CN111255888A - Transmission, transmission method and vehicle - Google Patents

Transmission, transmission method and vehicle Download PDF

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Publication number
CN111255888A
CN111255888A CN201811457481.3A CN201811457481A CN111255888A CN 111255888 A CN111255888 A CN 111255888A CN 201811457481 A CN201811457481 A CN 201811457481A CN 111255888 A CN111255888 A CN 111255888A
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CN
China
Prior art keywords
transmission
output shaft
gear
input shaft
rotating speed
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
CN201811457481.3A
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Chinese (zh)
Inventor
袁建国
王艳辉
***
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Beiqi Foton Motor Co Ltd
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Beiqi Foton Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Beiqi Foton Motor Co Ltd filed Critical Beiqi Foton Motor Co Ltd
Priority to CN201811457481.3A priority Critical patent/CN111255888A/en
Publication of CN111255888A publication Critical patent/CN111255888A/en
Pending legal-status Critical Current

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    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft speed
    • 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
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • 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
    • F16H63/50—Signals to an engine or motor
    • F16H63/502—Signals to an engine or motor for smoothing gear shifts
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

The disclosure relates to a transmission, a speed change method and a vehicle, belongs to the field of vehicles, and can achieve smooth gear shifting. The transmission includes an input shaft and an output shaft, the transmission including: the motor control unit is used for receiving a gear shifting signal and the rotating speed of the output shaft, generating a driving instruction based on the gear shifting signal and the rotating speed of the output shaft, and sending the driving instruction to a motor; the motor is used for driving the input shaft based on the driving instruction so as to enable the rotating speed of the input shaft to be consistent with the rotating speed of the output shaft.

