RU2038228C1 - Method of clashless gearshifting - Google Patents

Abstract

FIELD: automobile electronic devices. SUBSTANCE: method comes to taking readings of angular velocity pickups of gearbox countershaft and mainshaft with subsequently processing the readings in vehicle computer. During processing mean angular velocities mathematical expectations are linearized and are linearly extrapolated by points of phase-time plane found by arithmetically averaging the results of measurements, and moment of time of coincidence of mathematical expectations of angular velocities of shifted-in gear and mainshaft and moments of time of sending the commands to clutch and gears shifting actuating mechanisms are determined and found is throttling up time in case of delay in engagement of new gear at indicated moment of coincidence of mean angular velocities for provision of successful completion of gearshifting process. EFFECT: increased service life of synchronizers or possibility of dispensing with synchronizers. 4 cl, 2 dwg

Description

 The invention relates to automotive electronics and can be used for shockless transmission by means of automation.

A known method of automatic gear shifting, allowing you to align the angular velocity of the leading and driven transmission elements using the engine [1]
The disadvantage of this method is the lack of mathematically calculated gear shifting conditions.

Closest to the proposed is a method of automatic gear shifting, determining the need and direction of shifting using the calculated threshold values of the engine speed [2]
However, it allows you to determine only the moment of transition to a new gear, i.e., the beginning of the gear shift process, and does not take into account the known duration of this process in time. In addition, this method involves the implementation of the inclusion of a new gear with a difference in the angular speeds of the gear and the secondary shaft of the gearbox, which at best is suppressed by the synchronizer, i.e. in this method, the moment of equalization of the angular velocities for shockless gear engagement is not determined, but proceed from the presence of an impact.

 The purpose of the invention is to ensure shock-free transmission and thereby extend the service line of synchronizers or a complete rejection of them.

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(1)
ω $\genfrac{}{}{0ex}{}{\text{(2}}{\text{КП}}$ ⁾=

(ω_кп) $\genfrac{}{}{0ex}{}{\text{(}}{\text{i}}$ ²⁾, ω $\genfrac{}{}{0ex}{}{\text{(j}}{\text{K2}}$ ⁾=

(ω_K2) $\genfrac{}{}{0ex}{}{\text{(}}{\text{i}}$ ^j); (2)
t^(j)=

t $\genfrac{}{}{0ex}{}{\text{(}}{\text{i}}$ ^j) (j 1,2); (3)
t_сц=t_совп- Δt_сц- Δt_оп; (4)
t_вкл=t_совп- Δt_вкл, (5) где (ω_кп)_i ⁽²⁾ результаты измерений угловой скорости промежуточного вала, отнесенной к включаемой шестерне, в моменты времени t₁ ^(2),.t_n(^2);
(ω_k2)_i ^(j) результаты измерений угловой скорости вторичного вала в моменты времени t₁ ^(j),t_n ^(j) (j=1, 2; t_n ⁽¹⁾<t₁ ⁽²⁾);
Δt_сц время работы исполнительного механизма управления сцеплением;
Δt_оп промежуток времени опережения момента включения передачи моментом выключения сцепления;
Δt_вкл время работы исполнительного механизма включения передачи.The goal is achieved in that in the known method of automatic gear shifting after determining the need and direction of shifting, when the neutral is engaged, the clutch is engaged and the fuel is cut off, the readings of the angular velocity sensors installed on the intermediate and secondary shafts of the gearbox perform linear extrapolation of the angular speed of the gear engaged the value of ω _KP ^{(2) of} its average angular velocity at time t ⁽²⁾ and the acceleration e ^(-) or e ^{(+) of} this gear when the fuel supply ceases or, respectively, when it is fully supplied, a linear extrapolation of the angular velocity of the secondary shaft is performed according to the values of ω _K2 ⁽¹⁾ , ω _K2 ^{(2) of} its average angular velocity, respectively, at moments t ⁽¹⁾ , t ⁽²⁾ and the moment t _PPSR match angular velocities and torques t _ai, t _oN commands to the clutch, and the inclusion of new transmission according to relations
t _coinc = t ⁽²⁾ +

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(1)
ω $\genfrac{}{}{0ex}{}{\text{(2}}{\text{KP}}$ ⁾ =

(ω _kp ) $\genfrac{}{}{0ex}{}{\text{(}}{\text{i}}$ ²⁾ , ω $\genfrac{}{}{0ex}{}{\text{(j}}{\text{K2}}$ ⁾ =

(ω _K2 ) $\genfrac{}{}{0ex}{}{\text{(}}{\text{i}}$ ^j) ; (2)
t ^(j) =

t $\genfrac{}{}{0ex}{}{\text{(}}{\text{i}}$ ^j) (j 1,2); (3)
t _sc = t _coinc - Δt _sc - Δt _op ; (4)
t _on = t _coincide - Δt _on , (5) where (ω _kp ) _i ^{(2) the} results of measurements of the angular speed of the intermediate shaft, referred to the gear included, at time t ₁ ^(2), .t _n ( ^2);
(ω _k2 ) _i ^{(j) the} results of measurements of the angular velocity of the secondary shaft at time t ₁ ^(j) , t _n ^(j) (j = 1, 2; t _n ⁽¹⁾ <t ₁ ⁽²⁾ );
Δt _sc ; clutch actuator operating time;
Δt _{op the} time interval leading the moment of turning on the transmission by the moment of disengaging the clutch;
Δt _on the operating time of the actuator for turning on the gear.

