CN103047407A - Downhill control method of dual clutch transmission using one-way clutch (OWC) at first gear - Google Patents
Downhill control method of dual clutch transmission using one-way clutch (OWC) at first gear Download PDFInfo
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- CN103047407A CN103047407A CN 201310019478 CN201310019478A CN103047407A CN 103047407 A CN103047407 A CN 103047407A CN 201310019478 CN201310019478 CN 201310019478 CN 201310019478 A CN201310019478 A CN 201310019478A CN 103047407 A CN103047407 A CN 103047407A
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Abstract
The invention relates to a downhill control method of a dual clutch transmission using a one-way clutch (OWC) at a first gear and relates to a control method of the dual clutch transmission. The downhill control method avoids neutral gear sliding at the first gear for a long time when the dual clutch transmission using the OWC at the first gear is downhill and guarantees safety. The downhill control method of the dual clutch transmission using the OWC at the first gear comprises the following steps of determining a downhill mode based on input torque and accelerated speed of the transmission; determining gear selection to be a manual mode or an automatic mode; reducing the first gear and rising a second gear to rise gear point vehicle speed and reducing the second gear and reducing the first gear to reduce vehicle speed if the gear selection is the automatic mode; and prohibiting switching in the first gear until a vehicle is stopped if the gear selection is the manual mode.
Description
Technical field
The present invention relates to the controlling method of a kind of pair of clutch gearbox, the controlling method when particularly relating to a kind of two clutch gearboxes for using OWC at a grade at descending.
Background technique
Speed changer is a very important part in the modern transmission system, in order to improve the efficient of transmission system, in the recent period since, people have carried out considerable R﹠D work.Be accompanied by the development of modern control technology, wherein the development of quite a few all launches round double-clutch speed changer.The engage a gear of double-clutch speed changer is similar to common manual transmission.Gear in each gear train is arranged on separately the axle and can rotates freely around axle, and the gear next door is provided with synchronizer, and synchronizer can optionally mesh the gear of different gears, double-clutch speed changer.In order to realize automatic speed changing, the gear shift of each gear train is moved synchronizer by certain actuator and is realized.Reverse gearset comprises an input shaft gear, a counter shaft gear and an intermediate gear that arranges between them, thereby realizes the counter shaft gear counter-rotating and then realize the counter-rotating of output shaft and reverse gear.Although double-clutch speed changer has overcome the shortcoming of some conventional transmissions and new type auto speed changer, be the thing of a complexity to control and the adjusting of self-shifting double-clutch speed changer, and the desired comfortable target of passenger did not reach yet in the past.At present, in the regulating and controlling field to double clutch a large amount of patent applications is arranged also, for example U.S. BorgWarner Inc is respectively CN1530570A at the publication number that China proposes, CN1526976A, CN1523253A, the open time is three applications for a patent for invention in 2004, Shanghai Automotive Transmission Co is CN101943228A at the publication number that China proposes, open day is on January 12nd, 2011, denomination of invention is the clutch closed loop control system of two clutch gearboxes and the application for a patent for invention of controlling method thereof, and also having in addition the applicant is 201210082148.5 at the application number that proposes before, application publication number is CN102606724A, Shen Qing Publication day is the Chinese invention patent application on July 25th, 2012.In addition, domestic also have the people to deliver relevant paper at the double-clutch speed changer control field, title such as Southwestern University Li Jun China is the master thesis of " dual-clutch transmission control system design and research ", this piece paper elaborates the control system of dual-clutch transmission, and this piece paper can retrieve in the Baidu library.It is worth mentioning that in the approaching prior art of the control technique in the double-clutch speed changer, the control system that the AMT automatic transmission adopts and controlling method all are to be worth using for reference.
