CN100506621C - Control method of manual-automatic transmission - Google Patents

Abstract

The invention discloses a control logic of a manual-automatic transmission, which comprises three parts, namely transmission gear control, gear shifting engine control and clutch control; the gear control of the gearbox is carried out at a higher gear speed by separating from the original meshing gear pair part in the first stage, and when the target gear pair is meshed in the second stage, the gear is shifted at a proper speed by rapidly decelerating and matching with the gear performance of the manual gearbox; the gear shifting engine control is to calculate the estimated gear shifting time under the synchronizer control mode and the clutch mode respectively, and judge as the synchronizer control mode or the clutch mode according to the calculation result, the clutch control is matched with the control of the engine rotating speed, the relationship between the engine rotating speed and the input rotating speed of the gearbox is used for judging the clutch starting occlusion position and the clutch non-slip position and the engine load in the control process, and the estimated curve of the clutch position to the occlusion force is corrected; therefore, the gear shifting time and the gear shifting vibration are reduced, and the service life of the clutch plate is prolonged.

Description

Manual transmission control method

technical field

The invention relates to a gear shifting and clutch control method of a manual automatic gearbox to achieve the effects of reducing gear shifting time, reducing gear shifting vibration and increasing the life of a clutch plate.

Background technique

As far as the output power of the gearbox is concerned, the manual gearbox can maximize the power of the engine to about 94%, but because it needs to be operated manually and with the foot clutch, it is not only difficult but also difficult for the driver. The operation is cumbersome, and the automatic transmission is easy to operate, but because it can only exert the power of the engine to 80%, it consumes more power. The manual automatic transmission adopts the method of automatic operation. The transmission of the signal uses the gear actuator (motor) to control the action of the manual transmission. In this way, the advantages of the easy operation of the automatic transmission and the high transmission efficiency of the manual transmission can be taken into account, so that the performance of the car can be effectively improved. Gearbox control is mainly composed of three parts: gearbox gear control, gear shifting engine control and clutch control; among them, the gearbox gear control is to control the gear ratio switching of the gearbox. The meshing of the target gear pair completes the speed ratio switching of the gearbox, and the speed of the speed ratio switching mainly needs to match the gear performance of the manual gearbox. Too fast gear shifting will cause damage to the gearbox synchronizer, as shown in Figure 1. Position signal, the gear shifting process includes three stages, the first stage is to disengage from the original meshing gear pair, the second stage is the meshing process of the target gear pair, and the final stage is the complete meshing of the target gear pair. The gear speed is the same, and the second stage is the meshing process of the target gear pair. Because the meshing process requires a large shift force, the gear speed is reduced, and the gear motor signal of the gear control is shown in Figure 2. The control method is to control the gearshift mechanism with a certain motor opening; in terms of gearshift engine control, the gearshift engine control method proposed by US 6319171 is shown in Figure 3. The speed is the same. When it is confirmed that the speed difference on both sides of the synchronizer is less than a default value, the synchronizer will engage the action. Finally, in terms of clutch control, US 5275267 clutch control, Figure 4-1 is the characteristic curve of the clutch and the control position, Figure 4 -2 and Figure 4-3 are its clutch control modes, wherein Figure 4-2 is a general clutch control mode, and Figure 4-3 is a control mode in which the throttle valve is a low opening degree, and the control provided in Figure 4-3 In mode, mainly by controlling the clutch to maintain a speed difference between the engine speed and the transmission input speed.

According to the prior art mentioned above, due to consideration of the gear performance of the manual gearbox in the gear control, it is impossible to reduce the gear time by maintaining the gear shift process of each stage at a certain speed under a certain motor opening, and US6319171 The proposed shifting engine control method uses controlling the engine speed to make the speeds on both sides of the synchronizer the same, and hopes to increase the smoothness of shifting, but in this way, there will be traction when the synchronizer is engaged, such as improper control of the engine speed during the engagement process or If the load changes too much, it will cause gear failure or damage to the synchronizer, and by controlling the engine speed to make the speed difference on both sides of the synchronizer less than a default value, the shift time will be prolonged. As shown in Figure 1, the clutch completes gear shifting After that, it will still take quite a long time to fully engage, which will cause the wear and tear of the clutch and longer shift time (the shift time is from the beginning of gear shifting to the complete engagement of the clutch), and finally on the control of the clutch, Figure 4-- in US 5275267 The control method of 3 only uses the speed as the control basis, which may also cause improper wear of the clutch.

