WO2017023198A1 - Procédé de commande d'agencement de synchronisation pour un ralentisseur, et ralentisseur et véhicule - Google Patents

Procédé de commande d'agencement de synchronisation pour un ralentisseur, et ralentisseur et véhicule Download PDF

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Publication number
WO2017023198A1
WO2017023198A1 PCT/SE2016/050727 SE2016050727W WO2017023198A1 WO 2017023198 A1 WO2017023198 A1 WO 2017023198A1 SE 2016050727 W SE2016050727 W SE 2016050727W WO 2017023198 A1 WO2017023198 A1 WO 2017023198A1
Authority
WO
WIPO (PCT)
Prior art keywords
retarder
synchronizing
shaft
cone ring
sleeve
Prior art date
Application number
PCT/SE2016/050727
Other languages
English (en)
Inventor
Daniel HÄGGSTRÖM
Peer Norberg
Original Assignee
Scania Cv Ab
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 Scania Cv Ab filed Critical Scania Cv Ab
Priority to DE112016002953.5T priority Critical patent/DE112016002953T5/de
Priority to CN201680045653.9A priority patent/CN107848498B/zh
Publication of WO2017023198A1 publication Critical patent/WO2017023198A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D57/00—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders
    • F16D57/04—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders with blades causing a directed flow, e.g. Föttinger type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
    • B60T1/087—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium in hydrodynamic, i.e. non-positive displacement, retarders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
    • B60T10/02—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope with hydrodynamic brake
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/588—Combined or convertible systems both fluid and mechanical assistance or 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
    • F16D2066/005—Force, torque, stress or strain
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/10456—Synchro clutch
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3166—Detection of an elapsed period of time
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/5023—Determination of the clutch wear
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5102—Detecting abnormal operation, e.g. unwanted slip or excessive temperature

