CN1211694A - Electric speed variator and its speed variating controlling method - Google Patents
Electric speed variator and its speed variating controlling method Download PDFInfo
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- CN1211694A CN1211694A CN 98116758 CN98116758A CN1211694A CN 1211694 A CN1211694 A CN 1211694A CN 98116758 CN98116758 CN 98116758 CN 98116758 A CN98116758 A CN 98116758A CN 1211694 A CN1211694 A CN 1211694A
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Abstract
An electric-power-assist transmission and a shaft control method which allow good operability to be obtained. A main clutch is put in an engaged or disengaged state in a manner which is mechanically coupled with the rotation of a shift spindle. At normal times, the rotational direction and the rotational speed of the shift spindle rotated by a driving motor are controlled in accordance with a first control procedure. However, with the main clutch in a disengaged state, as the rotational speed of the engine exhibits a predicted change, the rotational direction and the rotational speed of the shift spindle are controlled in accordance with a second control procedure which is different from the first control procedure.
Description
The present invention relates to electrodynamic type speed change gear and shifting control method thereof, be specifically related to carry out gear shift and interrupted electrodynamic type speed change gear and the shifting control method thereof of clutch by electric power, be characterised in that, speed change shakes under the little state when being contemplated to speed change, and the speed Control that shakes from common minimizing speed change is transformed to speed Control fast.More particularly, the present invention relates to, in speed-change process, under the off state of clutch, when engine revolution demonstrates predetermined variation, electrodynamic type speed change gear and the shifting control method thereof that can control the drive motor that drives clutch with the content that is different from common situation.
Relate in addition, when under vehicle is in roughly vehicle stop state, carrying out variable speed operation, after speed change under the connection state of removing clutch, make the shifting control method of the electrodynamic type speed change gear that clutch continues fast.
The existing speed change gear that carries out gear shift with controlled clutch pedal (or clutch operating device) and shift level is different, and the electrodynamic type speed change gear that is undertaken by electric power by motor has been shown in the Japanese kokai publication hei 5-39865 communique.In described prior art, be to make speed-changing drum do rotation intermittently along both direction by drive motor, handle required shift fork whereby and carry out gear shift.Corresponding, intermittently also can the considering of clutch utilizes motor to carry out simultaneously.
When under said circumstances, considering existing manually operated type speed change gear, even gear drive reposefully during gear shift, also can be finished gear shift by gear-change operation repeatedly at last.Continue and to carry out reposefully as for the clutch after gear shift, then will depend on the clutch operating that the driver does to a great extent.
Like this,, do not carry out gear-change operation repeatedly and can finish gear shift or can not carry out clutch reposefully and continue and wait this generic operation whether good, will depend primarily on driver's operating method in most cases for existing manually operated type speed change gear.In other words, just can obtain good operability by driver's results of learning.
With above-mentioned opposite, when driving clutch and shift level, then there is not the part that depends on the driver operation content by motor.Therefore, can not gear shift or clutch continues when steadily or not carrying out according to driver's will, just might make the driver produce imbalance and feel.Particularly when common speed change, producing the gear shift vibrations in order not make, is to carry out the control that continues of clutch in steady mode slowly, is favourable and carry out continuing fast of clutch sometimes under following situation.
For example common when changing top grade, the driver will change high gear switch to place on-state after accelerator returns to the origin-location, finish and after clutch continues again the operation of opening accelerator in variable speed operation.But can consider that also some driver does not make the accelerator return and places on-state changing high gear switch sometimes, and open accelerator before on clutch continues again.
Equally, when kickdown, accelerator is return and connected the kickdown switch, and on variable speed operation is finished and continued, make the working state that becomes accelerator behind the clutch.But can consider that also some driver dallies sometimes, so that engine revolution during kickdown and the engine revolution after the kickdown are harmonious.Like this, consider that the accelerator operation in the gear shift can be different because of the driver, need various control with matching.
In addition, continuing when having removed the clutch that continues, even vehicle is under steam, in order to relax the speed change vibrations, also preferably with the low speed clutch that continues, if but vehicle in stagnation of movement the time, owing to can not produce the speed change vibrations, so preferably continue fast.
The object of the present invention is to provide and to address the above problem, can obtain electrodynamic type speed change gear and the shifting control method thereof of excellent operability.Particularly be characterised in that be contemplated under the little situation of speed change vibrations, different with the control that continues of common clutch, carry out fast the clutch control that continues.
To achieve these goals, the present invention carries out the interrupted of clutch linkedly with the variable-speed shaft rotation in the electrodynamic type speed change gear, and under common situation, control the sense of rotation and the speed of the variable-speed shaft that produces by drive motor according to first control content, and when clutch is in off state, when the revolution of motor demonstrates predetermined variation, control according to second control content different with above-mentioned first control content.