In the research and development to double-clutch speed changer, a more important field is exactly the shifting comfort of improving speed changer.Dual-clutch transmission is when the conversion gear, transmission of power can not interrupted, the speed of a motor vehicle and engine speed can not send variation at once yet, when so gearshift causes the velocity ratio sudden change, will inevitably cause the power transmission system impact, i.e. gearshift is impacted, and especially differs particularly evident in the larger situation at adjacent gear velocity ratio, and gearshift is impacted and had a strong impact on shifting comfort.Utilize overrunning clutch can in the automatic transmission shift process, eliminate impact, and fact proved overrunning clutch be eliminate lower category impact effective measures.In the process of lowering category, because the rotating speed of motor is constant, then performance is fast relatively for the speed of a motor vehicle, this moment, the output shaft of speed changer was become initiatively by passive, oppositely to the power train input power, overrunning clutch passive device rotating speed is higher than active member and forms separated state, causes actual transmission of power to interrupt.Have no progeny in the transmission of power, engine load descends, and engine speed is risen, and when under the velocity ratio condition of rise of rotational speed after lower category during the desired engine speed of the speed of a motor vehicle, overrunning clutch just recovers combination, begins transferring power.As seen in the process that engine speed rises gradually, overrunning clutch begins transferring power gradually, has so just eliminated the impact that the speed ratio sudden change brings.On each gear that may drop to of automatic transmission, settle overrunning clutch can eliminate the impact that lowers category of each gear, but must bring like this expansion of speed changer volume size and the lifting of cost, therefore, mostly in actual applications is selectively to use overrunning clutch at a certain or some gear.The dual-clutch transmission that relates among the present invention is exactly to have used the english abbreviation of OWC(overrunning clutch to be OWC at one grade) carry out one grade combination with separate.But the advantage of overrunning clutch also is its disadvantage under some special operation condition.When car load operates in descending, power train power back transfer, overrunning clutch is because the structural feature of himself, be in separated state, transmit system this moment and disconnect, be equivalent to the neutral descending, as everyone knows, the neutral descending is breakneck, is the behavior that is not allowed in the process of moving.Therefore method proposed by the invention guarantees safety on the basis that solves the double-clutch speed changer shifting comfort just.
Summary of the invention
The technical problem to be solved in the present invention provides a kind of one grade and uses the double-clutch speed changer of OWC to avoid when descending at one grade of long-time neutral position sliding, safing one grade of descending controlling method of using two clutch gearboxes of OWC.
One grade of descending controlling method of using two clutch gearboxes of OWC of the present invention, it may further comprise the steps:
(1) determines the descending pattern based on gearbox input torque and acceleration;
(2) determine that it is manual or automatic that gear is selected;
(3) if to select be automatically to gear, then reduce by 1 grade and rise 2 grades of shift-up point speed of a motor vehicle, and reduce by 2 grades and fall 1 speed of a motor vehicle that lowers category;
(4) if the gear selection is manually, so then forbid changing to 1 grade until stop.
One grade of descending controlling method of using two clutch gearboxes of OWC of the present invention, it also comprises following steps:
(1) detects the gearbox input torque, and calculate the theoretical acceleration that car load should possess in the level road operation under this moment of torsion;
(2) detect the output shaft rotating speed, and calculate car load actual acceleration value according to the output shaft rotating speed;
(3) determine according to the difference of theoretical acceleration value and actual acceleration value whether car load is in the descending operation.
One grade of descending controlling method of using two clutch gearboxes of OWC of the present invention, it also comprises following steps:
If current gear is 1 grade of operation, when touching on the brake, and throttle is forced to be raised to 2 grades when being zero.
One grade of the present invention uses the descending controlling method difference from prior art of two clutch gearboxes of OWC to be that one grade of the present invention uses the descending controlling method of two clutch gearboxes of OWC in 1 grade of use of permission OWC, by to 1 grade forbid and enabled to guarantee that the major function of double-clutch speed changer and performance characteristics do not lose that this method has guaranteed that gear shift begins at the shift point of demand in addition.This method forbid or " forcing " from first grade switching.This method is optimized shift point, and one grade of time that neutral gear slides has ensured safety when having reduced descending.
Use the descending controlling method of two clutch gearboxes of OWC to be described further below in conjunction with accompanying drawing to one grade of the present invention.