Definitions

  • the invention relates to a method of controlling a synchronizing arrangement for a retarder.
  • the invention also relates to a retarder provided with such a synchronizing arrangement.
  • the invention also relates to a vehicle comprising such a retarder.
  • a hydrodynamic retarder device may be connected to a powertrain in a vehicle in order to brake the vehicle. Often the retarder is used as an auxiliary brake, which complements the wheel brakes of the vehicle. Thus excessive wear of the wheel brakes is avoided.
  • the retarder comprises a rotor and a stator, which together form a workspace having a toroidal geometrical form.
  • the workspace must be filled with a fluid, such as water, coolant or oil as quickly as possible when a braking torque from the retarder is requested.
  • a fluid such as water, coolant or oil
  • the braking torque is controlled by means of the volume of water or coolant filled in the workspace.
  • High braking torques exerted by the retarder are achieved when the workspace is completely or substantially completely filled with water or coolant.
  • the volume of fluid in the workspace is controlled by means of one or a number of restriction valves arranged in a fluid circuit connected to the workspace. The pressure within the workspace increases when the flow of fluid is restricted from the workspace.
  • the volume of fluid within the workspace will decrease, which in turn results in a reduced pressure within the workspace.
  • the fluid or a part of the volume of fluid in the workspace will then evaporate, due to the decrease of the static pressure in the workspace to a level which coincides with the evaporation point for fluid.
  • the pressure will not reach the evaporation point for the fluid in all parts of the workspace and therefore a small volume of fluid may be left in the workspace despite the preferred evacuation.
  • This small volume of fluid left in the workspace will contribute to a considerable braking torque on the vehicle.
  • the fluid is evacuated from the workspace when no braking torque should be provided.
  • the powertrain of the vehicle still rotates the rotor, which results in a residual torque acting on the powertrain.
  • the residual torque results in an increased fuel consumption of the vehicle.
  • the rotor In order to reduce the fuel consumption the rotor is disconnected from the powertrain by means of a coupling element when the retarder is deactivated and should not brake the vehicle. Thus, the rotor will substantially stand still and not rotate when the rotor is disconnected from the powertrain.
  • the coupling element may be an axially dis- placeable sleeve provided with internal teeth, which connects the gear wheel and the shaft.
  • the synchronizing arrangement is used to synchronize the rotational speed between the sleeve, gear wheel and the shaft of the powertrain before the gear wheel is locked on the shaft.
  • the synchroniz- ing arrangement comprises a latch cone ring and an inner cone ring arranged on the side of the gear wheel.
  • the shaft of the powertrain may be a shaft in a gearbox.
  • the surface of peripheral latch teeth on the latch cone ring which face the sleeve and are designed to engage internal teeth in the sleeve during synchronization, must be angled relative to the axis of rotation of the latch cone ring, said angle being balanced against the braking torque that the latch cone ring transmits to the sleeve in order to achieve synchronous speed.
  • said angle must be designed so that the latch teeth on the latch cone ring engage with that portion of the internal teeth in the sleeve that are at said angle and act on the sleeve sufficiently to achieve synchronous speed and then disengage from the portion of the internal teeth in the sleeve at said angle when the sleeve is to engage with the inner cone ring when synchronous speed has been obtained.
  • the internal teeth in the sleeve engage with peripheral coupling teeth of inner cone ring.
  • the inner cone ring is attached to the gear wheel.
  • the teeth of the latch cone ring must disengage from internal teeth at the right moment. This is achieved by a torque balance where the friction torque, also defined as the synchronizing torque, seeks to increase the overlap between the latch cone teeth and the inner cone teeth, while the torque arising from the teeth-teeth contact seeks to reduce the overlap between the teeth.
  • the friction torque also defined as the synchronizing torque
  • the sleeve When the peripheral latch teeth on the latch cone ring have disengaged from the internal teeth in the sleeve when synchronous speed has been obtained between the sleeve and the inner cone ring, the sleeve will be axially displaced so that the latch cone ring is moved inwards into the sleeve and stops in an axial position relative to the sleeve, said axial position being determined by the position at which the sleeve meets and engages with the inner cone ring on the gear wheel.
  • Pre-synchronization occurs before synchronous speed occurs.
  • the oil present between the conical surfaces must be evacuated so that a sufficiently high friction torque is developed, effectively blocking the engagement of the gear wheel during asynchronous speed.
  • the axial position of the latch cone ring is defined because of the axial force from the sleeve acting on the latch cone ring.
  • the sleeve is coupled to the inner cone ring and also the gear wheel. In this posi- tion the sleeve, the latch cone ring, the inner cone ring and the gear wheel rotate together with the shaft of the powertrain as one unit.
