Classifications

• • 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
  • F16H61/0059—Braking of gear output shaft using simultaneous engagement of friction devices applied for different gear ratios
• • 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
  • F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
• • 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
  • F16H57/00—General details of gearing
  • F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
  • F16H2057/0012—Vibration-damping or noise reducing means specially adapted for gearings for reducing drive line oscillations
• • 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
  • F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
  • F16H2061/205—Hill hold control, e.g. with torque converter or a friction device slightly engaged to keep vehicle stationary
• • 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
  • F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
  • F16H2061/207—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control by neutral control
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
  • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
  • F16H3/62—Gearings having three or more central gears
  • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
  • F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX

Definitions

• the invention relates to a method for controlling an automatic gearbox such as a gearbox Le Pelletier with two epicyclic gear trains.
• Such a gearbox which is represented in FIG. 1 comprises a primary shaft 1 or input shaft, coupled to a motor shaft 2 via a hydraulic clutch or visco-coupler 3, the assembly being mounted along AX axis.
• the first epicyclic gear 4 comprises a fixed internal sun gear 5, an external sun gear 6 rigidly integral with the input shaft 1, and a single satellite door 7 carrying a sun gear 8.
• the satellite 8 is engaged in the internal sun gear 5 and in the outer planetary 6.
• the second epicyclic gear 9 comprises a double satellite carrier 11 carrying two planet gears.
• the first pinion said small satellite 12 and the second pinion said large satellite 13 are intermeshed in one another being able to rotate relative to the satellite door.
• the small planet pinion 12 is the one that is closest to the axis AX, and the large planet pinion 13 is surrounded by an external sun gear 14 being engaged in this external sun gear 14.
• This external sun gear 14 constitutes the output member of this gearbox, it corresponds to its output shaft or secondary shaft.
• This second epicyclic gear 9 also comprises a small internal sun gear 16 which is geared in the small sun gear 12, and a large internal sun gear 17 geared in the large pinion gear 13.
• the first epicyclic gear 4 and the second epicyclic gear 9 can be linked in rotation to each other or through the small sun gear internal 16 or through the large internal sun gear 17.
• a first actuator in the form of a clutch 18 makes it possible to secure the simple satellite carrier 7 of the first epicyclic gear train 4 to the small internal sun gear 16 of the second epicyclic gear train 9.
• a second actuator in the form of a a clutch 19 is provided for securing the single satellite carrier 7 of the first gear 4 to the large internal sun gear 17 of the second gear.
• This gearbox comprises four other actuators, namely a third clutch 21 and a fourth clutch 22 and two brakes identified by 23 and 24. It also comprises a freewheel 25 connecting the frame (hatched) to the double satellite door 11.
• the third clutch 21 makes it possible to rotate the primary shaft in rotation with the double satellite door 11
• the fourth clutch 22 makes it possible to lock the visco-coupler by rotating the motor shaft 2 in rotation with the input shaft 1.
• the first brake 23 which is carried by the chassis makes it possible to block in rotation the large internal sun gear 17 and the second brake 24 which is also carried by the frame makes it possible to block in rotation the double satellite gate 11.
• the driving shaft 2 the primary shaft 1, the single satellite carrier 7, the double satellite carrier 11, the external planetaries 6 and 14 as well as the small and the large internal sun gear 16 and 17 are able to turn around the axis AX.
• the pinion 8 is rotatable relative to the simple satellite door 7, by rotating about the axis AX8 which is parallel to the axis AX while being spaced therefrom.
• the small and large satellites 12 and 13 are pivotable relative to the double satellite gate 11 by pivoting respectively about axes AX12 and AX13, these axes being also parallel to the axis AX while being spaced therefrom.
• the various actuators namely the four clutches 18, 19, 21 and 22 and the two brakes 23 and 24 are driven from an electronic unit (not shown) to successively engage the reports of the gearbox.
• the visco-coupler 3 is a clutch that can remain long sliding, unlike a disc clutch. It also makes it possible to absorb the jumps of torque while the various actuators are controlled to cause a gear change.
• the fourth clutch 22 which makes it possible to rotate the motor shaft and the primary shaft in rotation can be closed in order to cancel any slippage within the visco-coupler. This closure is usually controlled when the vehicle is traveling at a higher speed, for example, at 30 or 40 km / h while the operating conditions show that a change of gear will not be triggered immediately.
• This gearbox includes six gears and a reverse gear. The selection of a report is made on the basis of the table below which gives for each report the state of each of the actuators.
• the large pinion gear 13 is rotated by the small satellite 12, and it drives in rotation the outer sun gear 14 which is the output member of the gearbox.
• the freewheel 25 allows to allow a rotation of the double satellite door 11 when the vehicle decelerates, which limits the jolts.