In addition, it is characterized in that when vehicle is in that roughly vehicle stop state carries out variable speed operation, after the connection state of removing clutch carries out speed change, make on clutch continues fast.
According to above-mentioned formation,,, just can carry out and the corresponding good speed Control of driver's accelerator operation owing to carried out second control corresponding to this operation when the driver operates accelerator in speed Control.Can also in vehicle driving, prevent under the suspended state of vehicle, to continue apace and go up clutch in the speed change vibrations.
According to the present invention, the driver is not operating the accelerator reposition to change high gear switch, before continuing upward again, clutch opens accelerator, or when kickdown, make under the situations such as the race of engine, because clutch in speed Control, when the driver operation accelerator, just continuing with it with matching, thus according to driver's intention, do not have the speed change that imbalance feels and just become possibility.
Fig. 1 is the planimetric map of operation unit that is equiped with the vehicle of electrodynamic type speed change gear of the present invention.
Fig. 2 is the fragmentary cross-sectional view of drive system major component structure that shows the electrodynamic type speed change gear of bright an embodiment of the present invention.
Fig. 3 is the schematic representation that sleeve combines with gear.
Fig. 4 is the oblique drawing of sleeve of the present invention.
Fig. 5 is the oblique drawing of gear of the present invention.
Fig. 6 is the part enlarged view of the protruding side tenon 32 of sleeve.
Fig. 7 is the part enlarged view of the recessed side tenon 42 of sleeve.
Fig. 8 shows the bonding state of bright protruding side tenon 32 and recessed side tenon 42.
Fig. 9 is the sleeved oblique drawing of elder generation.
Figure 10 is the cogged oblique drawing of elder generation.
Figure 11 is the functional block diagram that speed change is forbidden system.
Figure 12 schematically shows combining regularly of sleeve and gear earlier.
Figure 13 schematically shows combining regularly of sleeve of the present invention and gear.
Figure 14 is the block diagram of major component structure that shows the electrodynamic type speed change gear control system of bright an embodiment of the present invention.
Figure 15 is the block diagram of ECU100 structure shown in illustration Figure 14.
Figure 16 is the flow chart (one) of an embodiment of the present invention.
Figure 17 is the flow chart (its two) of an embodiment of the present invention.
Figure 18 is the flow chart (its three) of an embodiment of the present invention.
Figure 19 is the flow chart (its four) of an embodiment of the present invention.
Figure 20 is the flow chart (its five) of an embodiment of the present invention.
Figure 21 is the flow chart (its six) of an embodiment of the present invention.
Figure 22 is the time sequential routine figure of variable-speed shaft of the present invention.
Figure 23 is the time sequential routine figure (when changing top grade) of variable-speed shaft of the present invention and engine revolution.
Figure 24 is the time sequential routine figure (during kickdown) of variable-speed shaft of the present invention and engine revolution.
Figure 25 shows the relation of bright PID additive value and dutycycle.
The meaning of each label is as follows among the figure:
1, drive motor; 2, reduction gear; 3, variable-speed shaft; 5, speed change clutch; 10, the gear shift drum; 11, reverse shift fork; 28, angle transducer; 30, sleeve; 40, gear; 51, change high gear switch; 52, the kickdown switch.
The present invention is described in detail in detail with reference to the accompanying drawings.Fig. 1 is the operation unit planimetric map that is equiped with the vehicle of electrodynamic type speed change gear of the present invention.
In this operation unit, be provided with electric shift with changing high gear switch 51 and kickdown switch 52, the light-regulating switch 53 that headlight commutates, the light switch 54 of headlight ON/OFF conversion, the switch starter 55 and the stop switch 56 of motor.In this form of implementation, when depressing each Gear- shift switch 51,52 at every turn and making making operation, gear is just respectively along moving up and down one section.
Fig. 2 is the fragmentary cross-sectional view of drive system major component structure that shows the electrodynamic type speed change gear of bright an embodiment of the present invention.
As the drive motor 1 of electric actuator, by reduction gear 2 drive variable-speed shafts 3 just/counter-rotating.The pivotal position of variable-speed shaft 3 (angle) is surveyed via the angle transducer of being located on the one end 28.On an end of the clutch arm 6 that vertically extends from variable-speed shaft 3, being provided with the rotational transform that makes variable-speed shaft 3 is straight-line shifting mechanism 8.Shifting mechanism 8 makes variable-speed shaft 3 rotate from neutral position by motor 1, and is irrelevant with its sense of rotation, removes continuing of speed change clutch 5 at rotation process, and returns connection state once more in the process of neutral position in backward rotation.Clutch arm 6 constitutes with 8 of shifting mechanisms, when variable-speed shaft 3 in the moment that turns to predetermined angle (for example ± 6 °), promptly remove continuing of speed change clutch 5.