  • the sleeve When deactivating the retarder after braking the sleeve is returned to an initial position by means of a shifter fork, so that the rotor of the retarder is disconnected from the powertrain. Since no axial force from the sleeve is acting on the latch cone ring, it will be retracted from the inner cone and be ready for synchronization the next time the retarder should be activated. However, in some cases the the conical surface of the latch cone ring will stick to the coni- cal surface of the inner cone ring. This may happen during the first cycles of use, if incorrect oil is used or at the end of the life time of the synchronizing arrangement.
  • this problem may arise under other circumstances, especially if the coefficient of friction between the conical surfaces is larger than the tangent of the cone angle. If the conical surfaces of the latch cone ring and the inner cone ring have stuck together, the retarder will not be disconnected from the powertrain as intended. Therefore, the rotor of the retarder will rotate when the retarder is deactivated, which results in an increased fuel consumption. Also, if the conical surfaces of the latch cone ring and the inner cone ring have stuck together, the next time the retarder should be connected no synchroniza- tion process will take place between the gear wheel and the shaft of the powertrain.
  • the document EP1251050 A1 shows a retarder for vehicles with a rotor and stator, wherein the rotor is arranged to be connected and disconnected to and from the propeller shaft of the vehicle by a clutch device which is pneumatically controlled.
  • the document DE102012007732 discloses a powertrain for vehicle, provided with a retarder, which is connected by means of a synchronizing arrangement to the output shaft of a gearbox in the vehicle.
  • a sensor unit is provided to monitor the connection of the retarder to the output shaft of a gearbox.
  • the object of the invention is thus to provide a method of controlling a synchronizing arrangement for a retarder, which detects a malfunction in the syn- chronizing arrangement and restores the synchronizing arrangement, so that it works properly.
  • the synchronizing arrangement comprises a sleeve, which is axially displaceable between a first and second position, a latch cone ring with a substantially circular first friction surface, an inner cone ring with a substantially circular second friction surface, which inner cone ring is attached to a transmission element, and a hub, which is attached to a first shaft.
  • a first transmission element is connectable to the first shaft by means of the synchronizing arrangement and the first transmis- sion element is engaged with a second transmission element attached to the retarder.
  • the method comprises the step of:
  • the time for synchronizing the rotational speed between the transmission element and the first shaft in step b) is measured by monitoring the axial position of the sleeve during synchronization. Synchronization occurs when there is substantial no change in the axial position of the sleeve, but when there is a substantial change in rotational speed of the transmission element. However, a rapid displacement of the sleeve from the first position to the second position during no change in rotational speed of the transmission element indicates that no synchronization occurs. Thus, a malfunction in the synchronizing arrangement may be detected.
  • the expected time for synchronizing the rotational speed between transmission element and the first shaft is determined from synchronization torque, the rotational speed of the transmis- sion element and the first shaft, and inertia of the transmission element, the first shaft and the synchronizing arrangement.
  • the expected time for synchronizing the rotational speed between transmission element and the first shaft using a specific synchronizing arrangement may be determined by calculating synchronization torque needed at the actual rotational speed of the transmission element and the first shaft, and also take notice of the inertia of the transmission element, the first shaft and the synchronizing arrangement.
  • the expected time is determined from a table of synchronization times for different rotational speeds of the first shaft stored in an electronic control unit.
  • a table may be created for a specific synchronizing arrangement.
  • Each specific rotational speed of the first shaft has a specific synchronization time corresponding to the expected time.
  • the generated failure mode in step d) is indicated by means of a sound or visual signal.
  • the retarder is arranged in a vehicle, the driver may receive a sound or visual signal if there is a synchronizing failure in the synchronizing arrangement. Thus, a malfunction in the synchronizing arrangement may be detected.
  • the method comprises the further steps of:
  • step d) displacing the sleeve from the second position to the first position; and f) requesting a torque from the retarder if failure mode in step d) has been generated.
  • the method comprises the further step of:
  • step d) measuring the ambient temperature, and requesting the torque from the re- tarder if failure mode in step d) has been generated and only if the ambient temperature is higher than a pre-determined temperature.
  • the retarder acts on the driving wheels in a vehicle, a sudden torque spike may cause a slip between the wheels and the road in slippery road con- ditions. Therefore, if the ambient temperature is low, as an example below the freezing point for water, it is preferable to perform the steps e) and f) right after start-up or launch of the vehicle.
  • Fig. 1 shows schematically a vehicle in a side view, with a retarder according to the invention
