IT201800006463A1 - CONTROL DEVICE FOR MECHANICAL TRANSMISSION - Google Patents

Description

DESCRIPTION

CONTROL DEVICE FOR MECHANICAL TRANSMISSION

The present invention relates to a control device for mechanical transmission of the type specified in the preamble of the first claim.

In particular, the present invention relates to a gearbox control device for transmissions, for example of the type present on racing vehicles such as Go-Karts.

As is known, racing vehicles make use, in addition to the usual vehicle control and traction systems, of electronic devices capable of allowing the driver to perform predetermined actions quickly and easily.

In this context, transmission control systems have gained great importance.

The transmission of the power supplied by the engine is an essential aspect in reference to the performance of the vehicle and, therefore, in the current state of the art there are already many electronic devices used in this field.

For example, the group has developed a type of technology called DSG or Direst-Shift GearBox essentially consisting of an electronic dual-clutch gearbox. From a mechanical point of view, a single primary shaft is connected to two secondary shafts through the two clutches and offers the possibility of obtaining a good optimization of the shift time for the gears. In automatic mode, on the other hand, the electronics of the gearbox itself manage the shift times which are optimized by the electronic control.

The system just described includes some important drawbacks.

First of all, it presents the need to include very efficient and stable electronic control means.

Furthermore, the DSG gearbox has defects related to the electronic nature itself as its possible mismatch with respect to the mapping could lead to management difficulties which, at present, require authorized professionals in the sector to be resolved.

In this sense, maintenance costs are high, as are any replacement costs for damaged parts.

However, other types of devices have been created, mainly in the Go-Kart sector, which present solutions regarding the transmission, and in particular the gearbox, which are more simplified than the DSG.

Examples of such devices are marketed

The devices of this type substantially comprise means of connection to the gear lever compartment, a mechanical actuator connected to the gearbox through the connection means and an electronic control system connected to the actuator. Although the structure is very simple, compared to the DSG, these devices also have important drawbacks.

In particular, each of them includes, within the electronic control system, a control unit capable of controlling every aspect of the gearbox, that is, the change in pitch of the transmission.

This control unit entails considerable programming and maintenance costs, as well as, in the event of failure, long times for restoring functionality and efficiency.

In this situation, the technical task underlying the present invention is to devise a control device for transmission capable of substantially obviating at least part of the aforementioned drawbacks.

Within the scope of said technical task, it is an important object of the invention to obtain a control device which has an extremely simplified structure and on which maintenance can be carried out in a simplified manner.

Another important object of the invention is to provide a device which considerably reduces the costs of construction, maintenance and possible replacement of components.

In conclusion, it is an important aim of the invention to obtain a device that can be repaired quickly.

The technical task and the specified aims are achieved by a control device for transmission as claimed in the attached claim 1.

Preferred technical solutions are highlighted in the dependent claims.

The features and advantages of the invention are clarified below by the detailed description of preferred embodiments of the invention, with reference to the accompanying drawings, in which:

Fig. 1 shows a functional diagram of a control device for mechanical transmission according to the invention in the electrical configuration;

Fig. 2 illustrates a functional diagram of the stabilization means that can be coupled to a control device according to the invention in a racing vehicle;

Fig. 3 is a functional diagram of a control device for mechanical transmission according to the invention in the pneumatic-electric configuration;

Fig. 4 shows a functional diagram of the stabilization means which can be coupled to the control device of Fig.3; And

Fig. 5 shows a very schematic perspective of a control device connected to the steering wheel and transmission of an engine of a racing vehicle.

In this document, measurements, values, shapes and geometric references (such as perpendicularity and parallelism), when associated with words such as "about" or other similar terms such as "almost" or "substantially", are to be understood as less than measurement errors or inaccuracies due to production and / or manufacturing errors and, above all, unless there is a slight divergence from the value, measurement, shape or geometric reference to which it is associated. For example, these terms, if associated with a value, preferably indicate a divergence of no more than 10% of the value itself.

Furthermore, when used, terms such as "first", "second", "superior", "inferior", "main" and "secondary" do not necessarily identify an order, relationship priority or relative position, but can simply be used to more clearly distinguish different components from each other.

The measurements and data reported in this text are to be considered, unless otherwise indicated, as carried out in the ICAO International Standard Atmosphere (ISO 2533: 1975).

