DESC:GEARSHIFT IN ELECTRIC VEHICLE
CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202321065117 filed on 28/09/2023, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to a gear shifting mechanism in vehicle(s). Particularly, the present disclosure relates to a system for controlled gear shift in an electric vehicle.
BACKGROUND
Gear shifting in Electric Vehicles (EV) refers to changing the gear(s) in the transmission system to adjust power output and speed of the vehicle. Gear shifting is a crucial aspect of the electric vehicles, allowing riders to switch between the gears to optimize performance according to different terrains and riding conditions.
Conventionally, electric vehicles employ a single-speed transmission having a fixed gear ratio, transmitting the power directly to the wheels without the need for shifting gears. Further, some electric vehicles use Continuous Variable Transmission (CVT) to provide a continuously variable range of gear ratios. The CVT enables smooth acceleration and deceleration without discrete gear steps. Further, one more approach in the transmission system involves a multi-speed transmission that employs a set number of discrete gears, each providing a specific gear ratio. Specifically, gear shifting in electric vehicles involves altering the gear ratios in the transmission system to adjust the balance between speed and torque. The process varies depending on transmission system of the vehicle (manual, automatic, or semi-automatic). The gear shifting can be upshift or downshift, according to speed, road conditions, and vehicle specifications. The upshifting of the gears in electric vehicles involves changing to a higher gear to achieve better speed and/or efficiency. Further, the upshifting to the higher gear reduces the motor Rotations Per Minute (RPMs) needed to maintain a desired speed. Furthermore, the upshifting is useful on flat or downhill terrain where less effort is needed to sustain higher speeds. The downshifting of the gears refers to changing to a lower gear according to the deceleration of the vehicle. Downshifting to a lower gear provides more torque, making it easier to climb hills or tackle challenging terrain.
However, there are certain underlining problems associated with the above-mentioned existing gear shifting mechanisms. For instance, in a series of gear downshifting at a higher speed, the RPM of the motor increases abruptly leading to excessive stress on drivetrain components. The excessive stress results in wear and tear of the clutch, and other drivetrain components such as (but not limited to) chain, cassette, and chainrings. Further, the gear downshifting at a higher speed can lead to an increased power output of the motor resulting in wheel slip or loss of traction. Therefore, it is always a challenge to develop a safe and efficient system for gear shift in electric vehicles.
Therefore, there exists a need for a gear-shifting system that is safe and overcomes one or more problems as mentioned above.
SUMMARY
An object of the present disclosure is to provide a system for controlled and safe gear shifting in electric vehicle(s).
Another object of the present disclosure is to provide a method for controlled and safe gear shifting in electric vehicle(s).
In accordance with first aspect of the present disclosure, there is provided a system for controlled gear shift in an electric vehicle, wherein the system comprises:
- a drivetrain comprising a motor, a gearbox and an actuator; and
- a drivetrain control unit,
wherein the actuator is mechanically engaged to the gearbox, and wherein the drivetrain control unit activates the actuator to prevent a gear shift, based on a predictive parameter.
The present disclosure provides a system for controlled gear shift in an electric vehicle. The system is advantageous in efficiently transmitting torque to the wheels, providing enhanced acceleration and performance. Beneficially, the system avoids the motor over-revving conditions by blocking the gear shift when the real-time RPM data for each gear is more than the predefined threshold RPM. Therefore, protecting the drivetrain components from substantial harm or reduced longevity.
In accordance with another aspect of the present disclosure, there is provided a method of controlled gear shift in an electric vehicle, wherein the method comprises:
- receiving a speed of the wheels of the electric vehicle;
- determining a speed of the electric vehicle based on the speed of the wheels;
- determining a predictive parameter for each gear position based on the speed of the electric vehicle and a plurality of gear ratios of each gear of a gearbox (106);
- comparing the predictive parameter for each gear position with a predefined threshold limit;
- generating an instruction signal when the predictive parameter is greater than the predefined threshold limit for gear positions except a current gear position; and
- activating an actuator (110) to prevent a gear shift.
