CN112324905B - Gear engagement control method - Google Patents
Gear engagement control method Download PDFInfo
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- CN112324905B CN112324905B CN202011268357.XA CN202011268357A CN112324905B CN 112324905 B CN112324905 B CN 112324905B CN 202011268357 A CN202011268357 A CN 202011268357A CN 112324905 B CN112324905 B CN 112324905B
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- preset
- clutch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
- F16H61/0265—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/42—Ratio indicator devices
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
- F16H2061/062—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means for controlling filling of clutches or brake servos, e.g. fill time, fill level or pressure during filling
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention discloses a gear control method, which comprises the following steps that S1, according to an input preset gear instruction, a gear shifting fork drives a joint sleeve to move from a zero position to an N gear position; s2, under the action of a gear engaging force, the rotating speed synchronization of the engaging sleeve and the engaging teeth is realized through the synchronous lock ring; s3, pre-charging oil to the clutch, driving a gear shifting fork to move through gear engaging force and aligning the engaging sleeve with the synchronous lock ring; s4, filling oil to the clutch, and simultaneously driving the engaging sleeve to move towards the engaging teeth; s5, judging whether the first meshing teeth are meshed with the second meshing teeth; s6, the first meshing tooth is meshed with the second meshing tooth, and the gear engaging execution module outputs the current shaft combination gear; and S7, if the first meshing tooth and the second meshing tooth are not meshed, draining oil from the clutch, repeating the steps S2-S5, and after repeating the preset times, reporting a gear fault by the controller. The gear engaging control method can reduce noise in the gear engaging process and improve the gear shifting quality of the whole vehicle.
Description
Technical Field
The invention relates to the technical field of automatic transmissions, in particular to a gear engaging control method.
Background
With the development of the technology in the automobile industry, automatic transmissions are increasingly used in passenger cars. Among a plurality of automatic transmission types, the dual-clutch automatic transmission has the advantages of high transmission efficiency, rapid gear shifting, low cost and the like, is distinguished from a plurality of automatic synchronizers, and becomes a hot spot of controversy research of a plurality of manufacturers. However, the double-clutch transmission has a sharp herringbone engaging tooth structure, so that crisp noise generated by metal collision can occur in the process of disengaging and engaging the double-clutch transmission, the problem of obvious noise is caused, and meanwhile, the smoothness is poor in the process of disengaging and engaging gears.
Disclosure of Invention
The invention aims to provide a gear engaging control method which can solve the problem of gear engaging difficulty caused by the structural change of a synchronizer, reduce noise in the gear engaging process and improve the gear shifting quality of a whole vehicle.
In order to achieve the technical effects, the technical scheme of the gear engaging control method is as follows:
a method of gear control comprising: s1, driving the joint sleeve to move from a zero position to an N-gear position by the gear shifting fork according to an input preset gear instruction; the joint sleeve is provided with first meshing teeth, and the end surfaces of the first meshing teeth are smooth surfaces; s2, under the action of a gear engaging force, the rotating speed synchronization of the engaging sleeve and the engaging teeth is realized through the synchronous lock ring; s3, pre-charging oil to the clutch until the pressure in the clutch reaches a first preset pressure value, and simultaneously driving the gear shifting fork to move through the gear engaging force and aligning the engaging sleeve with the synchronous lock ring; s4, filling oil again to the clutch and enabling the pressure in the clutch to reach a second preset pressure value, enabling the clutch to transmit engine torque to the engaging sleeve to enable the engaging sleeve to rotate relative to the engaging teeth and simultaneously drive the engaging sleeve to move towards the engaging teeth, wherein the engaging teeth are provided with second engaging teeth, and the end faces, facing the engaging sleeve, of the second engaging teeth are provided with smooth surfaces; s5, judging whether the first meshing tooth and the second meshing tooth are meshed within first preset time; s6, if the first meshing tooth is meshed with the second meshing tooth, the gear engaging execution module outputs the current shaft combination gear; and S7, if the first meshing tooth and the second meshing tooth are not meshed, draining oil by the clutch, driving the gear shifting fork to move to an N-gear position, repeating the steps S2-S5, and after repeating the steps S2-S5 for preset times, reporting a gear fault by the controller.
