EP1114260A1 - Control method for gear-shifting under torque - Google Patents

Control method for gear-shifting under torque

Info

Publication number
EP1114260A1
EP1114260A1 EP00931357A EP00931357A EP1114260A1 EP 1114260 A1 EP1114260 A1 EP 1114260A1 EP 00931357 A EP00931357 A EP 00931357A EP 00931357 A EP00931357 A EP 00931357A EP 1114260 A1 EP1114260 A1 EP 1114260A1
Authority
EP
European Patent Office
Prior art keywords
friction member
ratio
torque
tightening
gear
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.)
Withdrawn
Application number
EP00931357A
Other languages
German (de)
French (fr)
Inventor
Vincent Fournier
Michel Buannec
Renaud Trouve
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.)
Renault SAS
Original Assignee
Renault SAS
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 Renault SAS filed Critical Renault SAS
Publication of EP1114260A1 publication Critical patent/EP1114260A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/46—Signals to a clutch outside the gearbox
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • F16H2061/0407—Synchronisation before shifting by control of clutch in parallel torque path
    • 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
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0429—Bridging torque interruption by torque supply with a clutch in parallel torque path
    • 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

Definitions

  • the present invention relates to gearboxes with parallel shafts, called wanderers, comprising in particular a primary line of pinions connected to the shaft so as to the motor, which permanently mesh with one or more secondary line (s) of pinions, selectively interchangeable with their support shaft by means of sliding gears, to engage the different transmission ratios.
  • wanderers comprising in particular a primary line of pinions connected to the shaft so as to the motor, which permanently mesh with one or more secondary line (s) of pinions, selectively interchangeable with their support shaft by means of sliding gears, to engage the different transmission ratios.
  • gear changes are made manually by the driver by moving the players from the gear shift lever provided on his driving position, after having disengaged the transmission by depressing the clutch pedal in a conventional vehicle, or automatically triggering the opening of the clutch by simply manifesting its intention to change speed, in a vehicle with automatic clutch or "piloted".
  • the clutch mechanism In conventional manual transmissions, the clutch mechanism, usually located between the engine and the gearbox, makes it possible to interrupt the entry of engine torque into it during gear changes, to allow the declutching and clutching of the secondary pinions on their shaft.
  • automatic transmissions mainly consisting of one or more planetary gear trains, preceded by the output of a hydrokinetic torque converter, effect gear changes under torque, and therefore do not have the drawbacks cited above.
  • the present invention aims to combine the advantages of a robotic gearbox with the approval of shifting under torque of an automatic transmission.
  • the downward gear changes can include the following steps:
  • FIG. 1 is a non-limiting block diagram of a gearbox enabling the implementation of the invention
  • FIG. 2 illustrates the evolution of the torque transmitted to the wheels during an uplift
  • FIG. 3 illustrates the evolution of the torque during a rising passage by m-storymizing Y suddenly to the dog clutch
  • FIG. 4 illustrates the evolution of the torque transmitted to the wheels during an uphill shift by minimizing the variation of the primary speed at clutching
  • FIG. 5 shows the evolution of the torque and the engine speed during a downward pass made in accordance with the invention.
  • the block diagram in Figure 1 shows three gear descents between a primary shaft receiving the engine torque by means of an input clutch 24, which respectively correspond to a first ratio i, to a second ratio i + 1, and to a reference ratio n, which is associated with a friction member controllable under pressure 23 , for example a multi-plate clutch, mounted on the secondary shaft.
  • the engagement of the ratios i and i + 1 is made by a portable device positioned in a conventional manner between the two idler gears, and actuated by an engagement jack not shown.
  • the friction member controllable by a specific actuation system not shown, makes it possible to drive the idler gear of the ratio n, integral with the secondary shaft.
  • this diagram shows only three descents of gears for the purpose of simplification, but all the measures proposed by the invention apply to the control of a higher number of reports, and in particular to piloting a gearbox with five or six forward gears.
  • the reference ratio n mentioned in this diagram and in the present description is not necessarily the highest ratio.
  • the invention distinguishes the driving passages leading, or “in draft”, passages driven engine, or “without draft”, for example in descent, when the driver does not accelerate, and the engine is driven by the vehicle.
  • the invention proposes to carry out a sequence of the following type.
  • the invention provides two strategies. According to the first, the jogging is minimized by appropriately controlling the torque transmitted by the friction member, as well as the driving torque, with a view to approaching, before interconnection, the torque transmitted after this. The curve of the torque transmitted to the wheels then becomes that of FIG. 3.
  • the rising passages on the reference report n can be carried out differently from the ascending passages of lower rank.
  • the sequencing making it possible to obtain this report from a lower report may for example be the following.
  • Torque balance phase during which the torque is gradually derived towards the idler gear of the ratio n, via the friction member.
  • the invention does not provide for any provision particular for gear changes beyond this ratio, so that they can be carried out in a conventional manner, without torque derivation, but with a temporary opening of the input clutch 24.
  • the downward passages are operated by temporarily opening the traction chain.
  • the sequence of a downshift change according to the invention can then be as follows.
  • the invention plans to take into account three different situations.
  • the first corresponds to the engagement of a speed, while the vehicle is practically stationary. In this situation, the secondary shaft of the gearbox practically does not rotate, so that the synchronism speed is practically zero.
  • the engagement of the speed can then proceed as follows.
  • the gear change can be carried out as follows.
  • Method for controlling the torque shifting of a gearbox comprising a motion input shaft (1) connected by several descents of gears to at least one motion output shaft (2, 3) , characterized in that the amount ratio changes from the ratio i to the ratio i + 1 in drawing comprise the following steps:

