CN111742166B - Shift control method for automatic transmission, shift control device for automatic transmission, and vehicle power system - Google Patents

Shift control method for automatic transmission, shift control device for automatic transmission, and vehicle power system Download PDF

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Publication number
CN111742166B
CN111742166B CN201880089596.3A CN201880089596A CN111742166B CN 111742166 B CN111742166 B CN 111742166B CN 201880089596 A CN201880089596 A CN 201880089596A CN 111742166 B CN111742166 B CN 111742166B
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gear
starting
shift
automatic transmission
motor
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CN111742166A (en
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李智明
吕正涛
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)

Abstract

A shift control method of an automatic transmission, a shift control device of an automatic transmission, and a vehicle powertrain are provided. The gear shift control method is based on a starting gear selection strategy to select different starting gears and/or repeatedly perform engagement based on the same starting gear until engagement is successful. The gear-shifting control method of the automatic transmission solves the problem of static gear-shifting fault generated in the automatic transmission in the prior art without using a power source, so that the gear-shifting control method can be applied to hybrid vehicles, pure electric vehicles and traditional vehicles; and since the control method does not utilize any power source, the control method is not rendered inoperable due to energy supply problems of the vehicle.

Description

Shift control method for automatic transmission, shift control device for automatic transmission, and vehicle power system
Technical Field
The present invention relates to the field of vehicles, and in particular, to a shift control method for an automatic transmission, a shift control device for an automatic transmission, and a vehicle power system.
Background
In the prior art, when the automatic transmission needs to shift gears, the synchronous meshing mechanism performs corresponding actions, so that the synchronizer of the synchronous meshing mechanism is engaged with the corresponding gear.
Specifically, as shown in fig. 1a, before the automatic transmission shifts gears, the synchronizer sleeve 1 is in a neutral position, i.e., the synchronizer sleeve 1 is not engaged with both the synchronizer ring 2 and the clutch gear (which may also be referred to as a ring gear) 3.
When the automatic transmission needs to be shifted, as shown in fig. 1b, the synchronizer sleeve 1 is first moved toward the synchronizer ring 2, and the internal teeth of the synchronizer sleeve 1 and the external teeth of the synchronizer ring 2 are meshed with each other after the speed of the synchronizer ring 2 is substantially the same as the speed of the synchronizer sleeve 1. Subsequently, the synchronizer sleeve 1 is further moved toward the clutch gear 3, and the chamfer of the internal teeth of the synchronizer sleeve 1 abuts against the lock angle of the external teeth of the clutch gear 3. In the above process, a certain degree of relative rotation is generated between the synchronizer sleeve 1 and the clutch gear 3.
Further, as shown in fig. 1c, the internal teeth of the synchronizer sleeve 1 and the external teeth of the clutch gear 3 mesh with each other after the speed of the clutch gear 3 is substantially the same as the speed of the synchronizer sleeve 1. In this way, the synchronizer comes into engagement with the gear wheel 4, and the gear shift is completed.
The above describes the normal course of the synchronizer successfully engaging with the gear wheel during the shifting process of the automatic transmission of the prior art. However, the following problems exist in the prior art automatic transmission: when the vehicle shifts from a stationary state (N range) to a forward state (D range), a range gear of the automatic transmission, which is a starting gear, is required to engage with the synchronizer, and since the input shaft and the output shaft of the automatic transmission are not rotated any more when the vehicle is in the stationary state (N range), a situation may occur in which the synchronizer and the starting gear are not successfully engaged, that is, a static shift failure occurs.
Specifically, as shown in fig. 2a, before the automatic transmission shifts gears, the synchronizer sleeve 1 is in the neutral position, i.e., the synchronizer sleeve 1 is not engaged with both the synchronizer ring 2 and the clutch gear 3, but the tips of the internal teeth of the synchronizer sleeve 1 are directly opposite (i.e., substantially on the same straight line) to the tips of the external teeth of the clutch gear 3 at this time.
