CN114439931A - Method and system for identifying gear engagement and jamming and automatically re-engaging of synchronizer type gearbox and vehicle - Google Patents
Method and system for identifying gear engagement and jamming and automatically re-engaging of synchronizer type gearbox and vehicle Download PDFInfo
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- 230000005540 biological transmission Effects 0.000 claims description 24
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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
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
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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
- F16H61/10—Controlling shift hysteresis
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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
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1208—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures with diagnostic check cycles; Monitoring of failures
Abstract
The invention relates to a method for identifying gear engagement and jamming and controlling automatic re-engagement of a synchronizer type gearbox, which comprises the following steps: controlling the vehicle to start automatic gear shifting, and monitoring gear shifting energy parameters and jamming type judgment information; calculating a gear energy based on the gear energy parameter; and judging whether jamming occurs or not based on the gear engaging energy, continuing gear engaging when judging that the jamming does not occur, judging the jamming type based on the jamming type judgment information when judging that the jamming occurs, executing a first re-engaging process when judging that the jamming type is a first jamming type, and executing a second re-engaging process when judging that the jamming type is a second jamming type. The invention also relates to a system for implementing the gear sticking identification and automatic re-hanging control method and a vehicle comprising the system.
Description
Technical Field
The invention relates to the field of vehicles, in particular to a method and a system for identifying gear engagement stagnation and automatically re-engaging a synchronizer-type gear box and a vehicle comprising the system.
Background
The synchronizer type gearbox utilizing the synchronizer to engage gears, such as an automatic mechanical gearbox and a double-clutch gearbox, often causes engaging gear clamping stagnation due to reasons of tooth top teeth, synchronous ring locking and the like, so that engaging gear failure is caused, even a synchronizer control mechanism is overloaded and fails under certain extreme conditions, the automatic gearbox cannot engage gears successfully, and accordingly, the automobile loses power. The gear engagement and jamming problem is mainly solved by a simple automatic re-engaging mode or a mode of changing the structure of a synchronizer (for example, changing the shape of meshing teeth of the synchronizer). The simple automatic re-engaging mode has low engaging success rate, and the mode for changing the structure of the synchronizer has high cost, so that the problem of engaging and blocking can not be completely avoided.
Disclosure of Invention
In view of the above, embodiments of the present invention provide a method and a system for identifying a stuck-in-gear and automatically re-engaging of a synchronizer-type transmission, and a vehicle including the system, so as to effectively solve or alleviate at least one of the existing disadvantages.
One aspect of an embodiment of the invention relates to a method for identifying gear engagement and jamming and automatically re-engaging a synchronizer type gearbox, which comprises the following steps:
controlling the vehicle to start automatic gear shifting, and monitoring gear shifting energy parameters and jamming type judgment information;
calculating a gear energy based on the gear energy parameter; and
determining whether jamming occurs based on the gear shifting energy, and,
when the clamping stagnation is judged not to occur, the gear is continuously engaged,
and when the clamping stagnation is judged to occur, judging the clamping stagnation type based on the clamping stagnation type judgment information, executing a first re-hanging process when the clamping stagnation type is judged to be a first clamping stagnation type, and executing a second re-hanging process when the clamping stagnation type is judged to be a second clamping stagnation type.
In the method for identifying a stuck gear and automatically re-engaging the synchronizer type transmission according to the embodiment of the present invention, optionally, the step of determining whether the stuck gear occurs based on the gear engaging energy includes:
calculating a gear energy ratio based on a predetermined upper gear energy limit and the gear energy; and
and comparing the gear engaging energy ratio with a first threshold, judging that jamming does not occur when the gear engaging energy ratio is less than or equal to the first threshold, and judging that jamming occurs when the gear engaging energy ratio is greater than the first threshold.
In the method for identifying a stuck-in-gear and automatically re-engaging of a synchronizer-type transmission according to the embodiment of the present invention, optionally, the energy-in-gear ratio is a ratio of the energy in-gear to the predetermined upper energy-in-gear limit.
In the method for identifying a stuck-in-gear and automatically re-engaging of a synchronizer type transmission according to the embodiment of the invention, optionally, the first threshold is between 20% and 40%.