Description

Transmission, transmission method and vehicle
Technical Field
The present disclosure relates to the field of vehicles, and in particular, to a transmission, a shifting method, and a vehicle.
Background
The existing manual transmissions are all provided with synchronizers, and in the vehicle gear shifting process, the rotating speed of a synchronized gear reaches the synchronous rotating speed by virtue of the synchronizers, so that the gear shifting smoothness is influenced by the inertia of a synchronizing end and the capacity of the synchronizers, particularly for a heavy-duty transmission, the required synchronous inertia is large, the capacity of the synchronizers is increased unilaterally, the space is limited, the cost is increased, and in addition, the capacity of the synchronizers is difficult to meet the requirement even if some products increase.
Disclosure of Invention
An object of the present disclosure is to provide a transmission, a shifting method, and a vehicle, which can solve the above-described technical problems.
According to a first embodiment of the present disclosure, there is provided a transmission including an input shaft and an output shaft, the transmission comprising: the motor control unit is used for receiving a gear shifting signal and the rotating speed of the output shaft, generating a driving instruction based on the gear shifting signal and the rotating speed of the output shaft, and sending the driving instruction to a motor; the motor is used for driving the input shaft based on the driving instruction so as to enable the rotating speed of the input shaft to be consistent with the rotating speed of the output shaft.
Optionally, the transmission further comprises a gear wheel and a sleeve, wherein: when the rotating speed of the input shaft is consistent with that of the output shaft, the combined teeth of the gear gears are combined with the gear sleeve to realize gear shifting.
Alternatively, the motor control unit generates the drive command based on the shift signal and the rotation speed of the output shaft using the following formula:
Jc×dωc/dt–Mf＝0
ωc＝ωv
where Jc is the moment of inertia of a part at the input of the transmission, ω c is the input shaft angular velocity, Mf is the synchronizer ring friction torque, and ω v is the output shaft angular velocity.
Optionally, the transmission is a manual transmission.
According to a second embodiment of the present disclosure, there is provided a shifting method applied to a transmission of a vehicle, the transmission including an input shaft and an output shaft, the method including: the motor control unit of the transmission receives a gear shifting signal and the rotating speed of the output shaft, generates a driving instruction based on the gear shifting signal and the rotating speed of the output shaft, and sends the driving instruction to a motor of the transmission; and the motor drives the input shaft based on the drive command so that the rotation speed of the input shaft is in accordance with the rotation speed of the output shaft.
Optionally, the transmission further comprises a gear wheel and a sleeve, and the method further comprises: and when the rotating speed of the input shaft is consistent with that of the output shaft, combining the combined teeth of the gear gears with the gear sleeve to realize gear shifting.
Alternatively, the motor control unit generates the drive command based on the shift signal and the rotation speed of the output shaft using the following formula:
Jc×dωc/dt–Mf＝0
ωc＝ωv
where Jc is the moment of inertia of a part at the input of the transmission, ω c is the input shaft angular velocity, Mf is the synchronizer ring friction torque, and ω v is the output shaft angular velocity.
Optionally, the method further comprises: the gear sleeve moves towards the direction of the gear to drive a sliding block of the transmission to be in contact with a synchronous ring of the transmission; the toothed sleeve exerts a pressure on the synchronizer ring, so that the input shaft reaches a rotational speed which corresponds to that of the output shaft under the effect of friction.
According to a third embodiment of the present disclosure, a vehicle is provided that includes the transmission according to the first embodiment of the present disclosure.
By adopting the technical scheme, because the motor can drive the input shaft under the control of the motor control unit, the input shaft is enabled to rotate at the rotating speed consistent with that of the output shaft, a synchronizer in the prior art is omitted, the influence of the inertia of a synchronizing end and the capacity of the synchronizer on the gear shifting smoothness is avoided, the gear shifting smoothness is ensured, and intelligent start and stop can be realized.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a schematic block diagram of a transmission according to an embodiment of the present disclosure.
Fig. 2 shows a shift diagram of a transmission according to an embodiment of the present disclosure.
FIG. 3 shows a schematic block diagram of a transmission according to an embodiment of the present disclosure.
Fig. 4 shows a further schematic block diagram of a transmission according to an embodiment of the disclosure, exemplifying that the gear wheel is a 6-gear engagement gear.
FIG. 5 is a flow chart of a shifting method according to one embodiment of the present disclosure.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
Fig. 1 is a schematic block diagram of a transmission according to an embodiment of the present disclosure, and as shown in fig. 1, the transmission 1 includes an input shaft 11 and an output shaft (not shown), and the transmission further includes: a motor control unit 13, configured to receive a shift signal and a rotation speed of the output shaft, generate a driving instruction based on the shift signal and the rotation speed of the output shaft, and send the driving instruction to a motor 14; the motor 14 is configured to drive the input shaft 11 based on the driving instruction so that the rotation speed of the input shaft 11 coincides with the rotation speed of the output shaft.
By adopting the technical scheme, because the motor 14 can drive the input shaft 11 under the control of the motor control unit 13, so that the input shaft 11 rotates at a rotating speed consistent with that of the output shaft, the transmission 1 according to the embodiment of the disclosure not only omits a synchronizer in the prior art, but also avoids the influence of the inertia of a synchronizing end and the capacity of the synchronizer on the gear shifting smoothness, ensures the gear shifting smoothness, and can also realize intelligent start and stop.