Additional aspects, advantages, features, and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
Figures 1, 2 and 3 illustrate block diagrams of a system for controlled gear shift in an electric vehicle, in accordance with different embodiments of the present disclosure.
Figure 4 illustrates a flow chart of a method of controlled gear shift in an electric vehicle, in accordance with another aspect of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item from which the arrow is starting.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
As used herein, the terms “electric vehicle”, “vehicle”, and “EV” are used interchangeably and refer to a vehicle that is driven by an electric motor that draws its electrical energy from a battery and is charged from an external source. The electric vehicle includes both a vehicle that is only driven by the electric motor that draws electrical energy from the battery (all-electric vehicle) and a vehicle that may be powered by an electric motor that draws electricity from the battery and by an internal combustion engine (plug-in hybrid electric vehicle). Moreover, the ‘electric vehicle’ as mentioned herein may include electric two-wheelers, electric three-wheelers, electric four-wheelers, electric trucks, electric pickup trucks, and so forth.
As used herein, the terms “motor” and “electric motor” are used interchangeably and refer to any device, or a machine that uses electrical energy to produce rotating motion or mechanical energy. The motor consists of a stator (the stationary part) and a rotor (the rotating part). The flow of electrical current through the motor generates a magnetic field that turns the rotor, producing a mechanical movement. Various types of motors may include (but not limited to) DC shunt motors, DC series motors, AC induction motors, AC synchronous motors, and switched reluctance motors. Specifically, the electric vehicle's battery provides the electrical energy that powers the electric motor, which is used to drive the wheels.
As used herein, the term “gearbox” refers to a mechanical component that houses the gears and enables the transmission of power from the motor to the drive wheels. Specifically, the gearbox is used to alter the torque and speed of the electric vehicle based on the different riding conditions. Key components of the gearbox may include (but not limited to) gears, gear shafts, gearbox casing, bearings, and clutch.
As used herein, the terms “drivetrain control unit” and “DCU” are used interchangeably and refer to an electronic control system that operates and optimizes the performance of the vehicle’s drivetrain unit. The drivetrain unit transfers the power from the motor to the wheels. Key components of the DCU are (but not limited to) microcontroller, motor controller, Battery Management System (BMS) Interface, transmission control, and sensor inputs (wheel speed sensor, motor speed sensor, battery temperature sensor, and battery voltage sensor).
As used herein, the term “actuator” refers to a device or component that converts a form of energy into physical-mechanical motion (linear and/or rotational motion). The actuators are controlled by a control system through electrical signals to perform a desired action. The types of actuators may include, but not limited to, shift actuators, solenoid actuators, electric actuators, hydraulic actuators, servo actuators, piezoelectric actuators and so forth.
As used herein, the term “motor speed sensor” refers to a device used to measure the rotational speed of the vehicle’s electric motor. The motor speed sensor measures the rotational speed (Revolutions per Minute - RPM) of the motor, providing real-time information about the motor’s movement. The measurement of the rotational speed is based on changes in the magnetic field of the motor shaft or using a rotating coil. The output of the motor speed sensor is received by the control unit and is used to adjust motor power and ensure smooth operation.
As used herein, the term “wheel speed sensor” refers to a device that measures the rotational speed of the wheel. The data from the wheel speed sensor is converted into an electrical signal that is used by a control unit to detect and adjust the vehicle speed.
As used herein, the term “gear position sensor” refers to a device that detects the position of the gear and sends the data as an electrical signal to the control unit. The gear position sensor measures the rotation angle of the shift drum installed on the transmission system and converts the measured rotation angle to a corresponding voltage value.
As used herein, the term “body control unit” and “BCU” are used interchangeably and refer to a system that activates, monitors, and controls the vehicle's body functions and related control units. Further, the basic function of BCU is to centralize and manage various electrical and electronic functions related to the vehicle's body and powertrain components. The BCU acts as the main electronic control unit that coordinates the operation of different body systems and accessories.