When the automatic transmission needs to be shifted, as shown in fig. 2b, although the internal teeth of the synchronizer sleeve 1 and the external teeth of the synchronizer ring 2 can be normally meshed, the tips of the internal teeth of the synchronizer sleeve 1 abut against the tips of the external teeth of the clutch gear 3, so that the chamfered corners of the internal teeth of the synchronizer sleeve 1 cannot be brought into contact with the detent angles of the external teeth of the clutch gear 3. Since relative rotation is hardly generated between the synchronizer sleeve 1 and the clutch gear 3 when the vehicle is in a stationary state (N-range), the chamfered corners of the internal teeth of the synchronizer sleeve 1 may not always be in contact with the lock corners of the external teeth of the clutch gear 3. Thus, the internal teeth of the synchronizer sleeve 1 and the external teeth of the clutch gear 3 are always out of mesh, resulting in a static shift failure.
In order to solve the above static shift failure of the related art automatic transmission, U.S. patent application publication No. US2016/0152228a1 proposes a shift control method for preventing the execution of a failure in the starting phase of a hybrid vehicle by engaging a starting gear of a starting gear with a corresponding synchromesh mechanism with a drive motor of the hybrid vehicle having a certain rotation speed in the starting phase to assist the starting gear in engagement.
The technique described in the above patent document, however, can be applied only to an automatic transmission of a hybrid vehicle, and cannot be applied to an automatic transmission of a conventional vehicle having no driving motor; in addition, the above-described shift control method for preventing the start-up phase of the hybrid vehicle from malfunctioning is not effective if the drive motor is not operated if a sufficient voltage cannot be supplied thereto in the hybrid vehicle.
Disclosure of Invention
The present invention has been made in view of the above-mentioned drawbacks of the prior art. An object of the present invention is to provide a shift control method of an automatic transmission capable of solving a static shift failure generated in the prior art automatic transmission without using a power source. Another object of the present invention is to provide a shift control device of an automatic transmission and an automatic transmission that employ the above control method, and a vehicular power system that includes the automatic transmission.
In order to achieve the above object, the present invention adopts the following technical solutions.
The invention provides a gear-shifting control method of an automatic transmission, wherein the automatic transmission comprises a plurality of gears, each gear comprises a corresponding synchronous meshing mechanism and a gear, and the control method comprises the following steps: a request receiving step of receiving a request for a transition of a vehicle including the automatic transmission from a stationary state to a forward state; a gear selection step, namely selecting a starting gear according to a preset starting gear selection strategy; and a synchronization control step of executing synchronization control of engaging the corresponding synchromesh mechanism with the range gear based on the selected starting range.
Preferably, the shift control method further includes a synchronization state detection step for detecting whether the synchronization control is successful after the synchronization control step.
More preferably, the starting gear selection strategy comprises: starting a gear selection sequence of gears; and/or the number of repeated attempts to engage based on the same starting gear.
More preferably, the gear selection order is an order in which different gears are selected as the starting gears in order from a1 st gear of the automatic transmission.
More preferably, the number of engagements is greater than or equal to three.
Preferably, in the synchronization control step, the starting gear is selected by a gear selection motor, and a synchromesh mechanism and a gear corresponding to the starting gear are engaged by a shift motor.
More preferably, in the synchronization state detecting step, a position of the shift motor is detected by a shift motor position sensor, and it is judged that the engagement of the synchromesh mechanism controlled by the shift motor with the range gear is successful after the shift motor is detected to reach the position that has been engaged for a predetermined time, thereby determining that the synchronization control is successful.
More preferably, in the synchronization state detecting step, in a case where the synchronization control is made successful after it is determined that at least two starting ranges are passed, if the vehicle makes a request to maintain a stationary state or a request to shift from a stationary state to a reverse state, the request to maintain the vehicle in a stationary state or the request to shift from a stationary state to a reverse state is performed without performing the request to shift the vehicle from a stationary state to a forward state.