An end that is fixed in the principal arm 7 on the variable-speed shaft 3 engages with clutch mechanism 9 on being located at gear shift drum axle 8, by drive motor 1 variable-speed shaft 3 is rotated, and makes gear shift drum 10 agree to the sense of rotation rotation of variable-speed shaft.Principal arm 7 constitutes such clutch mechanism with clutch mechanism 9, when either direction is rotated, combine and make gear shift drum 10 to rotate at variable-speed shaft 3 from neutral position, and when the direction of returning neutral position is rotated, remove this bonding state gear shift drum 10 is stopped on this position with variable-speed shaft 3.
The front end of each reverse shift fork 11 is matched with relative Fig. 4 in the periphery ditch 31 of each sleeve 30 of aftermentioned, when each reverse shift fork 11 during corresponding to the rotation translation vertically of gear shift drum 10, each sleeve is promptly according to sense of rotation and angle of swing parallel moving on main shaft 4 of gear shift drum 10.
Fig. 4 is the oblique drawing of aforementioned sleeve 30, and it is got with respect to main shaft (omitting among the figure) and plugs together with the state that can slide vertically.Along the circumferential direction be formed with the ditch 31 that cooperates with above-mentioned reverse shift fork front end on the circumferential lateral surface of sleeve 30.On the peripheral part of the axis hole of sleeve 30, be formed with relative Fig. 5 and be described in a plurality of protruding side tenon 32 that the recessed side tenon 42 of the gear 40 of back combines, and become whole collar flange 33 with it.
Fig. 5 is the oblique drawing of said gear 40, and this gear free rotation ground supporting is on main shaft (omitting among the figure).On the peripheral part of the axis hole of gear 40, be formed with a plurality of recessed side tenon 42 that the protruding side tenon 32 with above-mentioned sleeve 30 matches, they and collar flange 43 whole formation.Fig. 3 generally shows the state when above-mentioned sleeve 30 is mutually combined by each tenon 32,42 with gear 40.
Fig. 9 and 10 is respectively the sleeve 38 of prior art and the oblique drawing of gear 48.Sleeve 38 be provided with a plurality of coaxial with the axis hole of gear respectively protruding side tenons 39 independently.But when each protruding side tenon 39 is independent formation,, must make each protruding side tenon 39 that bigger basal area is arranged in order to ensure full intensity is arranged.So in prior art, the mortise 49 of protruding side tenon 39 and gear 40 just increases with respect to the width proportion of sense of rotation, and protruding side tenon 39 is provided with 4 as shown in the figure approximately.
Figure 12 has schematically shown the relative position relation of protruding side tenon 39 and the mortise 49 of gear 48 of the sleeve 38 of prior art, and mortise 49 is about 2 times of width D 1 of protruding side tenon 39 in the width D 2 of sense of rotation.Therefore, the protruding side tenon 39 time T a that can not be coupled to (not matching joints) in the mortise 49 with can matching joint during Tb compare and will grow.
In contrast, in this form of implementation, because each protruding side tenon 32 is to form integral body with collar flange 33, as shown in figure 13, just can when former state keeps abundant intensity, the width D 3 of protruding side tenon 32 on sense of rotation and the width D 4 of the recessed side tenon 42 of gear 40 be shortened fully.So can make 32 pairs of mortises 46 of protruding side tenon not the time T a of matching joint and the time T b reduced in comparison of matching joint, and can improve the probability of matching joint.
In addition, in this form of implementation, because mortise 46 is narrowed down in the width D 5 of the sense of rotation difference with the width D 3 of protruding side tenon 32, thus the play after both are cooperated dwindles, and can reduce speed change vibrations and speed change noise.
Have again, in this form of implementation, as shown in Figure 6, can make the taper of protruding side tenon 32 get the bending of convex, on the other hand as shown in Figure 7, can make the taper cut-off wire of recessed side tenon 42, so just can make each tenon 32,42 do the line contact vertically as shown in Figure 8.So can when preventing that stress from concentrating and making tenon intensity to obtain substantive the raising, be improved durability and antifriction consumption.
Under said structure, when sleeve 30 moves to the precalculated position by reverse shift fork 11 is parallel, when 32 pairs of the protruding side tenons of sleeve 30 are incorporated in the mortise 46 of gear 40, as is generally known, promptly combine with main shaft 4 and synchronous rotation with respect to the gear of main shaft 4 by this sleeve with the idling conditions supporting.The result just sends main shaft 4 to by said gear by clutch shaft passes to jack shaft (all not showing bright) in figure rotatory force.
