CN220168544U - Manual and automatic dual-purpose operating system for automobile - Google Patents
Manual and automatic dual-purpose operating system for automobile Download PDFInfo
- Publication number
- CN220168544U CN220168544U CN202221169450.XU CN202221169450U CN220168544U CN 220168544 U CN220168544 U CN 220168544U CN 202221169450 U CN202221169450 U CN 202221169450U CN 220168544 U CN220168544 U CN 220168544U
- Authority
- CN
- China
- Prior art keywords
- clutch
- manual
- automatic
- transmission
- gear
- Prior art date
- Legal status (The legal status 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 status listed.)
- Active
Links
- 230000005540 biological transmission Effects 0.000 claims abstract description 85
- 230000009467 reduction Effects 0.000 claims abstract description 47
- 230000007246 mechanism Effects 0.000 claims abstract description 36
- 239000007788 liquid Substances 0.000 claims description 4
- 238000000034 method Methods 0.000 abstract description 9
- 230000008569 process Effects 0.000 abstract description 9
- 238000000926 separation method Methods 0.000 description 4
- 230000005611 electricity Effects 0.000 description 3
- 239000010720 hydraulic oil Substances 0.000 description 3
- 239000002184 metal Substances 0.000 description 3
- 230000007935 neutral effect Effects 0.000 description 3
- 239000003921 oil Substances 0.000 description 3
- 238000011217 control strategy Methods 0.000 description 2
- 230000000994 depressogenic effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000005381 potential energy Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- 230000004888 barrier function Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Landscapes
- Gear-Shifting Mechanisms (AREA)
Abstract
The utility model discloses a manual and automatic dual-purpose control system of an automobile, which comprises: a pull-off type transmission operating lever, a manual and automatic dual-purpose transmission gear shifting system and an automobile manual and automatic dual-purpose clutch system; the manual and automatic transmission shift system includes: the automatic shifting fork comprises a shifting fork shaft motor, a primary reduction pinion, a primary reduction gear, a secondary reduction pinion, a secondary reduction gear, a gear sensor, a shifting fork shaft, a shifting fork, a shifting operation mechanism, a shifting fork shaft self-locking interlocking mechanism and a transmission electronic control unit; the primary speed reduction pinion is meshed with the primary speed reduction gear, the secondary speed reduction pinion is meshed with the secondary speed reduction gear, and a gear sensor is arranged on one side of the secondary speed reduction gear. The present utility model can be switched between a manual mode, in which the same shift process as the manual transmission is operated, and an automatic mode.
Description
Technical Field
The utility model relates to the technical field of machining equipment, in particular to a manual and automatic dual-purpose operating system of an automobile.
Background
Driving a manual transmission vehicle requires the driver to operate the gear lever, the accelerator pedal and the clutch pedal, which places a great burden on the driver, especially novice, and requires a long period of time to be proficient in driving the vehicle. When driving on rough roads and urban congested roads in mountain areas, the driver's operation of the transmission shift lever is very frequent.
Drivers who can basically drive manual transmission vehicles can drive automatic transmission vehicles, and in turn, many drivers can drive automatic transmission vehicles, but cannot drive manual transmission vehicles more smoothly. In some automatic transmission vehicles, manual "+", "-" gears are provided for enriching the driving modes, and there are two types of manual gear shifting. The first is the actual gear, and one gear is added or lowered on the currently used gear every time "+" or "-" is operated; the second is to limit the gear, each time "+" or "-" is operated, only to limit the highest gear of the vehicle to increase or decrease by one gear, and the specific gear used is determined by the vehicle itself according to the actual situation. Considering that more and more drivers only drive automatic transmission vehicles, the driver's proficiency in grasping the shift timing is not high, and more automatic transmission vehicles now adopt a second type. Therefore, we propose a manual and automatic dual-purpose control system for automobiles.
Disclosure of Invention
The utility model aims to provide a manual and automatic dual-purpose control system of an automobile, which can be switched between a manual mode and an automatic mode so as to solve the problems in the prior art.