Further, the ratio of the first preset pressure value to the half-joint pressure of the clutch is 0.4-0.6, the second preset pressure value is the half-joint pressure of the clutch, and the half-joint pressure of the clutch is a pressure value when the clutch is filled with oil to be capable of transmitting the engine torque is the preset torque.
Further, the preset torque is 8 N.M-12 N.M.
Further, in step S2, when the absolute values of the rotational speed of the sleeve and the rotational speed of the engaging teeth are not greater than a preset offset value, the sleeve and the lock ring are synchronized.
Further, the preset deviation value is 40-60 RPM.
Further, it is determined that the sleeve is aligned with the lock ring when the moving speed of the gear shifter is greater than a preset speed or the gear shifter moves cumulatively for a second preset time in step S3.
Further, the preset speed is 0.4 mm/system operation period-0.6 mm/system operation period, the system operation period is 10ms, and the second preset time is 0.9 s-1.1 s.
Further, in step S5, when the engaging sleeve has operated a second preset stroke in step S4 and the ratio of the rotation speed of the engaging teeth to the rotation speed of the output shaft of the transmission is the rotation speed ratio of the preset gear, the first engaging teeth and the second engaging teeth are engaged.
Further, the first preset time is 1.5-2.5 s, and the preset times are 3-5 times.
Further, the transmission also comprises a position sensor, and the position sensor is used for detecting speed information and position information of the gear shifting fork.
The invention has the beneficial effects that: according to the gear engaging control method, because the clutch is subjected to two oil filling processes of pre-oil filling and oil filling in the gear engaging step, the engaging sleeve can rotate relative to the engaging teeth under the action of the torque of an engine after the ring shifting stage is completed, so that the engaging sleeve and the engaging teeth are meshed under the driving of the gear shifting fork, the engaging sleeve and the engaging teeth without friction meshing structures such as herringbone teeth and the like can be well meshed, the problem of gear engaging difficulty caused by the structural change of a synchronizer can be solved, and due to the adoption of the synchronizer, the noise generated during gear engaging can be remarkably reduced because the end parts of the first engaging teeth and the second engaging teeth which are arranged oppositely comprise smooth surfaces, and the gear shifting quality of a whole vehicle is improved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a flowchart of a method for controlling a gear shift according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of the positional relationship of the clutch collar, the clutch teeth and the synchronizing lock ring provided by the embodiment of the present invention during a start-up control phase;
FIG. 3 is a schematic illustration of the positional relationship of the clutch collar, the clutch teeth and the synchronizing ring during the synchronizing phase provided by the embodiment of the present invention;
FIG. 4 is a schematic illustration of the positional relationship of the engagement sleeve, the engagement teeth and the synchronizing lock ring at the ring picking stage provided by the embodiment of the present invention;
FIG. 5 is a schematic illustration of a first positional relationship of the clutch collar, the clutch teeth and the synchronizing lock ring during a tooth advance phase, as provided by an embodiment of the present invention;
FIG. 6 is a schematic diagram of a second positional relationship of the clutch collar, the clutch teeth and the synchronizing lock ring during a tooth advance stage provided by an embodiment of the present invention;
FIG. 7 is a third positional relationship of the clutch collar, the clutch teeth and the synchronizing lock ring at the tooth advance stage as provided by the embodiment of the present invention.
Reference numerals
1. A joint sleeve; 2. an engaging tooth; 3. and (4) synchronizing the lock rings.
Detailed Description
In order to make the technical problems solved, the technical solutions adopted and the technical effects achieved by the present invention clearer, the technical solutions of the present invention are further described below by way of specific embodiments with reference to the accompanying drawings.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
It will be understood that the terms "central," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in an orientation or positional relationship indicated in the drawings for convenience and simplicity of description only and do not indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be considered as limiting the invention. In the description of the present invention, "a plurality" means two or more unless otherwise specified. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
A specific structure of the shift control method according to the embodiment of the present invention is described below with reference to fig. 1 to 7.
