RU2588699C9 - Method of calibrating sensor for selected gear and system of sensors for selected gear - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to vehicles with mechanical transmission. Method of calibrating sensor for selected gear for mechanical transmission with gear shifting mechanism of H-type, in which selected gears are located in two rows and have several parallel planes of gearshift lever motion. Gearshift mechanism comprises a switching element, driven by a gear shift lever in angular and axial directions, in which is controlled movement of switching element in when switching gears using sensor for selected gear. Sensor provides information on movement of switching element in direction of locked in gear. Said movement is converted to velocity in direction of locked in gear and preset characteristics of speed variation are used to obtain calibration values in direction of locked in gear.

EFFECT: higher efficiency of determining next gear.

16 cl, 9 dwg

Description

FIELD OF THE INVENTION

This invention relates to motor vehicles with a mechanical transmission, and in particular to a method for calibrating a sensor of a selected gear.

State of the art

It is known to use a transmission sensor that generates a signal that can be used by the vehicle’s electronic control device to determine which gear is currently engaged. Such gear switches, including reverse gear switches, can be used to indicate the current gear position. However, they fix only the specific position of the transmission after it has been switched on and cannot provide any information about the expected change in the transmission, that is, about which transmission the driver intends to switch on. This information is very useful and can provide the vehicle’s control system with a preliminary indication of the driver’s intentions to change gears and thus allows the system to respond more quickly to driver requests.

Also, most transmission sensors are installed outside the gearbox to fix the position of the gear lever, and because of this, they are subject to various inaccuracies due to wear and tear during a large number of gear changes over the entire life of the vehicle.

During some operations of the vehicle’s transmission, such as gear shifting, when using such well-known sensors, a period of time appears in which the gear included by the driver is not known, information about it appears only after the shift has been made.

It is also known to use a comparison of vehicle speed and engine speed to obtain data on the current gear. However, this method is not applicable when the transmission is switched off, that is, when the clutch pedal is pressed, which means that when shifting the gear, there is a forced delay in determining the new gear position until it is finally turned on, that is, when the gear is fully selected and the clutch is again engaged.

In addition to the above, the use of a comparison of vehicle speed and engine speed is not reliable when the vehicle is slipping or skidding due to poor adhesion to the road surface.

Any delays in receiving information about the included gear can create problems for such control devices of the vehicle that need this information, such as, for example, when negotiating a gear shift (GSH). Gear shift matching is a technique in which the engine speed is matched to the selected gear during a gear change in order to make shifting between gears smoother.

Delayed or inaccurate information can also adversely affect the operation of other systems that need gearshift information. For example, delays in transmitting gearshift information to the driver interface (HMI), which displays gearshift information on the dashboard, can directly affect driver satisfaction.

Disclosure of invention

The inventors have developed a sensor for the selected gear, which can provide information on the basis of which it can be predicted which gear will be selected before the direct inclusion of this gear.

The aim of the present invention is to develop a method for calibrating such a sensor of a selected gear, which could be more efficiently used to pre-determine the next gear before it is directly engaged.

According to a first aspect of the invention, there is provided a method for calibrating a selected gear sensor for a multi-stage mechanical transmission with an H-type gear shift mechanism, in which selectable gears are arranged in two rows and have several parallel planes of the gear lever, the gear shifting mechanism including a selector gear an element that can be moved by the gear lever in the angular and axial directions to engage selectable gears. The method includes monitoring the movement of the selector shift element during the gear shift using the selected gear sensor, which provides data on the movement of the selector shift element in the direction of the shifting gear, converting this movement to the speed of the gear shifting, and using predetermined characteristic changes in speed for obtaining a calibration value in the direction of the gear engaged.

The determination of the calibration value may include determining the position where the maximum speed is reached and using this point as the calibration value.

Obtaining a calibration value may also include using a period of almost zero speed, followed by a jump in speed, to identify the position at which the maximum speed is reached.

The method may also include using information received from the selected gear sensor to confirm the movement of the selector shift element from the neutral position of the gear and determining the calibration value only if confirmation is received that the selector switch element is coming out of the neutral position.