As used herein, the term “gear ratio” and “gear ratios” are used interchangeably and refer to the ratio between the number of teeth on the driven gear (output) and the number of teeth on the driving gear (input). In a gear set, the gear that provides the power is called the driver or input gear. The second gear turned by the driver gear is called the driven or output gear. Gear ratio determines the relationship between the rotational speed of the electric motor and the wheels, affecting the vehicle’s acceleration, top speed, and overall performance. Lower gear ratios (higher number of teeth on the driving gear) provide more torque and better acceleration from a stop or when climbing steep inclines. Higher gear ratios (lower number of teeth on the driven gear) result in higher top speeds and smoother cruising at higher speeds.
As used herein, the term “predefined threshold limit” refers to a specific RPM value at which the motor performs optimally at each gear. The predefined threshold limit is the maximum RPM that the motor safely achieves before risking damage at a particular gear position. The threshold at each gear is important for maximizing performance, ensuring maximised battery efficiency, and preventing motor damage. Exceeding the predefined threshold limit accelerates wear and tear on the motor and drivetrain components.
As used herein, the terms “instruction signal” and “signal” are used interchangeably and refer to an electrical signal or command that represents a desired action to be performed at the receiver’s end. Specifically, the instruction signal originates from the drivetrain control unit of the vehicle and is responsible for managing various aspects of the drivetrain, such as power distribution, gear shifting, or motor control.
In accordance with a first aspect of the present disclosure, there is provided a system for controlled gear shift in an electric vehicle, wherein the system comprises:
- a drivetrain comprising a motor, a gearbox and an actuator; and
- a drivetrain control unit,
wherein the actuator is mechanically engaged to the gearbox, and wherein the drivetrain control unit activates the actuator to prevent a gear shift, based on a predictive parameter.
Referring to figure 1, in accordance with an embodiment, there is described a system 100 for controlled gear shift in an electric vehicle. The system 100 comprises, a drivetrain 102 comprising a motor 104, a gearbox 106, an actuator 110 and a drivetrain control unit 108. Specifically, the actuator 110 is mechanically engaged to the gearbox 106, and the drivetrain control unit 108 activates the actuator 110 to prevent a gear shift, based on a predictive parameter.
The present disclosure provides the drivetrain 102 comprising the motor 104, the gearbox 106, and the actuator 110. The actuator 110, is mechanically engaged to the gearbox 106. The engagement of the actuator 110 with the gearbox 106 directly impacts gearbox's 106 operation by physically altering the gearshift mechanisms. Further, the system 100 comprises the drivetrain control unit 108 which activates the actuator 110 to prevent a gear shift, based on a predictive parameter. The predictive parameter refers to the Revolutions Per Minute (RPM) or rotational speed of the motor 104 as predicted for each gear position by the drivetrain control unit 108. The drivetrain control unit 108 receives the real-time RPM data for each gear through the motor speed sensor 104a. The drivetrain control unit 108 compares the real-time RPM data for each gear with the predefined threshold RPM of the corresponding gear. Based on the comparison, the actuator 110 holds the current gear until the RPM drops to a safer level, ensuring the motor 104 stays within its safe operating range. Beneficially, blocking the gear shifting at high RPMs (based on the comparison) prevents motor 104 from over-revving, which causes severe damage or reduces the lifespan of the components of the drivetrain 102.
Referring to figure 2, in accordance with an embodiment, there is described the system 100 for controlled gear shift in an electric vehicle. The system 100 comprises the drivetrain 102, wherein the drivetrain 102 comprises a motor speed sensor 104a coupled with the motor 104. Further, the drivetrain 102 comprises at least one wheel speed sensor 112 and a gear position sensor 106a. Furthermore, the drivetrain control unit 108 is communicably coupled to the motor speed sensor 104a, the wheel speed sensor 112, and the gear position sensor 106a.
In an embodiment, the drivetrain 102 comprises a motor speed sensor 104a coupled with the motor 104, wherein the motor speed sensor 104a is configured to determine a speed of the motor 104. The motor speed sensor 104a provides the rotational speed of motor 104 which is critical in managing the motor's 104 performance effectively. The motor speed sensor 104a, for example, a magnetic encoder sensor uses the magnetic field to detect the rotation of the motor shaft and generate speed information. Further, the motor speed sensor 104a provides accurate, real-time data on the motor's speed to the control unit, enabling the control unit to precisely control the actuator’s 110 actions for the gear shifting.