As shown in fig. 1 to 7, the present invention discloses a gear engagement control method, including: s1, driving the joint sleeve 1 to move from a zero position to an N-gear position by the gear shifting fork according to the input preset gear instruction; s2, under the action of a gear engaging force, the rotating speed synchronization of the engaging sleeve 1 and the engaging teeth 2 is realized through the synchronous lock ring 3; s3, pre-charging oil to the clutch until the pressure in the clutch reaches a first preset pressure value, and simultaneously driving a gear shifting fork to move through gear engaging force and aligning the engaging sleeve 1 with the synchronous lock ring 3; s4, filling oil to the clutch again and enabling the pressure in the clutch to reach a second preset pressure value, enabling the clutch to transmit engine torque to the engaging sleeve 1 to enable the engaging sleeve 1 to rotate relative to the engaging teeth 2, and simultaneously driving the engaging sleeve 1 to move towards the engaging teeth 2, wherein the engaging teeth 2 are provided with second engaging teeth, and the end faces, facing the engaging sleeve 1, of the second engaging teeth are provided with smooth surfaces; s5, judging whether the first meshing tooth and the second meshing tooth are meshed within first preset time; s6, if the first meshing tooth is meshed with the second meshing tooth, the gear engaging execution module outputs the current shaft combination gear; and S7, if the first meshing tooth and the second meshing tooth are not meshed, draining oil by the clutch, driving the gear shifting fork to move to the N gear position, repeating the steps S2-S5, and after repeating the steps S2-S5 for preset times, reporting a gear fault by the controller.
It can be understood that steps S1 and S2 enable the sleeve 1 to move according to the input preset gear and to complete synchronization with the synchronous lock ring 3, so that the sleeve 1, the synchronous lock ring 3 and the engaging tooth 2 are moved from the position relationship of fig. 2 to the position relationship of fig. 3, the starting control phase and the synchronization phase of the sleeve 1, the synchronous lock ring 3 and the engaging tooth 2 are completed, the rotating speed of the sleeve 1 can be close to the rotating speed of the engaging tooth 2 under the action of the synchronous lock ring 3, the rotating speed synchronization of the sleeve 1 and the engaging tooth 2 is realized, and the engagement between the sleeve 1 and the engaging tooth 2 is conveniently realized.
Step S3 can align the engaging sleeve 1 and the synchronous locking ring 3, and the engaging sleeve 1 and the synchronous locking ring 3 enter the positional relationship of fig. 4 from the positional relationship of fig. 3, thereby completing the ring-pulling stage of the engaging sleeve 1 and the synchronous locking ring 3, realizing complete engagement between the engaging sleeve 1 and the synchronous locking ring 3, and making room for engagement between the engaging teeth 2 and the engaging sleeve 1.
Step S4 can simultaneously drive the sleeve 1 to move in the direction approaching the dog 2, bringing the sleeve 1, the lock ring 3 and the dog 2 from the positional relationship of fig. 4 into the positional relationship of fig. 5, while the clutch oil charge can transmit the engine torque to the sleeve 1 and bring the sleeve 1, the lock ring 3 and the dog 2 from the positional relationship of fig. 5 into the positional relationship of fig. 6, after which the shift fork continues to drive the sleeve 1 to move in the direction approaching the dog 2 and brings the sleeve 1, the lock ring 3 and the dog 2 from the positional relationship of fig. 6 into the positional relationship of fig. 7, completing the stage of advancing the sleeve 1, the lock ring 33 and the dog 2 so that the sleeve 1 can complete the engagement with the dog 2 under the driving of the shift fork.
Because the clutch can not transmit the engine torque to the synchronizer in the process of oil charging in the previous period, the clutch 1 can not be driven to rotate relative to the engaging teeth 2, the clutch is pre-charged in the step S3, and when the pressure in the clutch reaches a first preset pressure value, the clutch is about to transmit the engine torque to the engaging sleeve 1, the clutch is charged again in the step S4 to enable the pressure in the clutch to reach a second preset pressure value, the clutch is enabled to transmit the engine torque to the engaging sleeve 1, the engaging sleeve 1 is enabled to rotate relative to the engaging teeth 2 under the action of the engine torque, and therefore the engaging sleeve 1 and the engaging teeth 2 can be engaged when the end faces, arranged oppositely, of the first engaging teeth and the second engaging teeth comprise smooth faces. Meanwhile, since the clutch is subjected to pre-filling oil in the alignment process of the engaging sleeve 1 and the synchronous lock ring 3 in the step S3, the pressure of the clutch in the step S4 can be raised to the second preset pressure value more quickly in the same oil filling time, the pressure step rise of the clutch in the step S4 can have quick and reliable response efficiency, the engagement between the engaging sleeve 1 and the engaging teeth 2 can be realized more quickly in the step S4, and smaller engine torque can be transmitted in the step S3, so that the phenomenon of synchronization failure caused by oil filling of the clutch after the synchronization of the engaging sleeve 1 and the engaging teeth 2 is completed is avoided.