In order to achieve the above purpose, the present utility model provides the following technical solutions:
a manual and automatic dual-purpose operating system for an automobile, comprising:
a pull-off type transmission operating lever, a manual and automatic dual-purpose transmission gear shifting system and an automobile manual and automatic dual-purpose clutch system;
the pull-out transmission lever includes:
comprises an operating lever, a supporting sleeve and a plug seat;
the support sleeve comprises:
the device comprises a supporting and positioning insulating seat, a supporting and positioning pin, a supporting and positioning spring and a supporting and positioning signal wire;
the socket comprises:
the plug positioning insulating seat, the plug positioning pin, the plug positioning spring and the plug positioning signal wire;
the manual and automatic transmission shift system includes:
the automatic shifting fork comprises a shifting fork shaft motor, a primary reduction pinion, a primary reduction gear, a secondary reduction pinion, a secondary reduction gear, a gear sensor, a shifting fork shaft, a shifting fork, a shifting operation mechanism, a shifting fork shaft self-locking interlocking mechanism and a transmission electronic control unit;
the primary speed reduction pinion is meshed with the primary speed reduction gear, the secondary speed reduction pinion is meshed with the secondary speed reduction gear, and a gear sensor is arranged on one side of the secondary speed reduction gear.
Preferably, the operating lever comprises an operating handle, a rectangular rod at the lower end, an insulating column, a supporting and positioning groove and an arc angle, wherein the supporting and positioning groove is formed in the insulating column.
Preferably, the support positioning insulating seat is fixedly arranged in the inner cavity of the support sleeve, one end of the support positioning spring is fixedly connected with two sides of the inner cavity of the support positioning insulating seat, the inner end of the support positioning spring is connected with the outer side of the support positioning pin, the outer side of the support positioning pin is electrically connected with the support positioning signal wire, and the support positioning pin is slidably inserted in the inner cavity of the support positioning insulating seat.
Preferably, the shift operating mechanism includes:
the gear shifting control mechanism is the same as a conventional manual transmission in structure, and can complete the functions of selecting the shifting fork shaft and moving the shifting fork shaft, and one end of the control rod is positioned in the control box.
Preferably, the manual and automatic dual-purpose clutch system of the automobile comprises:
the clutch release mechanism comprises a clutch release mechanism, a release lever, a release bearing, a release fork, a clutch cylinder and a release fork spring;
the transmission mechanism comprises a liquid storage tank, a manual clutch master cylinder, a clutch pedal spring and a clutch pedal;
the connecting mechanism comprises a clutch electric control unit, a clutch switching valve and a clutch executing unit.
Preferably, the transmission mechanism comprises a liquid storage tank, a manual clutch master cylinder, a clutch pedal spring and a clutch pedal, and the driving mechanism comprises an automatic clutch motor, a worm, a turbine, an automatic clutch position sensor, a booster spring and an automatic clutch master cylinder.
Compared with the prior art, the utility model has the beneficial effects that:
the utility model can be switched between a manual mode and an automatic mode, and the manual mode is the same as the process of operating the manual transmission to shift gears; in the automatic mode, the electric control unit of the speed changer is used for controlling the motor of the shifting fork shaft, and the gear transmission is used for driving the shifting fork shaft to move, so that the gear shifting executing mechanism is driven to complete gear shifting operation. The system can be combined with a manual and automatic dual-purpose transmission control lever and a manual and automatic dual-purpose clutch system to realize that the vehicle transmission control and the clutch control can be selected from one of the manual mode and the automatic mode and can be switched.
Drawings
FIG. 1 is a schematic illustration of the construction of a pull-off transmission lever of the present utility model;
FIG. 2 is a schematic diagram of a manual and automatic transmission shift system of the present utility model;
FIG. 3 is a system block diagram of the manual and automatic dual-purpose clutch system of the present utility model and an automobile.
Detailed Description
The following description of the embodiments of the present utility model will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present utility model, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
Referring to fig. 1-3, the present utility model provides a technical solution:
a manual and automatic dual-purpose steering system for an automobile, comprising:
the manual and automatic transmission comprises a pull-out type transmission operating lever, a manual and automatic transmission gear shifting system and an automobile manual and automatic clutch system.
The pull-out transmission operating lever comprises an operating lever 300, a supporting sleeve 100 and a plug seat 200.
The supporting sleeve 100 comprises a supporting and positioning insulating seat 140, a supporting and positioning pin 180, a supporting and positioning spring 160 and a supporting and positioning signal wire 120.
The socket 200 includes a socket positioning insulating base 240, a socket positioning pin 260, a socket positioning spring 280, and a socket positioning signal wire 220.
The operating lever 300 includes an operating handle 320, a lower rectangular bar 340, an insulating column 360, a supporting and positioning groove 330, and an arc angle 370. The supporting and positioning groove 350 is disposed on the insulating column 360.