Contents of the invention

The main purpose of the present invention is to provide a transmission control method, which includes three parts: transmission gear control, gear shifting engine control and clutch control; In the stage of the gear pair, reach the highest speed with the fastest control method, and then quickly decelerate to the synchronizer engagement speed at the preset position or time, so as to reduce the time for shifting gears; the shifting engine control part includes synchronization In the clutch control mode and the clutch control mode, it uses the output and output speed of the gearbox and the target gear to calculate the speed ratio of the pre-actuated synchronizer and the output and input speed of the gearbox, and then according to the engine speed and the speed of both sides of the synchronizer and the gearbox Calculate the estimated shift time in the synchronizer control mode and the clutch mode respectively based on the input and output speeds, and then use the calculation results to judge whether it is the synchronizer control mode or the clutch control mode. If the time of the two modes is less than a default value, then The synchronizer control mode is the main mode. Among them, the synchronizer control mode uses the control of the engine speed to make the speeds on both sides of the synchronizer the same. The clutch control mode uses the control of the engine speed to make the speeds on both sides of the clutch the same, and the speed on both sides of the clutch The smaller the difference, the faster the clutch engagement speed will be, which will reduce the clutch engagement control time, reduce the shifting vibration during the clutch engagement process, and reduce the wear of the clutch. The clutch control part can be divided into shift control mode, Low-speed control mode and general control mode. The shift control mode is matched with engine speed control as mentioned above to make the clutch engage faster and control the engine speed to the target vehicle speed at the same time. The low-speed control mode is mainly a clutch control mode for start-up coasting. It uses the estimated curve of the clutch position versus the bite force to control the engine to output a preset torque so that the car can keep sliding at a low speed.

The present invention will be described in detail below with specific examples in conjunction with the accompanying drawings.

Description of drawings

Figure 1 is a manual and automatic shift characteristic diagram;

Figure 2 is a signal diagram of the gear motor for gear control;

Fig. 3 is a flow chart of U.S. Patent US6319171 shift engine control;

Figure 4-1 is a characteristic curve diagram of the clutch and the control position of the US patent US5275267;

Figure 4-2 is the general clutch control mode of US Patent US5275267;

Figure 4-3 is the control mode in which the throttle valve of the U.S. patent US5275267 is low opening;

Fig. 5 is a graph of gear shift control of the present invention;

Fig. 6 is the schematic diagram of transmission of the present invention;

Fig. 7 is the flow chart of gearshift engine control of the present invention;

Fig. 8 is the flowchart of clutch control of the present invention;

Fig. 9 is a flowchart of the clutch position control of the present invention.

Detailed ways

The automatic manual gearbox control method of the present invention mainly includes three parts: gearbox shift control, shift engine control and clutch control; in the gearbox shift control part, as shown in Fig. 1, the shift position signal, the shift process includes three stages , the first stage is to break away from the original meshing gear pair, the second stage is the meshing process of the target gear pair, and the final stage is the complete meshing of the target gear pair. The synchronizer is not damaged, so the shifting speed cannot be too fast, so the opening of the shifting motor cannot be changed, and the speed is kept at a certain speed, but the first stage is to break away from the original meshing gear pair, which does not need to consider synchronization Therefore, in the gear shifting, as shown in Figure 5, after the first stage starts, the opening of the gear motor can be fully opened to make the gear shift as soon as possible. The gearing speed reaches the highest speed, until the X1 point, and then quickly decelerates, and the speed at the X2 point is matched with the gearing performance of the manual gearbox, and the gearing is performed at an appropriate speed, and the gearing can be effectively reduced in the first stage. In addition, during the second stage, it can also ensure that the synchronizer is not damaged. In addition, in the process of gear shifting, the X1 position is adaptively corrected based on the difference between the speed at the X2 position and the preset speed. And as the basis for the next gear shifting, in addition, calculate the average current during the gear shifting process, and use the position of X1 point and the time to reach X1 point to judge whether the shifting speed is weakened, as the gear motor (actuator) needs to be replaced Judgments based.