The method also comprises updating the calibration value after each gear shift.

The update may include combining the last received calibration value with the previous one to obtain the updated calibration value.

The method may also include obtaining a first calibration value for all gears in one of the two rows and obtaining a second calibration value for all gears of the other of the two rows.

The method may also include obtaining a separate calibration value for all gears.

The calibration value may correspond to the gear position.

The selector switching element can be moved in the angular direction in order to cause movement in the direction of the engaged gear. The calibration value in this case will correspond to the angular position of the selector switching element.

In another embodiment, the selector shift element may be axially moved to cause movement in the direction of the engaged gear. The calibration value in this case may correspond to the axial position of the selector switching element.

According to a second aspect of the invention, there is provided a sensor system of a selected gear for a multi-stage mechanical transmission having an H-type gear shift mechanism comprising a selector shift member configured to move in response to movement of the gear lever in angular and axial directions. The system comprises a first sensor for sensing the movement of the selector switching element in the angular direction and a second sensor for sensing the movement of the selector switching element in the axial direction, as well as an electronic data processing unit for receiving and processing signals from the first and second sensors. The electronic data processing unit is configured to control the movement of the selector shift element during the gear shift using the selected gear sensor to provide data on the movement of the selector switch element in the direction of the gear shift, convert the movement in the direction of the gear into speed in the direction of the gear and use in advance certain characteristic changes in speed to obtain a calibration value in the direction SRI comprises transmitting.

Obtaining a calibration value may include determining the position at which the maximum speed is reached and using this point as a calibration value.

Obtaining a calibration value may also include using a period of almost zero speed, followed by a jump in speed, to determine the position at which the maximum speed is reached.

The electronic data processing unit may additionally be configured to use the information received from the sensor of the selected gear to confirm that the selector switching element leaves the neutral position of the gear and receive the calibration value only if confirmation is received that the selector the switching element leaves the neutral position.

The electronic data processing unit may further be configured to update the calibration value after each gear shift.

The update may include combining the last received calibration value with the previous one to obtain the updated calibration value.

The electronic data processing unit may further be configured to obtain a first calibration value for all transmissions in one of two rows and to obtain a second calibration value for all transmissions of the other of two rows.

In another embodiment, the electronic data processing unit may further be configured to obtain a separate calibration value for all transmissions.

The calibration value may correspond to the gear position.

The selector switching element can be moved in the angular direction in order to cause movement in the direction of the engaged gear. The calibration value may correspond to the angular position of the selector switching element.

In another embodiment, the selector shift element may be axially moved to cause movement in the direction of the engaged gear. The calibration value in this case may correspond to the axial position of the selector switching element.

According to a third aspect of the invention, there is provided a vehicle having a pre-determined gear selection system configured in accordance with the above second aspect of the invention.

Brief Description of the Drawings

The invention will also be described using examples and with reference to the accompanying drawings, in which:

Figure 1 is a schematic illustration of a vehicle in accordance with one aspect of the invention;

Fig. 2A is a schematic illustration of a transmission part of the vehicle shown in Fig. 1, showing the location of a two-coordinate sensor of a selected gear and a two-coordinate magnetic target;

2B is a schematic view showing the movements of a rotary gear selector cylinder, the axial (along the X axis) and angular (along the Y axis) positions of which are read by a two-coordinate sensor of the selected gear;

Fig. 3A is a first schematic illustration of a driven mechanism of a rotary selector cylinder;

Fig. 3B is a second schematic illustration of a driven mechanism of a rotary selector cylinder shown in Fig. 3A;

Fig 4. is a schematic illustration of a rotary gear shift mechanism of the transmission, in more detail depicting the rotary selector cylinder of the gear shift shown in Fig.2B;

Figure 5 is a more detailed image of the part of the transmission depicted in Figure 2A, showing the position of a two-coordinate target and an array of two-coordinate magnetic sensors;

6A is an enlarged sectional view of a portion of the driven mechanism of the rotary selector cylinder of FIGS. 3A and 3B, showing the driven mechanism of the rotary selector in the neutral gear position;