  • Fig. 2 shows schematically a retarder provided with a synchronizing arrangement, which is controlled by the method according to the invention
  • Fig. 3 shows a sectional view of a synchronizing arrangement for a retarder, which is controlled by the method according to the invention
  • Fig. 4 shows a sectional view along line I - I in Fig. 3 of the latch cone ring in a synchronizing arrangement for a retarder, which is controlled by the method according to the invention
  • Fig. 5 shows a sectional view of a synchronizing arrangement in Fig. 3 in a pre-synchronizing position
  • Fig. 6 shows a sectional view of a synchronizing arrangement in Fig. 3 in a synchronizing position
  • Fig. 7 shows a sectional view of a synchronizing arrangement in Fig. 3 in a position when the synchronizing process has ended
  • Fig. 8a shows a graph over the axial position of the sleeve and the rotational speed of the inner cone ring in relation to time where a correct synchronization process has been detected
  • Fig. 8b shows a graph over the axial position of the sleeve and the rotational speed of the inner cone ring in relation to time where a malfunction in the synchronization process has been detected
  • Fig. 9 shows a flow chart of a method of controlling a synchronizing arrangement for a retarder according to the invention.
  • Fig. 1 shows a side view of a vehicle 1 , e.g. a truck, which comprises an engine 2 and a gearbox 4 provided with a retarder 6 and a synchronizing arrangement 8, which is controlled by the method according to the invention.
  • the engine 2 is connected to the gearbox 4 and the gearbox 4 is further connected to driving wheels 10 of the vehicle 1 via a propeller shaft 12.
  • the engine 2 is an internal combustion engine but another type of engine 2 is also applicable, such as an electrical engine.
  • the gearbox 4 may be a manual transmission, an automated transmission, an automated manual transmission, or a continuously variable transmission.
  • the gearbox may be a single or a du- al-clutch transmission.
  • Fig. 2 shows schematically a retarder 6 provided with a synchronizing arrangement 8, which is controlled by the method according to the invention.
  • a first shaft 14 is adapted to be connected to a powertrain 18 and a second shaft 16 is connected to a rotor 20 of the retarder 6.
  • the power- train 18 is arranged in the vehicle 1 , where the connection of the retarder 6 to the vehicle 1 is performed through the gearbox 4, which thus constitutes a part of the powertrain 18.
  • the gearbox 4 is schematically presented.
  • the first shaft 14 may therefore be a propeller shaft 12, which is both connected to the gearbox 4, and to the driving wheels 10 of the vehicle 1 .
  • a transmission 26 comprising a second transmission element such as a second gear wheel 24 arranged on the second shaft 16 engages with first transmission element such as a first gear wheel 40, which is releasably arranged on the first shaft 14.
  • first transmission element such as a first gear wheel 40
  • the second shaft 16 is preferably, by means of bearings, mounted in a retarder housing 22 and possibly also in a gearbox house 38.
  • the rotor 20 is provided on the second shaft 16, which in an engaged state of the retarder 6 rotates at a speed propor- tional to the speed of the first shaft 14.
  • a stator 28 is connected to the retarder housing 22 and will therefore not rotate.
  • the rotor 20 and stator 28 together form a workspace 30 having the form of a toroidal hollow space.
  • the workspace 30 is filled with a fluid 32 such as water or coolant through an inlet opening 34 when the retarder 6 is requested to exercise a braking torque on the first shaft 14 connected to the gearbox 4 in order to brake the vehicle 1 and thus decrease or maintain the vehicle 1 speed.
  • the braking torque is generated by the rotor 20 and stator 28 which are provided with blades or vanes 36, which creates a fluid flow in the workspace 30 when the rotor 20 rotates.
  • the fluid flow forms, in conjunction with the vanes 36 of the rotor 20 and the stator 28, a reaction force, which results in the brak- ing torque.
  • the workspace 30 is drained completely of the fluid 32 and the fluid is replaced in part by steam, causing the vanes 36 of the rotor 20 and stator 28 to create a steam flow in the workspace 30.
  • the steam flow offers a reaction force on the second shaft 16, which generates an undesirable braking torque on the first shaft 14.
  • the braking torque from the retarder 6 causes an increased fuel consumption of the vehicle 1 .
  • friction from bearings and seals in the retarder 6 generates a reaction force, which results in an in- creased fuel consumption.
  • the second shaft 16 can be disconnected from the first shaft 14 when the retarder 6 is not used to brake the vehicle 1 .
  • the fuel consumption of the vehicle 1 is reduced.
  • Filling and draining the workspace 30 with the fluid 32 is done via a fluid circuit 38.
  • a first gear wheel 40 of the transmission 26 can be disconnected from the first shaft 14 so that the second shaft 16 and thus the rotor 20 in the retarder 6 can be disconnected from the powertrain 18.
  • the retarder 6 will not affect the vehicle 1 with a braking torque when the retarder 6 is deactivated.
  • the retarder 6 When the retarder 6 is to be activated, the retarder 6 must in a fast and efficient way be mechanically connected to the outgoing first shaft 14 from the gearbox 4.
  • a coupling element 42 is arranged between the second gear wheel 28 and the second shaft 22.
  • the coupling element 42 comprises a synchronizing arrangement 8.