Meanwhile, because the end surfaces of the first meshing tooth and the second meshing tooth which are arranged oppositely comprise smooth surfaces, in the process that the engaging sleeve 1 moves towards the engaging tooth 2 under the driving of the gear shifting fork, even if the tooth jacking phenomenon occurs in a tooth entering link of the engaging sleeve 1 and the engaging sleeve 1 impacts the end surface of the engaging tooth 2 at a high speed after the tooth enters, the engaging noise generated in the impacting process of the engaging sleeve 1 and the engaging tooth 2 is smaller because the first meshing tooth and the second meshing tooth are contacted between the two smooth surfaces in the contact process, compared with the engaging noise of the engaging sleeve 1 and the engaging tooth 2 with herringbone teeth in the prior art, the engaging noise of the engaging sleeve 1 and the engaging tooth 2 with smooth end surfaces is greatly reduced, thereby effectively solving the problem of overlarge engaging noise and reducing the engaging noise of the synchronizer, and the gear shifting quality of the vehicle is improved.
In steps S5 to S7, subsequent operations can be performed according to the actual engagement condition between the engaging sleeve 1 and the engaging tooth 2, if the engaging sleeve 1 and the engaging tooth 2 are engaged, the current shaft engaging gear is output to the engaging gear executing module, so that the clutch performs a gear shifting process or performs oil drainage control to enter a neutral gear according to the actual requirement of the driving system, and if the engaging sleeve 1 and the engaging tooth 2 are not engaged, the gear shifting fork can be driven to drive the engaging sleeve 1 to return to an N-gear position, so that steps S2 to S5 are repeated to engage again, in this embodiment, a gear fault can be reported to a user according to the number of failures in step S7, so as to ensure the integrity of automatic engaging.
According to the gear engaging control method of the embodiment, because two oil charging processes of pre-oil charging and oil charging are carried out on the clutch in the gear engaging step, the engaging sleeve 1 can rotate relative to the engaging teeth 2 under the action of the torque of an engine after the ring shifting stage is completed, so that the engaging sleeve 1 and the engaging teeth 2 are meshed under the driving of the gear shifting fork, the engaging sleeve 1 and the engaging teeth 2 without friction meshing structures such as herringbone teeth and the like can be well meshed, the gear engaging difficulty problem caused by the structural change of a synchronizer can be solved, and because the end surfaces of the first engaging teeth and the second engaging teeth comprise smooth surfaces, the noise generated when the engaging sleeve 1 is meshed with the engaging teeth 2 can be greatly reduced, the gear engaging noise of the synchronizer is reduced, and the gear shifting quality of the whole vehicle is improved.
In some specific embodiments, the synchronous lock ring 3 is located between the joint sleeve 1 and the joint tooth 2, the synchronous lock ring 3 is provided with a third meshing tooth, and the third meshing tooth and the first meshing tooth are provided with chamfer surfaces capable of being matched with each other. It will be appreciated that the chamfered surfaces on the first and third mating teeth can facilitate the cooperation between the sleeve 1 and the synchronizing ring 3 to better achieve the synchronous rotation between the sleeve 1 and the tooth 2.
In some specific embodiments, the sleeve 1 is connected to the output shaft of the clutch, and the output shaft of the engine is connected to the input shaft of the clutch.
In some specific embodiments, a flat surface is formed on the end surface of the first meshing tooth facing the second meshing tooth, and an arc surface is formed on the end surface of the second meshing tooth facing the first meshing tooth.
In some embodiments, the ratio of the first preset pressure value to the half-joint pressure of the clutch is 0.4-0.6, the second preset pressure value is the half-joint pressure of the clutch, and the half-joint pressure of the clutch is a pressure value when the clutch is filled with oil until the engine torque which can be transmitted is the preset torque.