Have again, though do not show among the figure, but the motor on the vehicle that is installed in as the electrodynamic type speed change gear of controlling object of the present invention is four-stroke, in the power transmission from the crankshaft to the main shaft, the power of motor transmits by centrifugal clutch on the crankshaft and the clutch on the main shaft.Therefore, when the revolution of motor was under specified value, centrifugal clutch will be by the clutch that power is sent on the main shaft.Thereby when vehicle lay-off, can make gear to any speed threshold gear shift.
Figure 14 is the block diagram of control system major component structure that shows the electrodynamic type speed change gear of bright an embodiment of the present invention, and Figure 15 is the block diagram of the structure of ECU100 shown in illustration Figure 14.
In Figure 14, be connected aforementioned drive motor 1 between the MOTOR (+) of ECU100 end and MOTOR (-) end, be connected with vehicle speed sensor 26, the Ne sensor 27 of detecting engine revolution and the described angle transducer 28 of surveying aforementioned variable-speed shaft 3 rotation angles of the detection speed of a motor vehicle at sensor signal end S1, S2, S3 place respectively.On gear-shift command end G1, G2, be connected with aforementioned high gear switch 51 and the kickdown switch 52 of changing.
Within ECU100, as shown in figure 15, aforesaid MAIN end is connected on the power circuit 106 with the RELAY end, and 106 of power circuits link to each other with CPU101.Sensor as aforementioned signal end S1, S2, S3 link to each other with the input end of CPU101 by interface circuit 102.Aforementioned gear-shift command end G1, G2 then link to each other with the input end of CPU101 by interface circuit 103.
The shifting control method of electric speed-changing device of the present invention is described below with reference to the operation timing figure of the flow chart of Figure 16-21 and Figure 22.
Judge whether have certain Gear-shift switch to connect at step S10, after judging connection, judge in step S11 that promptly the Gear-shift switch of on changes high gear switch 51 or kickdown switch 52.Promptly enter step S13 at this when judging after change high gear switch 51 connects, and after judging that kickdown switch 52 is connected, enter step S13 after promptly in step S12, engine revolution Ne being stored as parameter Ne1.
At step S13, corresponding to the Gear-shift switch of being connected, each FET that constitutes aforementioned switches circuit 105 in the ECU100 is just from the moment t of Figure 22
1PWM control is done in beginning selectively.As a result, drive motor 1 beginning is rotated towards changing high-grade direction, is attached thereto movingly, and gear shift shaft 3 also begins to rotate towards changing high-grade direction.
On the other hand, when kickdown switch 52 was connected, under the form that makes FET 2., 4. still keep disconnecting, FET 1., 3. done PWM control with 100% dutycycle.As a result, drive motor 1 changes opposite beginning of high-grade direction and rotates towards the kickdown direction with aforementioned, is attached thereto movingly, and gear shift shaft 3 also begins to rotate towards the kickdown direction.
Like this, dutycycle is being set at 100% o'clock, just the energy acceleration shifting disconnects clutch apace.In addition, be variable-speed shaft to be designed to only to need to rotate 5-6 ° clutch is disconnected in this form of implementation.
In step S14, first timer (not shown) picks up counting, and is surveyed the rotation angle θ of aforementioned variable-speed shaft 3 by aforementioned angle transducer 28 at step S15.Judge the rotation angle θ that is detected at step S16
0Whether surpass the first benchmark angle θ
REF(, being ± 14 °) in this form of implementation (surpass be meant+more than 14 ° or below-14 °; Later on to this situation all write ± * * ° more than).
At this, when judging that rotation angle more than ± 14 ° the time, arrives the possibility height of regular slotting embedding (matching joint) position by reverse shift fork 11 parallel mobile sleeves, then just enter step 17, and as angle θ
0Do not reach ± more than 14 ° the time, can judge then that the sleeve no show is regular to insert clamped putting, so just enter step S30 described later.
When in moment t
2According to such rotation angle θ
0Detect when sleeve is parallel to move to regular slotting clamped putting, promptly first timer is resetted in step S17.At step S18, because the drive motor 1 in rotating is braked, corresponding to the Gear-shift switch of connecting, each FET of said switching circuit 105 is carried out PWM control selectively.
Specifically, in changing top grade, 2., 3. FET keeps the disconnection form, and FET 1., 4. done PWM control by 100% dutycycle.On the other hand, when kickdown, 1., 3. FET keeps the disconnection form, and FET 2., 4. be carried out PWM control by 100% dutycycle.As a result, drive motor is because short circuit becomes the rotation load, give variable-speed shaft 3 in the driving moment of changing high-grade direction or kickdown direction with braking action, the impact in the time of can weakening stopper on variable-speed shaft 3 butts all is favourable to improving intensity and reducing noise.In addition, to touch fashionable rotation angle with stopper be 18 ° for variable-speed shaft 3.