The supporting and positioning pin 180 is connected with a supporting and positioning spring 160, and then the supporting and positioning springs are put into the supporting and positioning insulating seat 140, the supporting and positioning insulating seat 140 is arranged in the supporting sleeve 100, and the supporting and positioning signal wire 120 is communicated with the supporting and positioning pin 180. The supporting and positioning pins 180 are made of metal and can conduct electricity.
The plug positioning pin 260 is connected with a plug positioning spring 280, and then is put into the plug positioning insulating seat 240, the plug positioning insulating seat 240 is arranged in the plug seat 200, and the plug positioning signal wire 220 is communicated with the plug positioning pin 260. The plugging positioning pin 260 is made of metal and can conduct electricity.
The lower rectangular rod 340 is a lower section of the lever 300, and the section of the portion connected to the support sleeve 100 and the socket 200 is rectangular, and the section of the hole at the portion connected to the support sleeve 100 and the socket 200 and the lever 300 is also rectangular. The upper section of the joystick 300 may be circular, polygonal, or other shape in cross-section. The lower rectangular rod 340 is made of metal and can conduct electricity. The insulating posts 360 are embedded in the lower rectangular rods 340 and are not electrically conductive.
The arc angle 370 is disposed at the bottom of the lower rectangular rod 340, so that the operating lever 300 contacts the plugging positioning pin 260 in the pressing process, and presses the plugging positioning pin 260 into the plugging positioning insulating seat 240.
(1) Plug-in state
The operating handle 320 is vertically pressed down to drive the operating lever 300 to move downwards, the supporting and positioning pin 180 is embedded into the supporting and positioning groove 330, and meanwhile, the inserting and positioning pin 260 is also embedded into the supporting and positioning groove 350, and the inserting and positioning state is realized at the moment.
In the plugging state, the operating handle 320 is held by hand, the operating lever 300 can be pushed and pulled back and forth, and the same gear shifting function as the manual transmission operation is completed by driving the plugging seat 200.
In the plugging state, the supporting and positioning signal lines 120, the supporting and positioning pins 180, the supporting and positioning grooves 330 and the lower rectangular rods 340 at the two ends are in a conducting state, and the current passing through the supporting and positioning signal lines 120 can be detected to be in a channel state; however, at this time, the supporting and positioning groove 350 is disposed on the insulating column 360, and no current is detected through the plugging and positioning signal line 220, which is in an open state.
That is, in the plugging state, the supporting and positioning signal line 120 is connected, and the plugging and positioning signal line 220 is disconnected. The signal is transmitted to the transmission controller, so that the transmission controller can conveniently judge that the transmission control lever is in a plugging state, and the transmission can conveniently and definitely realize a manual working state at the moment.
(2) State of unplugged
Lifting the operating handle 320 brings the operating lever 300 upward.
At the initial stage of the upward movement, the supporting and positioning pin 180 is released from the supporting and positioning groove 330 and is pressed against the end surface of the lower rectangular rod 340, and the inserting and positioning pin 260 is released from the supporting and positioning groove 350 and is pressed against the end surface of the lower rectangular rod 340. At this time, the supporting and positioning signal line 120 is routed, the plugging and positioning signal line 220 is routed, and this signal is sent to the transmission controller, so that the transmission can clearly determine that the joystick 300 is not locked in the plugging or unplugged state at this time.
In the middle of the upward movement, the supporting and positioning pin 180 is still pressed against the end surface of the lower rectangular rod 340, and the arc angle 370 arranged at the bottom of the lower rectangular rod 340 is gradually higher than the inserting and positioning pin 260, and at this time, the inserting and positioning spring 280 and the inserting and positioning pin 260 are in a natural length state. At this time, if the hand is released, the friction force generated by the action of the support positioning pin 180 and the end face of the lower rectangular rod 340 is insufficient to maintain the lever 300 in a stable state, so that the support positioning signal line 120 is on and the plugging positioning signal line 220 is off at this time, but the signal cannot be maintained, and the transmission controller does not determine that the manual operation state is at this time.
And (5) moving upwards to a pulled-out state. When the supporting and positioning pin 180 is inserted into the supporting and positioning groove 350, the state is pulled out. Since the supporting and positioning groove 350 is disposed on the insulating column 360, no current is detected through the supporting and positioning signal line 120, and at this time, both the supporting and positioning signal line 120 and the plugging and positioning signal line 220 are open-circuited.