In an embodiment, the drivetrain control unit 108 is communicably coupled to the motor speed sensor 104a to receive the speed of the motor 104. The drivetrain control unit 108 receives real-time data on the motor's 104 speed, which is further used to determine the RPM of the motor 104. The RPM of the motor 104 at each gear position is an important factor for computing the predictive RPM of the motor 104 at other gear positions. Based on the above computation and comparison with the predefined threshold limit, drivetrain control unit 108 determines the operation of the actuator 110.
In an embodiment, the drivetrain 102 comprises at least one wheel speed sensor 112, wherein the wheel speed sensor 112 is configured to determine speed of wheels of the electric vehicle. The wheel speed sensor 112, for example, a magnetic inductive sensor uses a magnetic field and a rotating toothed wheel to generate an electrical signal. As the wheel turns, the teeth pass by the sensor, causing fluctuations in the magnetic field that are converted into a pulse. The frequency of these pulses corresponds to the wheel’s speed. The wheel speed data is used to determine the speed of the vehicle which is further utilized to determine the predictive parameter of each gear position.
In an embodiment, the drivetrain control unit 108 is communicably coupled to the at least one wheel speed sensor 112 to receive the speed of the wheels of the electric vehicle. The drivetrain control unit 108 receives real-time data on the speed of each wheel, enabling the drivetrain control unit 108 to monitor and manage traction. Further, speed of the wheels is used to determine the speed of the vehicle, which is important factor to calculate the predictive parameter for each of the gear positions.
In an embodiment, the drivetrain control unit 108 is configured to determine a speed of the electric vehicle, based on the received speed of the wheels. The drivetrain control unit 108 determines the speed of the electric vehicle using the speed of the wheel, the circumference of the wheel and the diameter of the wheel. Further, the drivetrain control unit 108 determines the value of the predictive parameter using the speed of the electric vehicle.
In an embodiment, the drivetrain 102 comprises a gear position sensor 106a configured to determine a current gear position of the gearbox 106. Determining the current gear position enables the drivetrain control unit 108 to calculate the predictive parameter for the current gear position.
In an embodiment, the drivetrain control unit 108 is communicably coupled to the gear position sensor 106a to receive the current gear position of the gearbox 106. Receiving the current gear position enables the drivetrain control unit 108 to compute the predictive parameter for the current gear position. Based on the computation, drivetrain control unit 108 compares the predictive parameter with the predefined threshold limit and decides the action of the actuator 110.
Referring to figure 3, in accordance with an embodiment, there is described the system 100 comprises a body control unit 114, wherein the body control unit 114 is communicably coupled to the drivetrain control unit 108 and the actuator 110. The coupling of the body control unit 114 and the drivetrain control unit 108 enables seamless communication between the body control unit 114, the drivetrain control unit 108, and the actuator 110, enabling coordinated control of vehicle functions such as transmission, drivetrain components functions, and vehicle body functions.
In an embodiment, the drivetrain control unit 108 is configured to generate and communicate an instruction signal, based on the predictive parameter to activate the actuator 110 via the body control unit 114. The body control unit 114 acts as an intermediary, facilitating channelised communication between the drivetrain control unit 108 and the actuator 110. The channelised communication ensures that the actuator 110 operates in coordination with both the drivetrain control unit 108 and body control unit 114. Further, the instruction signal ensures that the command to the body control unit 114 is reached accurately, and the instructions are executed on time. Furthermore, based on the comparison of the predictive parameter with the predefined threshold limit, the body control unit 114 decides the operation of the actuator 110.
In an embodiment, the drivetrain control unit 108 is configured to determine the predictive parameter for each of the gear positions based on the speed of the electric vehicle and a plurality of gear ratios of each gear of the gearbox 106. The predictive parameter for a particular gear position is the predicted RPM value of the motor 104 at that gear position. The predictive parameter is the product of the vehicle’s speed and the gear ratio of the particular gear position. The computation of the predictive parameter is a real-time ongoing process, thus providing updated predictive parameter to the drivetrain control unit 108 for continuously monitoring of the predictive parameter at a gear position for the different speeds of the vehicle.