It can be understood that when the first preset pressure value is too small, the pre-charging time in the step 4 is too long, and when the first preset pressure value is too large, the engaging sleeve 1 rotates too much under the action of the engine torque in the step 3, which is not beneficial to the alignment process between the engaging sleeve 1 and the synchronous locking ring 3, and the ratio of the first preset pressure value to the half-engaging-point pressure of the clutch is 0.4-0.6, which can not only better realize the pre-charging of the clutch, but also reduce the influence of the pre-charging of the clutch on the alignment of the engaging sleeve 1 and the synchronous locking ring 3, so that the pressure step rise of the clutch in the step S4 can have fast and reliable response efficiency, and can be convenient for fast realizing the engagement between the engaging sleeve 1 and the engaging teeth 2 in the step S4. The second preset pressure value is a half-junction point pressure of the clutch, so that the clutch can transmit engine torque to the engaging sleeve 1 in step 4, the engaging sleeve 1 can rotate relative to the engaging teeth 2 by a preset angle, and the engaging sleeve 1 and the engaging teeth 2 are convenient to engage.
Advantageously, the ratio of the first preset pressure value to the half-junction pressure of the clutch is 0.5, so that the application range is wide. Of course, in other embodiments of the present invention, the above parameters can be determined according to the actual structure of the synchronizer.
In some embodiments, the predetermined torque is between 8N M and 12N M.
It will be appreciated that the engagement between the engaging sleeve 1 and the engaging teeth 2 is facilitated by the above arrangement enabling the engaging sleeve 1 to be rotated through a predetermined angle, and of course, in other embodiments of the invention, the specific values of the predetermined torque and the half-junction pressure of the clutch may be determined according to the actual engagement requirements of the engaging sleeve 1 and the engaging teeth 2.
Advantageously, the preset torque is 10N · M and the half-engagement pressure of the clutch is 2.8 Bar. Of course, in other embodiments of the present invention, the above parameters can be determined according to the actual structure of the synchronizer.
In some embodiments, in step S2, when the absolute value of the difference between the rotational speed of the sleeve 1 and the rotational speed of the engaging tooth 2 is not greater than the preset deviation value, the sleeve 1 and the engaging tooth 2 are completely synchronized.
It is understood that when the rotational speed of the sleeve 1 is within the above range, the rotational speed between the sleeve 1 and the engaging teeth 2 is allowed to be within the error range of the preset rotational speed, and therefore it is possible to determine whether the sleeve 1 and the engaging teeth 2 are synchronized by the determination of the above data.
In some embodiments, the preset deviation value is 40RPM to 60RPM, when the preset deviation value is too large, the synchronizer enters a subsequent ring pulling stage when the synchronization between the engaging sleeve 1 and the engaging teeth 2 is not completed, which is not beneficial to the engagement between the subsequent engaging sleeve 1 and the engaging teeth 2, so that the synchronizer is easy to fail to engage, and when the preset deviation value is too small, the synchronizer is always in the synchronization stage and cannot enter the subsequent engaging step.
Advantageously, the preset deviation value is 50 RPM. Of course, in other embodiments of the present invention, the above parameters can be determined according to the actual structure of the synchronizer.
In some embodiments, it is determined that the sleeve 1 is aligned with the synchronizer ring 3 when the moving speed of the gear shifter is greater than the preset speed or the gear shifter is moved cumulatively for a second preset time in step S3.
It can be understood that, in the ring shifting stage, when the engaging sleeve 1 is aligned with the synchronous locking ring 3, the shifting ring drives the engaging sleeve 1 to move relative to the synchronous locking ring 3, and the chamfer surfaces on the synchronous locking ring 3 and the engaging sleeve 1 are disengaged, so that the moving distance of the engaging sleeve 1 relative to the synchronous locking ring 3 can be approximately determined by judging the moving speed and the moving time of the gear shift fork, and whether the engaging sleeve 1 is aligned with the synchronous locking ring 3 can be determined.
In some embodiments, the preset speed is 0.4 mm/system operation period to 0.6 mm/system operation period, the system operation period is 10ms, and the second preset time is 0.9s to 1.1 s.
It can be understood that through the above parameter setting, the disengagement of the chamfer surfaces on the engaging sleeve 1 and the synchronous lock ring 3 can be better ensured after the engaging sleeve 1 operates according to the above parameters, and the engaging sleeve 1 and the synchronous lock ring 3 can be better ensured to complete the ring shifting stage.