  • the synchronizing arrangement 8 When the retarder 6 is activated to brake the vehicle 1 the synchronizing arrangement 8 is thus activated so that the first gear wheel 40 is connected to the first shaft 14 by means of the synchronizing arrangement 8. Since the first shaft 14 rotates during engagement and the second shaft 16 is stationary, the synchronizing arrangement 8 will cause the second shaft 18 to rotate via the transmission 26.
  • the synchronizing arrangement 8 is dimensioned to be able to transmit the large braking torque exerted by the retarder 6 on the first shaft 14.
  • Fig. 3 shows a sectional view of the synchronizing arrangement 8 for a retarder 6, which is controlled by the method according to the invention.
  • the synchronizing arrangement 8 comprises a latch cone ring 46, an inner cone ring 48 arranged on the side of the first gear wheel 40 and a sleeve 50, which is axially displaceable by means of a shifter fork 52.
  • the shifter fork 52 is axially dis- placeable by means of an actuating means 54.
  • the latch cone ring 46 and the inner cone ring 48 are provided with interacting friction surfaces 56, 56', which preferably are of a conical design.
  • the shifter fork 52 transmit axial force from the sleeve 50 to the latch cone ring 46 in order to bring about contact between the friction surfaces 56 on the latch cone ring 46 and the inner cone ring 48 during gear shifting. This means that an oil film formed between the friction surfaces 56 is displaced and an initial torque between latch cone ring 46 and the inner cone ring 48 builds up.
  • the first gear wheel 40 When connecting the retarder 6 to the powertrain 18 the first gear wheel 40 is engaged and locked on the first shaft 14 by means of the axially displaceable sleeve 50.
  • a hub 58 provided with splines 60 on the periphery is attached to the first shaft 14 and allows the sleeve 50 to move axially.
  • the hub 58 trans- mits torque between the first shaft 14 and the sleeve 50.
  • the sleeve 50, first gear wheel 40 and first shaft 14 may have different rotational speeds when the gear should be shifted and when the first gear wheel 40 should be locked on the first shaft 14 by means of the sleeve 50.
  • the synchronizing arrangement 8 is therefore used to synchronize the rotational speed between the sleeve 50, first gear wheel 40 and first shaft 14 before the first gear wheel 40 is locked on the first shaft 14.
  • the shifter fork 52 transmits axial force from the sleeve 50 to the latch cone ring 46 in order to bring about contact between the friction surfaces 56, 56' on the latch cone ring 46 and the inner cone ring 48 during gear shifting. This means that an oil film formed between the friction surfaces 56, 56' is displaced and an initial torque between latch cone ring 46 and the inner cone ring 48 builds up.
  • the surface of latch teeth 62 on the latch cone ring 46 which face the sleeve 50 and are designed to engage internal teeth 64 in the sleeve 50 during synchronization, must be angled relative to the axis of rotation of the latch cone ring 46, said angle being balanced against the braking torque that the latch cone ring 46 transmits to the sleeve 50 in order to achieve synchronous speed.
  • a number of balls 66, each loaded with a spring 68, are arranged in the sleeve 50, the purpose of these is to ensure that pre-synchronization occurs.
  • the spring-loaded balls 66 act on abutment means 70 arranged on the latch cone ring 46 to ensure that the latch teeth 62 of the latch cone ring 46 are in the correct axial position relative to the internal teeth 64 of the sleeve 50 during pre- synchronization and the abutment means 70 press the spring-loaded balls 66 radially outwards when the sleeve 50 moves axially in relation to the latch cone ring 46 when the pre-synchronization has ended and when the synchronization or main synchronization should start.
  • the sleeve 50, latch cone ring 46 and the inner cone ring 48 are depicted on a distance to each other for clarity reason.
  • the latch teeth 62 extend in a direction parallel to the centre line of the latch cone ring 46 and in a peripheral direction.
  • the abutment means 70 extend in a direction parallel to the centre line of the latch cone ring 46 and in a peripheral direction.
  • the abutment means 70 have a larger exten- sion than the latch teeth 62 in the direction parallel to the centre line.
  • a circumferential groove 49 is arranged in the peripheral surface of the latch cone ring 46 adjacent to the abutment means 70.
  • Fig. 4 shows a sectional view along line I - I of the latch cone ring 46.
  • abutment means 70 are arranged on a substantially equally distance on the periphery 72 of the latch cone ring 46.
  • the latch teeth 62 are arranged on a substantially equally distance on the periphery 72 of the latch cone ring 46.
  • Fig. 5 shows a sectional view of the synchronizing arrangement 8 in a pre- synchronizing position.
  • the shifter fork 52 acts with an axial force on the sleeve 50 and displaces the sleeve 50 and also the latch cone ring 46 axially in relation to the hub 58 in direction towards the inner cone ring 48.
  • the spring- loaded balls 66 are pressed into the direction of the circumferential groove 49 so that the axial position of the latch cone ring 46 in relation to the sleeve 50 is defined. For this reason the groove 49 has a design which interacts with the spring-loaded ball 40.
  • the spring-loaded balls 66 also act on the abutment means 70 arranged on the latch cone ring 46, so that the latch cone ring 46 will be displaced axially by the force from the spring-loaded balls 66 when the sleeve 50 is displaced by means of the shifter fork 52.