FIG. 6B is an enlarged sectional view of a portion of the driven mechanism of the rotary selector cylinder of FIGS. 3A and 3B, showing the driven mechanism of the rotary selector in the even gear position;

FIG. 6C is an enlarged sectional view of a part of the driven mechanism of the rotary selector cylinder of FIGS. 3A and 3B, showing the driven mechanism of the rotary selector in the engaged odd gear position;

7A is a diagram showing the relationship between the angular and axial positions of a rotary selector cylinder of a transmission and the corresponding output signals of a two-coordinate sensor of a selected gear;

Fig. 7B is an enlarged view of the relationship between the angular position of the rotary selector cylinder and the output signal, depicting two control points on the plane or in the angular position of the even and odd gears (EPI and OPI) according to one embodiment of the predictive gear determination system of the invention;

Figa is a graph of the dependence of the signal offset from the Y axis of the sensor of the selected gear from the time taken to switch from first gear to second;

Fig. 8B is a graph of speed versus time according to signal offset data from Fig. 8A;

9 is a simplified flowchart of a first preferred embodiment of a method for calibrating a selected gear sensor according to the invention.

The implementation of the invention

Figures 1-6C show a vehicle 1 having an engine 2 connected to a mechanical gearbox / transmission 3 by means of a clutch 10. The transmission 3 includes a gear lever 11 by which the driver can select different gears of the transmission 3 using a selector H-gate selector mechanism.

An electronic data processing unit in the form of a power transmission control module (PCM) 4 is used to control the power transmission of a motor vehicle 1. The control module 4 includes an engine control unit 6 for controlling the operation of the engine 2 and a transmission state module 5 for determining the operating mode of the transmission 3 .

The control module (PCM) 4 receives a number of input signals from sensors 9, including signals from engine speed sensors, vehicle speed sensors, clutch pedal position sensors, gas pedal position sensors, brake pedal position sensors, as well as information from other possible motor components vehicle 1, such as data on the charge of the battery (not shown) and the operating mode of the air conditioning unit (not shown).

All or some of the input signals from the sensors 9 can be used by the engine control unit 6 to control the operation of the engine 2, namely the engine speed 2. It should be noted that the engine control unit 6 and the gearbox status module 5 can be separate elements data processing, and parts of a single electronic processor, such as the PCM 4 module, as shown in the drawings.

A motor vehicle 1 comprises a transmission prediction system consisting of a transmission state module 5, a two-coordinate magnetic target 8, and a two-coordinate sensor 7 of a selected gear, which in combination form a pair of two-coordinate gear shift sensors. The transmission state module 5 is positioned to receive signals from the selected gear sensor 7 attached to the transmission case 3B 3. The selected gear sensor 7 is an array of PWM bi-coordinate magnetic sensors that transmits signals based on a change in magnetic flux between the selected gear sensor 7 and the two-coordinate magnetic target 8 associated with the gearshift device in the form of a rotary selector cylinder 3A. The sensor 7 of the selected gear combines the sensor of the angular position with the sensor of displacement along the axis in one array of two-coordinate sensors.

FIGS. 2A, 4, and 5 show a typical H-type transmission configuration, consisting of a switching rotary selector cylinder 3A located inside the main transmission housing 3B. The switching rotary selector cylinder 3A rotates when the gear lever 11 is moved forward and backward to select an even or odd gear, respectively, and moves axially when the lever 11 moves left and right to change the plane of the gear lever in which the gear is selected. The reverse gear may have an even or odd gear configuration, depending on the configuration of the transmission 3. It should be noted that the shifting rotary selector cylinder can be positioned so that forward and backward movements result in axial movement of the selector cylinder, and left and right movements result in rotation of the selector cylinder, therefore, the output of the array of two-coordinate sensors can be interpreted accordingly.

The gear shift lever 11 is connected via a cable drive to a pair of levers 21A, 21B formed as part of a rotary shifting unit 20 that drives the switching rotary selector cylinder 3A.