The present invention also provides a shift control device of an automatic transmission including a plurality of gears each including a corresponding synchromesh mechanism and a gear, the shift control device including: a request receiving module for receiving a request for a transition of a vehicle including the automatic transmission from a stationary state to a forward state; the gear selection module is used for selecting a starting gear according to a preset starting gear selection strategy; and a synchronization control module for executing synchronization control of engaging the corresponding synchromesh mechanism with the range gear based on the selected starting range.
Preferably, the gear shift control device further comprises a synchronization state detection module, and the synchronization state detection module is used for detecting whether the synchronization control is successful.
Preferably, the gear selection module prestores the starting gear selection strategy, and the starting gear selection strategy includes: starting a gear selection sequence of gears; and/or the number of repeated attempted engagements based on the same starting gear.
More preferably, the gear selection order is an order in which different gears are selected as the starting gears in order from a1 st gear of the automatic transmission.
More preferably, the number of engagements is greater than or equal to three.
The invention also provides an automatic transmission which comprises a gear shifting control device and a gear shifting synchronous device, wherein the gear shifting control device stores a preset starting gear selection strategy and selects a starting gear according to the starting gear selection strategy, the gear shifting control device sends a starting gear signal corresponding to the selected starting gear to the gear shifting synchronous device, the gear shifting synchronous device comprises a gear selecting motor and a gear shifting motor, the gear selecting motor selects a corresponding gear as the starting gear according to the starting gear signal, and the gear shifting motor can control a corresponding synchronous meshing mechanism to be engaged with a gear.
Preferably, the gear selection motor sequentially selects different gears as the starting gears according to the gear selection sequence of the starting gear selection strategy until the synchronous meshing mechanism corresponding to the starting gear and the gear are successfully engaged.
Preferably, based on the same starting gear, the shifting motor is able to control the corresponding synchromeshing mechanism to attempt to engage with a gear wheel a predetermined number of times, which is included in the starting gear selection strategy.
Preferably, the automatic transmission further includes a shift motor position sensor by which a position of the shift motor is detected, and it is judged that the engagement of the synchromesh mechanism controlled by the shift motor with the starting gear is successful after detecting that the shift motor reaches an already engaged position for a predetermined time.
More preferably, the automatic transmission further includes a counter that counts time after the shift motor position sensor detects that the shift motor reaches the position that has been engaged.
The invention also provides a vehicle power system which comprises the automatic transmission and an engine and/or a motor which can be in transmission coupling with the automatic transmission.
By adopting the technical scheme, the invention provides the gear shifting control method of the automatic transmission, which can select different starting gears based on the starting gear selection strategy and/or repeatedly perform engagement based on the same starting gear until the engagement is successful. Thus, the shift control method of the automatic transmission according to the present invention solves the static shift failure generated in the automatic transmission of the prior art without using a power source, and thus can be applied to hybrid vehicles, pure electric vehicles and conventional vehicles; and since the shift control method does not utilize any power source, the shift control method is not rendered inoperable due to an energy supply problem of the vehicle.
Drawings
Fig. 1a to 1c are explanatory diagrams for explaining a process in which a synchromesh mechanism is successfully engaged with a gear in a shifting process of a related art automatic transmission.
Fig. 2a to 2b are explanatory diagrams for explaining a process of generating a static shift failure of a related art automatic transmission.
Fig. 3 is an explanatory diagram showing the structure of an automatic transmission according to an embodiment of the present invention.
Fig. 4 is a flowchart showing a shift control method of an automatic transmission according to the present invention.
Fig. 5 is an explanatory diagram for explaining the principle of a static shift failure of the automatic transmission.