In the disconnected state, the operating lever 300 is disconnected from the socket 200, and the movement of the socket 200 does not affect the operating lever 300 when the transmission is automatically shifted. The reverse is also true, and the operation of the automatic transmission is not affected when the joystick 300 is pushed or pulled.
That is, when the transmission is in the disconnected state, the supporting and positioning signal line 120 and the plugging and positioning signal line 220 are both open, and the signals are transmitted to the transmission controller, so that the transmission controller can conveniently judge that the transmission operating lever is in the disconnected state, and the transmission can conveniently and definitely be in the automatic working state at the moment.
The unplugged or plugged state may be achieved by upward or downward movement of the lever 300 to the point where the detent pin is snap-locked.
Further, the manual and automatic dual-purpose transmission gear shifting system comprises a shifting fork shaft motor 1110, a primary reduction pinion 1120, a primary reduction gear 1130, a secondary reduction pinion 1140, a secondary reduction gear 1150, a gear sensor 1160, a shifting fork 1210, a shifting fork 1220, a gear shifting control mechanism 1300, a shifting fork shaft self-locking interlocking mechanism 1400 and a transmission electronic control unit 1500.
A typical 5-speed, 6-speed manual transmission requires 3 shift rails 1210 driven by a shift rail motor 1110. Each shift rail 1210 for controlling the forward gear has a shift rail motor 1110, a primary reduction pinion 1120, a primary reduction gear 1130, a secondary reduction pinion 1140, a secondary reduction gear 1150, and a gear sensor 1160.
The shift operating mechanism 1300 can perform the function of selecting the shift rail 1210 and moving the shift rail 1210 as in conventional manual transmission arrangements.
The shift rail self-locking interlock mechanism 1400 is identical to a conventional manual transmission structure in that it can accomplish the self-locking and interlocking of the shift rail.
The transmission electronic control unit 1500 may collect data from sensors such as throttle position or throttle position of diesel engine, engine speed, vehicle speed, brake light switch, ignition switch, transmission gear, and automatic clutch stroke position, calculate and analyze the data, and send control commands to each shift rail motor 1110 according to the set control strategy.
A two-stage gearing is provided to reduce the rotational speed and increase the torque output by the shift rail motor 1110 to smoothly drive the shift rail 1210.
Primary reduction pinion 1120 is directly driven by the fork shaft motor 1110.
The primary reduction gear 1130 is fixed and coaxially mounted with the secondary reduction gear 1140, both gears having the same angular velocity.
The secondary reduction gear wheel 1150 is floatingly and coaxially mounted with the primary reduction gear wheel 1120, and both gears rotate at respective angular speeds.
The rear end of the shifting fork shaft 1210 is in a rack shape and is meshed with the secondary reduction gear 1150 to form a gear-rack mechanism, the gear-rack mechanism can drive each other, and the movement positions of the gear-rack mechanism and the secondary reduction gear 1150 are in one-to-one correspondence. The gear sensor 1160 detects the position of the secondary reduction gear wheel 1150, and thus determines the position of the shift rail 1210, and thus the gear in which the transmission is located.
The shifting fork 1220 on each shifting fork shaft 1210 has the same structure as a conventional manual transmission, and the engagement sleeve and the synchronizer are shifted through the shifting fork so that the engagement sleeve is locked with or separated from the combined gear ring, and the shifting process is completed.
(1) Manual mode
When the transmission electronic control unit 1550 senses that the manual mode is present, each shift rail motor 1110 is controlled to be in a non-working state, and at this time, each shift rail motor 1110 can be driven to rotate by external force.
The shift manipulation process at this time is the same as that of a conventional manual transmission. After the gear shift control mechanism 1300 obtains the external force of the gear shift lever control, the functions of selecting the shift fork shaft 1210 and moving the shift fork shaft 1210 are completed, and the engagement sleeve and the synchronizer are shifted through the movement of the shift fork 200, so that the engagement sleeve is locked or disengaged with the combined gear ring, and the gear shift process is completed. At the same time, the shift rail 1210 accomplishes self-locking and interlocking by the shift rail self-locking interlock mechanism 1400.
The moving fork shaft 1210 drives the fork shaft motor 1110 to idle through the secondary reduction gear wheel 1150, the secondary reduction pinion 1140, the primary reduction gear wheel 1130 and the primary reduction pinion 1120.