With reference to the Figures, the control device for mechanical transmission according to the invention is globally indicated with the number 1.

The control device 1 for mechanical transmission is preferably arranged inside a vehicle for example for competition.

The competition vehicle could be any motorized vehicle with two, three or four wheels or other means. Preferably, the device 1 is included inside racing vehicles of the Go-Kart type.

In general, the racing vehicle preferably also comprises an engine and a driving system operatively connected to the engine in such a way as to control the power delivery control by the engine itself.

This driving system is preferably constituted by the accelerator-brake compartment, while the engine includes all the typical characteristics of a rotary engine, whether it be petrol or electric or hybrid or other, as well as the elements for connection with the driving system and a transmission.

The term transmission means all the components dedicated to the transmission of movement by the engine and, therefore, includes both any belts and gears, as well as the compartment that constitutes the gearbox.

The gearbox is substantially known and comprises a plurality of interchangeable stages in order to vary the pitch of the transmission and, therefore, the transmission of the motion of the engine for example to the means for moving the vehicle such as the wheels.

The gearbox, as usual, substantially comprises at least one pitch change lever which, depending on how it is activated, increases or decreases the transmission pitch.

The gear change of the entire vehicle thus created depends on this.

Preferably, the device 1 is operatively connected to said pitch variation lever in such a way as to ensure control of the pitch itself.

In particular, preferably, the control device 1 for mechanical transmission comprises actuation means 2, control means 3 and feeding means 4.

The actuation means 2 are preferably operatively connected to the pitch change lever of the mechanical transmission in such a way as to vary its pitch when activated.

The actuation means 2 can therefore also comprise connectors adapted to allow the transmission of the movement of the actuation means 2 directly to the lever.

These types of connections are substantially already known in the current state of the art and commonly used in the devices cited in the known art, for example the linkage of the transmission control system included in the kit for Kart marketed by

Furthermore, the actuation means 2 can be of the electric, pneumatic or hybrid type.

For example, in a preferred configuration, the actuation means 2 can comprise a linear actuator 20.

The linear actuator 20 is for example a jack capable of advancing or retracting along a main direction when activated by elements such as motors.

Preferably, in fact, the actuation means 2 also comprise an electric motor 21.

The electric motor 21 is preferably rotary. Therefore, depending on the direction of rotation of the electric motor 21, the linear actuator moves in one direction or in an opposite direction along the same direction.

In detail, the electric motor 21 rotates in a manner dependent on the polarity induced on the poles of the electric motor itself, which can be varied by the control means 3.

In an alternative configuration, however, the actuation means 2 can comprise a pneumatic actuator 22.

The pneumatic actuator 22 is preferably with a double chamber; however it could also be single chamber or have other types of configurations as long as they are functional. Furthermore, the pneumatic actuator 22 is also of a substantially linear type.

Preferably, the actuation means 2 comprising the pneumatic actuator 22 also include at least one solenoid valve 23.

More conveniently, the actuation means 2 comprise two solenoid valves 23. In any case, the purpose of the solenoid valve 23, or the solenoid valves 23, is to control the movement of the pneumatic actuator 22.

Preferably, in fact, in the case in which there are two solenoid valves and in the case in which the pneumatic actuator 22 is double-chamber, each of the solenoid valves 23 is preferably in connection of fluid passage with one of the chambers. In particular, the two solenoid valves 23 are preferably in connection with a different chamber in such a way as to push in different directions when activated. Also the solenoid valves 23 are preferably connected to the control means 3. If, on the other hand, the solenoid valve 23 is single, it is possible that it too has double delivery in such a way as to substantially regulate the direction of flow of a fluid inside the hydraulic circuit which includes at least the solenoid valves 23 and the pneumatic actuator 22.

In this latter configuration, in particular, the device 1 preferably also comprises auxiliary power supply means 6.

These auxiliary supply means 6 are also operatively connected to the actuation means 2. Furthermore, they are adapted to supply pressurized fluid to the chambers in a controlled manner by or by the solenoid valves 23. The solenoid valves 23, therefore, control the fluid in a manner such as to guide the pneumatic actuator 22.

The auxiliary feeding means 6 preferably comprise a compressor 60 and a tank 61.

