WO2002092376A1 - Dispositif destine a transformer une transmission manuelle d'un vehicule en transmission manuelle automatisee - Google Patents

Dispositif destine a transformer une transmission manuelle d'un vehicule en transmission manuelle automatisee Download PDF

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Publication number
WO2002092376A1
WO2002092376A1 PCT/KR2002/000897 KR0200897W WO02092376A1 WO 2002092376 A1 WO2002092376 A1 WO 2002092376A1 KR 0200897 W KR0200897 W KR 0200897W WO 02092376 A1 WO02092376 A1 WO 02092376A1
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WO
WIPO (PCT)
Prior art keywords
gear ratio
transmission
automobile
gear
torque
Prior art date
Application number
PCT/KR2002/000897
Other languages
English (en)
Inventor
Keun Ho Chang
Peter Taehwan Chang
Original Assignee
Hogahm Technology Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hogahm Technology Co., Ltd. filed Critical Hogahm Technology Co., Ltd.
Publication of WO2002092376A1 publication Critical patent/WO2002092376A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/077—Fuel tanks with means modifying or controlling distribution or motion of fuel, e.g. to prevent noise, surge, splash or fuel starvation
    • 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
    • F16H61/02—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 characterised by the signals used
    • F16H61/0202—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 characterised by the signals used the signals being electric
    • F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/147—Transmission input torque, e.g. measured or estimated engine torque
    • 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
    • F16H2306/00—Shifting
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/16—Dynamometric measurement of torque
    • 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
    • F16H61/68—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 specially adapted for stepped gearings
    • F16H61/682—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 specially adapted for stepped gearings with interruption of drive
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/46—Signals to a clutch outside the gearbox

