CN102287529A - 驻车档区分离期间的变速器控制 - Google Patents
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Abstract
一种用于在驻车档释放期间控制车辆变速器的方法,包括:接合驻车制动器保持车轮不转动,保持与车轮相连的周转齿轮单元的第一组件和第二组件不转动,松开驻车制动器,选择变速器前进档区,松开所述第一组件,以及在所选的前进档区中操作变速器。
Description
技术领域
本发明总体上涉及自动变速器,更具体地,涉及自动变速器由驻车档(Park)转换至前进档区或后退档区期间的控制。
背景技术
当车辆由自动变速器档区选择器置于驻车档区(Park range)而产生滚动时,通过驱动连接将车轮与变速箱固定从而保持车轮不转动。常规操作是,在驻车档区接合时,自动接合在一档和倒档都必须接合的变速器的摩擦控制元件。
当此状态的变速器在坡道上从驻车档换挡换出时,当荷载的动力传动系统储存的能量突然释放时,会产生一种很令人反感的轰鸣。这种能量的突然释放可造成动力传动系统在短暂但不期望的期间振动。
行业中存在对可靠技术的需求,该技术使用驻车制动器来防止车辆不想要的滚动,并且在释放驻车制动器的时候,避免储存在车辆动力传动系统中的能量的剧烈突然释放。
发明内容
用于在驻车档释放期间控制车辆变速器的方法,包括:接合驻车制动器保持车轮不转动,保持与车轮相连的周转齿轮单元的第一组件和第二组件不转动,松开驻车制动器,选择变速器前进档区,松开所述第一组件,以及在所选的前进档区中操作变速器。
输出轴绑定将阻止车轮在斜坡上向后溜车。在车辆处于驻车档时,通过实施该方案,来自车辆动力传动系统的储存的能量以及所施加的保持扭矩可以受控制方式逐渐地释放,而不是突然地释放。这种制动器扭矩的逐渐释放减轻常常产生的轰鸣。
通过在驻车档使用该方案,由于所有的扭矩扰动都保持在变速器内部,而不影响动力传动系统,所以静态接合更顺畅。
优选实施例的适用性范围由如下具体实施方式、权利要求书及附图,将显而易见。应该理解,尽管说明书及具体实例说明了本发明的优选实施例,但仅以示例的方式提供。对所描述的实施例和实例的各种变化和修改对本领域技术人员来说将是显而易见的。
附图说明
参考以下描述及附图,本发明将更易于理解,其中:
图1示出了用于控制的变速器的传动装置的示意图;
图2示出了操纵机构和图1所示的变速器摩擦控制元件的相应状态的图表;以及
图3示出了与图1所示的变速器的驻车齿轮接合的驻车擎爪的剖面图。
具体实施方式
现在参考附图,图1示出了具有与发动机曲轴14可操控地连接的液力变矩器12的变速器10。变矩器包括三个装有叶片的叶轮:叶轮片16,涡轮18和定子20,该三者在变矩器的箱体内共同形成环形流体流路。定子20支承在超越制动器22上,超越制动器将定子锚定于轴上,以防止定子沿与叶轮片转动方向相反的方向转动,并允许反方向的自由转动。涡轮18与变速器输入24相连。当位于曲轴14和输入24之间的旁路或锁止离合器26接合时,离合器26直接机械地连接发动机轴14和输入24。当离合器26分离时,通过操作变矩器12使发动机轴14和输入24流体动力地连接。
变速器操作的档区通过在选定的位置,即PRNDL之间手动移动档区选择器28来选择,PRNDL分别代表驻车、倒车、空挡、前进和低速。
减速周转齿轮单元30包括固定于变速箱62的中心齿轮34,与输入24相连的环形齿轮36,支架38和行星小齿轮40,其可旋转地支承于支架38,并与中心齿轮34和环形齿轮36连续啮合。
拉维奈尔赫(Ravigneaux)齿轮组38为周转齿轮单元,包括中心齿轮40,41;与输出44和驱动车轮43,45相连的中心齿轮42;支架46;可旋转地支承于支架44并与中心齿轮40连续啮合的第一组行星小齿轮48;以及可旋转地支承于支架44并与中心齿轮41和小齿轮48连续啮合的第二组行星小齿轮50。
前进离合器C1234,即液压驱动式摩擦控制离合器52,可释放地与支架24和中心齿轮40相连。直接离合器C35R,即液压驱动式摩擦离合器54,可释放地与支架38和中心齿轮41相连。离合器C456,即液压驱动式摩擦离合器56,可释放地与环形齿轮36和支架46相连。中间制动器C26,即液压驱动式摩擦制动器58,可释放地使变速箱62上的中心齿轮41保持不转动。低速/倒车制动器CBLR,即液压驱动式摩擦制动器60,可释放地使变速箱62上的支架46保持不转动。与制动器60平行安装的超越离合器66在箱体62和支架46之间在一个旋转方向提供单向驱动连接,并且使支架46在反方向上保持不转动。