Description of the reference numerals
1 synchronizer gear sleeve 2 synchronizer ring 3 clutch gear 4 gear
S1 input shaft S2 output shaft S3 reverse gear shaft G1-G15 gear A1-A4 synchromesh mechanism DM differential mechanism
Detailed Description
The following detailed description of the embodiments of the present invention will be made with reference to the accompanying drawings. In the present invention, "drive-coupled" means that a driving force/torque can be transmitted between two members.
(Structure of automatic Transmission)
The automatic transmission according to an embodiment of the present invention may be used for hybrid vehicles, electric only vehicles, and conventional vehicles without a driving motor.
In the present embodiment, the transmission has six forward gears and one reverse gear, as shown in fig. 3. The automatic transmission includes an input shaft S1, an output shaft S2, and a reverse shaft S3 that are arranged in parallel and spaced apart from each other. Further, the automatic transmission also includes range gears (gears G1-G12, G14) for making up gear pairs corresponding to each of the forward and reverse gears, synchromesh mechanisms a1-a4, and output gears (gears G13, G15) and a differential DM for transmitting driving force/torque to the differential DM.
In the present embodiment, two synchromesh mechanisms a2, A3 are provided on the input shaft S1, one synchromesh mechanism a1 is provided on the output shaft S2, and one synchromesh mechanism a4 is provided on the reverse shaft S3. Each synchromesh mechanism includes a synchronizer and a gear actuator and corresponds to one or two gear gears, respectively. Specifically, synchromesh mechanism a1 corresponds to gears G7, G8; the synchromesh mechanism a2 corresponds to gears G3, G4; synchromesh mechanism a3 corresponds to gears G5, G6; the synchromesh mechanism a4 corresponds to the gear G14.
The following describes gear gears of the automatic transmission that constitute gear pairs corresponding to respective gears.
The gear G1 is fixed to the input shaft S1, the gear G7 is provided to the output shaft S2, and the gear G1 and the gear G7 are always in a meshed state to constitute a gear pair corresponding to the forward speed (1 st gear).
The gear G2 is fixed to the input shaft S1 with a space from the gear G1, the gear G8 is provided to the output shaft S2 with a space from the gear G7, and the gear G2 and the gear G8 are always in a meshed state to constitute a gear pair corresponding to the forward range (2 nd gear).
The gear G3 is provided on the input shaft S1 spaced apart from the gear G2, the gear G9 is fixed to the output shaft S2 spaced apart from the gear G8, and the gear G3 and the gear G9 are always in a meshed state to constitute a gear pair corresponding to the forward gear (3 th gear).
The gear G4 is provided on the input shaft S1 spaced apart from the gear G3, the gear G10 is fixed to the output shaft S2 spaced apart from the gear G9, and the gear G4 and the gear G10 are always in a meshed state to constitute a gear pair corresponding to the forward gear (4 th gear).
The gear G5 is provided on the input shaft S1 spaced apart from the gear G4, the gear G11 is fixed to the output shaft S2 spaced apart from the gear G10, and the gear G5 and the gear G11 are always in a meshed state to constitute a gear pair corresponding to the forward gear (5 th gear).
The gear G6 is provided on the input shaft S1 spaced apart from the gear G5, the gear G12 is fixed to the output shaft S2 spaced apart from the gear G11, and the gear G6 and the gear G12 are always in a meshed state to constitute a gear pair corresponding to the forward range (6 th gear).
The gear G14 is provided on the reverse shaft S3, the gear G7 and the gear G14 are always in a meshed state (the meshed relationship is shown by a broken line in the drawing), the gear G7 and the gear G1 are always in a meshed state, and the gears G1, G7, and G14 constitute a gear pair corresponding to the reverse gear.
Thus, by adopting the above-described structure, the plurality of range gears G1-G12, G14 of the automatic transmission correspond to the four synchromesh mechanisms a1-a4, the range gears G1-G12, G14 mesh with each other to constitute gear pairs respectively corresponding to the plurality of ranges of the automatic transmission, and the synchromesh mechanisms a1-a4 can be engaged with or disengaged from the corresponding range gears to achieve gear shifting. When the transmission is required to be shifted, the synchronizers of the corresponding synchromesh mechanisms A1-A4 act to engage with the gear wheels to achieve drive coupling or decoupling between the shafts.