In the method for identifying a stuck-in-gear and automatically re-engaging the synchronizer type transmission according to the embodiment of the present invention, optionally, the first re-engaging process includes: comparing the energy-in-gear ratio to a second threshold, and,
when the gear-shifting energy ratio is larger than the second threshold, executing a first large-stroke re-hanging process, wherein the first large-stroke re-hanging process comprises the following steps: performing a large-stroke re-engaging operation until a gear is engaged, or stopping engaging the gear and waiting for the engaging energy ratio to be reduced to be within the first threshold value and then engaging the gear again until the engaging energy ratio is greater than a third threshold value;
when the gear-shifting energy ratio is less than or equal to the second threshold, executing a first small-stroke re-hanging process, wherein the first small-stroke re-hanging process comprises the following steps: performing a small-stroke re-engaging operation until a gear is engaged, or executing the first large-stroke re-engaging process until the gear engaging energy ratio is greater than the second threshold; and is
The second re-suspension process comprises: comparing the energy-in-gear ratio to a second threshold, and,
when the gear-shifting energy ratio is larger than the second threshold, executing a second large-stroke re-hanging process, wherein the second large-stroke re-hanging process comprises the following steps: performing a large-stroke re-engagement operation and controlling the clutch to be combined until the gear is engaged, or stopping engaging the gear and waiting for the engagement energy ratio to be reduced to be within the first threshold value and then engaging the gear again until the engagement energy ratio is greater than a third threshold value;
when the gear-engaging energy ratio is less than or equal to the second threshold, executing a second small-stroke re-engaging flow, wherein the second small-stroke re-engaging flow comprises the following steps: and performing a small-stroke re-engaging operation until a gear is engaged, or executing a second large-stroke re-engaging process until the gear engaging energy ratio is greater than the second threshold value.
In the method for identifying a stuck-in-gear and automatically re-engaging of a synchronizer type transmission according to the embodiment of the invention, optionally, the second threshold value is between 40% and 70%, and the third threshold value is between 80% and 98%.
In the method for identifying the stuck-in-gear and automatically re-engaging of the synchronizer type transmission according to the embodiment of the invention, optionally, the gear engaging energy parameter comprises voltage, current and acting time of a synchronizer actuator, and the gear engaging energy is the product of the voltage, the current and the acting time.
In the method for identifying the gear-engagement jam and automatically re-engaging the synchronizer type transmission according to the embodiment of the invention, optionally, the jam type determination information includes position information of the synchronizer actuator, and a transmission input shaft rotating speed and a transmission output shaft rotating speed.
In the method for identifying the gear-shifting stagnation and automatically re-suspending of the synchronizer type gearbox according to the embodiment of the invention, optionally, the first stagnation type includes a stagnation when the synchronizer is at a tooth top tooth position or a pre-synchronization position, and the second stagnation type is a stagnation when the synchronizer is at a position other than the tooth top tooth position or the pre-synchronization position.
Another aspect of an embodiment of the invention relates to a system for identifying a stuck in gear and automatically re-engaging a synchronizer-type transmission, comprising a transmission control module configured to perform the method for identifying a stuck in gear and automatically re-engaging according to any one of the preceding embodiments.
In the system for identifying the stuck gear and automatically re-engaging of the synchronizer type transmission according to the embodiment of the invention, the system optionally further comprises a synchronizer actuator and a sensing component for obtaining the parameter of the energy of the gear and the judgment information of the stuck type.
Another aspect of an embodiment of the invention relates to a vehicle comprising a synchromesh transmission and the gear stuck identification and automatic re-engagement system according to the previous embodiment.
Drawings
The present invention will be described in further detail below with reference to the attached drawings and specific embodiments, but those skilled in the art will appreciate that the drawings are only drawn for the purpose of explaining the specific embodiments, and therefore should not be taken as limiting the scope of the present invention. Furthermore, unless specifically stated otherwise, the drawings are intended to be conceptual in nature or configuration of the described objects and may be exaggerated in nature and are not necessarily drawn to scale. Moreover, in the different figures, the same reference numerals indicate the same or substantially the same components.
FIG. 1 shows a flow of a method for identifying stuck in gear and automatically re-suspending, according to an embodiment of the invention.
Fig. 2 shows a flow of a method of identifying a stuck-in-gear and automatically re-suspending according to an embodiment of the present invention.
Detailed Description
Some embodiments of the invention will be described in more detail below with reference to the accompanying drawings. Unless clearly defined otherwise herein, the meaning of scientific and technical terms used herein is that which is commonly understood by one of ordinary skill in the art.