Description of drawings
The structural representation with OWC of Fig. 1 for using the descending controlling method of two clutch gearboxes of OWC to control by one grade of the present invention;
The structural representation with the hydraulic system of the double-clutch speed changer of OWC of Fig. 2 for using that the descending controlling method of two clutch gearboxes of OWC controls by one grade of the present invention;
Fig. 3 is the flow chart of the descending controlling method of one grade of the present invention two clutch gearboxes of using OWC.
Embodiment
To understand the present invention in order being more convenient for, first machinery formation, the Hydraulic system and control system of double-clutch speed changer of the prior art to be explained at this.
Consist of except can be referring to the description in the file of pointing out in the background technique about the machinery of double-clutch speed changer, can also be 200910260370.8 at the application number that proposes before referring to the applicant, application publication number is CN101737462A, Shen Qing Publication day to be the Chinese invention patent application on June 16th, 2010, also can be referring to Fig. 1.Double-clutch speed changer as shown in Figure 1, comprise two clutches, be first clutch 11 and second clutch 12, the even number shelves countershaft 14, jack shaft 15 and the reversing auxiliary shaft 16 that also comprise input shaft 110, odd number shelves countershaft 13, be arranged in parallel with odd number shelves countershaft 13, also comprise a plurality of synchronizers, i.e. the first synchronizer 17, the second synchronizer 18 and the 3rd synchronizer 19.Double-clutch speed changer by selectable velocity ratio transmission from the moment of torsion of motor to output shaft, until on the wheel.Double-clutch speed changer transmits moment of torsion from motor on odd number shelves countershaft 13 or even number shelves countershaft 14 by first clutch 11 or second clutch 12.Gear on odd number shelves countershaft 13 and the even number shelves countershaft 14 all with jack shaft 15 on the gear constant engagement.Odd number shelves countershaft 13 and even number shelves countershaft 14 1 straight through the gear transmission on the jack shaft 15 to wheel.Odd number shelves countershaft 13 can be in transmission connection with jack shaft 15 by overrunning clutch 20 and the 3rd synchronizer 19, even number shelves countershaft 14 when the first synchronizer 17 or the second synchronizer 18 hang up shifting gear and jack shaft 15 be in transmission connection.If one of odd number shelves countershaft 13 and even number shelves countershaft 14 are transmitting moment of torsion to jack shaft 15, and there is gear to be hung up on them, so can be by reducing the moment of torsion on the front sequence clutch until sliding generations that rub, the moment of torsion that also increases simultaneously on the follow-up clutch realize gear switch, before the preorder clutch finger clutch here switches, just at that clutch of transmitting torque, it also can be called as the active service clutch, and another then is follow-up clutch.
When odd number shelves countershaft 13 just provides moment of torsion to jack shaft 15 by first clutch 11, and second clutch 12 is not when engaging, and the target gear is on the gear of even number shelves countershaft 14, and gear then need to be selected.This generic operation is called as gear to be selected, and also can be called pre-engage a gear, because it had hung up gear before switch clutch in the situation that does not affect vehicle operating in advance.
Therefore, an important link is exactly to realize pre-hung or the excision of gear by the first synchronizer 17, the second synchronizer 18 or the 3rd synchronizer 19 in handoff procedure.In the double-clutch speed changer as shown in fig. 1,5 synchronizers are arranged in fact, be respectively the second synchronizer 18 and the 3rd synchronizer 19 of paired setting, and first an independent synchronizer 17 that between forward gears and reverse gear, switches.The second synchronizer 18 and the 3rd synchronizer 19 are synchronizers of bi-directional drive, namely when from the centre left or can hang up the gear on the left side or the right when moving right.As for the first synchronizer 17 shown in Fig. 1 optimal way, moving to right can engage a gear, and when moving to left invalid (namely hanging neutral).