The gear sensor 1160 may communicate the tested gear information to the transmission electronic control unit 1550.
(2) Automatic mode
When the transmission electronic control unit 1550 senses that this is the automatic mode, the control of the shift lever to the shift operating mechanism 1300 will be interrupted at this time, and the realization of this function is described in another patent.
The transmission electronic control unit 1550 will control the operation of each of the shift rail motors 1110.
When the transmission electronic control unit 1550 senses that gear shifting is needed, a certain shifting fork shaft motor 1110 in gear is controlled to rotate, the shifting fork shaft 1210 is driven to move, the shifting fork 1220 drives the engagement sleeve to move, the transmission is returned to a neutral state, and at the moment, the shifting fork shaft self-locking interlocking mechanism 1400 also returns to the neutral state.
The gear sensor 1160 may communicate the tested gear information to the transmission electronic control unit 1550.
After the transmission electronic control unit 1550 obtains the signal of the neutral gear at this time, the transmission electronic control unit 1550 controls the shifting fork shaft motor 1110 where the gear is required to rotate to drive the shifting fork shaft 1210 to move, and the shifting fork 1220 drives the engagement sleeve to move, so that the transmission is locked to the target gear, and at this time, the self-locking and interlocking mechanism 1400 of the shifting fork shaft also completes self-locking and interlocking of the shifting fork shaft 1210.
Before the transmission electronic control unit 1550 performs gear shifting, a clutch is required to be separated, and power transmission from an engine to the transmission is cut off; the transmission electronic control unit 1550 requires continuous clutch disengagement in the whole process of completing gear shifting operation, and keeps the power transmission interruption state of the engine to the transmission; after the transmission electronic control unit 1550 completes the shift operation, a clutch engagement is required so that the engine transmits power to the transmission.
Further, the manual/automatic dual clutch system for a vehicle includes a release lever 2110, a release bearing 2120, a release fork 2130, a clutch cylinder 2140, a release fork spring 2150, a reservoir 2160, a manual clutch master cylinder 2170, a clutch pedal spring 2180, a clutch pedal 2190, an automatic clutch motor 2210, a worm 2220, a turbine 2230, an automatic clutch position sensor 2240, a booster spring 2250, an automatic clutch master cylinder 2260, a clutch electric control unit 2330, a clutch switching valve 2360, and a clutch executing unit 2400.
The clutch actuator 2400 is the same as a conventional clutch, and mainly includes a flywheel, a pressure plate, a driven plate, a friction plate, a spring, and a torsional damper.
The reservoir tank 2160 is used for storing clutch hydraulic oil, and serves to replenish and recover the hydraulic oil into the clutch hydraulic oil passage.
The function of the split fork spring 2150 is to assist in returning the split fork 2130 during clutch engagement.
The function of the clutch pedal spring 2180 is to assist in returning the clutch pedal 2190 during clutch engagement.
The clutch electronic control unit 2330 may collect and calculate and analyze sensor data such as throttle position or throttle position of diesel engine, engine speed, vehicle speed, brake lamp switch, ignition switch, gear shifting force, transmission gear, and automatic clutch stroke position, and send control commands to the automatic clutch motor 2210 and the clutch switching valve 2360 executing mechanism according to the set control strategy.
(1) Manual mode
When the clutch electronic control unit 2330 senses that the manual mode is present, the clutch switching valve 2360 is controlled to operate so that the manual clutch master cylinder 2170 and the clutch sub-cylinder 2140 are in a conductive state and the automatic clutch master cylinder 2260 and the clutch sub-cylinder 2140 are in a disconnected state.
At this time, the clutch electronic control unit 2330 does not transmit an operation command to the automatic clutch motor 2210.
When the clutch pedal 2190 is depressed, the manual clutch master cylinder 2170 is driven to operate, and the high-pressure oil from the manual clutch master cylinder 2170 is filled into the clutch sub-cylinder 2140, so that the release fork 2130, the release bearing 2120 and the release lever 2110 are driven to drive successively, and the clutch executing unit 2400 completes the release operation. The clutch executing unit 2400 gradually completes the engaging operation when the foot control clutch pedal 2190 gradually moves upward to return. This mode is the same as a conventional manual transmission type clutch operation.