Fig. 2 shows a shifting diagram of the transmission 1 according to an embodiment of the present disclosure. When shifting gears, the original gear is first disengaged, and at the moment of neutral gear, the rotation speeds of the input shaft and the output shaft of the transmission 1 should be changed theoretically, and the rotation speed during synchronization is a new rotation speed. In practice, however, the output shaft is connected to the entire vehicle and therefore has a considerable moment of inertia. Under normal driving conditions, it can be assumed that the rotational speed of the output shaft is constant at the shift moment. The rotation speed of the input shaft needs to be synchronous with the rotation speed of the output shaft by the action of synchronous friction torque. From this assumption, it can be derived from fig. 2 that the output shaft angular velocity ω v is constant and the synchronizer ring friction torque Mf must overcome the moment of inertia Jc × d ω c/dt of the parts at the input of the transmission 1, where Jc is the moment of inertia of the parts at the transmission input, to cause the input shaft angular velocity ω c to change until the input shaft is synchronized with the output shaft rotational speed. Therefore, the motor control unit 13 needs to generate a drive command based on the shift signal and the rotation speed of the output shaft using the following formula:
Jc×dωc/dt–Mf＝0 (1)
ωc＝ωv (2)
fig. 3 shows a schematic block diagram of the transmission 1 according to an embodiment of the present disclosure. Wherein reference numeral 1 denotes a flywheel, reference numeral 2 denotes a friction plate, reference numeral 3 denotes a pressure plate, reference numeral 11 denotes an input shaft, reference numeral 14 denotes a motor, reference numeral 6 denotes a clutch housing, reference numeral 7 denotes a constantly meshing gear, reference numeral 8 denotes a gear sleeve, reference numeral 12 denotes an output shaft, and reference numeral 13 denotes a motor control unit.
The operating principle of the transmission 1 shown in fig. 3 is: when the driver depresses the clutch pedal, the friction plate 2 (which is mounted on the input shaft 11 by splines (not shown)) is disconnected from the flywheel 1 and the rotational speed of the input shaft 11 is reduced. After receiving the shift signal and the rotation speed of the output shaft 12, the motor control unit 13 determines what rotation speed the input shaft 11 should reach based on the shift signal and the rotation speed of the output shaft 12 and generates a driving instruction based on the determination, then the motor control unit 13 sends the generated driving instruction to the motor 14, and then the motor 14 drives the input shaft 11 based on the received driving instruction so that the rotation speed of the input shaft 11 is consistent with the rotation speed of the output shaft 12, and then the gear is quickly engaged through the gear sleeve 8 when the rotation speeds of the input shaft 11 and the output shaft 12 are consistent. In this way, a smooth shift is achieved.
Fig. 4 illustrates the shifting operation of the transmission 1 according to the embodiment of the present disclosure, taking the example in which the range gear is a 6-speed engaging gear. That is, during the shifting process, the gear sleeve 41 moves towards the 6 th-gear engaging gear 42, and the slider 43 is driven to contact with the synchronizing ring 44; then, the sleeve gear 41 applies pressure to the synchronizing ring 44 (for example, applies pressure to the tapered surface of the synchronizing ring 44), so that the rotational speeds of the input shaft 11 and the output shaft of the transmission 1 are made to be consistent due to the friction effect, and synchronization is achieved; after synchronization, the sleeve gear 41 engages with the engagement teeth of the 6 th engagement gear 42, and finally reaches the limit position, completing the gear shift.
Alternatively, the transmission 1 may be a manual transmission, but of course, may also be an automatic transmission.
Fig. 5 is a flowchart of a shifting method applied to a transmission of a vehicle including an input shaft and an output shaft according to an embodiment of the present disclosure, as shown in fig. 5, the method including the steps of:
in step S51, the motor control unit of the transmission receives a shift signal and the rotation speed of the output shaft, generates a drive command based on the shift signal and the rotation speed of the output shaft, and sends the drive command to the motor of the transmission; and
in step S52, the motor drives the input shaft based on the drive command so that the rotation speed of the input shaft coincides with the rotation speed of the output shaft.
By adopting the technical scheme, because the motor can drive the input shaft under the control of the motor control unit, the input shaft is enabled to rotate at the rotating speed consistent with that of the output shaft, a synchronizer in the prior art is omitted, the influence of the inertia of a synchronizing end and the capacity of the synchronizer on the gear shifting smoothness is avoided, the gear shifting smoothness is ensured, and intelligent start and stop can be realized.
Optionally, the transmission further comprises a gear wheel and a sleeve, and the method further comprises: and when the rotating speed of the input shaft is consistent with that of the output shaft, combining the combined teeth of the gear gears with the gear sleeve to realize gear shifting.
Alternatively, the motor control unit generates the drive command based on the shift signal and the rotation speed of the output shaft using the following formula:
Jc×dωc/dt–Mf＝0
ωc＝ωv
where Jc is the moment of inertia of a part at the input of the transmission, ω c is the input shaft angular velocity, Mf is the synchronizer ring friction torque, and ω v is the output shaft angular velocity.
Optionally, the method further comprises: the gear sleeve moves towards the direction of the gear to drive a sliding block of the transmission to be in contact with a synchronous ring of the transmission; the toothed sleeve exerts a pressure on the synchronizer ring, so that the input shaft reaches a rotational speed which corresponds to that of the output shaft under the effect of friction.
The specific implementation manner of each step in the speed changing method according to the embodiment of the disclosure has been described in detail in the transmission according to the embodiment of the disclosure, and is not described herein again.
According to yet another embodiment of the present disclosure, a vehicle is provided that includes a transmission according to an embodiment of the present disclosure.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (9)