In the shifting engine control part, there are synchronizer control mode and clutch control mode, as shown in Figure 6, the speed of one side of the clutch is n3 (this is the speed of the engine), and the speed of the other side is n4 (This is the gearbox input speed), the gearbox is equipped with a pair of gears t1, t2 and another pair of gears t3, t4, through the selective engagement of the synchronizer, the speed n1 on one side of the synchronizer can be obtained respectively (this is the is the speed of the meshing gear) and the speed n2 of the other side (this is the output speed of the gearbox), according to the speed of the engine is n3, and the output speed of the gearbox in the original state can be calculated as n3*(t3/t4)=n2 , in order to make the speeds on both sides of the synchronizer close to the same when shifting and engaging, so as to facilitate the engaging of the synchronizer, the engine speed can be obtained by n1=n2, n1*(t2/t1)=n3 (engine target speed). The target speed, and then according to the engine speed n3, the speeds n1, n2 on both sides of the synchronizer, and the output and input speeds n4 and n2 of the gearbox, respectively calculate the estimated time of the synchronizer control mode and the clutch control mode, and at the same time calculate the results, and then use the time It is judged as synchronizer mode or clutch control mode, if the absolute value of the time value difference between the two modes is less than a default value, then the synchronizer control mode is the main mode; the synchronizer control mode, as shown in Figure 6 and 7, mainly uses control The engine speed n3 makes the speeds of n1 and n2 on both sides of the synchronizer the same, but the control needs to be equipped with a clutch to limit the maximum traction force. When the gear shift starts, the clutch will be disengaged (off) to facilitate the disengagement (off) of the original synchronizer. In terms of control, after the original synchronizer is disengaged, calculate the maximum traction force position Ys=f(Ts) of the clutch gear shift from the clutch position versus traction force curve, and control the clutch to Ys+b, where b is a default value, and at the same time according to the current state of the gearbox Calculate the target engine speed by speed, that is, under the condition of n1=n2, calculate the target engine speed by n1*(t2/t1), and control the engine speed to the target speed. When the gear reaches point X1 in Figure 5, the synchronizer is ready to engage At this time, judge whether the absolute value of the speed difference n1-n2 on both sides of the synchronizer is less than a default value. If it is less than the default value, then control the clutch to the Ys(on) position so that n3=n4, otherwise control the clutch to the disengagement position Y0- a (clutch off), and then engage the synchronizer (on). After the gear shift is completed, the clutch will be gradually engaged until it is completely engaged. Fast; the clutch control mode, as shown in Figures 6 and 7, is mainly to control the engine speed so that the speeds on both sides of the clutch are the same (n3=n4). =n2, the engine target speed is calculated by n1*(t2/t1). When the engine speed is lower than the engine target speed, the engine speed is controlled to follow the gearbox input speed to reduce the speed difference between the engine speed and the gearbox input shaft. That is, reduce the absolute value of n3-n4 until the gear shift is completed, that is, after the synchronizer is on, the clutch bite begins In this way, the clutch engagement control time can be reduced, and the shift vibration during the clutch engagement process can be reduced, and the wear of the clutch can also be reduced. If the engine speed is higher than the transmission input speed, the idle speed will be maintained. When the gear is completed, the clutch will be activated. Start gradually to full engagement, and the smaller the speed difference between the two ends of the clutch, the faster the clutch engagement speed will be controlled, and at the same time, the engine speed will be controlled to the target vehicle speed.

Finally, in the clutch control part, the process flow is shown in Figures 8 and 9, which can be divided into gear shift control mode, low speed control mode and general control mode. In terms of gear shift control mode, as mentioned above with engine speed control, at the same time in the control process Use the relationship between the engine speed and the gearbox input speed to judge the clutch start position, the clutch non-slip position and the engine load at this time and record it. After the gear shift is completed, use this record to correct the estimated curve of the clutch position versus the bite force. Then judge whether the clutch state is normal according to the estimated curve. Finally, the low-speed control mode is mainly the clutch control mode for start and coasting. At this time, the accelerator pedal opening is low and the vehicle speed is low. The clutch control uses the estimated curve of the clutch position to the bite force. , control the engine output torque=preset torque*(1+m*throttle opening), so that the control engine output torque can resist the friction force of the car, and the engine will not turn off, so that the car can keep sliding at a low speed.