  • the friction sur- faces 56, 56' on the latch cone ring 46 and the inner cone ring 48 will be brought to an adjacent position to each other.
  • the gearbox 4 is filled with oil a thin film 29 of oil is created between the friction surfaces 56, 56' on the latch cone ring 46 and the inner cone ring 48.
  • the axial force from the latch cone ring 46 acting on the inner cone ring 48 means result in that the oil film formed between the friction surfaces 56, 56' is displaced.
  • the latch teeth 62 and the abutment means 70 are preferably situated at the side of each latch cone ring 46 that is closest to the inner cone ring 48 to allow the movement of the latch cone ring 46 in the sleeve 50 during the synchroni- zation process.
  • the abutment means 70 have a smaller radial extension than that of distance between the internal teeth 64 in the sleeve 50. This allows the movement of the latch cone ring 46 in the sleeve 50 during the synchronization process.
  • Fig. 6 shows a sectional view of the synchronizing arrangement 8 in a syn- chronizing position in which the oil film formed between the friction surfaces 56, 56' has been displaced during pre-synchronization, the friction surfaces 56, 56' have contact with each other and an initial torque between latch cone ring 46 and the inner cone ring 48 is building up.
  • the latch teeth 62 on the latch cone ring 46 engage with and rest against internal teeth 64 in the sleeve 50 during synchronization.
  • the surface of the latch teeth 62 on the latch cone ring 46 which engage with and rest against the surface of the internal teeth 64 in the sleeve 50 must be angled relative to the axis of rotation of the latch cone ring 46, and said angle must balance against the braking torque that the latch cone ring 46 transmits to the sleeve 50 in order to achieve syn- chronous speed.
  • first gear wheel 40 and first shaft 14 have different rotational speeds.
  • FIG. 7 shows a sectional view of the synchronizing arrangement 8 in a position when the synchronizing process has ended and when the peripheral latch teeth 62 on the latch cone ring 46 have disengaged from the internal teeth 64 in the sleeve 50 when the rotational speed is synchronous between the sleeve 50 and the inner cone ring 48.
  • the sleeve 50 has been axially displaced, so that the latch cone ring 46 has been moved inwards into the sleeve 50 and stopped in an axial position relative to the sleeve 50, said axial position being determined by the position at which the sleeve 50 meets and engages with the inner cone ring 48 on the first gear wheel 40.
  • the sleeve 50 When deactivating the retarder 6 after braking, the sleeve 50 is displaced to the first, initial position by means of the shifter fork 52, so that the rotor 20 of the retarder 6 is disconnected from the powertrain 18. Since no axial force from the sleeve 50 is acting on the latch cone ring 46, it will be retracted from the inner cone ring 48 and be ready for synchronization the next time the retarder 6 should be activated.
  • the retarder 6 will not be disconnected from the powertrain 18 as intended. Therefore, the rotor 20 of the retarder 6 will rotate when the retarder 6 is deactivated, which results in an increased fuel consumption. Also, if the conical friction surfaces 56 of the latch cone ring 46 and the inner cone ring 48 have stuck together, the next time the retarder 6 should be connected no synchronization process will take place between the first gear wheel 40 and the first shaft 14 of the powertrain 18.
  • Fig. 8a shows a graph over the axial position of the sleeve 50, the rotational speed of the inner cone ring 48 and the rotational speed of the first gear wheel 40 in relation to time where a correct synchronization process has been detected.
  • the graph over the axial position of the sleeve 50 is shown with an unbroken line
  • the graph over the rotational speed of the inner cone ring 48 is shown with a broken line
  • the graph over the rotational speed of the first gear wheel 40 is shown with dots.
  • the sleeve is displaced from a first axial position, at A1 in fig. 8a, to a direction of a second axial position A3.
  • the rotational speed of the first shaft 14 is zero when the sleeve 50 is in the first position A1 .
  • the synchronizing process starts at a second point of time t2, when the sleeve 50 has been displaced to an in- termediate axial position A2.
  • the first shaft 14 starts to rotate at the second point of time t2 since the torque and the rotational motion of the first gear wheel 40 are transferred to the first shaft 14 by means of the synchronizing arrangement 8.
  • the synchronizing process starts at the time t2 the axial displacement of the sleeve 50 stops so that the synchronizing process may take place under a certain synchronizing time TS.
  • fig. 8a represents a functional synchronizing process.
  • the conical friction surfaces 56, 56' of the latch cone ring and the inner cone ring may stick together, so that no synchronization occurs the next time the retarder 6 should be activated.
  • the synchronizing time TS, for synchronizing the rotational speed between first gear wheel 40 and the first shaft 14 is measured and compared to an expected synchronizing time TE for synchronizing the rotational speed between first gear wheel 40 and the first shaft 14 using the synchronizing arrangement 8.
  • a failure mode is generated if the measured synchronizing time TS is substantially shorter than the expected synchronizing time TE, since a possible malfunction in the synchronization process has been detected.
  • Fig. 8b shows a graph over the axial position of the sleeve 50 and the rotational speed of the inner cone ring 48 in relation to time where a malfunction in the synchronization process has been detected.