1. A transmission including an input shaft and an output shaft, said transmission comprising:
the motor control unit is used for receiving a gear shifting signal and the rotating speed of the output shaft, generating a driving instruction based on the gear shifting signal and the rotating speed of the output shaft, and sending the driving instruction to a motor;
the motor is used for driving the input shaft based on the driving instruction so as to enable the rotating speed of the input shaft to be consistent with the rotating speed of the output shaft.
2. The transmission of claim 1, further comprising a range gear and a sleeve, wherein:
when the rotating speed of the input shaft is consistent with that of the output shaft, the combined teeth of the gear gears are combined with the gear sleeve to realize gear shifting.
3. The transmission according to claim 1 or 2, characterized in that the motor control unit generates the drive command based on the shift signal and the rotation speed of the output shaft using the following formula:
Jc×dωc/dt–Mf＝0
ωc＝ωv
where Jc is the moment of inertia of a part at the input of the transmission, ω c is the input shaft angular velocity, Mf is the synchronizer ring friction torque, and ω v is the output shaft angular velocity.
4. A transmission according to claim 1 or 2, characterised in that the transmission is a manual transmission.
5. A shifting method applied to a transmission of a vehicle, the transmission including an input shaft and an output shaft, characterized by comprising:
the motor control unit of the transmission receives a gear shifting signal and the rotating speed of the output shaft, generates a driving instruction based on the gear shifting signal and the rotating speed of the output shaft, and sends the driving instruction to a motor of the transmission; and
the motor drives the input shaft based on the drive command so that the rotation speed of the input shaft coincides with the rotation speed of the output shaft.
6. The method of claim 5, wherein the transmission further comprises a range gear and a sleeve, the method further comprising:
and when the rotating speed of the input shaft is consistent with that of the output shaft, combining the combined teeth of the gear gears with the gear sleeve to realize gear shifting.
7. The method according to claim 5 or 6, characterized in that the motor control unit generates the drive command based on the shift signal and the rotational speed of the output shaft using the following formula:
Jc×dωc/dt–Mf＝0
ωc＝ωv
where Jc is the moment of inertia of a part at the input of the transmission, ω c is the input shaft angular velocity, Mf is the synchronizer ring friction torque, and ω v is the output shaft angular velocity.
8. The method of claim 6, further comprising:
the gear sleeve moves towards the direction of the gear to drive a sliding block of the transmission to be in contact with a synchronous ring of the transmission;
the toothed sleeve exerts a pressure on the synchronizer ring, so that the input shaft reaches a rotational speed which corresponds to that of the output shaft under the effect of friction.
9. A vehicle characterised in that it comprises a transmission according to any one of claims 1 to 4.
CN201811457481.3A 2018-11-30 2018-11-30 Transmission, transmission method and vehicle Pending CN111255888A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201811457481.3A CN111255888A (en) 2018-11-30 2018-11-30 Transmission, transmission method and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201811457481.3A CN111255888A (en) 2018-11-30 2018-11-30 Transmission, transmission method and vehicle

Publications (1)

Publication Number Publication Date
CN111255888A true CN111255888A (en) 2020-06-09

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CN201811457481.3A Pending CN111255888A (en) 2018-11-30 2018-11-30 Transmission, transmission method and vehicle

Country Status (1)

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CN (1) CN111255888A (en)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103277504A (en) * 2013-06-04 2013-09-04 潍柴动力股份有限公司 Control method for gear selecting and shifting of automatic gearbox and vehicle applying control method
US20170096137A1 (en) * 2015-10-06 2017-04-06 Honda Motor Co., Ltd. Transmission

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103277504A (en) * 2013-06-04 2013-09-04 潍柴动力股份有限公司 Control method for gear selecting and shifting of automatic gearbox and vehicle applying control method
US20170096137A1 (en) * 2015-10-06 2017-04-06 Honda Motor Co., Ltd. Transmission

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
道客巴巴: "同步器（终）", 《道客巴巴》 *

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Application publication date: 20200609

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