In an embodiment, the drivetrain control unit 108 is configured to compare the predictive parameter for each gear position with a predefined threshold limit. The predictive parameter which is the predictive RPM value of the motor 104 at a particular gear position, is compared with the predefined threshold RPM value of the motor 104 at that gear position. The comparison enables the drivetrain control unit 108 to determine if the predicted RPM is below or above the predefined threshold limit.
In an embodiment, the drivetrain control unit 108 is configured to dynamically adjust the predefined threshold limit. The predefined threshold limit is dynamically adjusted based on the speed of a vehicle, the gear ratios of each gear and the riding terrain. For instance, at higher speeds, during a series of down-shifting of gears at higher speeds, the RPM of the motor 104 increases abruptly. Therefore, the predefined threshold is dynamically lowered to protect the motor 104 at a higher speed.
In an embodiment, the drivetrain control unit 108 is configured to generate the instruction signal when the predictive parameter is greater than the predefined threshold limit for the gear positions except the current gear position. The drivetrain control unit 108, at a particular gear position, compares the predictive RPM value of the motor 104 with the predefined threshold RPM value of the motor 104 at that gear position. If the predictive RPM value for any gear position (except the current gear position) exceeds the threshold limit, the drivetrain control unit 108 generates an instruction signal, and the generated instruction signal directs the body control unit 114 to execute the desired action.
In an embodiment, the body control unit 114 is configured to receive the instruction signal from the drivetrain control unit 108 and execute the received instruction signal to activate the actuator 110. The instruction signal contains commands related to drivetrain 102 functions, which is received by the body control unit 114. The body control unit 114 receives the instruction signal through the vehicle’s communication network, such as (but not limited to) a Controller Area Network (CAN) bus. The communication protocol ensures that signals are transmitted accurately and reliably. The body control unit 114 after receiving the instruction signal, interprets the command based on predefined logic and rules. The body control unit 114 processes the instruction and prepares to execute the instruction by sending appropriate signals to the actuator 110.
In an embodiment, the actuator 110 is mechanically engaged to a gear shifter of the gearbox 106, and wherein the actuator 110, when activated, is configured to block an operation of the gear shifter to prevent the gear shift. The actuator 110 when activated receives the instruction signal in the form of an electrical signal. For illustration (but not limited to), the solenoid actuator contains a coil of wire that creates a magnetic field when an electrical signal/current flows through it. The created magnetic field is used to produce mechanical movement. A plunger moves linearly in response to the magnetic field generated by the coil. Therefore, the movement of the plunger is used to perform various mechanical actions, such as engaging or disengaging the gears based on the received command. Beneficially, blocking the gear shifting at high RPMs (based on the comparison) avoids motor 104 over-revving, which causes severe damage or reduce the lifespan of the components of the powertrain.
In accordance with a second aspect, there is described a method of controlled gear shift in an electric vehicle, wherein the method comprises:
- receiving a speed of the wheels of the electric vehicle;
- determining a speed of the electric vehicle based on the speed of the wheels;
- determining a predictive parameter for each gear position based on the speed of the electric vehicle and a plurality of gear ratios of each gear of a gearbox (106);
- comparing the predictive parameter for each gear position with a predefined threshold limit;
- generating an instruction signal when the predictive parameter is greater than the predefined threshold limit for gear positions except a current gear position; and
- activating an actuator (110) to prevent a gear shift.
Figure 4 describes a method of controlled gear shift in an electric vehicle. The method 200 starts at a step 202. At the step 202, the method comprises receiving the speed of the wheels of the electric vehicle. At a step 204, the method comprises determining a speed of the electric vehicle based on the speed of the wheels. At a step 206, the method comprises determining a predictive parameter for each gear position based on the speed of the electric vehicle and a plurality of gear ratios of each gear of a gearbox 106 (such as the gearbox 106 of Fig. 1). At a step 208, the method comprises comparing the predictive parameter for each gear position with a predefined threshold limit. At a step 210, the method comprises generating an instruction signal when the predictive parameter is greater than the predefined threshold limit for gear positions except a current gear position. At a step 212, the method comprises activating an actuator 110 (such as the actuator 110 of Fig. 1) to prevent a gear shift. The method 200 ends at the step 212.