Definitions

  • the present invention relates to an apparatus for automating a manual transmission of an automobile and, more particularly, to an apparatus for converting a manual transmission of an automobile into an automated manual transmission which changes gears automatically to a proper gear ratio by estimating analytically dynamic states of the automobile after changing gears by use of torque values outputted to a transmission from an engine while the automobile is running.
  • a primary object of an apparatus for converting a manual transmission of an automobile to an automated manual transmission is to remove the inconvenience of changing gears manually, and a secondary object is to enable a driver to run a car according to one's desire of maximizing energy efficiency or accelerating most quickly.
  • a conventional apparatus for automating a manual transmission changes gears automatically by an engine map which is based on rotational speed of the engine, velocity of the car, degree of bias on an accelerator and use of brake or not, all to mitigate inconvenience of changing gears manually.
  • gear-shift conventional apparatus have never been able to utilize torque sensor information outputted to a transmission from the engine.
  • a representative engine map was applied to all vehicles of the same model for determining gear changes. Therefore, gear-shift was determined with one engine map while disregarding performance differences generated in manufacturing vehicles or as the vehicles become superannuated, etc., so that optimum energy efficiency for each individual vehicle could not be achieved.
  • prior apparatus for automating a manual transmission engages or disengages the clutch with/from output of the engine by sensing a travel distance of a control operating element which is preset with prior measurements.
  • the point that the clutch initially engages with output of the engine is sought by moving the control operating element in various trials, and stored in a memory.
  • the clutch is supposed to engage with output of the engine, and then gear-shifting is controlled.
  • the present invention provides an apparatus for converting a manual transmission of an automobile into an automated manual transmission comprising a clutch operating element for operating a clutch to engagq and disengage a transmission with/from output of an engine; a transmission operating element for changing a gear ratio of the transmission; a detecting unit for detecting information on rotational speed of the engine, throttle position, gear position of the transmission and on/off position of the brake, said detecting unit outputting signals corresponding to the information; a torque sensor which is incorporated with the clutch for measuring a torque value transmitted to an input shaft of the transmission and a rotational speed value of the transmission input shaft, said torque sensor outputting signals corresponding to the torque value and the rotational speed value; an engine map which contains pre-stored torque values defined by a function of the rotational speed of the engine and the throttle position; and a transmission control unit including an analytical portion which calculates dynamic states of the automobile including acceleration at each gear ratio based on the torque values stored in the engine map, the signals transmitted from the detecting unit, and
  • the clutch operating element and the transmission operating element receive the clutch control instructions and the gear-shifting control instructions and operate sequentially.
  • the torque values stored in the engine map are renewed by the torque values measured by the torque sensor with regard to the respective rotational speeds of the engine and the throttle positions while the automobile is running.
  • Total weight and total resisting force of the automobile which are necessary to calculate the dynamic states of the automobile at the analytical portion are acquired by a function of a force generated at a wheel which is calculated by the analytical portion using the torque value measured by the torque sensor and the acceleration of the automobile.
  • the transmission control unit determines a lower gear ratio than a present gear ratio as a proper gear ratio, when it is determined by the throttle position information transmitted from the detecting unit that a driver intends to accelerate, and the acceleration at the present gear ratio calculated by the analytical portion has a negative value.
  • the transmission control unit determines a higher gear ratio than the present gear ratio as a proper gear ratio, when it is determined by the throttle position information transmitted from the detecting unit that a driver intends to accelerate, the acceleration at the present gear ratio calculated by the analytical portion has a zero or a positive value, and the acceleration at the next gear ratio calculated by the analytical portion is larger than a preset acceleration. And, the transmission control unit determines the present gear ratio as a proper gear ratio, when it is determined by the throttle position information transmitted from the detecting unit that a driver intends to accelerate, the acceleration at the present gear ratio calculated by the analytical portion has a zero or a positive value, and the acceleration at the higher gear ratio calculated by the analytical portion is lower than the preset acceleration.
  • the control portion determines whether to perform gear shift-out, gear shift- in, gear shift-up or gear shift-down according to combinations of criteria including the brake-on/off signal, the throttle position signal, the gear position signal, the rotational speed of the transmission input shaft, and the velocity and acceleration of the automobile at each gear ratio, which are transmitted from the analytical portion.
  • the instruction portion of the transmission control unit generates a first clutch control instruction for disengaging the transmission from output of the engine according to the determination from the control portion, and transmits the same to the clutch operating element.
  • the instruction portion generates a control instruction of changing gears to the next gear ratio, and transmits the same to the transmission operating element.
  • the instruction portion generates a second clutch control instruction for engaging the transmission with output of the engine, and transmits the same to the clutch operating element.