(2) Automatic mode
When the clutch electronic control unit 2330 senses that the automatic mode is present, the clutch switching valve 2360 is controlled to operate so that the automatic clutch master cylinder 2260 and the clutch sub-cylinder 2140 are in a conductive state and the manual clutch master cylinder 2170 and the clutch sub-cylinder 2140 are in a disconnected state.
At this time, even if the clutch pedal 2190 is depressed, high-pressure oil cannot be supplied to the clutch cylinder 2140, and therefore, the clutch pedal 2190 is operated and the clutch is not operated.
When the clutch is required to be separated, the clutch electric control unit 2330 sends a working instruction to the automatic clutch motor 2210, the worm 2220 rotates to drive the turbine 2230 to rotate, the automatic clutch master cylinder 2260 is pushed to work, high-pressure oil is charged into the clutch sub-cylinder 2140 through the clutch switching valve 2360, and accordingly the separation fork 2130, the separation bearing 2120 and the separation lever 2110 are driven to drive successively, so that the clutch executing unit 2400 completes the separation operation. Because assist spring 2250 is preloaded, during this process, assist spring 2250 releases elastic potential energy, acting to assist turbine 2230 in pushing automatic clutch master cylinder 2260. The automatic clutch position sensor 2240 transmits a position signal of the turbine 2230 to the clutch electronic control unit 2330 in real time, so as to determine the position state of the clutch.
The worm wheel and worm drive has the following characteristics: the worm gear is used for transmitting power of two mutually staggered shafts. The main characteristics are large transmission ratio, compact structure and smooth running, and the outstanding advantage is the self-locking function. The self-locking principle is that the lead angle of the worm is smaller than the equivalent friction angle between the meshing gears, the worm wheel can be driven by the worm only and cannot be driven reversely, and the safety protection of a mechanical structure can be realized, but the efficiency is not very high and is below fifty percent. Therefore, the clutch electric control unit 2330 controls how much the automatic clutch motor 2210 rotates, and how much the worm 2220 drives the turbine 2230 to move, so that the working position of the clutch executing unit 2400 can be accurately controlled.
When the engagement is required, the clutch electric control unit 2330 sends an operation command to the automatic clutch motor 2210, the worm 2220 rotates reversely, the turbine 2230 is driven to rotate reversely, the automatic clutch master cylinder 2260 stops working, and the clutch executing unit 2400 gradually completes the engagement operation. In this process, as the turbine 2230 rotates in the reverse direction, the assist spring 2250 is gradually compressed, and the elastic potential energy of the assist spring 2250 increases gradually and simultaneously acts as a barrier to the reverse rotation of the turbine 2230, which helps to soften the clutch. The automatic clutch position sensor 2240 transmits a position signal of the turbine 2230 to the clutch electronic control unit 2330 in real time, so as to determine the position state of the clutch.
Although embodiments of the present utility model have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the principles and spirit of the utility model, the scope of which is defined in the appended claims and their equivalents.
Claims (6)
1. A manual and automatic dual-purpose operating system for an automobile, comprising:
a pull-off type transmission operating lever, a manual and automatic dual-purpose transmission gear shifting system and an automobile manual and automatic dual-purpose clutch system;
the pull-out transmission lever includes:
comprises an operating lever, a supporting sleeve and a plug seat;
the support sleeve comprises:
the device comprises a supporting and positioning insulating seat, a supporting and positioning pin, a supporting and positioning spring and a supporting and positioning signal wire;
the socket comprises:
the plug positioning insulating seat, the plug positioning pin, the plug positioning spring and the plug positioning signal wire;
the manual and automatic transmission shift system includes:
the automatic shifting fork comprises a shifting fork shaft motor, a primary reduction pinion, a primary reduction gear, a secondary reduction pinion, a secondary reduction gear, a gear sensor, a shifting fork shaft, a shifting fork, a shifting operation mechanism, a shifting fork shaft self-locking interlocking mechanism and a transmission electronic control unit;
the primary speed reduction pinion is meshed with the primary speed reduction gear, the secondary speed reduction pinion is meshed with the secondary speed reduction gear, and a gear sensor is arranged on one side of the secondary speed reduction gear.
2. The automotive manual and automatic dual-purpose operating system according to claim 1, wherein: the control rod comprises a control handle, a rectangular rod at the lower end, an insulating column, a supporting and positioning groove and an arc angle, wherein the supporting and positioning groove is formed in the insulating column.