In an embodiment, the method 200 comprises determining the speed of the motor 104 (such as the motor 104 of Fig. 1), by a motor speed sensor 104a (such as the motor speed sensor 104a of Fig. 2).
In an embodiment, the method 200 comprises receiving the speed of the motor 104, by a drivetrain control unit 108 (such as the drivetrain control unit 108 of Fig. 1).
In an embodiment, the method 200 comprises determining the speed of wheels of the electric vehicle, by at least one wheel speed sensor 112 (such as the wheel speed sensor 112 of Fig. 2).
In an embodiment, the method 200 comprises receiving the speed of the wheels of the electric vehicle, by the drivetrain control unit 108 .
In an embodiment, the method 200 comprises determining a speed of the electric vehicle, based on the received speed of the wheels, by the drivetrain control unit 108.
In an embodiment, the method 200 comprises determining a current gear position of the gearbox 106, by a gear position sensor 106a (such as the gear position sensor 106a of Fig. 2).
In an embodiment, the method 200 comprises receiving the current gear position of the gearbox 106, by the drivetrain control unit 108.
In an embodiment, the method 200 comprises generating and communicating an instruction signal, based on the predictive parameter, to activate the actuator 110 via a body control unit 114 (such as the body control unit 114 of Fig. 3).
In an embodiment, the method 200 comprises determining the predictive parameter for each of the gear position based on the speed of the electric vehicle and a plurality of gear ratios of each gear of the gearbox 106, by the drivetrain control unit 108.
In an embodiment, the method 200 comprises comparing the predictive parameter for each gear position with a predefined threshold limit, by the drivetrain control unit 108.
In an embodiment, the method 200 comprises generating the instruction signal when the predictive parameter is greater than the predefined threshold limit for the gear positions except the current gear position via the drivetrain control unit 108.
In an embodiment, the method 200 comprises receiving the instruction signal from the drivetrain control unit 108 and executing the received instruction signal to activate the actuator 110, by the body control unit 114.
In an embodiment, the method 200 comprises mechanically engaging an actuator 110, to the gearbox 106. Furthermore, the method 200 comprises activating the actuator 110 to prevent a gear shift, by the drivetrain control unit 108. Furthermore, the method 200 comprises determining the speed of the motor 104, by motor speed sensor 104a. Furthermore, the method 200 comprises receiving the speed of the motor 104, by the drivetrain control unit 108. Furthermore, the method 200 comprises determining the speed of wheels of the electric vehicle, by at least one wheel speed sensor 112. Furthermore, the method 200 comprises determining the speed of the electric vehicle, by the drivetrain control unit 108. Furthermore, the method 200 comprises determining a current gear position of the gearbox 106, by a gear position sensor 106a. Furthermore, the method 200 comprises receiving the current gear position of the gearbox 106, by the the drivetrain control unit 108. Furthermore, the method 200 comprises generating and communicating an instruction signal, by the drivetrain control unit 108. Furthermore, the method 200 comprises determining the predictive parameter for each of the gear position based on the speed of the electric vehicle and a plurality of gear ratios of each gear of the gearbox 106, by the drivetrain control unit 108. Furthermore, the method 200 comprises comparing the predictive parameter for each gear position with a predefined threshold limit, by the drivetrain control unit 108. Furthermore, the method 200 comprises generating the instruction signal when the predictive parameter is greater than the predefined threshold limit for the gear positions except the current gear position, by the drivetrain control unit 108. Furthermore, the method 200 comprises receiving the instruction signal from the drivetrain control unit 108 and executing the received instruction signal to activate the actuator 110, by the body control unit 114. Furthermore, the method 200 comprises blocking an operation of the gear shifter to prevent the gear shift, by the actuator 110.