  • Fig. 1 is a block diagram of an apparatus for converting a manual transmission of an automobile into an automated manual transmission according to a preferred embodiment of the present invention.
  • Fig. 2 is a flow chart for explaining a process of analyzing dynamic states of an automobile at each gear ratio at an analytical portion of a transmission control unit in accordance with the present invention.
  • Fig. 3 is a graph plotting a process of renewing an engine map in accordance with the present invention.
  • Fig. 4 is a flow chart for explaining the process of determining whether and when changing gears to a proper gear ratio at a control portion of a transmission control unit according to the present invention.
  • Fig. 5 is a flow chart for explaining an operating process of a clutch operating element and a transmission operating element according to control instructions from an instruction portion of a transmission control unit in the present invention.
  • Fig. 6 is a table showing various criteria and control operations determined by a control portion of a transmission control unit corresponding to criteria in accordance with the present invention. MODES OF CARRYING OUT THE INVENTION
  • Fig. 1 shows a block diagram of an apparatus for converting a manual transmission of an automobile into an automated manual transmission according to a preferred embodiment of the present invention.
  • an automobile having a manual transmission is schematically depicted by an engine 1, a clutch 2, a manual transmission 3 and wheels 4.
  • the manual transmission 3 is engaged or disengaged with/from output of the engine 1 by the clutch 2.
  • torque and rotation of the engine 1 is transferred to a transmission input shaft 5 through the clutch 2, and then transferred to the wheels 4 through a driving shaft 6.
  • a clutch pedal provided with a conventional automobile having a manual transmission is removed, and a gearshift similar to that mounted to an automobile having an automatic transmission is provided.
  • the inventive apparatus for automating a manual transmission includes a detecting unit 10, a torque sensor 20, a transmission control unit 50, an engine map
  • the torque sensor 20 is integrated with the clutch 2.
  • the detecting unit 10 includes an engine speed sensor 11 for detecting a rotational speed of the engine, a throttle position sensor 12 for detecting a throttle position, a gear position sensor 13 for detecting a present gear ratio, and a brake on/off sensor 14 for detecting whether the brake is applied or not.
  • the detecting unit 10 includes an engine speed sensor 11 for detecting a rotational speed of the engine, a throttle position sensor 12 for detecting a throttle position, a gear position sensor 13 for detecting a present gear ratio, and a brake on/off sensor 14 for detecting whether the brake is applied or not.
  • the torque sensor 20 integrated with the clutch 2 outputs a torque signal, which is transmitted to the transmission input shaft 5 from the engine 1.
  • a torque signal As the rotational speed of a clutch plate is same as that of the input shaft 5, the rotational speed signal of the input shaft as well as the torque signal are acquired from the torque sensor 20. Details on torque sensor 20 integrated with clutch 2 in the present invention are disclosed in International Application No. PCT/ KR99/00227(f ⁇ led on May 10, 1999) and Korean Patent No. 283294(issued on December 6, 2000).
  • the engine map 60 contains pre-stored data on engine torque values in relation to the rotational speeds of the engine and throttle positions when the engine map is furnished. Generally, the same engine maps are installed to all automobiles of the same model.
  • the transmission control unit 50 includes an analytical portion 70, a control portion 80 and an instruction portion 90.
  • the analytical portion 70 analyzes dynamic states of the vehicle including accelerations at the present and next gear ratio by certain processes, which will be described below, based upon torque values stored in the engine map 60, signals transmitted from the detecting unit 10, and torque and rotational speed signals from the torque sensor 20.
  • the control portion 80 determines whether and when changing gears to a proper gear ratio according to the signals transmitted from the detecting unit 10 through the analytical portion 70 and the dynamic states of the vehicle measured by the analytical portion 70.
  • the instruction portion 90 generates clutch control instructions and gear-shifting to a proper gear ratio control instructions according to the determination of the control portion 80.
  • the clutch operating element 30 operates the clutch 2 according to the clutch control instructions outputted from the instruction portion 90, to engage or disengage the transmission 3 with/from output of the engine 1.
  • the transmission operating element 40 adjusts the gear ratio according to the gear-shifting to a proper gear ratio control instructions outputted from the instruction portion 90.
  • Fig. 2 shows the process of analyzing dynamic states of the automobile at the analytical portion 70 of the transmission control unit 50 when changing gears from the second gear to the third gear.
  • the analytical portion 70 receives the rotational speed of the engine and the present gear ratio (i.e. the second gear) information from the detecting unit 70 (step S10), and then receives the torque and rotational speed signals of the transmission input shaft from the torque sensor 20 (step S20).
  • the dynamic states of the vehicle at each gear ratio can be analyzed from the following equations.
  • T means a torque value transmitted to the analytical portion 70 from the engine map 60 or a torque value at the transmission input shaft 5 measured in real time from the torque sensor 20;
  • rpm S is the rotational speed of the input shaft 5 measured in real time from the torque sensor 20;
  • p refers to radius of the wheel 4;
  • r ⁇ is a reduction gear ratio at the n th gear ratio which is stored in the transmission control unit 50;
  • f n means a force generated by the wheel 4 against the ground at the n th gear ratio;
  • a n is acceleration at the n th gear ratio;
  • R means a total resisting force to the movement of the automobile; and
  • M refers to total weight of the automobile;
  • f n , a n , R and M are calculated analytically from the analytical portion 70.