• the driver can also control an so-called first-imposed mode, in which the actuators are in the same states as in the first automatic, with the difference that the second brake 24 is then closed to completely block the double satellite gate 11.
• US patent application US4784020 teaches opening a clutch interposed between the input shaft and the output shaft when the vehicle has been stationary for a sufficient time.
• the object of the invention is to overcome this disadvantage by proposing other solutions for uncoupling the input shaft and the output member, with which the restart can be controlled without risk of degradation of components of the gearbox while preventing the vehicle from backing up.
• the subject of the invention is a method for controlling an automatic gearbox comprising various transmission elements mounted in a frame, these elements including an input shaft connected by a visco-coupler to a driving shaft of the vehicle, a rotary output member, at least one epicyclic gear train including a satellite carrier and planet gears as well as an inner sun gear and an outer sun gear, a plurality of brake and / or clutch actuators operable to be in an open state , closed or sliding, each brake being able to block in rotation an element relative to the frame and each clutch being able to join two rotating elements, in which when the vehicle is stationary, the actuators are actuated to uncouple the shaft of input of the output member and to slow down or lock in rotation the input shaft, to stop the transmission of acyclisms between the motor shaft and the output member.
• the primary shaft of the gearbox is either immobilized or slowed down when the vehicle is immobilized.
• the restart can thus be controlled by starting, if necessary, by first closing the actuator (s) enabling the primary shaft to be connected in rotation with the output member, and then opening the actuator (s) which brakes or blocks this shaft. primary.
• the invention also relates to a method as defined above for controlling a gearbox including a first epicyclic gear including an external sun gear rigidly secured to the input shaft and a fixed internal sun wheel and a satellite door a single planet gear geared in the outer sun gear and the inner sun gear, a second epicyclic gear including an external sun gear constituting the rotary output member and a small internal sun gear and a large sun gear and a double planet carrier carrying a first and a second planet gear meshing with each other, the first satellite also being meshing with the small inner sun gear, the second satellite also being meshing with the large inner sun gear as well as with the external sun gear forming the output member; gearbox also including a first and a second clutch for securing in rotation the single satellite door respectively to the small internal sun gear and the large internal sun gear, a third clutch for securing in rotation the double satellite gate to the input shaft, and a first brake for locking in
• the invention also relates to a method for controlling an automatic gearbox as defined above in which the isolation of the transmission of acyclisms is ensured by controlling the third clutch and the second brake to close them. in order to lock the primary shaft, by controlling the first clutch to close it so as to block the output member, the second clutch and the first brake being kept open.
• the invention also relates to a method for controlling an automatic gearbox as defined above in which the isolation of the transmission of acyclisms is ensured by controlling the first and the second brake to close them in order to blocking the output member, by controlling the first clutch to close it to block the input shaft, the second and third clutch being kept open.
• the invention also relates to a method for controlling an automatic gearbox as defined above in which the isolation of the transmission of acyclisms is ensured by controlling the first and the second brake to close them in order to blocking the output member, by controlling the first clutch so that it is slippery in order to brake the input shaft, the second and third clutch being kept open.
• FIG. 1 already described is a schematic representation showing the architecture of a known automatic gearbox type '' Le Pelletier '';
• FIG. 2 already described shows the state of the various actuators of the gearbox of FIG. 1 when the first gear is engaged while the gearbox is in automatic mode;
• - Figure 3 already described shows the state of the various actuators of the gearbox of Figure 1 when the first gear is engaged by being imposed by the driver;
• FIG. 4 shows the state of the actuators of the gearbox of FIG. 1 according to a first variant of the control method according to the invention
• FIG. 5 shows the state of the actuators of the gearbox of FIG. 1 according to a second variant of the control method according to the invention
• FIG. 6 shows the state of the actuators of the gearbox of FIG. 1 according to a third variant of the control method according to the invention
• FIG. 7 shows the state of the actuators of the gearbox of FIG. 1 according to a fourth variant of the control method according to the invention
• - Figure 8 shows the state of the actuators of the gearbox of Figure 1 according to a fifth variant of the control method according to the invention.
• FIG. 9 shows the state of the actuators of the gearbox of FIG. 1 according to a sixth variant of the control method according to the invention.
• the idea underlying the invention is to control the actuators of this gearbox so as to slow down or immobilize the primary shaft to reduce or eliminate the transmission of vibrations vis-à-vis the vehicle without penalizing the subsequent restart of the vehicle.
• This uncoupling is triggered for example when the vehicle is stationary for a predetermined period such as a few seconds.