A two-coordinate magnetic target 8 is attached to the rotary selector cylinder 3A, and the selected gear sensor 7 is located on the outside of the transmission housing 3B and detects axial and rotational movements of the magnetic target 8. However, it should be noted that the selected gear sensor 7 can be installed inside the transmission housing 3B.

Figure 2B shows the options for moving the magnetic target 8 when engaging various gears.

3A, 3B, 6A, 6B, and 6C show a driven mechanism 3C that is attached to and rotates with the selector cylinder 3A. The slave mechanism 3C has three latches 3E, the central latch corresponds to the neutral position, the latch for even transmission is located on one side of the neutral lock, and for odd transmission on the other. The ball 3D is held by a spring (schematically shown by an arrow S in Fig.6A, 6B and 6C) for docking with one of the latches 3E. A 3D ball in a sliding contact rests on the 3B gearbox housing directly or via a bracket. It should be noted that the 3D ball can be replaced by a spring-supported pin with a hemispherical end. The latches 3E determine the first, second and third angular positions corresponding to the selection position for the first, second rows of gears and the neutral transmission of the transmission 3. The protrusions located between the neutral latches and the latches of the engaged gears determine whether transmission 3 will be released when the gear lever is released 11 move to the gear engaged or neutral position, which will be discussed in more detail below.

Starting from transmission 3, it can be seen that there is a physical connection with the magnetic target 8 in the form of a mechanical connection of the target 8 with the selector cylinder 3A, as well as a physical connection with the sensor 7 of the selected gear in the form of a mechanical connection of the sensor 7 with the transmission case 3B.

There is a magnetic connection between the sensor 7 of the selected gear and the magnetic target 8, so that the change in magnetic flux can be read using the sensor 7 to obtain a signal about the angular and axial position of the selector cylinder 3A and, therefore, whether the transmission is in even gear , odd gear or neutral, and which of the even or odd gears is engaged.

The selected gear sensor 7 continuously generates output signals indicative of the axial and angular positions of the selector cylinder 3A, and these signals are used to predict the next gear engaged by comparing the output signals of the various control points.

For example, during testing, you can set the initial value or angular position of the cylinder 3A with the gear engaged. The even and odd positions with the gear engaged are shown in FIGS. 6B and 6C, respectively.

In FIG. 6A, cylinder 3A is depicted in a neutral position, and in FIGS. 6B and 6C, cylinder 3A is depicted in positions of the included even gear (EPI) and the engaged odd gear (OPI). In this case, the even-shift point is reached when the cylinder 3A is rotated Q degrees relative to the neutral position, and the odd-gear shift point is reached when the cylinder 3A is rotated-β degrees from the neutral position. The clockwise rotation of the cylinder 3A is shown in FIGS. 6A-6C as a positive angle, and counterclockwise rotation as a negative angle.

If you know the angular position at which the inclusion of gears (EPI and OPI) is achieved, and the sensor 7 of the selected gear is calibrated so that the transmission state module 5 is able to determine from its signals that these angular positions in the direction of gear engagement are achieved by setting calibration values, conforming to these provisions, these calibration values can be used to predict whether the future transmission is even or not before it is actually turned on. When combining this information with the axial position of the cylinder 3A, obtained on the basis of the axial position signal generated by the selected gear sensor 7, the transmission state module 5 is able to determine the exact position of the next gear to be engaged.

Those skilled in the art will recognize that the respective points of engagement of the even and odd gears are the angular positions of the cylinder 3A, where various acting forces will rotate the cylinder 3A so that the 3D ball is fully locked by the corresponding latch 3E, after which the corresponding gear will engage. In other words, at the point where the transmission is engaged and after it has passed, transmission 3 will automatically be engaged in the transmission, and in the position before this point the transmission will return to the neutral position.

7A and 7B, two input signals from the sensor 7 of the selected transmission are received by the transmission state module 5: a signal with data on the angular position (Y axis) and a signal with data on axial displacement (X axis). More precisely, the selected gear sensor 7 generates a PWM signal at the output that is within the range (between 10 and 90%) or out of range (> 90% or <10% in this case). The software driver for entering information in the transmission state module 5 processes the PWM signal, and if it goes beyond (> 90% or <10%), the driver gives this signal for an error. It should be noted that the range from 10 to 90% is indicated as an example and is not limiting.