Advantageously, the system operation cycle time is 10ms, the preset speed is 0.5 mm/system operation cycle, and the second preset time is 1 s. Of course, in other embodiments of the present invention, the above parameters can be determined according to the actual structure of the synchronizer.
In some embodiments, in step S5, when the sleeve 1 has been operated by the second preset stroke in step S4 and the rotation speed ratio of the engaging teeth 2 and the output shaft of the transmission is the rotation speed ratio of the preset gear, the first engaging teeth and the second engaging teeth are engaged.
It can be understood that, after the sleeve 1 has run for the second preset stroke, stable engagement between the sleeve 1 and the dog teeth 2 can be ensured, and the phenomenon that the fit portion between the sleeve 1 and the dog teeth 2 is too short and causes unstable engagement is prevented, and the rotation speed ratio of the sleeve 1 and the dog teeth 2 is the rotation speed ratio of the preset gear, which can ensure accurate output of the rotation speed ratio of the gear shift, therefore, in the present embodiment, the sleeve 1 and the dog teeth 2 can determine that the first dog teeth and the second dog teeth are engaged only when the above conditions are simultaneously satisfied.
In some embodiments, the first predetermined time is 1.5s to 2.5s, and the predetermined number of times is 3 to 5 times.
It can be understood that the first preset time is too long, so that the gear engaging waiting time is easily too long, and the first preset time is too short, so that the impact between the engaging sleeve 1 and the engaging teeth 2 is easily too large. The driving performance of the whole vehicle is easily affected by too long preset times, the abnormal degree of the gear engaging process cannot be accurately fed back if the preset time is too short, and the normal operation of gear engaging can be well guaranteed by the preset times of the embodiment.
In some embodiments, the transmission further comprises a position sensor for detecting speed information and position information of the gear shifter.
It will be understood that the above arrangement facilitates the determination of the movement and position parameters of the sleeve 1 by detecting the speed and position information of the gear shift fork.
Example (b):
a method of controlling the engagement of a gear according to an embodiment of the present invention will be described with reference to fig. 1 to 7.
The gear engaging control method comprises the following steps:
s1, applying a gear engaging force to the gear shifting fork to enable the gear shifting fork to drive the joint sleeve 1 to move from a zero position to an N-gear position, wherein the joint sleeve 1 is provided with first meshing teeth, and the end faces of the first meshing teeth are smooth faces;
s2, under the action of a gear engaging force, the rotating speed synchronization of the engaging sleeve 1 and the engaging tooth 2 is realized through the synchronous lock 3 ring, when the rotating speed deviation of the engaging sleeve 1 and the engaging tooth 2 is not greater than a preset deviation value, the rotating speed synchronization is judged to be completed, and the preset deviation value is 40-60 RPM;
s3, pre-charging oil to the clutch until the pressure in the clutch reaches a first preset pressure value, driving the gear shifting fork to move through the gear engaging force and enabling the engaging sleeve 1 to be aligned with the synchronous locking ring 3, wherein the ratio of the first preset pressure value to the half-joint pressure of the clutch is 0.4-0.6, the half-joint pressure of the clutch is the pressure value when the oil is charged to the clutch until the transmittable engine torque is preset torque, and when the moving speed of the gear shifting fork is greater than the preset speed or the gear shifting fork moves accumulatively in the step S3 for a second preset time, judging that the engaging sleeve 1 is aligned with the synchronous locking ring 3;
s4, filling oil to the clutch again and enabling the pressure in the clutch to reach a second preset pressure value, enabling the clutch to transmit engine torque to the engaging sleeve 1 to enable the engaging sleeve 1 to rotate relative to the engaging teeth 2, and simultaneously driving the engaging sleeve 1 to move towards the engaging teeth 2, wherein the second preset pressure value is half engaging point pressure of the clutch, the engaging teeth 2 are provided with second engaging teeth, and the end faces, facing the engaging sleeve 1, of the second engaging teeth are provided with smooth surfaces;
s5, judging whether the first meshing tooth and the second meshing tooth are meshed within a first preset time, and when the engaging sleeve 1 runs a second preset stroke in the step S4 and the rotating speed ratio of the engaging sleeve 1 to the engaging tooth 2 is the rotating speed ratio of a preset gear, completing the meshing of the first meshing tooth and the second meshing tooth;
s6, if the first meshing tooth is meshed with the second meshing tooth, the gear engaging execution module outputs the current shaft combination gear;
and S7, if the first meshing tooth and the second meshing tooth are not meshed, draining oil by the clutch, driving the gear shifting fork to move to the N gear position, repeating the steps S2-S5, and after repeating the steps S2-S5 for preset times, reporting a gear fault by the controller.