The control of speaking of within the present invention, general idea refers to electronic control component.Electronic control component itself has surpassed outside the scope described in the invention.In any case, it need to manage control logic, provides needed voltage, signal, hydraulic pressure to come double-clutch speed changer is operated.No matter be that clutch switches, or the gear selection, all need each clutch and each synchronizer are controlled.In order to realize control, change control signal into the control result, need hydraulic system to carry out, hydraulic system can be 200910249994 at the application number that proposes before referring to the applicant, application publication number is CN101709777A, Shen Qing Publication day to be the Chinese invention patent application on May 19th, 2010, also can be referring to hydraulic system as shown in Figure 2.As shown in Figure 2, the first gear selects control solenoid valve 22 and the second gear to select control solenoid valve 23 to be preferably PWM-type (PWM).The PWM-type solenoid valve can provide a variable pressure by send pulse signal to solenoid valve.This solenoid valve is a kind of low-cost mode that can realize variable pressure control.The first gear selects control solenoid valve 22 and the second gear to select the oil pressure of control solenoid valve 23 to be provided by main pressure regulator valve 28, main pressure regulator valve 28 outputs be main oil pressure, and the oil of main pressure regulator valve 28 is provided by pump 29.By the variable pressure solenoid valve, the main oil pressure of main pressure regulator valve 28 outputs can be in minimum to changeably output between the maximum.Two variable pressure solenoid valves are arranged among Fig. 2, i.e. the first variable pressure solenoid valve 210 and the second variable pressure solenoid valve 211, they are used for the moment of torsion that transmits by first clutch actuator 213 and second clutch actuator 212 each clutch of control respectively.The purpose of main oil pressure control is exactly to make main oil pressure be higher than all the time the request pressure of the first variable pressure solenoid valve 210 and the second variable pressure solenoid valve 211.Similarly, main oil pressure will be higher than the first gear and selects control solenoid valve 22 and the second gear to select the request pressure of control solenoid valve 23 also very important.The first gear select control solenoid valve 22 and the second gear select control solenoid valve 23 according to the relative pressure state selectivity of the first variable pressure solenoid valve 210 and the second variable pressure solenoid valve 211 provide hydraulic pressure to gear selecting sequence valve 24, gear selecting sequence valve 24 provides a hydraulic coupling to select piston 25, third gear to select piston 26, the first gears to select piston 27, the second gear to select piston 25, third gear to select the first synchronizer 17, the second synchronizer 18 in the mobile respectively corresponding diagram 1 of piston 26, the movement of the 3rd synchronizer 19 to the second gear.
The descending controlling method of two clutch gearboxes of one grade of use of the present invention OWC mainly embodies from flow process shown in Figure 3.As shown in Figure 3, begin to enter control program 31 from initial entry block 32, detect the input torque that comes from motor in the procedure block 33; According to the car load power balance equation, calculate car load at level road, the accekeration that namely should possess in theory without car load under the slope condition based on gearbox input torque and current gear in the procedure block 34; Procedure block 35 is calculated car load actual acceleration value according to the output shaft rotating speed that detects; Logic decision block 36 takes a decision as to whether the ramp operation according to the difference that actual acceleration and car load operate between theoretical acceleration value on the level road, because there be the partical gravity downward along the ramp in car load on the ramp, therefore, if car load is in the descending state, the actual acceleration value can greater than the theoretical acceleration value of car load on level road, can judge that thus whether car load is at running on ramp; If be in the descending operation, then enter logic decision block 37, judgement is manual mode or automatic mode; Automatic mode then enters procedure block 38 in this way, carries out the descending pattern control program under the automatic mode in this process, if namely current gear operates in one grade, uses 2 grades of lower shift-up point speed of a motor vehicle, allows gear is very fast to be raised to 2 grades of operations from 1 grade; If current gear operates in top grade, use 1 grade of lower speed of a motor vehicle that lowers category, allow gear move at top grade as far as possible, reduce by 1 grade of working time; In the logic decision block 37 if manual mode, enter logic decision block 41, when the speed of a motor vehicle greater than zero, namely have in the situation of the speed of a motor vehicle, then enter procedure block 42 and ban use of 1 grade, if namely in 1 grade of running, detect descending then force to be raised to 2 grades, if in high-grade running, detect descending then forbid dropping to 1 grade, be zero to be car load when stopping when the speed of a motor vehicle, enter procedure block 40 and enable 1 grade.No matter simultaneously under pattern manually or automatically, as long as detect descending and brake is operated, force to rise 2 grades.As not being in descending, then shift gears according to normal pattern shifting points.