If the PWM signal is within the range (between 10 and 90%), the driver considers the signal normal. Then, the transmission state module 5 compares the PWM signal with a threshold value to determine whether the neutral gear is selected or not, the even gear is selected or not, the odd gear is selected or not, whether the OPI enable point has been reached and the EPI enable point has been reached. Moreover, during operation in the transmission state module 5, an adaptive calibration of the output data along the Y axis from the sensor 7 of the selected gear is performed to determine updated calibration values corresponding to the OPI and EPI, which will be discussed below with reference to Figs. 8A-9.

On figa it is seen that the six-speed transmission has a traditional implementation of the switching mechanism of the H-type with odd gears located in one row with the reverse gear, and even gears located in the other row. It is also seen that the gears are located in a number of planes of the gear lever, on one of which there is a reverse gear, and on the following planes there are two forward gears: first and second gears (1/2 plane), third and fourth gears (plane 3 / 4) and fifth and sixth gears (plane 5/6).

FIG. 7B shows that if the PWM signal is mainly 90%, the transmission status module 5 interprets this as an indication that one of the even gears has been selected. If the PWM signal is generally 10%, the transmission status module 5 interprets this as an indication that one of the odd gears has been selected. If the PWM signal is mainly 50%, the transmission status module 5 interprets this as an indication that the neutral position is selected.

It should be noted that, in practice, tolerance intervals can occur for all of these figures, for example, the transmission state module 5 can work normally for the following angular directions with logical checks:

If 85% <PWM signal <90%, then even transmission is engaged. (one)

If 10% <PWM signal <15%, then odd gear is engaged. (2)

If 45% <PWM signal <55%, then transfer to neutral. (3)

In addition to this assessment, the transmission status module 5 also compares the angular position signal of the selected gear sensor 7 with two rotary control points for the even gear points (EPI) and the odd gear positions (OPI), which are used to predict the next gear. Initially, these calibration values are set to the specified or safe calibration values indicated above, but, as will be discussed later, according to the invention, adaptive recalibration of these values is carried out during the operation of the transmission 3.

For example, as shown in FIG. 7B, after the first use of the transmission, the transmission state module 5 performs the following checks for the angular position:

If the PWM signal is <25%, then the predicted next transmission is odd; (four)

If the PWM signal is <75%, then the predicted next transmission is even. (5)

Where the predetermined turning points EPI and OPI are 75% and 25% respectively.

These initial calibration values are the safest since it is known that the corresponding gear positions will be reached.

Using this logic, the transmission state module 5 is able to predict the next gear before it is directly engaged by combining the test results with the axial position of cylinder 3A. This information can be sent a few milliseconds earlier (20-40 ms) to other control systems that need it, for example, a driver interface indicator (HMI) or engine control unit 6 just before the transmission starts.

It should be noted that the sensor 7 of the selected gear can also be located so that when the transmission 3 is in the neutral position, the corresponding nominal signal would be 50%, when the gear lever is moved forward to one of the odd gears, the sensor signal would increase to above 50%, and when one of the even gears is selected, the signal would be below 50%. Thus, the above logical checks will have opposite conditions, for example, for the first use of the transmission:

If 85% <PWM signal <90%, then odd gear is engaged.

If 10% <PWM signal <15%, then even transmission is engaged.

If 45% <PWM signal <55%, then transfer to neutral.

If the PWM signal is <25%, then the predicted next transmission is even.

If the PWM signal is <75%, then the predicted next transmission is odd.

Returning to FIG. 7A, it can be seen that the output signal from the sensor 7 of the selected gear for the axial direction (or along the X axis) is shown, and it can also be seen that the following is shown as an example for a six-speed transmission:

If the PWM signal = 10%, then the reverse gear plane is selected.

If the PWM signal = 40%, then the plane of the first / second gear is selected.

If the PWM signal = 70%, then the plane of the third / fourth gear is selected.

If the PWM signal = 90%, then the fifth / sixth gear plane is selected.