The use of "including," "comprising," or "having" and similar referents herein is to be construed to mean that the specified items are included in the range, as well as equivalents thereof. The terms "or", "or" are not meant to be exclusive, but rather denote the presence of at least one of the referenced items and include the cases where a combination of the referenced items may be present. The term "and/or" includes any and all combinations of one or more of the referenced items. References herein to "some embodiments" or the like indicate that a particular element (e.g., feature, structure, and/or characteristic) described in connection with the invention is included in at least one embodiment described herein, and may or may not be present in other embodiments. In addition, it is to be understood that the described inventive elements may be combined in any suitable manner.
The invention relates to a method for identifying gear-engaging stagnation and automatically re-engaging a synchronizer-type gear-engaging gearbox, which can be used for identifying the gear-engaging stagnation in time by monitoring relevant parameters in real time, calculating gear-engaging energy of a gear-engaging control mechanism based on the monitored parameters, judging the type of the stagnation according to relevant information, further providing different automatic re-engaging modes to solve the problem of the stagnation, and controlling a clutch to eliminate the stagnation under some conditions so as to improve the success rate of gear engagement.
Specifically, on a vehicle provided with a Transmission Control Module (TCM), the voltage, the current and the rotating speed of a synchronizer actuator (such as a synchronizer motor, an electromagnetic valve, an energy accumulator and the like), the position of a synchronizer (shifting fork), the rotating speed of an input shaft and the rotating speed of an output shaft of the transmission and the like can be monitored through the TCM to calculate the gear engaging energy, and the gear engaging clamping stagnation degree and the clamping stagnation type can be judged according to the difference of the gear engaging energy, the position of the synchronizer, the rotating speed of the input shaft and the rotating speed of the output shaft and the like, so that different processing modes can be selected to improve the gear engaging success rate.
Fig. 1 shows a flow of a method 1 for identifying stuck-in-gear and automatic re-hanging according to an embodiment of the present invention. The method 1 comprises the following steps: in step 11, controlling the vehicle to start automatic gear shifting, and monitoring gear shifting energy parameters and jamming type judgment information; in step 12, gear energy is calculated based on the gear energy parameter; and in step 13, judging whether jamming occurs or not based on the gear engaging energy, and continuing to engage the gear when judging that the jamming does not occur; and when the jamming is judged to occur, judging the jamming type based on the jamming type judgment information, executing a first re-hanging process when the jamming type is judged to be the first jamming type, and executing a second re-hanging process when the jamming type is judged to be the second jamming type.
The TCM can control the vehicle to start automatic gear shifting and monitor gear shifting energy parameters and jamming type judgment information. The TCM can control the vehicle to start automatic gear shifting according to information such as accelerator opening and vehicle speed. The TCM can monitor the gear-shifting energy parameter and the jamming type judgment information in real time when the vehicle starts automatic gear shifting.
The gear engaging energy parameter refers to a parameter required for calculating gear engaging energy, and the gear engaging jamming degree can be judged through the calculated gear engaging energy. For example, the degree of stuck gear can be determined by comparing the calculated energy of engaging a gear with a certain threshold. In some embodiments, the shift energy parameters include voltage, current, and on-time of a synchronizer actuator (e.g., a synchronizer motor), and the shift energy is the product thereof. In some embodiments, the shift energy parameters include pressure and area of application, which may also be used to calculate the shift energy and determine the degree of sticking by the characteristics of the shift actuator.
The degree of the stuck gear can also be judged by calculating the percentage according to the performance of the synchronizer executing element. In some embodiments, the step of determining whether the jamming occurs based on the shift energy in step 13 comprises: further calculating a gear energy ratio based on a predetermined upper gear energy limit and the gear energy obtained by the calculation; and comparing the gear energy ratio with a first threshold, judging that jamming does not occur when the gear energy ratio is smaller than or equal to the first threshold, and judging that jamming occurs when the gear energy ratio is larger than the first threshold.
The predetermined upper gear energy limit may be set based on the characteristics/capabilities of the synchronizer control element. In some embodiments, the energy ratio of the gear is a ratio of the gear energy to a predetermined upper gear energy limit, which is between 0% and 100%. For example, if the engagement energy is obtained by a calculation formula of "engagement energy = synchronizer motor voltage × synchronizer motor current × synchronizer motor active time", the engagement energy ratio calculation formula is: the gear energy ratio = synchronizer motor voltage synchronizer motor current synchronizer motor on-time/predetermined gear energy upper limit. In some embodiments, the first threshold is between 20% -40%, or further, between 25% -35%, for example, it may be 30%.