Above-described embodiment is described preferred implementation of the present invention; be not that scope of the present invention is limited; design under the prerequisite of spirit not breaking away from the present invention; various distortion and improvement that those of ordinary skills make technological scheme of the present invention all should fall in the definite protection domain of claims of the present invention.
Claims (3)
1. the one kind one grade descending controlling method of using two clutch gearboxes of OWC is characterized in that, may further comprise the steps:
(1) determines the descending pattern based on gearbox input torque and acceleration;
(2) determine that it is manual or automatic that gear is selected;
(3) if to select be automatically to gear, then reduce by 1 grade and rise 2 grades of shift-up point speed of a motor vehicle, and reduce by 2 grades and fall 1 speed of a motor vehicle that lowers category;
(4) if the gear selection is manually, so then forbid changing to 1 grade until stop.
2. one grade of descending controlling method of using two clutch gearboxes of OWC according to claim 1 is characterized in that, also comprises following steps:
(1) detects the gearbox input torque, and calculate the theoretical acceleration that car load should possess in the level road operation under this moment of torsion;
(2) detect the output shaft rotating speed, and calculate car load actual acceleration value according to the output shaft rotating speed;
(3) determine according to the difference of theoretical acceleration value and actual acceleration value whether car load is in the descending operation.
3. one grade of descending controlling method of using two clutch gearboxes of OWC according to claim 1 is characterized in that, also comprises following steps:
If current gear is 1 grade of operation, when touching on the brake, and throttle is forced to be raised to 2 grades when being zero.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201310019478 CN103047407A (en) | 2013-01-18 | 2013-01-18 | Downhill control method of dual clutch transmission using one-way clutch (OWC) at first gear |
| CN201310263403.0A CN103291904B (en) | 2013-01-18 | 2013-06-27 | The descending controlling method of two clutch gearboxes of one grade of use OWC |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201310019478 CN103047407A (en) | 2013-01-18 | 2013-01-18 | Downhill control method of dual clutch transmission using one-way clutch (OWC) at first gear |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN103047407A true CN103047407A (en) | 2013-04-17 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 201310019478 Pending CN103047407A (en) | 2013-01-18 | 2013-01-18 | Downhill control method of dual clutch transmission using one-way clutch (OWC) at first gear |
| CN201310263403.0A Expired - Fee Related CN103291904B (en) | 2013-01-18 | 2013-06-27 | The descending controlling method of two clutch gearboxes of one grade of use OWC |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201310263403.0A Expired - Fee Related CN103291904B (en) | 2013-01-18 | 2013-06-27 | The descending controlling method of two clutch gearboxes of one grade of use OWC |
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| CN (2) | CN103047407A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105570446A (en) * | 2014-10-31 | 2016-05-11 | 通用汽车环球科技运作有限责任公司 | Rolling downhill shift control of a transmission |
| CN105620491A (en) * | 2016-01-08 | 2016-06-01 | 厦门雅迅网络股份有限公司 | Method for stopping vehicle downhill neutral sliding |
| CN107314104A (en) * | 2017-07-01 | 2017-11-03 | 刘剑 | The automatic gear shift apparatus of vehicle |
| US10113639B2 (en) | 2015-12-04 | 2018-10-30 | GM Global Technology Operations LLC | Transmission with L1-L2 shift method while engine braking |