New features in the present invention are
determining at the stage of starting a new transmission the values of the angular speeds of rotation of the gear and the secondary shaft of the gearbox at some points in time t ₁ , t _N ;
extrapolation of angular velocities from their determined values at time t ₁ , t _N ;
determination at the stage of starting a new transmission of moments of time for giving commands to disengage the clutch and to engage the transmission.

Additional new features are
use at the stage of switching on a new transmission of average angular velocities (mathematical expectations of angular velocities) of the intermediate and secondary shafts;
using at the stage of starting a new transmission a linear time dependence of average angular velocities (for the intermediate shaft when the fuel is stopped or completely supplied);
linear extrapolation of the average angular velocity of the engaged gear by its value ω _kp ⁽²⁾ at time t ⁽²⁾ and the acceleration e ^(-) or e ^{(+) of} this gear when the fuel is cut off or, accordingly, when it is completely supplied, and linear extrapolation of the average angular velocity of the secondary shaft from its values ω _к2 ⁽¹⁾ , ω _к2 ^(2), respectively, at time instants t ⁽¹⁾ , t ⁽²⁾ ;
determination at the stage of starting a new transmission of the moment of coincidence of average angular velocities;
use of arithmetic mean values of readings of angular velocity sensors;
determination of the engine pre-gas timing during gear shifting.

The determination at the stage of starting a new transmission of values of the angular speeds of rotation of the gear and the secondary shaft of the gearbox at some points in time t ₁ , t _N allows you to extrapolate these speeds.

The extrapolation of the angular velocities of the engaged gear and the secondary shaft from their determined values at times t ₁ , t _N allows one to find with anticipation the moment of coincidence of these speeds through the point of intersection of two lines on the plane of change t, ω.

 The determination at the stage of switching on a new transmission of instants of time for issuing commands to deactivate the clutch and to engage a new transmission allows timely inclusion of a new transmission.

 The use at the stage of switching on a new transmission of average angular velocities (mathematical expectations of angular velocities) can improve the accuracy of determining the moment of coincidence of angular velocities.

 Using at the stage of switching on a new transmission a linear time dependence of average angular velocities makes it possible to obtain relations, simple from a computational point of view, for determining the moment of coincidence of average angular velocities.

 Linear extrapolation of average angular velocities reduces the number of angular velocity measurements.

 The determination at the stage of starting a new gear of the moment of coincidence of the average angular velocities allows avoiding a possible impact between the teeth of the clutch of the gear and the internal teeth of the gear when switching on the new gear.

 Using the arithmetic mean values of the readings of the angular velocity sensors allows you to find the points of the mathematical expectation lines of the angular velocities, as follows from the law of large numbers (since the values of the random process, measured independently from each other at different points in time, belong to independent implementations of this process).

 Determining the pre-gas timing of the engine during the gear shift allows you to avoid possible repeated attempts not to miss the moment of coincidence of angular speeds.

 In FIG. 1 shows graphs of average angular velocities of the engaged gear and the secondary shaft, indicating individual sections of the process of engaging a new gear; in FIG. 2 the same, in the case of pre-gas engine.

 The method is as follows.

As soon as the computer identifies the need and direction of gear shifting, they set the neutral and stop the fuel supply (i.e., the intermediate shaft is braked by the engine). Take readings of angular velocity sensors mounted on the intermediate and secondary shafts. Based on these readings, the on-board computer calculates from the relations (1) - (3) the moment of coincidence of the angular velocities of the gear and the secondary shaft being turned on. Check the inequality
t _coinc ≥ t _n ⁽²⁾ + Δt _subt + max {Δt _sc +
+ Δt _op , Δt _on } (6) where Δ _subtract the on-board computer calculation time based on the readings of the angular velocity sensors.

t $\genfrac{}{}{0ex}{}{\text{(}}{\text{n}}$ ²⁾-t⁽²⁾+2Δt_выч+ Δt_изм+
+ maxΔt_сц+Δt_оп, Δt_вкл}