The jamming type determination information refers to information required for making a jamming type determination, and may include position information of a synchronizer actuator (e.g., a synchronizer position) and a transmission input shaft rotation speed and a transmission output shaft rotation speed. Synchronizer positions include lash, presynchronization, tooth top, synchronization (combination), gear advance, etc. The gear engagement clamping stagnation type can be judged by combining the synchronizer position with the rotating speed of the output shaft of the input shaft, such as clamping stagnation at the pre-synchronization position, tooth crest tooth clamping stagnation, synchronous ring locking clamping stagnation (combination clamping stagnation) and the like. In some embodiments, the types of jamming may include a first type of jamming, which includes jamming when the synchronizer is in the tooth top position or the pre-synchronization position, and a second type of jamming, which is jamming when the synchronizer is in a position other than the tooth top position or the pre-synchronization position. A typical example of the second type of jamming is synchronizer ring locking jamming.
On the basis of identifying the jamming type, different remedial control strategies are adopted based on different types of jamming (a first re-hanging process and a second re-hanging process are respectively adopted aiming at a second jamming type and a second jamming type), and different automatic re-hanging strategies solve different types of gear jamming, so that the gear-hanging success rate can be effectively improved.
Different remedial control strategies include, but are not limited to, a small trip heavy engagement, a large trip heavy engagement, a clutch enhanced heavy engagement (large trip heavy engagement + short duration clutch engagement), a stop engaged gear, and a heavy engagement after a reduction in energy to engage the gear. These resuspending means may be used alone or in combination of two or more. The first and second re-suspension procedures may include different re-suspension manners or a combination of re-suspension manners. In some embodiments, a clutch-enhanced re-engagement may be employed in the second re-engagement procedure, i.e., a combination of a large stroke re-engagement clutch is used to overcome synchronizer lock-up to re-engage with greater shifting force, while a clutch-enhanced re-engagement may not be employed in the first re-engagement procedure. The small-stroke re-hanging and the large-stroke re-hanging are relative, the stroke of the synchronizer rollback in the small-stroke re-hanging is smaller than the stroke of the synchronizer rollback in the large-stroke re-hanging, wherein the small-stroke re-hanging refers to re-hanging performed by the synchronizer rolling back by a smaller stroke (such as rolling back to half or less than half of the whole stroke), and the large-stroke re-hanging refers to re-hanging performed by the synchronizer rolling back by a larger stroke, such as rolling back to a position close to the original position (such as rolling back to more than half of the whole stroke).
Fig. 2 shows a flow of a method of identifying a stuck-in-gear and automatically re-suspending according to an embodiment of the present invention. As shown in fig. 2, the TCM can control the vehicle to start automatic gear shifting and monitor the energy parameters of gear shifting (such as voltage, current and action time of a synchronizer motor) and the determination information of the type of jamming (such as synchronizer position, the rotating speed of an input shaft of a gearbox and the rotating speed of a transmission output shaft) in real time. As described above, the shift energy may be obtained by calculation based on the monitored shift energy parameter, and the shift energy ratio may be obtained based on the calculated shift energy and the predetermined upper limit of the shift energy for subsequent determination.
Whether a stuck gear occurs may be determined by comparing the energy in gear ratio to a first threshold (e.g., 30%). Specifically, if the gear-shifting energy ratio is less than or equal to the first threshold, it can be determined that there is no jamming, so as to continue the gear-shifting action; if the gear-engaging energy ratio is greater than the first threshold, it can be determined that gear-engaging jamming occurs, and at this time, the type of the jamming occurs is determined according to the monitored jamming type determination information, specifically, it can be determined whether the synchronizer is located at a tooth-top tooth position or a pre-synchronization position, if so, it can be determined as a first jamming type (i.e., tooth-top tooth jamming or pre-synchronization jamming), a first re-engaging process is subsequently executed, and if not, it can be determined as a second jamming type (i.e., synchronous ring locking jamming), and a second re-engaging process is subsequently executed.