  • the friction surfaces 56, 56' of the latch cone ring 46 the inner cone ring 48 has been stuck together, and therefore the retarder 6 is already connected to the powertrain 18. For this reason the first shaft 14 and the first gear wheel 40 have the same rotational speed n1 from the beginning.
  • a failure mode is generated because the measured synchronizing time TS is substantially shorter than the expected synchronizing time TE.
  • the generated failure mode may be indicated by means of a sound or visual signal.
  • the generated failure mode may be used to solve the problem with the stucked friction surfaces 56 of the latch cone ring 46 and the inner cone ring 48. This may be done by displacing the sleeve 50 from the second position A3 to the first position A1 and requesting a torque from the retarder 6. The torque from the powertrain 18 will be transferred through the friction surfaces 56, 56' of the latch cone ring 46 and the inner cone ring 48 and further to the retarder 6. However, the latch cone ring 46 and the inner cone ring 48 cannot transfer the high braking torque from the retarder 6 on the powertrain 18 and therefore the latch cone ring 46 and the inner cone ring 48 will be released from each other.
  • Fig. 9 shows a flow chart of the method for controlling the synchronizing arrangement 8 for the retarder, which synchronizing arrangement 8 comprises a sleeve 50, which is axially displaceable between a first and second position A1 , A3,
  • the first transmission element 40 is connectable to the first shaft 14 by means of the synchronizing arrangement 8;
  • the first transmission element 40 is engaged with a second transmission element 24 attached to the retarder 6.
  • the method comprises the step of:
  • the synchronizing time TS for synchronizing the rotational speed between the first transmission element 40 and the first shaft 14 in step b) is measured by monitoring the axial position of the sleeve 50 during synchronization.
  • the expected time TE is determined from synchronization torque, the rotational speed of the first transmission element 40 and the first shaft 14, and the reflected inertia of the first transmission element 40, the first shaft 14 and the synchronizing arrangement 8.
  • the expected time TE for synchronizing the rotational speed between the first transmission element 40 and the first shaft 14 using a specific synchronizing arrangement 8 may be determined by calculating synchronization torque needed at the actual rotational speed of the first transmission element 40 and the first shaft 14, and also take notice of the inertia of the first transmission element 40, the first shaft 14 and the synchronizing arrangement 8.
  • the expected time TE is determined from a table of synchronization times for different rotational speeds of the first shaft 14 stored in an electronic control unit 76.
  • a table may be created for a specific synchronizing arrangement 8.
  • Each specific rotational speeds of the first shaft 14 has a specific synchronization time corresponding to the expected time TE.
  • the generated failure mode in step d) is indicated by means of a sound or visual signal.
  • the driver may receive a sound or visual signal if there is a synchronizing failure in the synchronizing arrangement 8.
  • the method comprises the further steps of:
  • step d) requesting a torque from the retarder 6 if a failure mode in step d) has been generated.
  • the method comprises the further step of:
  • step d) measuring the ambient temperature d , and requesting the torque from the retarder 6 if failure mode in step d) has been generated and only if the ambient temperature d is higher than a predetermined temperature c2.
  • the retarder 6 acts on the driving wheels 10 in a vehicle 1 , a sudden torque spike may cause a slip between the wheels 10 and the road in slippery road conditions. Therefore, if the ambient temperature d is low, as an exam- pie below the frozen point for water, it is preferable to perform the steps e) and f) right after start-up or launch of the vehicle 1 .
  • the present invention also relates to a computer program P and a computer program product for performing the method steps.
  • the computer program P controls the method of controlling a the synchronizing arrangement 8 for the retarder 6, wherein said computer program P comprises program code for making the electronic control unit 76 or a computer 78 connected to the elec- tronic control unit 16 to performing the method steps according to the invention as mentioned herein, when said computer program P is run on the electronic control unit 76 or computer 78 connected to the electronic control unit 76.
  • the computer program product comprises a program code stored on the electronic control unit 76 or computer 78 connected to the electronic control unit 76 readable, media for performing the method steps according to the invention as mentioned herein, when said computer program P is run on the electronic control unit 76 or the computer 78 connected to the electronic control unit 76.
  • the computer program product is directly storable in the internal memory M into the electronic control unit 76 or the computer 78 connected to the electronic control unit 76, comprising a computer program P for performing the method steps according to the present invention, when said computer program P is run on the electronic control unit 76 or the computer 78 connected to the electronic control unit 76.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Operated Clutches (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
  • Retarders (AREA)