图2示出了对应于由变速器10产生的每一前进速比和后退比的离合器52、54、56和制动器58、60、66的接合和分离状态的图表。在图2中,“X”表示摩擦离合器和制动器的接合以及由超越离合器66产生的扭矩的传递。图2中的空白表示没有扭矩通过离合器或制动器传递。
图3示出了驻车制动器总成的具体细节,其包括由环形齿轮42和输出46整合形成的驻车齿轮70;驻车掣爪72,其枢转穿过驱动制动器60的伺服活塞76中的开口74,并与驻车齿轮70的齿80接合;驻车支撑78,其固定在变速箱62上并支承掣爪72,掣爪72枢转接合驻车齿轮70或与其分离。
优选地,变速器10的控制元件,即离合器52、54、56和制动器58、60,是液压驱动式摩擦装置,包括交错的板82和盘84,当诸如汽缸86的伺服缸中的压力较高时,由诸如活塞76的伺服活塞引入板82和盘84的相互摩擦接触。当伺服缸中的压力相对较低时,由于复位弹簧88的力,板82和盘84之间的摩擦接触释放,从而分离控制元件。
在操作中,当档区选择器从驻车档区移开时,擎爪72枢转退出与驻车齿轮70外边缘形成的齿80的接合。
当档区选择器移入驻车档区时,擎爪72枢转进入与驻车齿轮70上的齿80接合,从而将输出46固定至箱体62,并且保持输出不转动。当档区选择器移入驻车档区时,自动应用低速/后退CLRB制动器60和中间C26离合器58。制动器58的接合使箱体62上的中心齿轮41保持不转动,并且CBLR制动器60的接合使箱体62上的支架46保持不转动。当中心齿轮41和支架46的旋转被阻止时,拉维奈尔赫齿轮组38的每一具备旋转能力的其他组件,即环形齿轮42、中心齿轮40,保持不转动,并且整个齿轮单元被锁定。由于释放C1234离合器52,涡轮18自由旋转,仅受开合离合器分离不彻底的阻抗,而不受变矩器全失速的影响。
当档区选择器从驻车档区移向前进档区时,低速/后退制动器60保持接合,中间离合器58分离,并且前进离合器52接合,从而使变速器10以图2所示的手动M1的第一前进档操作。当档区选择器从驻车档区移向后退档区时,低速/后退制动器60保持接合,中间离合器58分离,并且直接离合器52接合,从而使变速器10能够产生如图2所示的后退驱动。
尽管参照拉维奈尔赫齿轮组38对控制进行了描述,但与输出44和车轮43、45可驱动连接的周转齿轮单元也可以是简单或复合的行星齿轮单元,并且也可包括辛普森(Simpson)齿轮单元及其变型。
根据专利法规条款的规定,已经对优选实施例进行了描述。然而,应该注意,与具体指明和描述的实施例不同的其他替换实施例也可以实施。
Claims (8)
1.一种用于在驻车档释放期间控制车辆变速器的方法,其特征在于,包含:
(a)在驻车制动器接合、使车轮保持不转动之后,将与车轮相连的周转齿轮单元锁定,使其保持不转动;以及
(b)在选定变速器前进档区并且松开驻车制动器之后,解锁周转齿轮单元。
2.根据权利要求1所述的方法,其特征在于,步骤(a)还包含:
将驻车擎爪固定至不旋转的变速箱;以及
手动接合驻车擎爪和驻车齿轮。
3.根据权利要求1所述的方法,其特征在于,步骤(a)还包含:
接合第一制动器,其使所述齿轮单元的第一组件保持不转动;以及
接合第二制动器,其使所述齿轮单元的第二组件保持不转动。
4.根据权利要求3所述的方法,其特征在于,步骤(b)还包含分离第一制动器和第二制动器的一个。
5.根据权利要求4所述的方法,其特征在于,步骤(b)还包含:
保持第一制动器和第二制动器中的另一个接合;以及
接合摩擦控制元件,要求该接合产生所选前进档区的一个档位。
6.根据权利要求1所述的方法,其特征在于,步骤(a)还包含:
接合第一制动器,其使所述齿轮单元的第一组件保持不转动,并且要求其接合产生后退驱动和前进驱动;以及
接合第二制动器,其使所述齿轮单元的第二组件保持不转动。
7.根据权利要求6所述的方法,其特征在于,步骤(b)还包含使第二制动器分离。
8.根据权利要求7所述的方法,其特征在于,步骤(f)还包含:
保持第一制动器接合;以及
接合摩擦控制元件,要求该接合产生所选前进档区的一个档位。