Claims (11)

1. A control method of a manual-automatic gear shifting box comprises three parts, namely gear shifting control of the gear shifting box, gear shifting engine control and clutch control; wherein,

gear control of the gearbox: in the gear shifting process, at the stage of disengaging from the original meshing gear pair, the gear shifting speed is quickly reached to the highest speed, and the gear shifting speed is quickly decelerated to the meshing speed of the synchronizer at a preset position or time;

and (3) controlling a gear shifting engine: the control mode of the synchronizer is to control the rotating speed of the engine to enable the speeds of two sides of the synchronizer to be the same so as to reduce the rotating speed difference between the rotating speed of a target gear pair and the output rotating speed of a gearbox, and the control mode of the clutch is to control the rotating speed of the engine to enable the speeds of two sides of the clutch to be the same so as to reduce the rotating speed difference between the rotating speed of the engine and the input rotating speed of the gearbox;

controlling a clutch: the low-speed control mode provides a low-speed slip mode, and controls the output torque force of the engine to be a preset torque force (1+ m throttle opening degree).

2. The manual-automatic transmission control method of claim 1, wherein the transmission gear control is to rapidly bring the gear speed to the highest X1 point position and rapidly decelerate to the X2 point position at a predetermined position or time, the X1 point position is adaptively corrected by the difference between the speed at the X2 point position and the predetermined speed and is used as the basis for the next gear.

3. The manual-automatic transmission control method of claim 2, wherein the transmission gear control can use the position of X1 point and the time of reaching X1 point as the basis for determining whether the gear actuator needs to be replaced.

4. The manual-automatic transmission control method according to claim 1, wherein the shift engine control is to calculate a speed ratio between a synchronizer to be actuated and a transmission input/output rotation speed by using the transmission input/output rotation speed and a target gear, calculate estimated shift time in a synchronizer control mode and a clutch mode according to the engine rotation speed, the rotation speeds of both sides of the synchronizer and the transmission input/output rotation speed, and determine the synchronizer control mode or the clutch control mode according to a calculation result.

5. The manual-automatic transmission control method according to claim 4, wherein the estimated shift time values of the synchronizer control mode and the clutch control mode are based on the synchronizer control mode if the estimated shift time values of the two modes are smaller than a preset value.

6. The manual-automatic transmission control method according to claim 1, wherein the shift engine controlled synchronizer control mode calculates a target engine speed according to a current transmission speed, controls the engine speed to the target speed and turns ON the clutch, determines whether a difference between the speeds of both sides of the synchronizer is smaller than a set value when the synchronizer is ready to engage, and engages the synchronizer if the difference is smaller than the set value.

7. The manual-automatic transmission control method according to claim 6, wherein if the difference between the rotational speeds of the two sides of the synchronizer is greater than a set value, the clutch is moved to the disengaged position, and after the synchronizer is engaged, the clutch is gradually engaged.

8. The manual-automatic transmission control method according to claim 1, wherein the clutch control mode of the shift engine control determines the target engine speed according to the engine speed and the transmission input speed, controls the engine speed to follow the transmission input speed, and starts the clutch engagement control after the synchronizer is engaged to reduce the difference between the speeds at both sides of the clutch.

9. The manual-automatic transmission control method according to claim 8, wherein if the engine speed is lower than the engine target speed, the engine is accelerated to follow the transmission input speed to reduce the speed difference between both sides of the clutch, and if the engine speed is higher than the engine target speed, the engine is decelerated to maintain the idle speed to reduce the speed difference between both sides of the clutch.

10. The manual-automatic transmission control method according to claim 1, wherein the clutch control shift control mode is a shift control mode that determines a clutch engagement start position, a clutch non-slip position and an engine load using a relationship between an engine speed and a transmission input speed during control, corrects an estimated clutch position-to-engagement force curve, and determines whether a clutch state is normal or not based on the estimated curve.

11. The manual-automatic transmission control method according to claim 1, wherein in the clutch control low speed control mode, the estimated curve of clutch position to engagement force is used to control the engine output torque to be a predetermined torque (1+ m throttle opening) so as to keep the vehicle coasting at a low speed.

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