The driving force/torque output path of the automatic transmission is described below.
The gear G13, which is the output gear of the output shaft S2, is fixed to the output shaft S2 and is always in mesh with the outer ring gear of the differential DM, so that the transmission coupling between the output shaft S2 and the differential DM is achieved. The gear G15, which is an output gear of the reverse shaft S3, is fixed to the reverse shaft S3 and is always in a meshing state with the outer ring gear of the differential DM (the meshing relationship is shown by a broken line in the drawing) to realize the drive coupling between the reverse shaft S3 and the differential DM.
In this way, the driving force/torque from the motor and/or the engine of the vehicular power system can be transmitted to the differential DM via the gear pair and the gear G13 or G15 corresponding to each gear to be further output to the wheels of the vehicle. In the present embodiment, the differential DM is included in the automatic transmission, but the differential DM may not be integrated into the automatic transmission as needed.
Further, the automatic transmission according to an embodiment of the present invention further includes a shift control device and a shift synchronizing device (including a select motor and a shift motor), which are not shown in the drawings.
The gear shift control device stores a predetermined starting gear selection strategy and selects a starting gear according to the starting gear selection strategy, and the gear shift control device transmits a starting gear signal corresponding to the selected starting gear to the gear shift synchronization device. The gear selection strategy preferably includes a gear selection sequence of the starting gears and/or a number of repeated attempts to engage based on the same starting gear.
The shift synchronizing device is an actuating mechanism for executing a starting gear shift based on a starting gear signal. The gear shifting synchronizer comprises a gear selecting motor and a gear shifting motor.
The gear selecting motor can select a corresponding gear as the starting gear according to the starting gear signal. Specifically, the gear selection motor can select different gears as starting gears according to the gear selection sequence of the starting gear selection strategy.
The shifting motor is used for controlling the synchronizer action of the synchronous meshing mechanism corresponding to the starting gear and the corresponding gear to try to be engaged. In the case based on the same starting gear, the shift motor can control the corresponding synchromesh mechanism to repeatedly attempt engagement with the gear wheel a predetermined number of times. The predetermined number of engagements is a predetermined number of engagements included in the launch gear selection strategy, preferably greater than or equal to three. The control of the power supply to the shift motor may employ open-loop voltage control or closed-loop voltage control such as PID control or the like.
The specific structure of the automatic transmission according to an embodiment of the present invention has been described above in detail, and a shift control method of the automatic transmission according to the present invention employed by the automatic transmission will be described below.
(Shift control method of automatic Transmission)
The control method for solving the static shift failure of the automatic transmission according to the present invention will be described below with the range gear G7 corresponding to the 1 st gear as one range gear described below and the range gear G8 corresponding to the second gear as the other range gear described below.
Specifically, as shown in fig. 4, the driver shifts the shift lever from the neutral position (N range) to the forward position (D range) by operating the shift lever to control the shift of the vehicle including the above-described automatic transmission from the stationary state (N range) to the forward state (D range), thereby generating a request for the shift of the vehicle from the stationary state (N range) to the forward state (D range) (step T11, which is an example of a request receiving step).
The corresponding gear is selected as a starting gear based on the gear selection sequence of the starting gear selection strategy, and one gear G7 among the six gears G3-G8 is selected as a starting gear of the starting gear (step T12, which is an example of a gear selection step).
Subsequently, an attempt is made to engage the starter gear G7 with the corresponding synchromesh mechanism a1 (step T13, an example of a synchronization control step).
After step T13 is executed, it is detected whether or not the engagement of the starter gear G7 with the corresponding synchromesh mechanism a1 is successful (step T21, which is an example of a synchronization state detection step).