Abstract

L'invention concerne un procédé de commande d'un agencement de synchronisation (12) pour un ralentisseur (6). Le procédé comprend les étapes suivantes : a) déplacer le manchon (50) de la première position (A1) à la seconde position (A3) pour relier le premier élément de transmission (40) au premier arbre (14), b) mesurer le temps de synchronisation (TS) pour synchroniser la vitesse de rotation entre le premier élément de transmission (40) et le premier arbre (14), c) comparer le temps de synchronisation mesuré (TS) à un temps attendu (TE) pour synchroniser la vitesse de rotation entre le premier élément de transmission (40) et le premier arbre (14) à l'aide de l'agencement de synchronisation (8), et d) générer un mode de défaillance si le temps de synchronisation mesuré (TS) est sensiblement plus court que le temps attendu (TE). L'invention concerne également un ralentisseur (6), qui est commandé par un tel procédé. L'invention concerne également un véhicule (1) comprenant un tel ralentisseur (6).
PCT/SE2016/050727 2015-08-05 2016-07-20 Procédé de commande d'agencement de synchronisation pour un ralentisseur, et ralentisseur et véhicule WO2017023198A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112016002953.5T DE112016002953T5 (de) 2015-08-05 2016-07-20 Verfahren zum Steuern einer Synchronisieranordnung für einen Retarder, Retarder und Fahrzeug
CN201680045653.9A CN107848498B (zh) 2015-08-05 2016-07-20 控制用于减速器的同步装置的方法、减速器和车辆

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1551059A SE542599C2 (en) 2015-08-05 2015-08-05 A method of controlling a synchronizing arrangement for a retarder, a retarder and a vehicle
SE1551059-7 2015-08-05

Publications (1)

Publication Number Publication Date
WO2017023198A1 true WO2017023198A1 (fr) 2017-02-09

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PCT/SE2016/050727 WO2017023198A1 (fr) 2015-08-05 2016-07-20 Procédé de commande d'agencement de synchronisation pour un ralentisseur, et ralentisseur et véhicule

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CN (1) CN107848498B (fr)
DE (1) DE112016002953T5 (fr)
SE (1) SE542599C2 (fr)
WO (1) WO2017023198A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020046369A1 (fr) * 2018-08-31 2020-03-05 Borgwarner Inc. Système de commande d'actionnement d'engrenage et son procédé de fonctionnement

Citations (5)

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DE10038195A1 (de) * 2000-08-04 2002-02-14 Volkswagen Ag Verfahren zur Steuerung eines automatisierten Schaltgetriebes
US20080004767A1 (en) * 2004-11-18 2008-01-03 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method for Diagnosing Damage in the Shift Mechanism of an Automatic Gearbox
SE1050160A1 (sv) * 2010-02-19 2011-02-08 Scania Cv Abp Hydrodynamisk retarder och växellåda
US20140005903A1 (en) * 2012-06-27 2014-01-02 Honda Motor Co., Ltd Control unit for synchronous engaging device
US20140007727A1 (en) * 2012-07-03 2014-01-09 GM Global Technology Operations LLC Method of controlling a synchronizer actuator fork of a transmission

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Publication number Priority date Publication date Assignee Title
FR2927386B1 (fr) * 2008-02-12 2010-04-30 Peugeot Citroen Automobiles Sa Dispositif de synchronisation multi-cones pour boite de vitesses
CN101706363A (zh) * 2009-11-20 2010-05-12 哈尔滨工程大学 自动同步超越离合器状态监测记录仪
DE102010051717A1 (de) * 2010-11-19 2012-05-24 Voith Patent Gmbh Antriebsstrang mit einem hydrodynamischen Retarder und Verfahren zum Einstellen des Bremsmomentes

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10038195A1 (de) * 2000-08-04 2002-02-14 Volkswagen Ag Verfahren zur Steuerung eines automatisierten Schaltgetriebes
US20080004767A1 (en) * 2004-11-18 2008-01-03 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method for Diagnosing Damage in the Shift Mechanism of an Automatic Gearbox
SE1050160A1 (sv) * 2010-02-19 2011-02-08 Scania Cv Abp Hydrodynamisk retarder och växellåda
US20140005903A1 (en) * 2012-06-27 2014-01-02 Honda Motor Co., Ltd Control unit for synchronous engaging device
US20140007727A1 (en) * 2012-07-03 2014-01-09 GM Global Technology Operations LLC Method of controlling a synchronizer actuator fork of a transmission

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020046369A1 (fr) * 2018-08-31 2020-03-05 Borgwarner Inc. Système de commande d'actionnement d'engrenage et son procédé de fonctionnement

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SE542599C2 (en) 2020-06-09
SE1551059A1 (en) 2017-02-06
DE112016002953T5 (de) 2018-03-15
CN107848498A (zh) 2018-03-27
CN107848498B (zh) 2020-06-16

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