• This disengagement is disabled for example when the driver releases the brake pedal, or when depressing the accelerator pedal.
• the first imposed or automatic passage during restart can be achieved by first closing the first clutch, then opening the other actuators.
• the first clutch does not have to be closed under torque when restarting since the primary shaft is then stationary, or rotates at a regulated speed which is low.
• Figures 2 to 10 there is shown the various bodies of the gearbox and their states, namely blocked, free, rotating, or rotating at a controlled speed.
• the bodies represented in solid black line are blocked.
• the organs represented in black line with white dots are free to rotate.
• the organs represented in black and white line are rotary.
• the bodies shown in black lines and discontinuous white lines are in regulated rotation.
• a cross is affixed to each actuator, clutch or brake, when it is closed, and the letter G is affixed to each actuator, clutch or brake, when it is in a sliding state.
• the uncoupling is obtained by controlling the second brake 24 and the third clutch 21 to be closed.
• the other actuators that is to say the first, second and fourth clutches 16, 17 and 22 and the first brake 23 are controlled to be open.
• the double satellite gate 11 is blocked by the brake 24 and the input shaft 1 is also blocked because it is secured to the double satellite door 11 by the clutch 21.
• the simple satellite door 7 is also locked in rotation since it is rotatably connected to the primary shaft 1 which is blocked.
• the small and large internal sun gear 16 and 17 as well as the small and large satellites 12, 13 and the outer sun gear 14 are in turn free to rotate while being rotated relative to each other.
• the output member 14 is completely uncoupled from the input shaft 1, and therefore from the drive shaft 2, while being free to rotate.
• the primary shaft 1 is in turn locked in rotation.
• the restart then consists of closing the clutch 18, then opening the clutch 21 and the brake 24.
• the uncoupling is obtained by controlling the second brake 24 to be closed, and the third clutch 21 to be in a slippery state.
• the other actuators that is to say the first, second and fourth clutch 16, 17 and 22 and the first brake 23 are controlled to be open.
• the double satellite gate 11 is locked in rotation by the brake 24, and the primary shaft 1 rotates having its rotational speed regulated by the clutch 21 which is in a sliding state.
• the simple satellite gate 7 thus also rotates at a controlled speed since it is driven by the motor shaft, via the external sun gear 7 which is rigidly secured to the primary shaft.
• the small and large internal sun gear 16 and 17 as well as the small and large satellites 12, 13 and the outer sun gear 14 are in turn free to rotate while being rotated relative to each other.
• the output member 14 is completely uncoupled from the input shaft 1, and therefore the motor shaft 2, while being free to rotate.
• the primary shaft rotates slightly being driven by the drag torque of the visco-coupler 3, while having its speed regulated by the third clutch 21 which is slippery.
• the restart then consists of closing the first clutch 18 and then opening the third clutch 21 and the second brake 24.
• the uncoupling is obtained by controlling the second brake 24 so that it is slippery, and the third clutch 21 to be closed.
• the other actuators that is to say the first, second and fourth clutch 16, 17 and 22 and the first brake 23 are controlled to be open.
• the double satellite gate 11 and the primary shaft 1 are thus secured in rotation, and they rotate at a speed which is regulated by the sliding of the second brake 24.
• the simple satellite gate 7 also rotates at a regulated speed since it is driven by the motor shaft, via the outer sun gear 7 rigidly secured to the latter.
• the small and large internal sun gear 16 and 17 as well as the small and large satellites 12, 13 and the external sun gear 14 are in turn free to rotate.
• the double satellite gate 11 rotates about the AX axis at a controlled speed, it can not transmit torque to the external sun gear 14 since it is only driven by the large satellite 13 which is completely free to turn. relative to its axis of rotation.
• the double satellite gate rotates about the AX axis at a controlled speed, but the large satellite 13 and the small satellite 12 rotate on themselves, so that they do not carry the large sun gear 14 which is thus free to turn.
• the output member 14 is completely uncoupled from the input shaft 1, and therefore from the drive shaft 2, while being free to rotate.
• the primary shaft rotates slightly being driven by the drag torque of the visco-coupler 3, while having its speed regulated by the second brake 24 which is slippery.
• the restart consists of closing the first clutch 18, then opening the third clutch 21 and the second brake 24.
• uncoupling is obtained by controlling the first and third clutches 18 and 21, as well as the second brake 24 so that they are all three closed.
• the other actuators, that is to say the second and fourth clutch 19 and 22 and the first brake 23 are controlled to be open.
• the double satellite gate 11 is blocked by the second brake 24, and the primary shaft is also blocked because it is secured to the double satellite door by the third clutch 21.
• the simple satellite door 7 thus rotates also at a controlled speed since it is driven by the drive shaft, via the outer sun gear 7 which is rigidly secured to the primary shaft 1.
• the small inner sun gear 16 is also blocked because it is rigidly secured by the first clutch, the outer planet 7 which is itself blocked because it is rigidly secured to the primary shaft 1 by design.
• the small satellite 12 is also blocked because it is carried by the double satellite gate 11 which is blocked by the second brake 24, while being meshed in the small internal planetary 16 which is also locked in rotation. As a result, the large satellite 13 is also blocked, which ensures the locking of the external sun gear 14.