If the engagement is successful, the torque for driving is transmitted directly through the gear pair of the corresponding 1 st gear consisting of the starter gear G7 and the gear G1, and the control method ends.
If the engagement has failed, it is determined whether the number of failed engagements (number of failures) has reached three (step T22, setting the number of repeated attempted engagements based on the same starting gear by the starting gear selection strategy). If the number of times of engagement failure is less than three, the process returns to step T13, and engagement of the starter gear G7 with the corresponding synchromesh mechanism a1 is performed again, and if the number of times of engagement failure is equal to three, step T31 is performed.
In step T31, the next gear G8 of the gear G7 that has been selected is further sequentially selected among the six gear gears G3-G8 as the starting gear of the starting gear based on the gear selection order of the starting gear selection strategy (step T31, the gear selection order of the starting gear is set by the starting gear selection strategy).
Subsequently, an attempt is made to engage the starter gear G8 with the corresponding synchromesh mechanism a1 (step T32).
After step T32 is executed, it is detected whether or not the engagement of the starter gear G8 with the corresponding synchromesh mechanism a1 is successful (step T33).
If the joining is successful, step S41 is executed.
If the engagement fails, it is determined whether the number of engagement failures (number of failures) reaches three times (step T34). If the number of failed engagements is less than three, returning to step T32 to re-engage the starter gear G8 with the corresponding synchromesh mechanism a1, if the number of failed engagements is equal to three, returning to step T31, selecting the other gear gears G3-G6 except for the gears G7, G8 as starter gears, and re-engaging the starter gear with the corresponding synchromesh mechanism until the engagement is successful.
In step T41, it is determined whether there is a change in the request for the state of the vehicle (step T41).
If the vehicle still maintains the request for a transition from the stationary state (N range) to the forward state (D range), the control method ends and the vehicle is driven via the starting gear of the automatic transmission to transition to the forward state (D range).
If the vehicle makes a request to maintain a stationary state (N range) or to shift from the stationary state (N range) to a reverse state (R range), the automatic transmission does not transmit torque for driving via the starting range, or engages the gear G14, which is a reverse gear, with the corresponding synchromesh mechanism a4 (step T42).
Having exemplified the specific technical solution of the control method for solving the static shift failure of the automatic transmission according to the present invention, the following is additionally described:
1. in the present invention, the starting gear may be any gear in the automatic transmission, the selection of the starting gear may be realized by the gear selection motor, and the synchronization engagement structure of the starting gear and the synchronization (engagement) of the gear gears may be realized by the shift motor.
Although it is explained in the above-described embodiment that the 1 st gear is first used as the starting gear, that is, the gear G7 is used as the starting gear, the present invention is not limited thereto. Other gears may be selected first as the starting gear, and the gear G7 corresponding to the other gears may be selected correspondingly as the starting gear. In addition, if the start of the 1 st gear position of the automatic transmission as the starting gear position fails, the start is preferably performed as the starting gear positions in order from the 2 nd gear position of the automatic transmission.
2. Although not described in the above embodiment, the automatic transmission may further include a shift motor position sensor by which a position of the shift motor can be detected, and it is judged that engagement of the synchromesh mechanism controlled by the shift motor with the starting gear is successful after detecting that the shift motor reaches the position that has been engaged for a predetermined time. The timing of the predetermined time may be realized by a counter of the automatic transmission that counts after the shift motor position sensor detects that the shift motor reaches the position that has been engaged.
In addition, it may be set such that the engagement is judged to be failed if the engagement is not achieved within a predetermined time from the start of engagement of the starting gear with the corresponding synchromesh mechanism.
3. Although it is described in the above-described embodiment that the predetermined number of times of engaging the range gear based on the same starting gear with the corresponding synchromesh mechanism is three times, the present invention is not limited thereto. The predetermined number of times may be set to three times or more, for example.