At the step S19 of Figure 17, second timer that is used for the predetermined brake time picks up counting, and judges at step S20 whether the timing time of second timer surpasses 15ms.When surpassing 15ms, the timing time of second timer just enters step S21, the control of the engine revolution (Ne) that describes in detail after carrying out.Then in moment t
3, after timing time surpasses 15ms, just enter step S22, second timer is resetted.
At step S23, corresponding to the Gear-shift switch of being connected, each EFT in the aforementioned switches circuit 105 is done PWM control selectively.Specifically,, make FET 1., 3. former state ground disconnects, and FET 2., 4. be carried out PWM control with 70% dutycycle when when changing top grade.On the other hand,, 2., 4. FET keep to be disconnected, and allow FET 1., 3. liken PWM control to 70% duty if when kickdown.As a result, because sleeve is to be pressed to gear side with more weak moment, before matching joint, is added to load on each tenon and alleviates and can keep the matching joint state reliably.
At step S24, the 3rd timer picks up counting, and judges at step S25 whether the timing time of the 3rd timer surpasses 70ms.Suppose that timing time does not surpass 70ms, then enter step 26 and carry out Ne control.When timing time surpasses 70ms, then the 3rd timer is resetted, in step S27, at moment t in step S27
4Begin the clutch described later control that continues.
In this form of implementation the upper limit time of aforementioned the 3rd timer according to respect to aforementioned Figure 13 illustrated fail matching joint during Ta decision.Specifically, the above-mentioned upper limit time (70ms) is to set like this, and the time of Ta has carried out and compressed control during having passed through at least.During this period, though protruding side tenon closes with recessed side joggle, because dutycycle reduces to 70%, the load that is added on each tenon is little, helps improving intensity.
In addition, the upper limit time of the 3rd timer is not limited to fixed value, and for example gear drive is when the scope of 1-3 speed, with 70ms is the upper limit, and when the scope of 4-5 speed, be the upper limit with 90ms, this upper limit time can be set changeably as the function of gear drive.
On the other hand, in abovementioned steps S16, judge rotation angle θ at Figure 16
0When not reaching first reference value, then this processing enters the step S30 of Figure 18.Whether the timing time of judging first timer at step S30 surpasses 200ms, judges during owing to beginning not surpass, and turns back to the step S16 of Figure 16 after step S31 carries out Ne control.
Timing time when first timer surpasses 200ms then, after judgement gear shift this time proves an abortion, first timer is resetted.At step S33, with reference to count value of charging into counter more described later, if reset mode (=0) then can judge and unexecutedly charge into control again and enter step S34, come into effect the control of charging into again described later.This is because if will take time when gear shift, makes the driver produce the imbalance sense sometimes.
If charge into counter again is SM set mode (=1), charges into control again although be judged as to have carried out, and gear shift is success not, continues in order not carry out gear shift and goes up clutch, just enter step S35.At step S35, make and charge into counter again and reset, at step S36, carry out the clutch described later control that continues.
Below with reference to the above-mentioned controlling method of charging into control again of the flowchart text of Figure 19.So-called to charge into control again be when handling parallel vertically mobile sleeve by reverse shift fork and fail to move to regular chimeric position, adds the tentative processing of moving (charging into) again of torque of regulation after mobile moment of torsion is temporarily reduced.
At step S40, the FET under PWM control, promptly when changing top grade be FET 2., 4., and when kickdown be FET 1., 3., its duty specific energy reduces to 20%.The result dies down by the driving moment that reverse shift fork 11 is added on the sleeve.
At step S41, begin the timing of the 4th timer, judge at step S42 whether the timing time of the 4th timer surpasses 20ms.If timing time does not surpass 20ms, then enter step S43 and carry out Ne control.When timing time surpasses 20ms, then the 4th timer is resetted at step S44, at step S45, make the above-mentioned counter set of charging into again.Make this processing turn back to the abovementioned steps S13 of Figure 16 then, because drive motor 1 carries out PWM control with 100% dutycycle once more, so on sleeve, be applied with big torque when initial.
In this form of implementation, as mentioned above, when not carrying out common gear shift and since be after the pressure torque of sleeve is temporarily weakened again with strong torque pressurizes, just carry out charging into again of sleeve easily.
State Ne control and clutch below before the detailed description and continue before the control operation, with reference to Figure 23, the purpose of the various controls of 24 explanations and the operation of summary thereof.
As shown in figure 22, in this form of implementation, when in moment t
1After making variable-speed shaft begin to rotate, in moment t
11Remove continuing of clutch, to moment t
3Variable-speed shaft finishes to rotate.Arrive t constantly then
4After carrying out pressure control, transfer to the control that continues of clutch.
At this moment, need be in order to relax speed change vibrations with the low speed clutch that continues, the rotational velocity of the variable-speed shaft 3 that in other words needs to slow down.On the other hand, because speed change speed depends on the rotational velocity of variable-speed shaft 3,, then should quicken the rotational velocity of variable-speed shaft 3 in order to realize speed change apace.
