the power takeoff 7 takes force from the intermediate shaft 10 of the transmission, and an intermediate shaft brake 6 is arranged at the end of the intermediate shaft 10 of the transmission; the input shaft speed sensor 2, the transmission 3, and the output shaft speed sensor 4 are all electrically connected to the TCU control unit 13.

The principle of the force taking arrangement structure of the side force taking device in the AMT transmission is shown in fig. 1, the force taking device 7 is arranged on one side of the transmission 3, an input shaft rotating speed sensor 2 and an output shaft rotating speed sensor 4 are respectively arranged on an intermediate shaft 10 and a transmission output shaft 5 of the transmission 3, the force taking device 7 takes force from the intermediate shaft 10 of the transmission, and an intermediate shaft brake 6 is arranged at the end head of the intermediate shaft 10 of the transmission; the input shaft speed sensor 2, the transmission 3, the output shaft speed sensor 4, the intermediate shaft brake solenoid valve 14 and the power take-off gear shift solenoid valve 19 are all electrically connected with the TCU control unit 13, and the electrical principle is shown in fig. 2. The gas outlet of the intermediate shaft brake solenoid valve 14 is connected with the gas inlet of the intermediate shaft brake 6 through a gas pipe, the gas outlet of the power take-off solenoid valve 19 is connected with the gas inlet of the power take-off cylinder 9 through a gas pipe, the gas inlets of the intermediate shaft brake solenoid valve 14 and the power take-off solenoid valve 19 are connected with a gas circuit of the whole vehicle gas storage tank 15 through a gas filter 18, and the gas circuit working schematic diagram of the power take-off is shown in fig. 2.

In the invention, a rotation speed sensor is used for collecting the rotation speed of the intermediate shaft, and an intermediate shaft brake is used for braking the intermediate shaft 10 of the transmission to realize speed reduction. When the power takeoff 7 is in gear, the TCU control unit 13 coordinates and controls the rotating speed of the intermediate shaft 10 of the transmission according to the system requirement, the main box neutral gear, the separation and combination of the clutch and the on-off of the electromagnetic valve 19 of the power takeoff realize the automatic accurate gear engaging and disengaging operation of the side power takeoff, and realize the operations of parking power taking, power taking of the downshifts with different gears of the transmission and the like.

The engine power is input through a transmission one-shaft 1, a transmission 3 is driven to transmit torque through an intermediate shaft 10, an input shaft rotation speed sensor 2 and an output shaft rotation speed sensor 4 are respectively arranged on the intermediate shaft 10 and a transmission output shaft 5, and a power takeoff 7 takes force from the transmission intermediate shaft 10.

The whole car air source 15 passes through an air filter 18 and respectively enters a middle shaft brake electromagnetic valve 14 and a power takeoff electromagnetic valve 19, the air outlet of the middle shaft brake electromagnetic valve 14 is connected with the air inlet of the middle shaft brake 6 through an air pipe, and the air outlet of the electromagnetic valve 19 is connected with the power takeoff gear engaging cylinder 9 through an air pipe. When the driver presses down the power take-off switch 12, a signal of the power take-off switch is input into the TCU control unit 13, the TCU control unit 13 controls the electromagnetic valve 19 to be connected, high-pressure gas enters the power take-off cylinder to drive the piston 16 to move, the position switch 8 is arranged on the piston 16, and when the power take-off 7 finishes gear engagement, the signal of the position switch 8 is input into the control unit 13.

The working principle diagram of the power takeoff is shown in fig. 1, the circuit principle diagram and the air circuit working schematic diagram are shown in fig. 2, the power takeoff realizes parking power taking, and the power taking function and the gear taking control flow chart of the transmission under different gears are shown in fig. 3. The specific working process is as follows:

1 parking force taking process

(1) When the vehicle is stationary and the engine is started, the driver presses the power take-off switch 12, and a signal thereof is input to the TCU control unit 13 to issue a power take-off request.