Then, the transmission status module 5 can combine the output signals along the X and Y axes in order to predict the next gear and confirm the direct inclusion of this gear.

It should be noted that, unlike angular calibration, axial calibration can correspond to 10% = sixth gear and 90% = reverse gear. In this case, the logical checks for the plane will differ from those indicated above.

Although the gear shift prediction system has been described with respect to the use of a magnetic PWM sensor that uses a two-axis magnet and generates a PWM output signal, the invention is not limited to such sensors, and is equally applicable for use with a motion sensor, which instead of PWM -Signal generates an AC voltage output signal.

It should also be noted that the sensor 7 of the selected gear is not limited to using one array of two-coordinate magnetic sensors 7 as the sensor of the selected gear. You can use a three-dimensional sensor and a magnetic circuit or two separate sensors: one for angular motion, the other for axial motion.

It should also be borne in mind that the invention is not limited to the six-speed gearbox or reverse gear arrangement shown in FIG. 7A, and also that the invention can be applied to a transmission with a different number of forward gears or for a different reverse gear arrangement with the same the most positive effect.

Moreover, the above description of the application of the selected gear sensor together with a rotary selector cylinder 3A, which rotates when the gear lever 11 is moved forward and backward in the gear shifting directions to select an odd or even gear, respectively, and which moves axially when the lever 11 moves to the left and to the right to change the plane of the lever in which it is moving, there may not be a place.

For example, the selector switching element can move in the axial direction when the lever 11 moves forward and backward to select an even or odd gear, respectively, and move in the angular direction when the lever 11 moves left and right to change the plane of the lever along which the gear is selected. In this embodiment, the calibration values for engaging the gear will correspond not to the angular, but to the axial positions of the selector switch element.

It should be understood that the time taken by the driver to move the lever 11 from one gear to another is relatively small, and this means that any additional information about the gear engaged is very useful for systems that require such information.

For example, when the gearshift matching system (GSH) has advance gearshift information in advance, this allows it to start reducing the engine speed, or increasing the frequency if the gear is downshifted.

On figa-9A shows the calibration values with the included even and odd gears, according to the proposed in the invention method of adaptive calibration during operation of the vehicle 1.

Fig. 9 shows the main steps necessary for implementing the calibration method according to the invention, Figs. 8A and 8B show the movements of the rotary selector cylinder 3A in the direction of the engaged gear (Y axis) when shifting from first to second gears and the speed of the rotary cylinder 3A when gear shifting.

In Fig. 9, the Method starts at step 50 with ignition starting and then at step 60, a gear shift is initiated by the driver turning off the clutch 10.

Next, the method proceeds to step 120, where the transmission state module 5 monitors the position of the selector switching element, made in the form of a rotary selector cylinder 3A, moving in the direction of the engaged gear (Y axis). In other words, the angular position of the rotary selector cylinder 3A is controlled. In practice, the movement along the Y axis is constantly monitored by the transmission state module 5 after starting the ignition in the same way as the position of the rotary selector cylinder 3A on the X axis.

Next, the method proceeds to step 122, where it is determined whether the rotary selector cylinder 3A is moving from the position corresponding to the neutral. With reference to FIG. 8A, it is known that the neutral position is set at an output signal of approximately 50% and, therefore, this first check confirms that the rotary cylinder 3A is moving towards the position of the engaged gear, and not away from it. In other words, FIG. 8A shows the period of time after reaching the “N” point.

If the output of the Y axis sensor indicates that the rotary selector cylinder 3A is moving toward the neutral position, in other words, the period of time before reaching the “N” point, then the method returns to step 120.

Conversely, if the rotary selector cylinder 3A moves in the direction of the selector gear, in other words, the period of time after reaching the “N” point, the method proceeds to step 125, where the speed of the rotary selector cylinder 3A in the direction of the selector gear is determined.

In this case, the speed is determined by the differentiation device (not shown), which is part of the transmission state module 5, which differentiates the position signal on the Y axis from the sensor 7 of the selected gear. This device provides speed data, as shown in FIG.