The tank 61, in detail, comprises the fluid adapted to move the pneumatic actuator 22. It is in a fluid passage connection with the chambers, therefore, of the pneumatic actuator 22 and, in particular, by means of the solenoid valves 23. The compressor 60 is instead preferably adapted to compress the fluid inside the tank 61.

The compressor 60 can therefore be connected to a portion of the vehicle such as the crankshaft, or the axis of transmission of motion to the wheels, in such a way as to compress the fluid at full speed following the starting of the vehicle.

The power supply means 4 preferably include instead electrical power supply systems.

Preferably they comprise an electric battery 40.

This electric battery 40 is operatively connected to the control means 3 in such a way as to supply the current necessary to them for correct operation.

The control means 3 are preferably operatively connected to the actuation means 2 and able to control them.

In particular, the control means 3 comprise at least a plurality of relays 30, 31, 32.

The relays 30, 31, 32 are, in particular, the first relay 30, the second relay 31 and the third relay 32.

However, they could also be in greater number, if useful for controlling the control means 3.

The relays 30, 31, 32 preferably provide, with suitable connectors, a switching circuit 3a defining at least two control configurations in which the actuation means 2 provide two alternative operating modes.

More in detail, in the two control configurations mentioned, the actuation means 2 provide opposite operating modes.

In this case, considering the electric actuator 20 and the pneumatic actuator 22, by operating modes we mean the direction of travel of the actuation means 2. However, the switching circuit 3a could be able to define at least two control configurations for 2 different actuation means, for example rotary. In the latter case, for example, the operating modes would correspond to the direction of rotation.

Furthermore, the switching circuit 3a also defines a rest configuration in which it does not stress the actuation means 2.

Preferably, the relays 30, 31, 32 of the switching circuit 3a each have their own function.

With reference to Fig. 1, preferably, the first relay 30 is adapted to cut the current of the second relay 31 on command in such a way as to avoid the continuous power supply of the electric motor 21.

Therefore, substantially, the first relay 30 is adapted to allow the realization of the rest configuration.

Furthermore, the second relay 31 and the third relay 32 are connected respectively to the poles of the electric motor 21 and to the power supply means 4. In this way, when controlled, the second and third relays 31, 32 can carry out the switching of the poles of the electric motor 21 in such a way as to move the actuation means 2 in one direction and another.

In order to control the control means 3, preferably, the device 1 also comprises selection means 5.

The selection means 5 are preferably adapted to allow the selection in a controlled manner of at least the two control configurations. Substantially, therefore, the selection means 5 are adapted to vary the current circulation inside the switching circuit 3 in such a way as to activate or deactivate the relays 30, 31, 32 and, in this way, to define the configurations of the device. 1.

In particular, preferably, the selection means 5 comprise two buttons 50. The buttons 50 are respectively adapted to vary the circulation of current in the switching circuit 3a in such a way as to achieve, when pressed, respectively and alternatively one of the control configurations.

These buttons 50 can be push buttons, or they can be levers available behind the steering wheel of the racing vehicle in such a way as to facilitate the use of these buttons 50 to an external user.

The selection means 5 can therefore comprise a double lever paddle, right and left, which can be installed behind a steering wheel of a vehicle.

In this case, the control configurations defined by the control means 3, and in particular by the switching circuit 3a, correspond respectively to a gear increase and gear decrease configuration.

If, on the other hand, the actuation means 2 comprise a pneumatic actuator 22 and two solenoid valves 23, preferably the control configurations of the control means 3 alternately activate one or the other of the solenoid valves 23.

If the solenoid valve 23 is unique, the control configurations can correspond to different positions of the spool of the solenoid valve 23 in such a way as to allow the filling of one or the other chamber of the pneumatic actuator 22. The competition vehicle which includes the device 1 may also comprise stabilizing means 7.

The stabilization means 7 are preferably operationally connected to the device 1 and to the driving system of the vehicle in such a way as to allow the use of the driving system while the device 1 is in operation. In other words, the stabilization device 7 allows the accelerator of the driving system to be kept pressed even while the device 1 passes through the different control configurations by means of the switching circuit 3a.

Preferably, the stabilization means, shown in Fig. 2 and 4, substantially comprise at least one timed relay adapted to cut off the power supply of the controls of the driving system to the engine when the device 1 is in one of the control configurations, i.e. not it is in the rest configuration.

The operation of the device 1 previously described in structural terms is as follows.