(2) The TCU control unit 13 determines whether the transmission 3 satisfies a stationary and neutral condition according to the output shaft rotation speed sensor 4 signal and other AMT vehicle signals. If the condition is met, the control unit 13 controls the transmission or coordinates other controllers to separate the clutch, the power input of one shaft 1 is disconnected, at the moment, the intermediate shaft 10 still rotates at a high speed due to inertia, then the control unit 13 controls the electromagnetic valve 14 to be connected, gas enters the intermediate shaft brake 5 and brakes the intermediate shaft 10 to reduce the speed, the rotation speed sensor 2 collects the rotation speed of the intermediate shaft 10 and inputs the rotation speed into the control unit 13, when the rotation speed of the intermediate shaft is reduced to a proper range, the TCU control unit 13 controls the electromagnetic valve 19 to be connected, high-pressure gas enters the power takeoff cylinder 8, the driving piston 16 finishes the gear of the power takeoff 7, a gear position switch 8 signal is input into the TCU control unit 13, the TCU control unit 13 judges whether the gear is successful or not according to the position switch 8 signal, if the gear is successful, the gear position signal of the power takeoff is already transmitted by the CAN line signal, the display 11 displays the gear position, and the TCU control unit 13 CAN directly drive the indicator lamp display 11.

(3) The driver steps on the accelerator, the TCU control unit 13 controls the speed changer or coordinates other controllers to combine the clutch, power is input through a shaft 1, power is taken out through a middle shaft 10 and is output from the side power take-off 7, so that the time speed changer is not in gear, and the parking power take-off function is realized.

2 driving power taking process

On the basis of the power takeoff hanging in the step (2) in the step (1), at the moment, the clutch is separated, the intermediate shaft 10 is static, a driver operates the transmission to select a proper gear, the TCU control unit 13 controls the transmission or coordinates other controllers to semi-link for a short time to combine the clutch and then separate, the first shaft 1 and the intermediate shaft 10 are slightly improved, after the rotating speed of the intermediate shaft 10 is increased to be within a calibrated range, the transmission controls and finishes the gear hanging, the driver steps on an accelerator, the clutch is combined, and the driving power taking is realized.

3 shift-off process

(1) When the vehicle is stopped, if only the power take-off is in gear and the neutral parking power take-off state of the transmission is ended, the driver turns off the power take-off switch 12, the tcu control unit 13 controls the solenoid valve 14 to be turned off, the air in the air cylinder 8 is discharged to the atmosphere through the solenoid valve 19, and the pressure of the power take-off shift air cylinder 9 disappears. The return spring 17 in the power take-off cylinder 9 pushes the piston 16 to push the power take-off piston 16 to the neutral position, the power take-off 7 is out of gear and out of engagement, and the power take-off is completed.

(2) In the case of a stop of the vehicle, if only the power take-off and the transmission are both in the power take-off state of the transmission, the TCU control unit 13 controls the transmission to take off the neutral gear, and then the power take-off is completed according to the step (1).

(3) The signal of the gear engaging position switch 8 is input into the TCU control unit 13, the TCU control unit judges whether the gear is engaged according to the signal of the position switch 8, if the gear is engaged, the CAN line signal broadcasts that the power takeoff is not in gear, the indicator lamp 11 displays the gear engaging state, and the TCU control unit CAN stop driving the indicator lamp 11 to display at the moment.

The above is only for illustrating the technical idea of the present invention, and the protection scope of the present invention is not limited by this, and any modification made on the basis of the technical scheme according to the technical idea of the present invention falls within the protection scope of the claims of the present invention.

Claims

1. An ATM side power take-off unit comprising: a speed changer (3), an intermediate shaft brake (6) and a power takeoff (7); the power takeoff (7) is arranged on one side of the transmission (3), an input shaft rotating speed sensor (2) and an output shaft rotating speed sensor (4) are respectively arranged on an intermediate shaft (10) of the transmission (3) and the transmission output shaft (5), the power takeoff (7) takes force from the intermediate shaft (10) of the transmission, and an intermediate shaft brake (6) is arranged at the end of the intermediate shaft (10) of the transmission; the input shaft rotation speed sensor (2), the transmission (3) and the output shaft rotation speed sensor (4) are electrically connected with the TCU control unit (13).