Then, the transmission state module 5 analyzes the speed data to determine if there are predetermined characteristic speeds, as shown in block 130.

In the absence of predetermined characteristic speeds, the method proceeds to step 135, where it is determined whether the ignition is turned off. If the ignition has been turned off, the method ends at step 500. If the ignition is not turned off, the method proceeds to step 140, where it is determined whether the clutch 10 has been engaged. If the clutch 10 was engaged, no calibration occurs, and the method returns to the point previous to step 60, where it waits for the next clutch to turn off. In other words, if the characteristic speeds cannot be identified at the end of the gear shifting process, then a new calibration value cannot be determined. In this case, at the next gear shift, the transmission state module 5 uses the existing value for the corresponding engaged gear.

If the clutch was not engaged in step 140, then the method returns to steps 125 and 130 to re-check for the presence of predetermined characteristic speeds.

If predetermined characteristic velocities are detected in step 130, a new value is generated for calibration or for gear engaged, as described below.

The predetermined characteristic speeds are determined by the period of time during which the speed of the rotary selector cylinder 3A remains practically equal to zero and the speed jump follows this period.

In Fig. 8B, the zero-speed period is indicated by the arrow V _z , and the jump following this period is indicated by the "EPI" arrow. After this combination of predetermined characteristic speeds has been found, the transmission state module 5 determines the point of the maximum value of the speed jump and uses this point as an indicator of the position of the rotary cylinder 3A when the gear is engaged. In other words, having data on the time to reach maximum speed, the transmission state module 5 can convert this data into corresponding position information. For example, in the case of switching from first to second gear, as shown in FIGS. 8A and 8B, the maximum speed is reached at 62.8 seconds, and the gear position will correspond to the position of the rotary cylinder 3A at 62.8 seconds, while The PWM signal is 73%.

The method then proceeds to step 150, where the upshift calibration value is updated based on the new calibration value. Updating can occur by simply replacing the existing value with a new one, or it can be based on combining the current calibration value with the new received value.

For example, the first gear shift, when the transmission is put into operation, or during factory calibration such as calibration at the end of the production line, the calibration value for the second gear will be set to a safe setpoint of 75%. If, as indicated above, the new set calibration value is 73%, then the updated calibration value may be 73% or can be deduced from an equation similar to the following.

Updated calibration value = SR old + [(SR new-SR old) / N],

where CP old = current calibration value;

SRnew = new set calibration value;

N = a number equal to or greater than 1.

Using the above values and N = 10, we get:

Updated calibration value = 75 + [(73-75) / 10] = 74.8.

The application of the method of combining values allows you to determine the updated calibration value, which converges with a value of 73%, but at the same time reduces the risk of unstable operation of the system and the occurrence of a malfunction if an unsafe CPn value has been determined.

However, it should be understood that other mathematical methods can be used to determine the updated calibration value.

After the calibration value, which in this case is the position of the included even gear, has been determined, it is stored in the transmission state module 5 and is used the next gear shift as the value for the position of the included even gear. It should be understood that a similar method is used to adaptively update the calibration value used for odd gears, namely, the included odd gear.

It should also be understood that instead of one calibration value for odd and even gears, separate calibration values for each gear can be determined. The advantage of this method is that the influence of the slightest changes in a mechanical device, for example, due to a different degree of wear, which causes slight changes in the gear position for different gears of the same row, is automatically excluded.

Returning to FIG. 9: after updating the calibration value in step 150, the method proceeds to step 200, where it is determined whether the ignition is turned off. If the ignition was turned off, the method ends at step 500, if the ignition was not turned off, the method returns to step 60 through step 70. It should be noted that at step 70 it is established that the clutch 10 is engaged, and then at step 60 — that the clutch is turned off and the calibration cycle is resumed at step 120. It should be understood that other means may be used to start the calibration cycle, and the invention is not limited to using the position of the clutch.