• the output member 14 is completely uncoupled from the drive shaft 2, while being locked in rotation, which makes it possible to brake the vehicle, either directly or with another braking system fitted to the vehicle.
• the primary shaft is also completely locked in rotation.
• the restart consists in opening the third clutch 21 and the second brake 21.
• the uncoupling is obtained by controlling the first clutch 18, as well as the two brakes 23 and 24 so that they are all three closed.
• the other actuators that is to say the second, the third and the fourth clutch 19, 21 and 22 are controlled to be open.
• all moving parts of the gearbox are locked in rotation.
• the large satellite 13 is locked in rotation since it is carried by the double satellite gate 11 which is blocked by the second brake 24, while being engaged in the large internal sun gear 17 which is also locked in rotation by the first brake 23.
• the outer sun gear 14 is thus locked in rotation since it is meshed in the large satellite 13 which is blocked.
• the small internal sun gear 16 is also locked, since it is geared in the small satellite 12 which is blocked because it is meshed in the large satellite 13, itself blocked, while being carried by the double satellite door 11 which is blocked by the second brake 24.
• the primary shaft 1 is also locked in rotation since it is connected in rotation to the external sun gear 19 which is itself rigidly secured to the small inner sun gear 16 which is blocked, as indicated above.
• the output member 14 is completely uncoupled from the motor shaft 2, while being locked in rotation, which allows braking the vehicle, either directly or qv another braking system equipping the vehicle .
• the primary shaft is also completely locked in rotation. The restart is simply to open the first and the second brake 23 and 24.
• uncoupling is obtained by controlling the brakes 23 and 24 so that they are both closed, but by controlling the first clutch 18 so that it is slippery.
• the other actuators that is to say the second, the third and the fourth clutch 19, 21 and 22 are controlled to be open.
• the large satellite 13 is locked in rotation since it is carried by the double satellite gate 11 which is blocked by the second brake 24, while being engaged in the large internal sun gear 17 which is also locked in rotation by the first brake 23.
• the outer sun gear 14 is thus blocked since it is engaged in the large satellite 13 which is blocked.
• the small internal sun gear 16 is also locked, since it is geared in the small satellite 12 which is blocked because it is meshed in the large satellite 13 which is blocked, while being carried by the double satellite gate 11 which is blocked by the second brake 24.
• the primary shaft 1 rotates at a speed which is regulated by the first clutch 18 which is slippery, this clutch connecting the small inner sun gear 16 which is blocked, to the outer sun gear 7 which is rigidly secured to the primary shaft 1, by design .
• the output member 14 is completely uncoupled from the drive shaft 2, while being locked in rotation, which makes it possible to brake the vehicle, either directly or with another braking system fitted to the vehicle .
• the primary shaft rotates slightly being driven by the drag torque of the visco-coupler 3, while having its speed regulated by the first clutch 18 which is slippery.
• the restart consists of first closing the first clutch 18 completely, then opening the first and second brakes 23 and 24.
• the gearbox is controlled to uncouple the output member from the primary shaft, completely blocking the primary shaft.
• the gearbox is controlled to uncouple the output member from the primary shaft while regulating the rotational speed of this primary shaft, by acting on a brake or a clutch. who is in a slippery state.
• This regulation of the speed of the primary shaft makes it possible to limit the expenditure of energy resulting from the residual torque exerted by the visco-coupler 3 on the primary shaft when the vehicle is stationary, so that it allows to limit the consumption of the vehicle. In other words, the power dissipated by the visco-coupler is then reduced because the speed difference between the motor shaft and the primary shaft is itself reduced.
• the output member 14 is locked in rotation, which allows to exert a braking force on the vehicle wheels, directly from the gearbox.
• hill assist also referred to as “hill assist”
• controlling the actuators to switch from the current state to the state of Figure 2, wherein only the first clutch is closed, which ensures that the vehicle does not back with braking from the gearbox, while driving these actuators so that the engine torque is gradually applied to the output member 14.
• the method according to the invention is applied to a six-speed automatic gearbox.
• the method according to the invention namely to drive the actuators to slow down or brake the input shaft and to uncouple the output member when the vehicle is stationary, is not limited to an automatic six-speed gearbox. gear ratios and applies to other automatic gearboxes, including in particular an epicyclic gear train.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Structure Of Transmissions (AREA)
• Control Of Transmission Device (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=39113934

Family Applications (1)

Country Status (3)

Family Cites Families (6)

• 2007
  • 2007-07-18 FR FR0756560A patent/FR2919035B1/fr not_active Expired - Fee Related
• 2008
  • 2008-06-27 WO PCT/FR2008/051179 patent/WO2009019351A2/fr active Application Filing
  • 2008-06-27 EP EP08806107A patent/EP2171317A2/de not_active Withdrawn

Non-Patent Citations (1)

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