The present invention can satisfy above-mentioned two conditions simultaneously, for this reason, as shown in figure 22, at moment t
4To t
5Make variable-speed shaft 3 high speed rotating till near the angular range that is continued to clutch, and at moment t
5Later in the scope of clutch connection state with the variable-speed shaft 3 that slowly runs.Return control by above-mentioned two sections, in this form of implementation, can take into account and reduce the speed change vibrations and shorten the speed change time.
In addition, in this form of implementation, can regularly make best timing controlled to continuing of clutch according to each driver's accelerator operation.Figure 23 and 24 shows respectively and understands and changing high-gradely during with kickdown, continues after control and the Ne control position θ of variable-speed shaft by carrying out clutch
0State of changing with engine revolution Ne.
As shown in figure 23, when changing top grade, generally make accelerator return and connect and change high gear switch, carry out variable speed operation then and continue and go up clutch, open accelerator immediately, at this moment the revolution Ne of motor then changes shown in solid line a.In this case, variable-speed shaft controlled like that according to shown in solid line A, the B then.
But concerning the driver, plan sometimes not return accelerator and to operate and change high gear switch, before clutch continues, open accelerator again, driver at this moment since wish gear shift apace wish to continue rapidly on clutch.
In this form of implementation, when engine revolution Ne changes shown in solid line b, the driver do not made accelerator return and operated change high gear switch 51 and judge; And when engine revolution Ne presses solid line c and changes, accelerator is judged that than the clutch more Zao thing of having opened that continues constantly respectively with shown in solid line C, the D, the fast return of the clutch that directly continues is controlled.
For another shown in Figure 24, generally when kickdown, also make accelerator return the back and connect kickdown switch 52, open accelerator at the implementation variable speed operation and on continuing again behind the clutch again, the revolution Ne that starts during this changes shown in solid line a.The variable-speed shaft of this moment then shown in solid line A, B, is done two-part control.
But motor dallies sometimes when kickdown, goes up clutch even at this moment continue apace, and the gear shift vibrations are also few, thereby preferably continues apace and go up clutch.
In this form of implementation, when engine revolution Ne changed according to solid line b, c, the driver can carry out the fast return control shown in solid line C, the D after judging the race of engine.
Describe in detail now and realize that above-mentioned two-part returns the Ne that controls with fast return control and controls the operation that continues and control with clutch.Figure 20 is a flow chart of carrying out the controlling method of Ne control with abovementioned steps S21, S26, S31, S43.
In step 50, measure current engine revolution Ne.Upgraded according to the engine revolution Ne of above-mentioned now in the peak value retention value Nep of the step 51 couple engine revolution Ne that is measured so far and valley retention value Neb.At step S52, judgement is in changing top grade or in kickdown, if then enter step S56 when changing top grade, if then enter step S53 in kickdown.
Judge at step S56, by poor (Ne-Neb) of the valley retention value that is upgraded among the engine revolution Ne of step S50 measured now and the step S51 whether more than 50rpm.
Above-mentioned judgement is that accelerator cuts out not judgement when changing top grade, when above-mentioned difference when 50rpm is above, judge that then whether the driver returns accelerator and operated and changed high gear switch 51, or the moment on continuing than clutch has earlier been opened accelerator.In this case, should directly continue last clutch and enter step S55, the above-mentioned processing of end after setting fast return sign F, if above-mentioned difference is less than 50rpm, then can continue common control, not set fast return sign F, finish the control of above-mentioned engine revolution.
On the other hand, when in above-mentioned steps S52, judging in kickdown, whether poor (Ne-Ne1) that then judge the engine revolution Ne1 that is stored among the engine revolution Ne of above-mentioned now and the abovementioned steps S12 in step S53 be greater than 300rpm, when above-mentioned difference greater than 300rpm, then enter among the step S54, whether poor (Nep-Ne) that judge the peak value retention value Nep that upgraded by above-mentioned steps S51 and current engine revolution Ne be more than 50rpm.
Above-mentioned judgement is the judgement that whether driver makes the race of engine when changing top grade, when having affirmed the judgement of abovementioned steps S53 or S54, judge that then the driver has carried out idle running and entered step S55 when changing top grade, and this processing of end after setting up aforementioned fast return sign F.
Figure 21 shows the continue flow chart of controlling method of control of the bright clutch that is undertaken by above-mentioned steps S28, S36.
Judge at step S70 whether the speed of a motor vehicle is roughly zero.In this form of implementation,, be the angle on target θ of variable-speed shaft 3 when the speed of a motor vehicle is to be roughly zero and enter step S72 at 3km/hr with next judgement
TLast setting enters step S73 with behind the neutral position, and this is because be gear shift under the state that vehicle roughly stops, because the gear shift vibrations do not take place under such situation, preferably carries out the cause of fast slewing.