A user, arranged on the vehicle comprising the device 1, can vary the step of transmission of the movement from the engine to the wheels of the vehicle, by pressing the buttons 50.

The invention includes a new control procedure for mechanical transmission.

In particular, preferably, the control process comprises at least a first phase, a second phase and a third phase.

The first step is preferably carried out when each of the relays 30, 31, 32 is not electrically excited in such a way as to define a rest configuration in which the actuation means 2 are inactive.

The second phase is carried out when the first relay 30 is energized in such a way as to realize one of the control configurations.

The third phase, on the other hand, is carried out when the second and third relays 31, 32 are energized in such a way as to realize the other of the control configurations.

More in detail, with reference to Fig. 1, the three phases can be schematized as follows. The terms Comm, NO (Normally Open) and NC (Normally Closed) refer to the contacts of each relay, as indicated. Furthermore, when we refer to a direction of rotation, we mean the direction of rotation starting from an observer integral with the rear portion, for example, of a racing vehicle. In any case, the directions of rotation shown are cited exclusively by way of example since they also depend on the configuration of the actuation means 2 and, in particular, of the connection between them and the transmission, given the fact that the actuation means 20 could include an engine of a different type than the rotary one as described in the preferred configuration.

First stage:

Third relay 32 defines Comm = pole (+) of electric motor 21; NA = (+); NC = (-); Second relay 31 defines Comm = pole (-) of electric motor 21; NA = (-); NC = Comm First relay 30; First relay 30 defines Comm = NC Second relay 31, NA = (+), NC = / (open contact).

In this phase, all the relays 30, 31, 32 are on the NC pole; the first relay 30 has the NC pole empty and the Comm connected to the NC pole of the second relay 31 to which, therefore, it does not send current; the third relay 32 has the Comm connected to the electric motor 21 and the NC pole powered by the battery of the power supply means 4 and, therefore, sends current (-) to the (+) pole of the electric motor 21; the second relay 31 has the Comm connected to the electric motor 21 and the NC pole connected to the Comm of the first relay 30 and therefore does not supply the (-) pole of the motor and it is at rest. It is concluded that the system is thus at rest and the engine is not active.

Second phase, for example corresponding with the activation of the left button 50 of the paddle and control configuration with gear reduction:

Third relay 32 defines Comm = pole (+) of electric motor 21, NA = (+), NC = (-); Second relay 31 defines Comm = pole (-) of electric motor 21, NA = (-), NC = Comm first relay 30; First relay 30 defines Comm = NC Second relay 31, NA = (+), NC = / (open contact).

In this phase, the command to downshift is activated and the first relay 30 is energized.

The first relay 30 energized puts the Comm in communication with the NA pole powered by current (+), thus sending current to the NC of the second relay 31; the second relay 31 is at rest but, when the first relay 30 is energized; it now has the NC pole powered by current (+) and sends current (+) through the Comm connected to the pole (-) of the electric motor 21; the third relay 32 is at rest and, as in the first phase, sends current (-) to the (+) pole of the electric motor.

It is concluded that the second and third relays 31, 32 are not excited and circulate the current at their NC poles and the first relay 30, when energized, circulates the current at the NA pole. The electric motor 21 therefore rotates counterclockwise since the current at its poles is inverted.

Third phase, for example corresponding with the activation of the right paddle button 50 and control configuration with gear increase:

Third relay 32 defines Comm = pole (+) of electric motor 21, NA = (+), NC = (-); Second relay 31 defines Comm = pole (-) of electric motor 21, NA = (-), NC = comm First relay 30; First relay defines Comm = NC Second relay 31, NA = (+), NC = / (open contact).

In this phase the command to engage the highest gear is activated and the second and third relays 31, 32 are energized.

The first relay 30 is at rest and does not work in this phase; the second relay 31, energized, puts the Comm in communication with the NA pole supplied by current (-) thus sending current (-) to the pole (-) of the electric motor 21; the third relay 32, energized, puts the Comm in communication with the NA pole powered by current (+) thus sending current (+) to the pole (+) of the electric motor 21.

It is concluded that the second and third relays 31, 32, having the NA poles always powered, once energized, reverse the polarity to the electric motor 21 which then rotates clockwise.

The control device for mechanical transmission 1 according to the invention achieves important advantages.

In fact, the device 1 allows to vary the transmission pitch of a mechanical transmission of a vehicle without including electronic control units and comprising, for the control, only an electrical type circuit.