It should be further noted that the attempt of engaging the same range gear with the corresponding synchromeshing mechanism a plurality of times with a predetermined number of times is based on the following consideration. As described above, the static shift failure of the automatic transmission is caused by the fact that the tips of the external teeth of the clutch gear are exactly opposite to the tips of the internal teeth of the synchronizer sleeve, and this special case occurs only when the tips of the external teeth of the clutch gear and the tips of the internal teeth of the synchronizer sleeve are substantially in the same straight line. In FIG. 5, the Range is shownspecialThe above-described "approximate" Range indicating a failure of engagement between the internal teeth of the synchronizer sleeve and the external teeth of the clutch gear is set to RangetotalIndicating the total Range of the relative positions of engagement of one inner tooth of the synchronizer sleeve with one outer tooth of the clutch gear, from which Range can be seenspecialWith respect to RangetotalIs very small. Further, in the case where the attempted engagement is unsuccessful, there is a possibility that the internal teeth of the synchronizer sleeve slightly rotate with respect to the external teeth of the clutch gear, which is likely to make the next attempted engagement successful. Therefore, a predetermined number of attempts is set as a limitThe method of (1).
4. In the control method of resolving a static shift failure of an automatic transmission according to the present invention, if the starting gear fails to engage with the corresponding synchromesh mechanism, it is necessary to repeatedly perform steps T31 through T33 until success, and the result of such success can be ensured. This is because the Range in FIG. 5 is based onspecialAnd RangetotalThe probability of a failed engagement of one of the gear wheels as the starting gear is: rangespecial/Rangetotal＝1/n1. It can be seen that the probability of all the six gearwheels G3-G8 which can be used as starting gears in FIG. 3 failing to engage is 1/(n)1×n2×n3×n4×n5×n6) This probability is small enough to be considered as non-existent.
5. Although not specifically described in the above embodiment, it will be understood by those skilled in the art that the automatic transmission according to the present invention may further include a shift control device that employs the shift control method according to the present invention. For example, the shift control device may include a request receiving module, a gear selection module, and a synchronization control module. The request receiving module is used for receiving a request for converting a vehicle comprising an automatic transmission from a static state to a forward state; the gear selection module is used for selecting a starting gear according to a preset starting gear selection strategy; the synchronous control module is used for executing synchronous control for engaging the corresponding synchronous meshing mechanism with the gear based on the selected starting gear. Further, the shift control apparatus may also include other modules such as a synchronization state detection module and the like as necessary. The activated gear selection strategy may be pre-stored in the gear selection module to improve the execution efficiency of the gear selection module.
6. The invention also provides a vehicular power system that includes the automatic transmission described above and that employs the shift control method of the automatic transmission according to the invention, and that may include only the motor, only the engine, or both the motor and the engine.
By adopting the above technical solution, the shift control method of the automatic transmission according to the present invention can solve the static shift failure of the electric-only vehicle, the hybrid vehicle and the conventional vehicle without using any power source such as an engine or a motor, and thus the control method has a wider application range.

Claims (15)

1. A shift control method of an automatic transmission including a plurality of gears each including a corresponding synchromesh mechanism and a gear, the control method comprising the steps of:
a request receiving step of receiving a request for a transition of a vehicle including the automatic transmission from a stationary state to a forward state;
a gear selection step, namely selecting a starting gear according to a preset starting gear selection strategy;
a synchronization control step of executing synchronization control of engaging the corresponding synchromesh mechanism with the range gear based on the selected starting range; and;
a synchronous state detection step of detecting whether the synchronous control is successful, in which a position of the shift motor is detected by a shift motor position sensor, and after it is detected that the shift motor reaches an engaged position for a predetermined time, it is judged that the engagement of the synchromesh mechanism controlled by the shift motor with the gear is successful, thereby determining that the synchronous control is successful.
2. The shift control method of claim 1, wherein the initiating a gear selection strategy comprises:
the selection sequence of the starting gear and/or the number of repeated attempted engagements based on the same starting gear.