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, где Δ_изм полное время измерений, вычисляют промежуток времени Δt_двподгазовки двигателя, делают, начиная с момента t=t_n ⁽²⁾+ Δt_выч, полную подачу топлива в течение промежутка Δt_дв, после чего снова прекращают подачу топлива, и все действия, начиная со снятия показаний датчиков угловых скоростей, повторяют.Two cases are possible: a) if inequality (6) is fulfilled, then, according to relations (4), (5), the moments t _sc , t _{on of} giving commands to disengage the clutch and to engage a new gear are calculated, the necessary time delay is made, and when these moments are reached submit such commands to the appropriate actuators; b) if inequality (6) does not hold, then by the relation
Δt _dv =

t $\genfrac{}{}{0ex}{}{\text{(}}{\text{n}}$ ²⁾ -t ⁽²⁾ + 2Δt _subt + Δt _meas +
+ maxΔt _sc + Δt _op , Δt _on }

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Where Δ _edited complete the measurements, calculating the time interval Δt _dd engine podgazovki doing, starting from the time t = t _n ⁽²⁾ + Δt _calc full flow of fuel during a period Δt _dd, whereupon stopping supplying fuel again, and all actions starting from taking readings of the angular velocity sensors are repeated.

 Thus, the proposed method of shockless gear shifting allows for the same determination of the necessity and direction of gear shifting as that of the prototype, more reliable to automatically switch on a new gear.

Claims (2)

1. METHOD OF BREAKLESS-FREE TRANSMISSION for automatic control systems for a stepped transmission of a vehicle, which consists in taking readings of the angular velocity sensors in the transmission, followed by processing them by the on-board computer and issuing the appropriate commands to the actuators for fuel supply, clutch control and gear shifting, characterized in that at the stage of switching on a new gear with the neutral installed, the clutch engaged and the fuel cut off, the angles are determined s selector gear speeds and recycled to the current times the shaft gearbox t _1, t _n, to these values extrapolated these angular velocity until t _{with about a claim} of coincidence and determining the moments t _{time n,} t _{a k l} feeding commands for engaging the clutch and for engaging a new gear according to the ratios
t _sc = t _coinc -Δt _sc -Δt _op
t _on = t _coinc -Δt _on ,
where Δt _sc while the clutch actuator;
Δt _{op is the} time interval ahead of the moment of turning on a new transmission by the moment of disengaging the clutch;
Δt _on the operating time of the actuator for turning on the gear. 2. The method according to claim 1, characterized in that the average angular speeds of the intermediate and second shafts are used to determine the linear time dependence of the indicated average angular speeds, the average angular speed of the gear being engaged is linearly extrapolated from its value ω $\genfrac{}{}{0ex}{}{\text{(2}}{\text{KP}}$ ⁾ at time t ^{( 2 )} and acceleration e ^{( - )} or e ^{( + ) of} this gear when the fuel is cut off or, respectively, when it is completely supplied, the average angular velocity of the secondary shaft is linearly extrapolated from its values ω $\genfrac{}{}{0ex}{}{\text{(1}}{\text{K2}}$ ⁾ and ω $\genfrac{}{}{0ex}{}{\text{(2}}{\text{K2}}$ ^), respectively, at time instants t ^{( 1 )} and t ^{( 2 )} and determine the moment t _{с о в п} coincidence of average angular velocities according to the relation

3. The method according to p. 2, characterized in that as the moments of time t ^{( 1 )} , t ^{( 2 )} and the values of ω $\genfrac{}{}{0ex}{}{\text{(2}}{\text{KP}}$ ⁾ , ω $\genfrac{}{}{0ex}{}{\text{(1}}{\text{K2}}$ ⁾ , ω $\genfrac{}{}{0ex}{}{\text{(2}}{\text{K2}}$ ^{) the} average angular velocities of the engaged gear and the secondary shaft use the following arithmetic mean values:

Where

reduced to the included gear indication of the angular velocity sensor of the intermediate shaft at time t $\genfrac{}{}{0ex}{}{\text{(}}{\text{1}}$ ²⁾ , ..., t $\genfrac{}{}{0ex}{}{\text{(}}{\text{n}}$ ²⁾
(ω $\genfrac{}{}{0ex}{}{\text{(j}}{\text{K2}}$ ⁾ _i readings of the encoder of the angular velocity of the secondary shaft, respectively, at times

in clause 2 it should be assumed
t $\genfrac{}{}{0ex}{}{\text{(}}{\text{1}}$ ¹⁾ = t ₁ , t $\genfrac{}{}{0ex}{}{\text{(}}{\text{2}}$ ¹⁾ = t ₂ , ..., t $\genfrac{}{}{0ex}{}{\text{(}}{\text{1}}$ ²⁾ = t _{n + 1} , ..., t $\genfrac{}{}{0ex}{}{\text{(}}{\text{n}}$ ²⁾ = t _2n , i.e. N = 2n.
4. The method according to claim 2, characterized in that in case of violation of the inequality
t _coinc ≥ t _N + Δt _subt + max {Δt _sc + Δt _op , Δt _on },
where Δt _subtract the on-board computer calculation time based on the readings of the angular velocity sensors,
doing, starting from the time t = t _N + Δt _{subt, the} total fuel supply for the time interval Δt _{dv =} determined by the ratio

where t _{and m of} the total measurement time,
after which the steps of claim 2 are repeated.

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