  • the analytical portion 70 calculates a force f 2 generated by the wheels at the present second gear from equation (1) by using the torque T of the input shaft 5 outputted from the torque sensor 20 and the reduction gear ratio r g2 at the second gear(step S40). While the automobile is running, the acceleration a and the force f 2 at the wheels are calculated twice or more, and the values thereof are inputted to the equation (2).
  • equation (2) is a simple equation of f and a
  • the total weight M of the automobile is calculated by the inclination of equation (2), and the total resisting force R to the movement of the automobile is calculated by the intersecting point with the f 2 axis (step S50).
  • the rotational speed of the engine at the present second gear outputted from the detecting unit 10 By multiplying the rotational speed of the engine at the present second gear outputted from the detecting unit 10 by the ratio (r g3 /r g2 ) of the reduction gear ratio (r g2 ) at the second gear to the reduction gear ratio (r g3 ) at the third gear, the rotational speed of the engine after changing gears to the next third gear is calculated (step S60).
  • the torque value pre-stored in the engine map 60 is extracted (step S70).
  • the above extracted torque value is regarded as the torque at the third gear.
  • the force f 3 generated by the wheels at the third gear is calculated by inputting the torque value at the third gear extracted from the engine map 60 and the reduction gear ratio r g3 at the third gear to the equation (l)(step S80).
  • the acceleration a 3 which will be acquired when changing gears to the third gear is calculated by inputting the above wheel- generating force f 3 at the third gear, the total resisting force R and the total weight M to the equation (4) (step S90).
  • the dynamic states of the automobile such as the acceleration ai and the wheel- generating force f at the first gear can be acquired by using the equation (5).
  • the torque value at the next gear ratio as well as the present torque value are necessary.
  • the torque at the present gear ratio is outputted from the torque sensor 20 mounted on the clutch while the automobile is running.
  • the torque value at the next gear ratio is acquired from the pre-stored value in the engine map 60.
  • the engine map data are inappropriate with regard to the performance of a particular vehicle due to differences in individual vehicles and deterioration, etc.
  • the torque value measured by the torque sensor 20 while the automobile is running is transmitted to the engine map 60 via the analytical portion 70, so the pre-stored torque value in the engine map 60 is substituted by the actually measured torque value in real time.
  • the pre-stored torque values in the engine map 60 are renewed by the torque values 21, 22 and 23 measured by the torque sensor 20 to reflect the present performance characteristics of the vehicle. Update to torque values in the engine map 60 may be performed by periodic maintenances to anticipate malfunction of the torque sensor 20.
  • the analytical portion 70 can analyze the dynamic states of the vehicle at the respective gear ratios accurately, even if the torque values renewedly stored in the engine map 60 are regarded as the torque values at the next gear ratios.
  • the analytical portion 70 can also calculate the velocity of the vehicle at each gear ratio by multiplying the reduction gear ratio r giller at each gear ratio, the rotational speed ⁇ m s ⁇ of the transmission input shaft 5 measured by the torque sensor 20 and the radius p ofthe wheel 4.
  • the control portion 80 of the transmission control unit 50 determines whether and when changing gears to a certain gear ratio based upon the dynamic states of the vehicle at the present and next gear ratios analyzed by the analytical portion 70.
  • Fig. 4 is a flow chart for explaining the process of the control portion 80 determining whether and when gears are changed. As shown in Fig. 4, the control portion 80 of the transmission control unit
  • step SI 10 dete ⁇ nines whether a driver intends to accelerate, based on the throttle position signals transmitted through the analytical portion 70 from the detecting unit 10.
  • the throttle position signal is in "positive number %”
  • the control portion 80 transmits the determination to the instruction portion 90, and the instruction portion 90 sequentially generates clutch control instructions and gear-shifting control instructions (step SI 60).
  • the acceleration at the next gear ratio calculated by the analytical portion 70 is compared with the preset acceleration (step S120).
  • the preset acceleration refers to pre-stored information in the transmission control unit 50 preset according to the type of automobile. After changing gears, the vehicle is set to have an acceleration larger than the preset acceleration in unit 50. For example, if the preset acceleration value is 0.5m/sec 2 , the vehicle is set to take 34 seconds to accelerate to 60 km/h from stop.
  • the instruction portion 90 sequentially generates clutch control instructions and gear-shifting control instructions (step SI 60).
  • the control portion 80 keeps the present gear ratio, and the instruction portion 90 does not generate the gear-shifting control instructions (step S140).
  • the gear-shifting control instructions are also generated or not by the above-described processes.
  • the instruction portion 90 of the transmission control unit 50 transmits the clutch control instructions and the gear- shifting control instructions to the clutch operating element 30 and the transmission operating element 40, respectively.
  • the clutch control instructions includes a first instruction for disengaging the clutch and a second instruction for engaging the clutch.
  • Fig. 5 shows a flow chart of explaining operations of the clutch operating element 30 and the transmission operating element 40 according to the control instructions generated from the instruction portion 90 of the transmission control unit
  • step S210 The moment the clutch operating element 30 receives the first clutch control instruction from the instruction portion 90 (step S210), the element 30 operates the clutch 2 to disengage the transmission 3 from the output of the engine l(step S220).
