Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
  • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
  • B60W10/11—Stepped gearings
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
• • 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
  • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
  • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
  • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
  • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
• • 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
• • 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
  • F16H63/46—Signals to a clutch outside the gearbox
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/06—Combustion engines, Gas turbines
  • B60W2510/0638—Engine speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/02—Clutches
  • B60W2710/021—Clutch engagement state
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
  • B60W2710/0666—Engine torque
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/10—Change speed gearings
  • B60W2710/1005—Transmission ratio engaged
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
  • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• • 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
  • F16H2061/0407—Synchronisation before shifting by control of clutch in parallel torque path
• • 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
  • F16H2061/0425—Bridging torque interruption
  • F16H2061/0429—Bridging torque interruption by torque supply with a clutch in parallel torque path
• • 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
  • F16H63/50—Signals to an engine or motor
  • F16H63/502—Signals to an engine or motor for smoothing gear shifts

Definitions

• the present invention relates to gearboxes with parallel shafts, called wanderers, comprising in particular a primary line of pinions connected to the shaft so as to the motor, which permanently mesh with one or more secondary line (s) of pinions, selectively interchangeable with their support shaft by means of sliding gears, to engage the different transmission ratios.
• wanderers comprising in particular a primary line of pinions connected to the shaft so as to the motor, which permanently mesh with one or more secondary line (s) of pinions, selectively interchangeable with their support shaft by means of sliding gears, to engage the different transmission ratios.
• gear changes are made manually by the driver by moving the players from the gear shift lever provided on his driving position, after having disengaged the transmission by depressing the clutch pedal in a conventional vehicle, or automatically triggering the opening of the clutch by simply manifesting its intention to change speed, in a vehicle with automatic clutch or "piloted".
• the clutch mechanism In conventional manual transmissions, the clutch mechanism, usually located between the engine and the gearbox, makes it possible to interrupt the entry of engine torque into it during gear changes, to allow the declutching and clutching of the secondary pinions on their shaft.
• automatic transmissions mainly consisting of one or more planetary gear trains, preceded by the output of a hydrokinetic torque converter, effect gear changes under torque, and therefore do not have the drawbacks cited above.
• the present invention aims to combine the advantages of a robotic gearbox with the approval of shifting under torque of an automatic transmission.
• the downward gear changes can include the following steps:
• FIG. 1 is a non-limiting block diagram of a gearbox enabling the implementation of the invention
• FIG. 2 illustrates the evolution of the torque transmitted to the wheels during an uplift
• FIG. 3 illustrates the evolution of the torque during a rising passage by m-storymizing Y suddenly to the dog clutch
• FIG. 4 illustrates the evolution of the torque transmitted to the wheels during an uphill shift by minimizing the variation of the primary speed at clutching
• FIG. 5 shows the evolution of the torque and the engine speed during a downward pass made in accordance with the invention.
• the block diagram in Figure 1 shows three gear descents between a primary shaft receiving the engine torque by means of an input clutch 24, which respectively correspond to a first ratio i, to a second ratio i + 1, and to a reference ratio n, which is associated with a friction member controllable under pressure 23 , for example a multi-plate clutch, mounted on the secondary shaft.
• the engagement of the ratios i and i + 1 is made by a portable device positioned in a conventional manner between the two idler gears, and actuated by an engagement jack not shown.
• the friction member controllable by a specific actuation system not shown, makes it possible to drive the idler gear of the ratio n, integral with the secondary shaft.
• this diagram shows only three descents of gears for the purpose of simplification, but all the measures proposed by the invention apply to the control of a higher number of reports, and in particular to piloting a gearbox with five or six forward gears.
• the reference ratio n mentioned in this diagram and in the present description is not necessarily the highest ratio.
• the invention distinguishes the driving passages leading, or “in draft”, passages driven engine, or “without draft”, for example in descent, when the driver does not accelerate, and the engine is driven by the vehicle.
• the invention proposes to carry out a sequence of the following type.
• the invention provides two strategies. According to the first, the jogging is minimized by appropriately controlling the torque transmitted by the friction member, as well as the driving torque, with a view to approaching, before interconnection, the torque transmitted after this. The curve of the torque transmitted to the wheels then becomes that of FIG. 3.
• the rising passages on the reference report n can be carried out differently from the ascending passages of lower rank.
• the sequencing making it possible to obtain this report from a lower report may for example be the following.
• Torque balance phase during which the torque is gradually derived towards the idler gear of the ratio n, via the friction member.
• the invention does not provide for any provision particular for gear changes beyond this ratio, so that they can be carried out in a conventional manner, without torque derivation, but with a temporary opening of the input clutch 24.
• the downward passages are operated by temporarily opening the traction chain.
• the sequence of a downshift change according to the invention can then be as follows.
• the invention plans to take into account three different situations.
• the first corresponds to the engagement of a speed, while the vehicle is practically stationary. In this situation, the secondary shaft of the gearbox practically does not rotate, so that the synchronism speed is practically zero.
• the engagement of the speed can then proceed as follows.
• the gear change can be carried out as follows.
• Method for controlling the torque shifting of a gearbox comprising a motion input shaft (1) connected by several descents of gears to at least one motion output shaft (2, 3) , characterized in that the amount ratio changes from the ratio i to the ratio i + 1 in drawing comprise the following steps:

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Automation & Control Theory (AREA)
• Control Of Transmission Device (AREA)

Applications Claiming Priority (3)

Publications (1)

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ID=9546384

Family Applications (1)

Country Status (3)

Families Citing this family (23)

Family Cites Families (7)

• 1999
  • 1999-06-04 FR FR9907071A patent/FR2794512B1/fr not_active Expired - Fee Related
• 2000
  • 2000-05-26 WO PCT/FR2000/001429 patent/WO2000075532A1/fr not_active Application Discontinuation
  • 2000-05-26 EP EP00931357A patent/EP1114260A1/de not_active Withdrawn

Non-Patent Citations (1)

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