| CN110901644A (en) * | 2019-11-22 | 2020-03-24 | 东风商用车有限公司 | Gear shifting control method for AMT (automated mechanical transmission) steep slope of electric automobile |
| CN114811033A (en) * | 2022-05-13 | 2022-07-29 | 东风汽车集团股份有限公司 | Automatic transmission ramp dynamic intervention gear shifting control method |
| CN114857260A (en) * | 2022-04-27 | 2022-08-05 | 重庆青山工业有限责任公司 | Non-power downshift control method under manual mode of double-clutch transmission |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN104074964B (en) * | 2014-06-30 | 2017-02-15 | 盛瑞传动股份有限公司 | Method, device and system for gear shifting based on automatic gearbox |
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| US5151067A (en) * | 1989-10-25 | 1992-09-29 | Huong Chin Fu | Vehicle automatic transmission system |
| JP3068300B2 (en) * | 1991-12-26 | 2000-07-24 | マツダ株式会社 | Control device for automatic transmission |
| EP0784001B1 (en) * | 1996-01-12 | 2002-07-31 | Eaton Corporation | Shift control system/method for vehicle equipped with driveline retarder |
| KR100623782B1 (en) * | 2004-11-24 | 2006-09-19 | 현대자동차주식회사 | A 6th-SPEED POWER TRAIN OF AN AUTOMATIC TRANSMISSION FOR A VEHICLE |
| KR20070107525A (en) * | 2006-05-03 | 2007-11-07 | 현대자동차주식회사 | A slip preventing device of a double clutch transmission and control method thereof |
| JP4421619B2 (en) * | 2007-01-25 | 2010-02-24 | 本田技研工業株式会社 | Control device for automatic transmission |
| CN201196260Y (en) * | 2008-01-24 | 2009-02-18 | 太原理工大学 | Automatic control mechanism of full-automatic speed changer |
| DE102009046341B4 (en) * | 2009-11-03 | 2021-08-26 | Zf Friedrichshafen Ag | Method for controlling a rolling or sailing function of a vehicle and transmission control unit |
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2013
- 2013-01-18 CN CN 201310019478 patent/CN103047407A/en active Pending
- 2013-06-27 CN CN201310263403.0A patent/CN103291904B/en not_active Expired - Fee Related
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105570446B (en) * | 2014-10-31 | 2018-02-16 | 通用汽车环球科技运作有限责任公司 | The traveling descending gearshift control of speed changer |
| CN105570446A (en) * | 2014-10-31 | 2016-05-11 | 通用汽车环球科技运作有限责任公司 | Rolling downhill shift control of a transmission |
| CN106838291B (en) * | 2015-12-04 | 2019-05-31 | 通用汽车环球科技运作有限责任公司 | Speed changer for engine |
| US10113639B2 (en) | 2015-12-04 | 2018-10-30 | GM Global Technology Operations LLC | Transmission with L1-L2 shift method while engine braking |
| CN105620491A (en) * | 2016-01-08 | 2016-06-01 | 厦门雅迅网络股份有限公司 | Method for stopping vehicle downhill neutral sliding |
| CN107314104A (en) * | 2017-07-01 | 2017-11-03 | 刘剑 | The automatic gear shift apparatus of vehicle |
| CN107314104B (en) * | 2017-07-01 | 2019-01-29 | 盐城市金德汽车配件有限公司 | The automatic gear shift apparatus of vehicle |
| CN110901644A (en) * | 2019-11-22 | 2020-03-24 | 东风商用车有限公司 | Gear shifting control method for AMT (automated mechanical transmission) steep slope of electric automobile |
| CN110901644B (en) * | 2019-11-22 | 2021-12-17 | 东风商用车有限公司 | Gear shifting control method for AMT (automated mechanical transmission) steep slope of electric automobile |
| CN114857260A (en) * | 2022-04-27 | 2022-08-05 | 重庆青山工业有限责任公司 | Non-power downshift control method under manual mode of double-clutch transmission |
| CN114857260B (en) * | 2022-04-27 | 2024-05-03 | 重庆青山工业有限责任公司 | Non-power downshift control method under manual mode of double-clutch transmission |
| CN114811033A (en) * | 2022-05-13 | 2022-07-29 | 东风汽车集团股份有限公司 | Automatic transmission ramp dynamic intervention gear shifting control method |
| CN114811033B (en) * | 2022-05-13 | 2023-04-11 | 东风汽车集团股份有限公司 | Automatic transmission ramp dynamic intervention gear shifting control method |
Also Published As
| Publication number | Publication date |
|---|---|
| CN103291904B (en) | 2015-09-16 |
| CN103291904A (en) | 2013-09-11 |
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Application publication date: 20130417 |