3. The automotive manual and automatic dual-purpose operating system according to claim 1, wherein: the support positioning insulating seat is fixedly arranged in the inner cavity of the support sleeve, one end of the support positioning spring is fixedly connected with two sides of the inner cavity of the support positioning insulating seat, the inner end of the support positioning spring is connected with the outer side of the support positioning pin, the outer side of the support positioning pin is electrically connected with the support positioning signal wire, and the support positioning pin is slidably inserted in the inner cavity of the support positioning insulating seat.
4. The automotive manual and automatic dual-purpose operating system according to claim 1, wherein: the shift operating mechanism includes:
the gear shifting control mechanism is the same as a conventional manual transmission in structure, and can complete the functions of selecting the shifting fork shaft and moving the shifting fork shaft, and one end of the control rod is positioned in the control box.
5. The automotive manual and automatic dual-purpose operating system according to claim 1, wherein: the manual and automatic dual-purpose clutch system of the automobile comprises:
the clutch release mechanism comprises a clutch release mechanism, a release lever, a release bearing, a release fork, a clutch cylinder and a release fork spring;
the transmission mechanism comprises a liquid storage tank, a manual clutch master cylinder, a clutch pedal spring and a clutch pedal;
the connecting mechanism comprises a clutch electric control unit, a clutch switching valve and a clutch executing unit.
6. The manual and automatic dual-purpose operating system for an automobile according to claim 5, wherein: the driving mechanism comprises a liquid storage tank, a manual clutch master cylinder, a clutch pedal spring and a clutch pedal, and the driving mechanism comprises an automatic clutch motor, a worm, a turbine, an automatic clutch position sensor, a booster spring and an automatic clutch master cylinder.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221169450.XU CN220168544U (en) | 2022-05-16 | 2022-05-16 | Manual and automatic dual-purpose operating system for automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221169450.XU CN220168544U (en) | 2022-05-16 | 2022-05-16 | Manual and automatic dual-purpose operating system for automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220168544U true CN220168544U (en) | 2023-12-12 |
Family
ID=89062932
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221169450.XU Active CN220168544U (en) | 2022-05-16 | 2022-05-16 | Manual and automatic dual-purpose operating system for automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN220168544U (en) |
-
2022
- 2022-05-16 CN CN202221169450.XU patent/CN220168544U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101947954B (en) | Hybrid electric vehicle powertrain control after a requested change in vehicle direction | |
| CN103174815B (en) | The double-clutch automatic gearbox of band reverse gear used for electric vehicle and parking locking mechanism | |
| CN101463901B (en) | Parking and shifting actuating mechanism | |
| CN201970996U (en) | Longitudinally-mounted all-electric mechanical automatic transmission | |
| CN202971796U (en) | Automatic transmission of electric vehicle | |
| US9346372B2 (en) | Shift control device for electric vehicle | |
| CN102606722A (en) | Automatic speed changing method based on manual gearbox and system | |
| CN103476616A (en) | Vehicle motive power transmission control apparatus | |
| CN103338960A (en) | Manual transmission | |
| CN201446951U (en) | All-electrical mechanical automatic transmission | |
| CN102678850B (en) | Two-gear automatic gearbox for automobiles | |
| CN105026801A (en) | Control device for electric-powered vehicle | |
| CN102588526A (en) | Automatic four-gear transmission of electric motor | |
| CN201053460Y (en) | Automatic transmission box clutch execution system | |
| CN220168544U (en) | Manual and automatic dual-purpose operating system for automobile | |
| CN103423436B (en) | The electric gear change system of vehicle mechanical gearbox | |
| KR101519834B1 (en) | Hybrid vehicle having interactive manual transmission and method of controlling the same | |
| CN103687741A (en) | Manual transmission | |
| CN115111356A (en) | Manual and automatic dual-purpose control system of automobile | |
| CN203395165U (en) | Automatic dual-clutch transmission (DCT) parking axle limiting device | |
| CN219840946U (en) | Manual and automatic dual-purpose clutch system for automobile | |
| CN219639410U (en) | Manual and automatic dual-purpose transmission gear shifting system of automobile | |
| CN108443484A (en) | The fast push button gearshift of tractor speed changer 12 and control method | |
| CN205618654U (en) | Automatically controlled automatic gearbox of non - highway expanded letter tipper controls actuating mechanism | |
| TWI655117B (en) | The powerline transmitting control system for a wagon with hybrid power system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |