WO2003014599A1 - Systemes de commande hydrauliques - Google Patents

Systemes de commande hydrauliques Download PDF

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Publication number
WO2003014599A1
WO2003014599A1 PCT/DE2002/002747 DE0202747W WO03014599A1 WO 2003014599 A1 WO2003014599 A1 WO 2003014599A1 DE 0202747 W DE0202747 W DE 0202747W WO 03014599 A1 WO03014599 A1 WO 03014599A1
Authority
WO
WIPO (PCT)
Prior art keywords
control valve
clutch
valves
main control
gear
Prior art date
Application number
PCT/DE2002/002747
Other languages
German (de)
English (en)
Inventor
Charles John Jones
Eugene M. O'sullivan
Original Assignee
Luk Lamellen Und Kupplungsbau Beteiligungs Kg
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 Luk Lamellen Und Kupplungsbau Beteiligungs Kg filed Critical Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority to DE10293562T priority Critical patent/DE10293562D2/de
Priority to JP2003519291A priority patent/JP2004537022A/ja
Publication of WO2003014599A1 publication Critical patent/WO2003014599A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/30—Hydraulic or pneumatic motors or related fluid control means therefor
    • 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
    • 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
    • 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
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/2807—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted using electric control signals for shift actuators, e.g. electro-hydraulic control therefor
    • 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
    • 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
    • F16H61/0251—Elements specially adapted for electric control units, e.g. valves for converting electrical signals to fluid signals
    • F16H2061/0253—Details of electro hydraulic valves, e.g. lands, ports, spools or springs

Definitions

  • the present invention relates to hydraulic control systems and, more particularly, to a hydraulic control system for operating a gear shift mechanism of an automatic transmission system of a motor vehicle.
  • a master control solenoid valve controls the connection of the gear actuators and secondary solenoid valves with the supply source of pressurized hydraulic fluid or with a volume compensation vessel, wherein the secondary valves selectively connect one side of the actuator to the main control valve or to the volume expansion vessel.
  • the main control valve normally connects the actuator and secondary valves to the volume expansion tank when it is not energized.
  • the secondary valves normally connect one side of the actuators to the surge tank when they are not energized and are movable to a zero position between the non-energized position and a fully energized position where the secondary valves close one side of the actuators.
  • the main control solenoid valve and the secondary valves are not energized.
  • the main control valve is either fully energized or is current controlled using a feedback control system that depends on the fluid pressure in the hydraulic control system.
  • the secondary valves are flow controlled using a feedback control system that depends on the actuator position.
  • valves of the type used for the main control valve and the secondary valves of such systems can show slow or inconsistent responsiveness when feedback controlled due to:
  • a dedicated clutch control solenoid valve is provided to control clutch engagement and disengagement during a gear change.
  • the clutch control solenoid Upon initiation of a gear shift, the clutch control solenoid is first energized to disengage the clutch, with the main control valve and secondary valves of the gear engagement mechanism not energized to effect the gear shift until the clutch is disengaged at least to the pressure point at which it stops transmitting torque.
  • the present invention provides a modification to the mode of operation of a hydraulic control system in which the responsiveness and the durability of the gear change process can be improved.
  • the control system includes first and second double-acting hydraulic actuators, a main control valve, for selectively connecting one side of the hydraulic actuators to a supply source of pressurized hydraulic fluid or to a volume compensation vessel is suitable first and second secondary valves, each being adapted to connect to the other side of the first and second actuators, respectively, with the main control valve or the volume compensation vessel, a clutch control solenoid valve for controlling the engagement and disengagement of a vehicle clutch, and an electronic control unit for selectively energizing the clutch control valve, the main control valve and / or the secondary valves to disengage the clutch, disengage one gear and engage another gear and re-energize the clutch, wherein when the main control valve is de-energized, the actuators and secondary control valves are connected to the volume compensation vessel and when the main control valve is energized is, the actuators and secondary control valves are connected to the supply source of the pressurized hydraulic fluid
  • the secondary control valves are energized as necessary to disengage one gear and engage another gear when the clutch torque reaches zero;
  • the clutch control valve is de-energized to engage the clutch again when the other gear is engaged.
  • Timing the secondary valves and the main control valve frees the valves to the extent that they respond quickly and consistently to control signals from the control unit. While the main control valve is de-energized and connects the secondary valves to the surge tank when the current pulse is applied to the secondary valves, the movement of the secondary valves has no effect on the pressure applied across the actuators, so there is no movement arises. Furthermore, when the secondary valves are in the zero position, they hydraulically lock the actuators so that the pulsing of the main control valve and pressurization of the hydraulic control system will not move the actuators until the secondary valves are on one side or move the other side of the zero position.
  • the time taken to reduce the clutch torque to zero from the initiation of the gear change is typically on the order of 250 ms.
  • the pulse that is applied to the secondary valves is preferably at the level of the maximum electromagnetic excitation current for a duration of the order of 100 ms and the pulse that acts on the main control valve is the maximum electromagnetic excitation current for a duration that is sufficient to increase pressure in the hydraulic control circuit, which is typically on the order of 50 ms.
  • Figure 1 shows a semi-automatic transmission system using a hydraulic circuit according to the present invention
  • FIG. 2 shows a gear shift control link and the associated shift guides as used in the transmission system shown in FIG. 1;
  • Figure 3 shows a hydraulic control circuit for the gear engagement mechanism of the transmission system shown in Figure 1 in the form of a circuit diagram
  • Figure 4 shows a schematic partial sectional view of the clutch control valves used in the hydraulic actuation system shown in Figure 3 in a second position;
  • Figure 5 shows a view similar to that of the clutch control valve of Figure 4 in a third position
  • FIG. 6 shows representations of the energized state of the solenoid valves, the clutch position and the gear engagement state for the hydraulic control system shown in FIG. 3.
  • Fig. 1 of the accompanying drawings shows a motor 10 with a starter and attached starter circuit 10a, which is coupled by the main drive friction clutch 14 to a multi-stage, synchronized engaging transmission of the type with countershaft 12 via a transmission drive shaft 15.
  • Fuel is supplied to the engine via a throttle 16, which includes a throttle valve 18 which is actuated by an accelerator pedal 19.
  • the invention is equally applicable to electronic or mechanical gasoline or diesel injection engines.
  • the clutch 14 is engaged / disengaged by a release fork 20 which is actuated by a hydraulic follower cylinder 22 under the control of a clutch actuator control means 38.
  • a gearshift lever 24 actuates a control link 50 which has two extensions 51 and 52 which are connected by a transverse guide 53 which extends between the end of extension 52 and the middle between the two ends of the extension 51.
  • the control link 50 defines five positions; "R” at the end of the extension 52; “N” between the ends of the transverse guide 53; “S” at the interface of extension 51 with transverse guide 53; and “+” and "-” at the outer ends of extension 51.
  • the lever is biased to the middle position "S".
  • the "N" position of the shift lever 24 corresponds to idling; "R” corresponds to the selection of the reverse gear; “S” corresponds to the selection of a forward drive mode; the brief movement of the lever to the "+” position provides a command to shift the transmission into the next higher gear; and momentarily moving the lever to the "-" position provides a command to shift the transmission to the next lower gear.
  • the positions of the lever 24 are detected by a series of sensors, for example miniature switches or optical sensors, which are arranged around the control link 50.
  • the signals from the sensors are fed to an electronic control unit 36.
  • the signals from the control unit 36 control a transmission engagement mechanism 25 which engages the gear stages of the transmission 12 according to the movement of the shift lever 24 by the driver.
  • control unit 36 receives signals from:
  • Sensor 42 which indicates the speed of the driven clutch disc
  • Sensor 34 which indicates the position of the clutch follower cylinder
  • the control unit 36 uses the signals from these sensors to control the actuation of the clutch 14 during start-up from the rest phase to the gear changes, for example as described in the patent specifications EP0038113, EP0043660, EP0059035, EP0101220 and WO92 / 13208, the content of which is expressly described is incorporated into the disclosure content of the present invention.
  • control unit 36 also receives signals from a vehicle speed sensor 57, the ignition switch 54 and the brake switch 56 belonging to the main brake system, for example the foot brake 58 of the vehicle.
  • a buzzer 55 is connected to the control unit 36 in order to warn the driver or to indicate him when certain operating conditions occur. In addition to the buzzer 55 or in its place, a flashing warning light or other indicator can be used.
  • a gear indicator 60 is also provided to indicate the selected gear level.
  • the gear shift mechanism 25 includes three shifting rulers 111, 112, 113 which are attached in parallel to each other for movement in an axial direction.
  • Each shift ruler 111, 112, 113 is attached to two of the shift stages of the transmission 12 via a selection fork and a synchronous engagement unit in a conventional manner, so that movement of the shift rulers 111, 112, 113 in an axial direction engages one of the associated shift stages and axial movement of the switching rulers 111, 112, 113 in the opposite axial direction causes the other of the assigned switching stages to engage.
  • the first and second gears are assigned to the shift ruler 111, so that axial movement of the shift ruler 111 in a first direction engages the first gear or axial movement of the shift rulers 111 in a second direction causes the second gear to be engaged;
  • the third and fourth gears are associated with the shift ruler 112 so that axial movement of the shift ruler 112 in the first direction engages the third gear or axial movement of the shift ruler 112 in a second direction causes the fourth gear to engage;
  • the fifth gear and the reverse gear are assigned to the shift ruler 113, so that axial movement of the shift ruler 113 in the first direction brings about engagement of the fifth gear, while axial movement of the shift ruler 113 in the second direction engages the reverse gear.
  • a shift finger 110 is mounted for movement in a first direction X transverse to the axes of the shifting rulers 111, 112, 113 and in a second direction Y for movement axially to the shifting rulers 111, 112 and 113.
  • the shift finger 110 can therefore be moved in the direction X along a neutral plane A-B so that it can be indexed and engaged with a selected rail of the shifting rulers 111, 112, 113.
  • the shift finger 110 can then be moved in the Y direction in order to move the occupied rail 111, 112, 113 axially in one of the two directions in order to engage one of the gears assigned to it.
  • a hydraulic control system comprises an accumulator 275 and a volume compensation vessel 278 for a hydraulic fluid.
  • An electrically operated pump 223 is available to charge the pressure accumulator 275 via a check valve 276.
  • a pressure transducer 282 is available to measure the pressure in the pressure accumulator and to send signals to the control unit 36 which correspond to it.
  • a pressure relief valve 280 is provided between the outlet of the pump 223 and a volume expansion tank 278 to ensure that the pressure provided by the pump 223 does not exceed a predetermined maximum pressure.
  • the pump 223 operated with an electric motor is controlled by the control unit 36 on the basis of the signals from the pressure measurement transducer 282 in order to keep the pressure accumulator 275 at a suitable pressure.
  • the clutch follower cylinder 22 is selected connected to the pressure accumulator 275 or the volume compensation vessel 278 by means of a clutch control valve 120 operated via an electromagnet.
  • the clutch control valve 120 includes a housing 122 that defines a valve cylinder 124.
  • a spacer ring 126 is slidably arranged in the valve cylinder 124, the spacer ring 126 having two axially spaced circumferential webs 130, 132 which act in a sealing manner in the valve cylinder 124.
  • An electromagnet 134 acts on one end of the spacer ring 126 so that when the electromagnet 134 is energized, the spacer ring 126 is moved axially in the valve cylinder 124 against a load which is exerted by a compression spring 136 which acts on the opposite end of the spacer ring 126.
  • An inlet 138 into the valve cylinder 124 of the valve 120 is connected to the pressure accumulator 275.
  • An outlet 140 from the valve cylinder 124 of the clutch control valve 120 is connected to the volume compensation vessel 278.
  • An opening 148 from the valve cylinder 124 is connected to the clutch follower cylinder 22.
  • the clutch follower cylinder 22 comprises a piston 62 which is displaceable in a cylinder 64.
  • An engagement rod 66 extends from one side of the piston 62 and is connected to the fork 20 to disengage the clutch 14 when the engagement rod 66 is extended from the cylinder 64.
  • the opening 148 of the clutch control valve 120 is connected to the cylinder 64 of the follower cylinder 22 on the side of the piston 62, which is remote from the engagement rod 66, through the opening 68.
  • FIG. 3 shows the clutch control valve 120 in an unexcited position, in which the clutch follower cylinder 22 is connected to the volume compensation vessel 278 via the opening 148 and the outlet 140 of the clutch control valve 120 and the clutch 14 is engaged.
  • the electromagnet 34 can be energized to move the spacer ring 126 to a second or zero position, in which the web 132 closes the opening 148 and the clutch follower cylinder 22 both from the pressure accumulator 275 and from the volume compensation vessel 278 separates.
  • the spacer ring 126 moves to a third position. tion, as shown in Fig. 5, in which the follower cylinder 22 is connected to the pressure accumulator 275 via the openings 148 and 138 of the clutch control valve 120.
  • the shift finger 110 can then be moved in a Y direction by means of a second actuator 115 operated by fluid pressure to axially move the shifting rulers 111, 112 or 113 in either direction to engage one of the gears associated therewith.
  • the actuators 114, 115 each comprise a double-acting plunger with an engagement rod 114a, or 115a, which is operatively connected to the shift finger 110.
  • the engaging rod 114a extends from one side of the piston 116 of the actuator 114, so that the working area on the rod side of the piston 116 is smaller than on the opposite head side.
  • an engagement rod 115a extends from one side of the piston 117 of the actuator 114, so that the work-causing area on the rod side of the piston 117 is smaller than on the opposite head side.
  • the supply of hydraulic fluid to the rod and head sides of the pistons 116 and 117 is controlled by three electromagnetically operated valves 150, 152 and 154, a main control valve 150, a slide valve 152 and a selector valve 154.
  • the valves 150, 152 and 154 are constructed similarly to the clutch control valve 120 and the same reference number is used for the same components.
  • Valves 150, 152 and 154 are between a first rest position, as shown in FIG. 3, a partially excited second or zero position, which corresponds to that shown in FIG. 4, and a fully excited third position, which corresponds to that shown in FIG. 5, switchable.
  • the inlet 138 of the main control valve 150 is with the accumulator 275 and the Outlets 140 of the valves 150, 152 and 154 are connected to the volume expansion tank 278.
  • the opening 148 of the main control valve 150 is connected to the rod side chambers of the pistons 116 and 117 of the actuators 114, 115 and to the inlets 138 of the slide and select valves 152, 154.
  • the opening 148 of the slide valve 152 is connected to the head side chamber of the piston 117 of the actuator 115 and the opening 148 of the selector valve 154 is connected to the head side chamber of the piston 116 of the actuator 114.
  • a pressure transducer 170 is provided between the main control valve 150 and the valves 152 and 154 and the rod end chambers of the pistons 116 and 117.
  • Potentiometers 226 and 227 are connected to engagement rods 114a and 115a, respectively, to provide a signal indicating the position of the associated engagement rod.
  • the signals from potentiometers 226 and 227 are provided to control unit 36 to provide an indication of engagement rods 114a and 115a for each of the gears of the transmission and also to indicate the position of engagement rod 115a when shift finger 110 is off neutral AB Fig. 2 is located.
  • the transmission system can therefore be calibrated so that predetermined position signals from potentiometers 226 and 227 correspond to the engagement of each of the gears of transmission 15.
  • Measurements from potentiometers 226 and 227 can then be used by a closed loop system to control valves 150, 152 and 154 to move engagement rods 114a and 115a to the predetermined positions to engage the desired gear.
  • a current pulse is applied to the switching and selection valves 152 and 154 to move the valves 152 and 154 from their first position, as shown in FIG. 3, to their third position, as shown in FIG. 5 move.
  • this pulse which typically has a duration of 100 ms, during which the valves 152 and 154 connect the top sides of the pistons 116 and 117 to the main control valve 150, the main control valve remains de-energized, so that the opening 148 thereof via the outlet 140 to the volume compensation vessel 278 is connected. As a result, there is no pressure difference between pistons 116 and 117 to move actuators 114, 115.
  • an excitation current is applied to the solenoids 138 of valves 152 and 154 so that they are held in their second "zero position" as shown in Fig. 4. In this position, the tops of pistons 116 and 117 are closed, providing a hydraulic Provide a lock that prevents movement of the actuators 114, 115.
  • a current pulse is applied to the electromagnet 138 of the main control valve 150 so that the outlet 148 of the valve 150 is connected to the pressure accumulator 275.
  • the pulse is applied to the Main control valve 150 is applied until the pressure on the piston rod sides of pistons 116 and 117 and inlets 138 of switch and select valves 152 and 154 begins to increase, as indicated by transducer 170, this process typically being on the order of 50 ms.
  • the main control valve 150 is then energized at time t 2 to control the valve 150 to a predetermined pressure k to the piston rod sides of the pistons 116 and 117 and the inlets 138 of the switching and selection valves 152 and 154.
  • shift control valve 152 is controlled to move the top of piston 117 with the volume expansion tank as in FIG. 3 shown, or to be connected to the pressure accumulator 275 via the main control valve 150, as shown in FIG. 5.
  • the connection of the head side of the piston 117 to the volume compensation vessel 278 creates a pressure difference in the piston 117, which moves the piston 117 upward, as shown in FIG. 3, the liquid flowing out of the head side of the piston 117 into the volume expansion vessel 278 ,
  • the actuator piston rod 115a is thereby retracted, whereby the shift finger 110 is moved in a Y direction.
  • the connection of the head side of the piston 117 to the pressure accumulator 275 via the main control valve 150 supplies both sides of the piston 117 with hydraulic fluid under pressure. While the pressure on both sides of piston 117 is equal, the difference in area of piston 117 causes piston 117 to move downward, as shown in Fig. 3, which causes actuator piston rod 115a to extend, with shift finger 110 moving in the opposite direction Moved towards Y.
  • the shift control valve 152 is operated to shift the shift finger 110 in the Y direction and the shift ruler 111, 112, 113 thereby engaged from the position corresponding to the currently engaged gear to a position corresponding to the neutral plane AB corresponds to move.
  • the shift control valve 152 is then moved to its zero position to lock the actuator 115 in a position at time t 4 that corresponds to the neutral plane AB.
  • the selector control valve 154 is then operated in the manner described above to control the actuator 114 to move the shift finger 110 in the X direction to engage the shift ruler 111, 112, 113 associated with the intended gear. is not.
  • the selector control valve 154 is then moved to its zero position at time t 5 and the shift control valve 152 is controlled to move the shift finger 110 from the neutral plane AB to the position corresponding to the intended gear engagement.
  • the shift control valve 152 is again moved to its zero position at time t 6 when the intended gear has been engaged.
  • the clutch control valve 120 is then controlled to connect the slave cylinder 22 to the surge tank so that the clutch 14 can re-engage, the re-engagement being controlled in the known manner to provide smooth power consumption by the clutch control valve 120 is switched between the volume compensation vessel 278 and the pressure accumulator 275.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé permettant d'actionner des systèmes de commande hydrauliques pour le mécanisme de sélection de vitesses d'un véhicule à moteur comportant de premiers et de seconds éléments d'ajustement hydrauliques à double effet (114, 115), une soupape de commande principale (150) destinée à assurer une connexion sélectionnée d'une face des éléments d'ajustement hydrauliques avec une source d'alimentation (275), avec un fluide hydraulique sous pression ou avec une cuve de compensation de volume (278).
PCT/DE2002/002747 2001-07-31 2002-07-26 Systemes de commande hydrauliques WO2003014599A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE10293562T DE10293562D2 (de) 2001-07-31 2002-07-26 Hydraulische Steuersysteme
JP2003519291A JP2004537022A (ja) 2001-07-31 2002-07-26 液圧式の制御システム

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0118600.6 2001-07-31
GB0118600A GB2378489A (en) 2001-07-31 2001-07-31 Method of gear selection using current pulses in a hydraulic transmission system with actuators and valves

Publications (1)

Publication Number Publication Date
WO2003014599A1 true WO2003014599A1 (fr) 2003-02-20

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ID=9919499

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2002/002747 WO2003014599A1 (fr) 2001-07-31 2002-07-26 Systemes de commande hydrauliques

Country Status (6)

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JP (1) JP2004537022A (fr)
DE (2) DE10293562D2 (fr)
FR (1) FR2828662A1 (fr)
GB (1) GB2378489A (fr)
IT (1) ITMI20021702A1 (fr)
WO (1) WO2003014599A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB0307119D0 (en) * 2003-03-27 2003-04-30 Ricardo Uk Linmited Method for controlling the transmission of a vehicle
FR2872101A1 (fr) * 2004-06-25 2005-12-30 Thierry Carniel Dispositif de commande automatique de manoeuvres d'une boite de vitesses manuelle d'un vehicule automobile
EP3121444B1 (fr) 2015-07-24 2019-10-23 Artemis Intelligent Power Limited Machine de travail de fluides et procédé d'exploitation d'une machine de travail de fluides
CN105292119B (zh) * 2015-10-13 2017-08-11 合肥工业大学 一种自动变速器的换挡修正系统及其修正方法
CN109538554B (zh) * 2018-11-20 2024-06-25 湖南科技大学 汽车、液压系统及其控制方法

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WO1997040300A1 (fr) * 1996-04-20 1997-10-30 Ap Kongsberg Ltd. Systeme d'actionnement hydraulique
GB2358443A (en) * 2000-01-24 2001-07-25 Luk Lamellen & Kupplungsbau Hydraulic circuit having an accumulator selectively connected to an actuator

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WO1997040300A1 (fr) * 1996-04-20 1997-10-30 Ap Kongsberg Ltd. Systeme d'actionnement hydraulique
GB2358443A (en) * 2000-01-24 2001-07-25 Luk Lamellen & Kupplungsbau Hydraulic circuit having an accumulator selectively connected to an actuator

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FR2828662A1 (fr) 2003-02-21
JP2004537022A (ja) 2004-12-09
DE10293562D2 (de) 2004-07-01
DE10234070A1 (de) 2003-02-20
GB0118600D0 (en) 2001-09-19
ITMI20021702A1 (it) 2004-01-30
GB2378489A (en) 2003-02-12

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