When in abovementioned steps S70, judging the speed of a motor vehicle greater than 3km/hr, then in step S71, the angle that makes the limited in rotation system of variable-speed shaft 3 by stopper (being ± 18 ° in this form of implementation) is only returned 6 ° of second benchmark angles that become (promptly ± 12 °) be set at angle on target θ
T, enter step S73 then.At step S73, measure the rotation angle θ of present variable-speed shaft 3 by angle transducer 28
0, carry out above-mentioned Ne control at step S74 then.
At step S75, can obtain the PID additive value of proportion integration differentiation (PID) control usefulness.Specifically, can try to achieve the present rotation angle θ that records by above-mentioned steps S73 respectively
0With angle on target θ
TPoor (θ
0-θ
T) the integral value integration (I) of represented ratio (P), P item and the differential value differential (D) of P item, again they additions.At step S76, determine the dutycycle that PWM controls according to the PID additive value of trying to achieve previously, at step S77, carry out PWM control.
Figure 25 shows the relation of bright aforementioned PID additive value and dutycycle, when the polarity of PID additive value is timing, can select positive dutycycle according to this value, and when the polarity of PID additive value when bearing, can select the dutycycle of bearing in view of the above.The polarity of the dutycycle here shows the combination of the FET that is subjected to PWM control, and for example 50% dutycycle means it is to make FET 2., 4. liken PWM control to by 50% duty, and-50% dutycycle shows that then FET 1., 3. controlled by PWM by 50% dutycycle.
At step S78, judge whether the timing time of the 6th timer surpasses 100ms, owing to do not begin the timing of the 6th timer at first, so enter step S79.At step S79, begin the timing of the 5th timer.At step S80, judge whether the timing of the 5th timer surpasses 10ms, do not surpass during owing to beginning, turn back to step S73, repeat every processing of above-mentioned steps S73-S80.
Then, at the moment of Figure 22 t
5, when the timing time of the 5th timer surpasses 10ms, then the 5th timer is resetted in step S81, judge at step S82 whether fast return sign F is in set condition.At this, when fast return sign F is in set condition, then can carry out fast return control in step S83, reducing 2 ° to 4 ° angle from present angle on target as new angle on target record, and when fast return sign F is not in set condition, then in step S84 the angle that reduces by 0.2 ° of gained from present angle on target as new angle on target record, in step S87, the 6th timer picks up counting.
On the other hand, in above-mentioned steps S78, whether the timing time of judging the 6th timer promptly resets the 6th timer in step S90 above behind the 100ms.At step S91, fast return sign F is resetted, in the PWM of step S92 end switch circuit 105 control.
When running at high speed or high engine speeds when rotating, when gear mechanism during, just have bigger engine braking effect from the neutral state gear shift, give motor with excessive load.For this reason, in this form of implementation, be provided with such speed change and forbid system, when the speed of a motor vehicle more than 10km/hr or engine revolution when surpassing 3000rpm, connect even change high gear switch 51, also can stop the control among aforementioned Figure 16.
Figure 11 is the functional block diagram that above-mentioned speed change is forbidden system.Neutral gear detection unit 81 is exported " H " level signal when gear mechanism is in neutral position.Speed of a motor vehicle detection unit 82 is worked as the speed of a motor vehicle and export " H " level signal more than 10km/hr.Speed change prohibition unit 86 is connected even then change high gear switch 51 when being output as " H " level with door (AND) circuit 85, also can stop the control among above-mentioned Figure 16.
Or door (OR) circuit 84 is exported " H " level signal when speed of a motor vehicle formulation portion 82 or engine revolution detection unit are output as " H " level; With door (AND) circuit 85 when or the door output of (OR) circuit 84 and neutral gear detection unit 81 then export " H " level signal when being output as " H " level.Speed change prohibition unit 86 is connected even then change high gear switch 51 when being output as " H " level with door (AND) circuit 85, also can stop the control among above-mentioned Figure 16.
But since the acceleration of 1 speed, when the speed of a motor vehicle more than the 10km/hr or engine revolution when 3000rpm is above, quickening again just to need the time under the state of neutral gear because of erroneous conversions, if additional have above-mentioned speed change to forbid system, also can add again with when car under steam when (for example the speed of a motor vehicle is greater than 3km/hr), forbid the system of conversion to neutral gear.
Claims (6)
1. the shifting control method of electrodynamic type speed change gear, described electrodynamic type speed change gear has:
Drive the variable-speed shaft that rotates by drive motor,
Survey the angle transducer of described variable-speed shaft pivotal position,
With the rotation of described variable-speed shaft interlock make clutch interrupted driving mechanism,
With interlock with the rotation of described variable-speed shaft, the gear of change wheel;
It is characterized in that:
Make the sense of rotation of the variable-speed shaft that above-mentioned drive motor produces and speed according to gear-shift command, usually the time, control according to first control content, and when clutch is in off state, after the revolution of motor shows predetermined variation, then control according to second control content different with above-mentioned first control content.