In the first re-engagement procedure, the engagement energy ratio is compared with a second threshold (e.g., 50%), and when the engagement energy ratio is greater than the second threshold, a first large trip re-engagement procedure is performed, and when the engagement energy ratio is equal to or less than the second threshold, a first small trip re-engagement procedure is performed. Wherein, the first large-stroke re-hanging process comprises the following steps: and performing a large-stroke re-engaging operation until the gear is engaged, or stopping engaging the gear until the energy ratio of engaging the gear is greater than a third threshold (such as 90%), and waiting for the energy ratio of engaging the gear to be reduced to be within the first threshold (less than or equal to the first threshold) and then re-engaging the gear. The first small-stroke re-hanging process comprises the following steps: and performing a small-stroke re-engaging operation until a gear is engaged, or executing the first large-stroke re-engaging process until the gear engaging energy ratio is greater than a second threshold value.
In the second re-engagement procedure, the gear energy ratio is also compared with a second threshold, and when the gear energy ratio is greater than the second threshold, a second large-stroke re-engagement procedure is performed, and when the gear energy ratio is less than or equal to the second threshold, a second small-stroke re-engagement procedure is performed. Wherein, the second large-stroke re-hanging process comprises the following steps: and performing a large-stroke re-engagement operation and controlling the clutch to be combined until the gear is engaged, or stopping engaging the gear and waiting for the engaging energy ratio to be reduced to be within the first threshold value and then engaging the gear again until the engaging energy ratio is greater than a third threshold value. The second small-stroke re-hanging process comprises the following steps: and performing a small-stroke re-engaging operation until the gear is engaged, or executing a second large-stroke re-engaging process until the gear engaging energy ratio is greater than a second threshold value.
Another aspect of the invention relates to a shift stuck identification and automatic re-engagement system for a synchronizer-type shift transmission, comprising: a synchronizer actuator such as a synchronizer motor, a sensing component for obtaining required parameters or information (such as the gear energy parameter and the stuck type judgment information), and a TCM configured to perform the gear stuck identification and automatic re-engaging method according to the embodiment of the present invention. The TCM may perform the stuck-in-gear identification and automatic re-suspend methods of embodiments of the present invention based on parameters and/or information obtained by a sensing component, which may include a measurement element such as a sensor coupled to a synchronizer actuator. The system may perform the above method in a manner known to those skilled in the art and includes other components necessary to perform the above method, which are not described herein in detail.
Another aspect of the invention relates to a vehicle comprising the above mentioned gear stuck identification and automatic re-engagement system of a stepper-type geared gearbox. From the above disclosure, those skilled in the art will readily appreciate a vehicle incorporating the gear stuck identification and automatic re-engagement system of a stepper-type geared transmission of an embodiment of the present invention.
The method, the system and the vehicle in the embodiment of the invention provide a solution for automatic re-engaging aiming at the problem of gear engagement stagnation, and can provide different automatic re-engaging modes aiming at different stagnation types, so that the problem of gear engagement stagnation can be solved more effectively, and the gear engagement success rate is improved.
The above specific embodiments are provided so that the present disclosure will be thorough and complete, and the present invention is not limited to these specific embodiments. It will be understood by those skilled in the art that various changes, substitutions of equivalents, and alterations can be made herein without departing from the spirit of the invention and are intended to be within the scope of the invention.
Claims (12)
1. A method for identifying gear engagement stagnation and automatically re-engaging a synchronizer type gearbox is characterized by comprising the following steps:
controlling the vehicle to start automatic gear shifting, and monitoring gear shifting energy parameters and jamming type judgment information;
calculating a gear energy based on the gear energy parameter; and
determining whether jamming occurs based on the gear shifting energy, and,
when the clamping stagnation is judged not to occur, the gear is continuously engaged,
and when the clamping stagnation is judged to occur, judging the clamping stagnation type based on the clamping stagnation type judgment information, executing a first re-hanging process when the clamping stagnation type is judged to be a first clamping stagnation type, and executing a second re-hanging process when the clamping stagnation type is judged to be a second clamping stagnation type.
2. The method of claim 1, wherein the step of determining whether the stuck condition occurs based on the energy of the engaged gear comprises:
calculating a gear energy ratio based on a predetermined upper gear energy limit and the gear energy; and
and comparing the gear engaging energy ratio with a first threshold, judging that clamping stagnation does not occur when the gear engaging energy ratio is smaller than or equal to the first threshold, and judging that clamping stagnation occurs when the gear engaging energy ratio is larger than the first threshold.
3. The method of claim 2, wherein the energy-to-engage ratio is a ratio of the energy-to-engage to the predetermined upper energy-to-engage limit.