The fact of using relays, instead of complex electronic boards, makes the device extremely simple and easily repairable in case of failures.

In fact, from a maintenance point of view, it can only be required to repair the electrical connections or replace the relays.

Therefore, these aspects also result in significantly reduced construction and maintenance costs.

In addition to what has been said, the device, from a technical point of view, allows the transmission control to be carried out without continuously supplying the electric motor 21 and reducing the risk of short circuits in the system.

The invention is susceptible of variants falling within the scope of the inventive concept defined by the claims. In this context, all the details can be replaced by equivalent elements and the materials, shapes and dimensions can be any.

Claims (10)

CLAIMS 1. Control device (1) for mechanical transmission comprising: - actuation means (2) operatively connected to a pitch change lever of said mechanical transmission in such a way as to vary said pitch when activated, - control means (3) operatively connected to said actuation means (2), adapted to control said actuation means (2), and - power supply means (4) including an electric battery (40) operatively connected to said control means (3), and characterized by the fact that - said control means (3) comprise at least a plurality of relays (30, 31, 32) adapted to realize a switching circuit (3a) defining at least two control configurations in which said actuation means (2) respectively realize two modes of alternative operation. Device (1) according to claim 1, wherein said control means (3) are operatively connected to selection means (5) suitable for allowing the selection in a controlled manner of at least said two control configurations. Device (1) according to at least one preceding claim, wherein said selection means (5) comprise two pushbuttons (50) respectively adapted to vary the current circulation in said switching circuit (3a) in such a way as to realize respectively and alternatively one of said control configurations. Device (1) according to at least one preceding claim, in which said actuation means (2) comprise a linear actuator (20) driven by an electric motor (21) rotating in a manner dependent on the induced polarity and said at least two control configurations define said polarity induced in an alternative way. Device (1) according to at least one preceding claim, wherein said relays (30, 31, 32) comprises at least a first relay (30), a second relay (31) and a third relay (32), said first relay ( 30) being able to cut the current of said second relay (31) on command in such a way as to avoid the continuous feeding of said electric motor (21), and said second and third relays (31, 32) being connected respectively to the poles of said electric motor (21) and to said power supply means (4). 6. Device (1) according to at least one preceding claim, comprising auxiliary power supply means (6) operatively connected to said actuation means (2), wherein said actuation means (2) comprise a double-chamber pneumatic actuator (22) and at least two solenoid valves (23) operatively connected to said control means (3) and each in fluid passage connection with one of said chambers, said auxiliary supply means (6) being adapted to supply fluid under pressure to said chambers in a manner controlled by said solenoid valves (23) in such a way as to drive said pneumatic actuator (22) and said control configurations of said control means (3) by alternately activating one or the other of said solenoid valves (23). Device (1) according to at least one preceding claim, wherein said auxiliary supply means (6) comprise a compressor (60) and a tank (61), said tank (61) comprising said fluid and being in fluid passage connection with said chambers of said pneumatic actuator (22) for means of said solenoid valves (23) and said compressor (60) being able to compress said fluid inside said tank (61). 8. Racing vehicle of the Go-Kart type comprising a device (1) according to at least one preceding claim, in which said actuation means (2) are operatively connected to a transmission pitch change lever of said competition vehicle in such a way to allow to vary the gear of said vehicle on command, said control configurations of said command means (3) corresponding respectively to a configuration of increase of gear and decrease of gear. 9. Go-Kart type racing vehicle according to the preceding claim, comprising an engine, a driving system operatively connected to said engine in such a way as to allow the power delivery control of said engine and stabilization means (7) operatively connected to said device (1) and said guide system in such a way as to allow the use of said guide system while said device (1) is in operation, said stabilization means (7) comprising at least one timed relay adapted to cut powering the controls of said driving system to said motor when said device (1) is in one of said control configurations. Control method for mechanical transmission comprising a device (1) according to at least one preceding claim and at least a first step, a second step and a third step, - said first step being carried out when each of said relays (30, 31, 32) is not electrically excited in such a way as to define a rest configuration in which said actuation means (2) are inactive, - said second phase being carried out when said first relay (30) is energized in such a way as to realize one of said control configurations, - said third phase being carried out when said second and third relays (31, 32) are energized in such a way as to realize the other between said control configurations.