2. the electrodynamic type speed change gear has
Drive the variable-speed shaft that rotates by drive motor,
Survey the angle transducer of described variable-speed shaft pivotal position,
Interlock makes the interrupted driving mechanism of clutch with the rotation of above-mentioned variable-speed shaft,
It is characterized in that, also comprise:
Storage device, the sense of rotation and speed and second control content different of aforementioned variable-speed shaft when it stores about interrupted clutch with above-mentioned first control content;
Control gear, it makes described drive motor rotate towards predetermined direction according to predetermined speed according to above-mentioned each control content;
And above-mentioned control gear is controlled according to above-mentioned first control content usually the time, and when clutch is in off state, is then controlled according to above-mentioned second control content after engine revolution presents predetermined variation according to gear-shift command.
3. the described electrodynamic type speed change gear of claim 2 is characterized in that, described second control content when changing top grade the 3rd control content and the 4th control content during kickdown constitute; Above-mentioned control gear is then controlled according to above-mentioned the 3rd control content when changing top grade when engine revolution demonstrates aforementioned predetermined variation, then controls according to above-mentioned the 4th control content when kickdown.
4. the shifting control method of electrodynamic type speed change gear, this electrodynamic type speed change gear has:
Drive the variable-speed shaft that rotates by drive motor,
Interlock makes the interrupted driving mechanism of clutch with the rotation of described variable-speed shaft,
The interlock with the rotation of described variable-speed shaft, the gear of change wheel;
It is characterized in that,
When having removed the clutch that continues on continuing in that above-mentioned variable-speed shaft is rotated, when the speed of a motor vehicle greater than predetermined speed, carry out first program, when the speed of a motor vehicle is then carried out second program different with first program less than predetermined speed.
5. the shifting control method of the described electrodynamic type speed change gear of claim 4 is characterized in that, described second program be to variable-speed shaft rotate control make that clutch continues immediately on.
6. the shifting control method of claim 4 or 5 described electrodynamic type speed change gears is characterized in that, aforementioned predetermined speed is to judge that vehicle is in the roughly speed of vehicle stop state.
Applications Claiming Priority (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP268191/97 | 1997-09-13 | ||
| JP26819197A JP3709954B2 (en) | 1997-09-13 | 1997-09-13 | Electric transmission and its shift control method |
| JP268197/1997 | 1997-09-13 | ||
| JP26819797A JP3709956B2 (en) | 1997-09-13 | 1997-09-13 | Shift control method for electric transmission |
| JP268197/97 | 1997-09-13 | ||
| JP268191/1997 | 1997-09-13 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1211694A true CN1211694A (en) | 1999-03-24 |
| CN1191438C CN1191438C (en) | 2005-03-02 |
Family
ID=26548204
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB981167586A Expired - Fee Related CN1191438C (en) | 1997-09-13 | 1998-07-31 | Electric speed variator and its speed variating controlling method |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN1191438C (en) |
| CA (1) | CA2246884C (en) |
| MY (1) | MY125862A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103261753A (en) * | 2011-02-15 | 2013-08-21 | 日本精工株式会社 | Continuously variable transmission for vehicle |
| CN105987164A (en) * | 2015-03-17 | 2016-10-05 | 通用汽车环球科技运作有限责任公司 | Manual transmission active speed matching |
| CN110678674A (en) * | 2017-05-29 | 2020-01-10 | 株式会社电装 | Shift gear control device |
-
1998
- 1998-07-31 CN CNB981167586A patent/CN1191438C/en not_active Expired - Fee Related
- 1998-09-10 MY MYPI9804154 patent/MY125862A/en unknown
- 1998-09-10 CA CA 2246884 patent/CA2246884C/en not_active Expired - Fee Related
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103261753A (en) * | 2011-02-15 | 2013-08-21 | 日本精工株式会社 | Continuously variable transmission for vehicle |
| CN105987164A (en) * | 2015-03-17 | 2016-10-05 | 通用汽车环球科技运作有限责任公司 | Manual transmission active speed matching |
| CN110678674A (en) * | 2017-05-29 | 2020-01-10 | 株式会社电装 | Shift gear control device |
| CN110678674B (en) * | 2017-05-29 | 2021-02-09 | 株式会社电装 | Shift gear control device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN1191438C (en) | 2005-03-02 |
| MY125862A (en) | 2006-08-30 |
| CA2246884A1 (en) | 1999-03-13 |
| CA2246884C (en) | 2006-05-23 |
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