4. The method of identifying a stuck in gear and automatically re-engaging as in claim 2 wherein said first threshold is between 20% and 40%.
5. The method of claim 2, wherein the identifying of the stuck gear and the controlling of the automatic re-engaging are performed,
the first re-suspension flow comprises the following steps: comparing the gear energy ratio to a second threshold, and,
when the gear-shifting energy ratio is larger than the second threshold, executing a first large-stroke re-hanging process, wherein the first large-stroke re-hanging process comprises the following steps: performing a large-stroke re-engaging operation until a gear is engaged, or stopping engaging the gear and waiting for the engaging energy ratio to be reduced to be within the first threshold value and then engaging the gear again until the engaging energy ratio is greater than a third threshold value;
when the gear-shifting energy ratio is less than or equal to the second threshold, executing a first small-stroke re-hanging process, wherein the first small-stroke re-hanging process comprises the following steps: performing a small-stroke re-engaging operation until a gear is engaged, or executing the first large-stroke re-engaging process until the gear engaging energy ratio is greater than the second threshold; and is
The second re-suspension process comprises: comparing the energy-in-gear ratio to a second threshold, and,
when the gear-shifting energy ratio is larger than the second threshold, executing a second large-stroke re-hanging process, wherein the second large-stroke re-hanging process comprises the following steps: performing a large-stroke re-engagement operation and controlling the clutch to be combined until the gear is engaged, or stopping engaging the gear and waiting for the engagement energy ratio to be reduced to be within the first threshold value and then engaging the gear again until the engagement energy ratio is greater than a third threshold value;
when the gear-shifting energy ratio is less than or equal to the second threshold, executing a second small-stroke re-engaging process, wherein the second small-stroke re-engaging process comprises: and performing a small-stroke re-engaging operation until a gear is engaged, or executing a second large-stroke re-engaging process until the gear engaging energy ratio is greater than the second threshold value.
6. The method of claim 5, wherein the second threshold is between 40% and 70% and the third threshold is between 80% and 98%.
7. The method of claim 1, wherein the shift energy parameter comprises a voltage, a current, and an on-time of a synchronizer actuator, and the shift energy is a product of the voltage, the current, and the on-time.
8. The method of claim 1, wherein the stuck type determination information includes position information of the synchronizer actuator and a transmission input shaft speed and a transmission output shaft speed.
9. The method of claim 1, wherein the first type of stuck comprises stuck when the synchronizer is in a tooth top position or a pre-synchronization position, and the second type of stuck is stuck when the synchronizer is in a position other than the tooth top position or the pre-synchronization position.
10. A gear stuck identification and automatic re-engagement system for a synchronizer-type gearbox, characterized in that it comprises a gearbox control module arranged to perform the gear stuck identification and automatic re-engagement method according to any one of claims 1-9.
11. The stuck in gear identification and automatic re-engagement system of claim 10, further comprising a synchronizer actuator and a sensing component for obtaining the energy in gear parameter and the stuck type determination information.
12. A vehicle comprising a synchromesh transmission and the gear stuck identification and automatic re-engagement system of claim 11.
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| CN115234646A (en) * | 2022-07-19 | 2022-10-25 | 智新科技股份有限公司 | Control method for removing gear shifting jamming phenomenon of traveling of automatic gearbox |
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| CN111457085A (en) * | 2020-06-22 | 2020-07-28 | 北京航空航天大学 | Method and device for monitoring and protecting clutch electromagnetic valve jamming in gear shifting process |
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| US5899829A (en) * | 1996-03-14 | 1999-05-04 | Luk Getriebe-Systeme Gmbh | Apparatus for controlling automated actuation of torque transmitting system and automated gear shifting and method for controlling automated actuation of torque transmitting system and automated gear shifting |
| US20060036359A1 (en) * | 2004-08-13 | 2006-02-16 | Thor Todd J | Clutch fault detection |
| CN101918740A (en) * | 2007-07-26 | 2010-12-15 | 格特拉格传动机构和齿轮工厂赫尔曼·哈根迈尔有限公司&两合公司 | Method for controlling a shifting up operation in a double-clutch transmission |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115234646A (en) * | 2022-07-19 | 2022-10-25 | 智新科技股份有限公司 | Control method for removing gear shifting jamming phenomenon of traveling of automatic gearbox |
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| CN114439931B (en) | 2023-11-14 |
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