In the description herein, references to the description of "some embodiments," "other embodiments," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The above description is only a preferred embodiment of the present invention, and for those skilled in the art, the present invention should not be limited by the description of the present invention, which should be interpreted as a limitation.
Claims (10)
1. A method of controlling engagement, comprising:
s1, driving the joint sleeve (1) to move from a zero position to an N-gear position by the gear shifting fork according to an input preset gear instruction; the joint sleeve (1) is provided with first meshing teeth, and the end surfaces of the first meshing teeth are smooth surfaces;
s2, under the action of a gear engaging force, the rotating speed synchronization of the engaging sleeve (1) and the engaging teeth (2) is realized through the synchronous lock ring (3);
s3, pre-charging oil to the clutch until the pressure in the clutch reaches a first preset pressure value, and simultaneously driving the gear shifting fork to move through the gear engaging force and aligning the engaging sleeve (1) with the synchronous lock ring (3);
s4, filling oil again to the clutch and enabling the pressure in the clutch to reach a second preset pressure value, enabling the clutch to transmit engine torque to the engaging sleeve (1) to enable the engaging sleeve (1) to rotate relative to the engaging teeth (2), and meanwhile driving the engaging sleeve (1) to move towards the engaging teeth (2), wherein the engaging teeth (2) are provided with second engaging teeth, and the end faces, facing the engaging sleeve (1), of the second engaging teeth are provided with smooth surfaces;
s5, judging whether the first meshing tooth and the second meshing tooth are meshed within first preset time;
s6, if the first meshing tooth is meshed with the second meshing tooth, the gear engaging execution module outputs the current shaft combination gear;
and S7, if the first meshing tooth and the second meshing tooth are not meshed, draining oil by the clutch, driving the gear shifting fork to move to an N-gear position, repeating the steps S2-S5, and after repeating the steps S2-S5 for preset times, reporting a gear fault by the controller.
2. The gear engagement control method according to claim 1, wherein a ratio of the first preset pressure value to a half-junction pressure of the clutch is 0.4-0.6, the second preset pressure value is the half-junction pressure of the clutch, and the half-junction pressure of the clutch is a pressure value when the clutch is filled with oil until the engine torque which can be transmitted is a preset torque.
3. The gear shift control method according to claim 2, wherein the preset torque is 8N · M to 12N · M.
4. Gear control method according to claim 1, characterized in that in step S2, the sleeve (1) and the synchronizing ring (3) are synchronized when the absolute value of the difference between the rotational speed of the sleeve (1) and the rotational speed of the teeth (2) is not greater than a preset deviation value.
5. The method according to claim 4, wherein the preset deviation value is 40-60 RPM.
6. The shift control method according to claim 1, wherein it is determined that the sleeve (1) is aligned with the lock ring (3) when a moving speed of the gear shifter is greater than a preset speed or the gear shifter is moved cumulatively for a second preset time in step S3.
7. The gear shifting control method according to claim 6, wherein the preset speed is 0.4mm to 0.6mm per system operation period, the system operation period is 10ms, and the second preset time is 0.9 to 1.1 s.
8. Gear control method according to claim 1, characterized in that in step S5, when the engaging sleeve (1) has been operated for a second preset stroke in step S4 and the rotational speed ratio of the engaging teeth (2) to the output shaft of the transmission is the rotational speed ratio of the preset gear, the first and second engaging teeth are engaged.
9. The gear shifting control method according to claim 1, wherein the first preset time is 1.5s to 2.5s, and the preset number of times is 3 to 5 times.
10. The gear shift control method according to claim 8, wherein the transmission further includes a position sensor for detecting speed information and position information of the gear shifter.
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| CN202011268357.XA CN112324905B (en) | 2020-11-13 | 2020-11-13 | Gear engagement control method |
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| CN202011268357.XA CN112324905B (en) | 2020-11-13 | 2020-11-13 | Gear engagement control method |
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