  • the instruction portion 90 checks the disengagement of the transmission 3 from the output of the engine 1 based on the torque signals transmitted through the analytical portion 70 from the torque sensor 20 (step S230). Preferably, the instant the present torque signal transmitted through the analytical portion 70 from the torque sensor 20 becomes 0, the transmission 3 disengages from the output of the engine 1. After checking the disengagement of the transmission 3, the instruction portion 90 generates the control instruction of changing gears to the next proper gear ratio which is determined by the control portion 80, and transmits the same to the transmission operating element 40 (step S240).
  • the transmission operating element 40 When receiving the gear-shifting control instruction, the transmission operating element 40 changes gears to the next gear ratio (step S250).
  • the instruction portion 90 checks the change of the gear ratio based on the gear position signal transmitted through the analytical portion 70 from the detecting unit 10 (step S260), and generates the second clutch control instruction to transmit the same to the clutch operating element 30 (step S270). Until the rotational speed of the transmission input shaft 5 transmitted from the torque sensor 20 is same as that of the engine from the detecting unit 10, the instruction portion 90 transmits continuously the second clutch control instruction to the clutch operating element 30 to engage the clutch 2 with the output of the engine 1 (steps S280 and S290). Thereby, the gear-shifting process is completed. Accordingly, since the engagement and disengagement of the clutch 2 with/from output of the engine 1 can be checked by the torque and rotational speed signals transmitted from the torque sensor 20 integrated with the clutch, the engagement and disengagement of the clutch 2 can be controlled accurately.
  • Fig. 6 shows a table of various cases of that the control portion 80 of the transmission control unit 50 determines whether and when changing gears to a proper gear ratio based upon the signals transmitted from the detecting unit 10 and the dynamic states calculated by the analytical portion 70.
  • the line 110 shows the various criteria including the brake- on/off signal, the throttle position signal and the gear position signal which are inputted to the control portion 80 through the analytical portion 70 from the detecting unit 10, the rotational speed of the transmission input shaft which is inputted to the control portion 80 through the analytical portion 70 from the torque sensor 20, and the velocity and acceleration at each gear ratio of the vehicle which are calculated by the analytical portion 70.
  • the columns include a gear shift-out 121, a gear shift-in 122, a gear shift-up 123 and a gear shift-down 124, which are controlled according to the criteria in the line 110.
  • the control portion 80 of the transmission control unit 50 receives continuously the data of the criteria in the line 110 from the analytical portion 70, and determines to perform gear shift-out, gear shift-in, gear shift-up or gear shift- down according to the respective combinations of the criteria. Then, the control portion 80 transmits the corresponding determination result to the instruction portion 90. For example, in case the previous and present brake signals are all "off, the previous and present throttle position signals are all "positive number %", and the acceleration (a n+1 ) at the next gear ratio transmitted from the analytical portion 70 is expected to be larger than the preset acceleration, the control portion 80 determines to perform the economy mode shift-up 125.
  • the control portion 80 determines to perform the economy mode shift-down 126.
  • the control portion 80 determines to perform the power mode shift-down 127.
  • the determined results of the control portion 80 are transmitted to the instruction portion 90.
  • the instruction portion 90 generates the clutch control instructions and the gear-shifting control instructions and transmits them to the clutch operating element 30 and the transmission operating element 40.
  • the operating processes of the elements 30 and 40 are achieved as shown in FIG. 5. While the present invention has been shown and described with respect to the particular embodiments, it will be apparent to those skilled in the art that many changes and modifications may be made without departing from the spirit and scope of the invention as defined in the appended claims.
  • a clutch for engaging a transmission with output of an engine in a vehicle having a manual transmission is utilized as a torque sensor, and dynamic states of the vehicle after changing gears are estimated previously by using torque and rotational speed information measured by the torque sensor, thereby smoothening l mning of the vehicle and improving driving conditions.
  • the engagement and disengagement of the clutch with/from output of the engine can be controlled more accurately by the torque and rotational speed signals of a transmission input shaft transmitted from the torque sensor incorporated with the clutch.
  • engine map data are customized to fit the specific characteristics of each individual vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un dispositif destiné à transformer une transmission manuelle d'un véhicule en transmission manuelle automatisée. Ledit dispositif change automatiquement les rapports de manière à enclencher le rapport adapté par estimation d'états dynamiques du véhicule après passage des rapports sur la base de valeurs du couple exercé sur la transmission par le moteur en marche. Sur la base de valeurs du couple exercé sur un arbre d'entrée de transmission et de valeurs de la vitesse de rotation dudit arbre, mesurées en temps réel par un capteur de couple intégré à un embrayage, les états dynamiques du véhicule tels que l'accélération sur chaque rapport sont analysés, et un actionneur d'embrayage et un actionneur de transmission sont commandés de manière à enclencher le rapport adapté en fonction des états dynamiques analysés du véhicule. Ainsi, le dispositif selon l'invention présente les avantages d'une transmission automatique, et le conducteur peut par ailleurs conduire ledit véhicule à sa guise de manière à exploiter au maximum la puissance disponible afin d'accélérer le plus rapidement possible.
PCT/KR2002/000897 2001-05-15 2002-05-14 Dispositif destine a transformer une transmission manuelle d'un vehicule en transmission manuelle automatisee WO2002092376A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR10-2001-0026323A KR100462507B1 (ko) 2001-05-15 2001-05-15 수동변속기 차량의 변속 자동화 장치
KR2001/26323 2001-05-15