2. An ATM side power takeoff unit according to claim 1, characterized in that the intermediate shaft brake (6) is connected with an intermediate shaft brake solenoid valve (14) through an air circuit, that the intermediate shaft brake solenoid valve (14) is electrically connected with the TCU control unit (13), and that the intermediate shaft brake solenoid valve (14) is connected with the air source (15) through an air pipe via an air filter (18).

3. An ATM side power take-off unit according to claim 2, characterized in that the air outlet of the intermediate shaft brake solenoid valve (14) is connected with the intermediate shaft brake (6) air intake via an air pipe.

4. An ATM side power take-off unit according to claim 1, characterized in that the power take-off (7) is connected with a power take-off solenoid valve (19) via an air path, the power take-off solenoid valve (19) is electrically connected with the TCU control unit (13), and the power take-off solenoid valve (19) is connected with the air source (15) via an air duct via an air filter (18).

5. An ATM side power take-off unit according to claim 4, characterized in that the air outlet of the power take-off solenoid valve (19) is connected via an air pipe to a power take-off gear cylinder (9) on the power take-off (7).

6. The method according to any one of claims 1 to 5, wherein the TCU control unit (13) is connected with a power take-off switch (12) for controlling the power take-off (7), and the method comprises:

s1: the vehicle is stationary, the engine is started, and in a neutral state of the transmission (3), a power take-off switch (12) is switched on, and a power take-off request is sent to a TCU control unit (13);

s2: after receiving the power taking request, the TCU control unit (13) judges whether the transmission (3) meets the conditions of static and neutral gear according to the signals of the output shaft rotating speed sensor (4) and other AMT whole vehicle signals;

if the condition is met, the TCU control unit (13) cuts off the power input of the transmission (3) and controls the intermediate shaft brake (6) to brake the intermediate shaft (10) to reduce the speed, the input shaft rotation speed sensor (2) collects the rotation speed of the intermediate shaft (10) and inputs the rotation speed of the intermediate shaft (10) into the TCU control unit (13), the rotation speed of the intermediate shaft (10) is reduced to be within a proper range, and the power takeoff (7) finishes gear engagement;

s3: after the gear is successfully engaged, the power is input into the speed changer (3), and is output from the side power takeoff (7) through the power taking of the intermediate shaft (10), so that the parking power taking function is realized.

7. The method for controlling the ATM side power take-off according to claim 6, wherein when the power take-off is carried out during driving, after the power take-off (7) is engaged in S2, the transmission (3) is operated to select a gear, the TCU control unit (13) controls the transmission (3) or coordinates other controllers to be separated after a clutch is combined in a short time and semi-linked mode, after the rotating speed of the intermediate shaft (10) is increased to be within a calibrated range, the transmission (3) controls and completes the engaged gear, the clutch is combined, power is input into the transmission (3) and is output through the output shaft (5) and the power take-off (7) respectively, and the driving power take-off is realized.

8. The ATM side power takeoff control method according to claim 7, characterized in that said intermediate shaft brake (6) is connected with an intermediate shaft brake solenoid valve (14) through a gas path;

when the gear is disengaged after the driving power take-off state is finished, when the vehicle stops, the TCU control unit (13) controls the transmission (3) to disengage the neutral gear, the power take-off switch (12) is closed, the TCU control unit (13) controls the electromagnetic valve (14) of the power take-off device to be closed, and the power take-off device is disengaged from the meshing state.

9. The ATM side power take-off control method according to claim 6, wherein when the power take-off (7) is turned off when the vehicle is stopped after the parking power take-off state is ended, the power take-off (7) is brought out of the engaged state, and the power take-off is completed.

10. The ATM side power take-off control method according to claim 6, wherein the TCU control unit (13) is connected with a position switch (8) and an indicator lamp (11), after the power take-off (7) finishes the gear engagement or the gear disengagement, a signal of the gear engagement position switch (8) is input to the TCU control unit (13), the TCU control unit (13) determines the gear state of the power take-off (7) according to the signal of the position switch (8), if the gear is engaged, the indicator lamp (11) is turned on to display the gear engagement state, and if the gear is disengaged, the indicator lamp (11) is turned off to display the gear disengagement state.