3. The shift control method according to claim 2, characterized in that the gear selection order is an order in which different gears are selected as the starting gear in order from a1 st gear of the automatic transmission.
4. The shift control method according to claim 2, characterized in that the number of engagements is greater than or equal to three.
5. The shift control method according to any one of claims 1 to 4, characterized in that in the synchronous control step, the starting gear is selected by a shift motor, and a synchromesh mechanism and a gear corresponding to the starting gear are engaged by a shift motor.
6. The shift control method according to claim 2, characterized in that in the synchronized state detecting step, in the case where the synchronization control is made successful after it is determined that at least two starting ranges are passed, if the vehicle makes a request to maintain a stationary state or a request to shift from a stationary state to a reverse state, the request to maintain the vehicle in a stationary state or the request to shift from a stationary state to a reverse state is made without executing the request to shift the vehicle from a stationary state to a forward state.
7. A shift control device of an automatic transmission including a plurality of gears each including a corresponding synchromesh mechanism and a gear, the shift control device comprising:
a request receiving module for receiving a request for a transition of a vehicle including the automatic transmission from a stationary state to a forward state;
the gear selection module is used for selecting a starting gear according to a preset starting gear selection strategy; and
a synchronization control module for executing synchronization control of engaging a corresponding synchromesh mechanism with a range gear based on the selected starting range;
the gear shifting control device further comprises a synchronous state detection module, wherein the synchronous state detection module is used for detecting whether the synchronous control is successful or not, detecting the position of the gear shifting motor through a gear shifting motor position sensor, and judging that the synchronous meshing mechanism controlled by the gear shifting motor is successfully jointed with the gear after the gear shifting motor is detected to reach the jointed position for a preset time.
8. The shift control device of claim 7, wherein the gear selection module prestores the launch gear selection strategy that includes:
the selection sequence of the starting gear and/or the number of repeated attempted engagements based on the same starting gear.
9. The shift control device according to claim 8, characterized in that the gear selection order is an order in which different gears are selected as the starting gears in order from a1 st gear of the automatic transmission.
10. The shift control device according to claim 8, characterized in that the number of engagements is greater than or equal to three.
11. An automatic transmission includes a shift control device and a shift synchronizing device,
the gear shift control device stores a predetermined starting gear selection strategy and selects a starting gear according to the starting gear selection strategy, and the gear shift control device transmits a starting gear signal corresponding to the selected starting gear to the gear shift synchronization device, and
the gear shifting synchronous device comprises a gear selecting motor and a gear shifting motor, wherein the gear selecting motor selects a corresponding gear as the starting gear according to the starting gear signal, so that the gear shifting motor can control a corresponding synchronous meshing mechanism to be jointed with a gear;
the automatic transmission further includes a shift motor position sensor that detects a position of the shift motor, and determines that engagement of the synchromesh mechanism controlled by the shift motor with the starting gear is successful after detecting that the shift motor reaches an engaged position for a predetermined time.
12. The automatic transmission of claim 11, wherein the gear selection motor sequentially selects different gears as the starting gears according to a gear selection sequence of the starting gear selection strategy until the synchromesh mechanism and the gear corresponding to the starting gear are successfully engaged.
13. The automatic transmission of claim 11, wherein the shift motor is capable of controlling the corresponding synchromesh mechanism to attempt to engage the range gear a predetermined number of times based on the same starting range, the predetermined number of times being a predetermined number of engagements included in the starting range selection strategy.
14. The automatic transmission of claim 11, further comprising a counter that counts time after the shift motor position sensor detects that the shift motor reaches an engaged position.
15. A vehicular power system characterized by comprising the automatic transmission of any one of claims 11 to 14 and an engine and/or a motor drivingly coupled to the automatic transmission.
CN201880089596.3A 2018-05-14 2018-05-14 Shift control method for automatic transmission, shift control device for automatic transmission, and vehicle power system Active CN111742166B (en)

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