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WO2002092376A1 true WO2002092376A1 (fr) 2002-11-21

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WO (1) WO2002092376A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006094738A2 (fr) * 2005-03-11 2006-09-14 Zf Friedrichshafen Ag Procede et dispositif de commande de processus de passage de rapports d'une transmission automatique
US8985253B2 (en) 2013-02-05 2015-03-24 Honda Motor Co., Ltd. Generators and vehicles having auxiliary power generation systems
CN106965812A (zh) * 2016-01-14 2017-07-21 Zf腓德烈斯哈芬股份公司 用于运行作业机械的车辆驱动系的方法
CN112298183A (zh) * 2020-11-11 2021-02-02 成都暖鲜科技有限公司 一种基于移动互联网环境的车辆安全检测大数据管理平台
CN114673784A (zh) * 2021-02-23 2022-06-28 北京新能源汽车股份有限公司 一种离合器状态控制方法和装置

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* Cited by examiner, † Cited by third party
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KR101041620B1 (ko) * 2008-07-11 2011-06-15 아주대학교산학협력단 변속알림 및 변속기록방법
KR101039941B1 (ko) 2008-08-08 2011-06-09 현대자동차주식회사 수동변속기 차량의 경제 운전 안내 방법

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KR970046505A (ko) * 1995-12-27 1997-07-26 정몽원 수동변속기 차량을 위한 자동변속장치
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KR920016709A (ko) * 1991-02-25 1992-09-25 가나이 쯔도무 자동차의 자동변속기용의 변속기어제어장치와 그 방법
US5323318A (en) * 1991-09-04 1994-06-21 Honda Giken Kogyo Kabushiki Kaisha System for controlling vehicle automatic transmission using fuzzy logic
US5771171A (en) * 1994-05-18 1998-06-23 Jatco Corporation Shift control for automatic transmission in accordance with rotational speed of an input shaft thereof
KR19980060093A (ko) * 1996-12-31 1998-10-07 박병재 자동 변속기의 자동 보상형 변속 제어 장치 및 방법

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006094738A2 (fr) * 2005-03-11 2006-09-14 Zf Friedrichshafen Ag Procede et dispositif de commande de processus de passage de rapports d'une transmission automatique
WO2006094738A3 (fr) * 2005-03-11 2006-11-16 Zahnradfabrik Friedrichshafen Procede et dispositif de commande de processus de passage de rapports d'une transmission automatique
US8985253B2 (en) 2013-02-05 2015-03-24 Honda Motor Co., Ltd. Generators and vehicles having auxiliary power generation systems
CN106965812A (zh) * 2016-01-14 2017-07-21 Zf腓德烈斯哈芬股份公司 用于运行作业机械的车辆驱动系的方法
CN106965812B (zh) * 2016-01-14 2019-06-14 Zf腓德烈斯哈芬股份公司 用于运行作业机械的车辆驱动系的方法
CN112298183A (zh) * 2020-11-11 2021-02-02 成都暖鲜科技有限公司 一种基于移动互联网环境的车辆安全检测大数据管理平台
CN114673784A (zh) * 2021-02-23 2022-06-28 北京新能源汽车股份有限公司 一种离合器状态控制方法和装置
CN114673784B (zh) * 2021-02-23 2023-07-25 北京新能源汽车股份有限公司 一种离合器状态控制方法和装置

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KR100462507B1 (ko) 2004-12-17

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