Therefore, while the ignition is turned on, the calibration cycle will be continuously repeated at each gear shift in such a way that, based on changes in the operating state of the transmission 3 and the gear shift mechanism, an adaptive update of each calibration value occurs. Compared to using the initial or safe calibration value, using a calibration value based on the maximum speed estimate allows you to more accurately determine the gear shift time and thus slightly reduces the time period required to predict the future gear shift. This is because the initial or safe calibration value must remain more stable to ensure the safe operation of the system, while the calibration value obtained by the adaptive method can be set at the point where the gear is directly engaged. When shifting gears, this point can be reached even before a preset or safe value.

Thus, the invention contains a method that can be used for initial calibration of the sensor of the selected gear, as well as for adaptive calibration of the sensor during its use.

Those skilled in the art will understand that, although the invention has been described by way of example with reference to one or more preferred embodiments, it is not limited to them, and one or more changes to the described embodiments of the invention are possible without departing from the gist the invention presented in the attached claims.

Claims (16)

1. The method of calibrating the selected gear sensor for a multi-stage mechanical transmission having an H-type gear shift mechanism, in which the select gears are arranged in two rows and have several parallel planes of movement of the gear lever, and the gear mechanism contains a selector shift element driven gear lever in the angular and axial directions to engage selectable gears, in which control the movement of the selector switch during gear shifting using the selected gear sensor, which provides information on the movement of the selector shift element in the direction of the shifting gear, this motion is converted into speed in the shifting direction of the gear and using predetermined characteristic changes in speed to obtain a calibration value in the shifting direction. 2. The method according to claim 1, in which when determining the calibration value, determine the position at which the maximum speed is achieved, and use this position as the calibration value. 3. The method according to claim 2, in which when determining the calibration value also determine the period of almost zero speed, followed by a jump in speed, to determine the position at which the maximum speed is reached. 4. The method according to any one of claims 1 to 3, in which additionally use information obtained from the sensor of the selected gear to confirm the movement of the selector switching element from the neutral position of the gear and set the calibration value only if confirmation is received that the selector switching element moves from the neutral position. 5. The method according to any one of claims 1 to 3, in which the calibration value is further updated after each gear shift. 6. The method according to claim 5, in which when updating combine the last obtained calibration value with the previous calibration value to obtain an updated calibration value. 7. The method according to any one of claims 1 to 3 or 6, in which additionally set the first calibration value for all gears in one of two rows and the second calibration value for all gears of the other of two rows. 8. The method according to any one of claims 1 to 3 or 6, which additionally set a separate calibration value for all gears. 9. The method according to any one of claims 1 to 3 or 6, in which the calibration value corresponds to the gear position. 10. The method according to any one of claims 1 to 3 or 6, in which to move in the direction of the selected gear, the selector switching element is moved in the angular direction, and the calibration value corresponds to the angular position of the selector switching element. 11. The sensor system of the selected gear for a multi-stage mechanical transmission having an H-type gear shift mechanism comprising a selector shift element driven by a gear lever in the angular and axial directions, the system comprising a first sensor for sensing an angular movement of the selector shift element, a second a sensor for reading the axial movement of the selector switching element and an electronic data processing unit for receiving and processing signals from the primary o and the second sensors, and the electronic data processing unit is configured to control the movement of the selector shift element during gear shifting using the selected gear sensor, which provides information about the movement of the selector switch element in the direction of the gear, convert this movement to speed in the direction of the gear and use the predetermined characteristic velocity changes to obtain a calibration value in the direction Shift transmission. 12. The system according to claim 11, in which the determination of the calibration value includes determining the position at which the maximum speed is reached and using this position as the calibration value. 13. The system according to item 12, in which the determination of the calibration value also includes determining the period of almost zero speed, followed by a jump in speed, to determine the position at which the maximum speed is reached. 14. The system according to any one of paragraphs.11-13, in which the electronic data processing unit is further configured to use the information received from the sensor of the selected gear to confirm the movement of the selector switching element from the neutral position of the gear and set the calibration value only if if confirmation is received that the selector switching element is moving from the neutral position. 15. The system according to any one of paragraphs.11-13, in which the electronic data processing unit is configured to update the calibration value after each gear shift. 16. A vehicle with a sensor system of the selected gear according to claims 11-13.

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