Based on the above-mentioned embodiments, the present disclosure provides significant advantages such as, (but not limited to) providing a safe system 100 for gear shifting, preventing the vehicle’s motor 104 from over-revving condition and a dynamic predefined threshold for the motor’s RPM adjusting to different terrain.
It would be appreciated that all the explanations and embodiments of the system 100 also apply mutatis-mutandis to the method 200.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combinations of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, and “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings, and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A system (100) for controlled gear shift in an electric vehicle, wherein the system (100) comprises:
- a drivetrain (102) comprising a motor (104), a gearbox (106), and an actuator (110); and
- a drivetrain control unit (108),
wherein the actuator (110) is mechanically engaged to the gearbox (106), and wherein the drivetrain control unit (108) activates the actuator (110) to prevent a gear shift, based on a predictive parameter.
2. The system (100) as claimed in claim 1, wherein the drivetrain (102) comprises a motor speed sensor (104a) coupled with the motor (104), wherein the motor speed sensor (104a) is configured to determine a speed of the motor (104).
3. The system (100) as claimed in claim 2, wherein the drivetrain control unit (108) is communicably coupled to the motor speed sensor (104a) to receive the speed of the motor (104).
4. The system (100) as claimed in claim 1, wherein the drivetrain (102) comprises at least one wheel speed sensor (112), wherein the wheel speed sensor (112) is configured to determine speed of wheels of the electric vehicle.
5. The system (100) as claimed in claim 4, wherein the drivetrain control unit (108) is communicably coupled to the at least one wheel speed sensor (112) to receive the speed of the wheels of the electric vehicle.
6. The system (100) as claimed in claim 5, wherein the drivetrain control unit (108) is configured to determine a speed of the electric vehicle, based on the received speed of the wheels.
7. The system (100) as claimed in claim 1, wherein the drivetrain (102) comprises a gear position sensor (106a) configured to determine a current gear position of the gearbox (106).
8. The system (100) as claimed in claim 7, wherein the drivetrain control unit (108) is communicably coupled to the gear position sensor (106a) to receive the current gear position of the gearbox (106).
9. The system (100) as claimed in claim 1, wherein the system (100) comprises a body control unit (114), wherein the body control unit (114) is communicably coupled to the drivetrain control unit (108) and the actuator (110).
10. The system (100) as claimed in claim 1, wherein the drivetrain control unit (108) is configured to generate and communicate an instruction signal, based on the predictive parameter, to activate the actuator (110) via the body control unit (114).
11. The system (100) as claimed in claim 10, wherein the drivetrain control unit (108) is configured to determine the predictive parameter for each of the gear position based on the speed of the electric vehicle and a plurality of gear ratios of each gear of the gearbox (106).
12. The system (100) as claimed in claim 11, wherein the drivetrain control unit (108) is configured to compare the predictive parameter for each gear position with a predefined threshold limit.
13. The system (100) as claimed in claim 12, wherein the drivetrain control unit (108) is configured to generate the instruction signal when the predictive parameter is greater than the predefined threshold limit for the gear positions except the current gear position.
14. The system (100) as claimed in claim 10, wherein the body control unit (114) is configured to receive the instruction signal from the drivetrain control unit (108) and execute the received instruction signal to activate the actuator (100).
15. The system (100) as claimed in claim 14, wherein the actuator (110) is mechanically engaged to a gear shifter of the gearbox (106), and wherein the actuator (110), when activated, is configured to block an operation of the gear shifter to prevent the gear shift.
16. A method (200) of controlled gear shift in an electric vehicle, wherein the method (200) comprises:
- receiving a speed of the wheels of the electric vehicle;
- determining a speed of the electric vehicle based on the speed of the wheels;
- determining a predictive parameter for each gear position based on the speed of the electric vehicle and a plurality of gear ratios of each gear of a gearbox (106);
- comparing the predictive parameter for each gear position with a predefined threshold limit;
- generating an instruction signal when the predictive parameter is greater than the predefined threshold limit for gear positions except a current gear position; and
- activating an actuator (110) to prevent a gear shift.