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US12/792,793 US8371986B2 (en) | 2010-06-03 | 2010-06-03 | Transmission control during park range disengagement |
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CN103711888A (zh) * | 2012-10-02 | 2014-04-09 | 福特全球技术公司 | 减轻驻车解离的碰击声的方法 |
CN104002805A (zh) * | 2013-02-25 | 2014-08-27 | 上海通用汽车有限公司 | 自动驻车方法、自动变速器及车辆 |
CN104832637A (zh) * | 2014-02-06 | 2015-08-12 | 福特全球技术公司 | 变速器及其操作方法 |
CN104842972A (zh) * | 2014-02-14 | 2015-08-19 | 本田技研工业株式会社 | 动力传递装置 |
CN107061708A (zh) * | 2015-11-24 | 2017-08-18 | 本田技研工业株式会社 | 车辆的控制装置 |
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US8905217B2 (en) * | 2011-11-02 | 2014-12-09 | Chrysler Group Llc | Park slow release |
US9151383B2 (en) * | 2013-05-29 | 2015-10-06 | Fca Us Llc | Interactive transmission shift techniques |
US11078970B2 (en) * | 2018-07-30 | 2021-08-03 | Ford Global Technologies, Llc | Transmission with selectable one-way clutch |
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CN103711888A (zh) * | 2012-10-02 | 2014-04-09 | 福特全球技术公司 | 减轻驻车解离的碰击声的方法 |
CN103711888B (zh) * | 2012-10-02 | 2017-05-10 | 福特全球技术公司 | 减轻驻车解离的碰击声的方法 |
CN104002805A (zh) * | 2013-02-25 | 2014-08-27 | 上海通用汽车有限公司 | 自动驻车方法、自动变速器及车辆 |
CN104832637A (zh) * | 2014-02-06 | 2015-08-12 | 福特全球技术公司 | 变速器及其操作方法 |
CN104832637B (zh) * | 2014-02-06 | 2019-08-23 | 福特全球技术公司 | 变速器及其操作方法 |
CN104842972A (zh) * | 2014-02-14 | 2015-08-19 | 本田技研工业株式会社 | 动力传递装置 |
CN107061708A (zh) * | 2015-11-24 | 2017-08-18 | 本田技研工业株式会社 | 车辆的控制装置 |
CN107061708B (zh) * | 2015-11-24 | 2019-03-15 | 本田技研工业株式会社 | 车辆的控制装置 |
Also Published As
Publication number | Publication date |
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CN102287529B (zh) | 2016-06-01 |
US20110297505A1 (en) | 2011-12-08 |
DE102011076168A1 (de) | 2011-12-08 |
US8371986B2 (en) | 2013-02-12 |
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