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

Abstract

The upshift ratios of a gearbox from ratio i to ratio i+1 in traction comprise the following steps: applying a slight force of disconnection on the idling gear of the initial ratio i; gradually drifting the engine torque towards the idling gear of a ratio n higher than i; by clamping a friction member (23) with controlled pressure, disconnecting the first idling gear; synchronising the engine and the input shaft by adjusting the clamping pressure of the friction member, while transmitting the desired torque; detecting the oncoming speed synchronism on the new ratio i+1; disconnecting the idling gear of the new ratio i+1; and gradually releasing the friction member.

Description

PROCEDE DE CONTROLE DE CHANGEMENTS DE VITESSES SOUS COUPLE METHOD FOR CONTROLLING CHANGES IN SPEEDS WITH TORQUE
La présente invention concerne les boîtes de vitesses à arbres parallèles, dites à baladeurs, comportant notamment une ligne primaire de pignons reliée à l'arbre de sorte du moteur, qui engrènent en permanence avec une ou plusieurs ligne(s) secondaire (s) de pignons, crabotables sélectivement avec leur arbre de support par rintermédiaire de baladeurs, pour engager les différents rapports de la transmission.The present invention relates to gearboxes with parallel shafts, called wanderers, comprising in particular a primary line of pinions connected to the shaft so as to the motor, which permanently mesh with one or more secondary line (s) of pinions, selectively interchangeable with their support shaft by means of sliding gears, to engage the different transmission ratios.
Dans les véhicules équipés d'une boîte de vitesses mécanique, du type mentionné ci-dessus, les changements de vitesses sont effectués manuellement par le conducteur en déplaçant les baladeurs à partir du levier de changement de vitesses prévu sur son poste de conduite, après avoir débrayé la transmission en enfonçant la pédale d'embrayage dans un véhicule conventionnel, ou déclenché automatiquement l'ouverture de l'embrayage en manifestant simplement son intention de changer de vitesse, dans un véhicule à embrayage automatique ou "piloté".In vehicles fitted with a mechanical gearbox, of the type mentioned above, gear changes are made manually by the driver by moving the players from the gear shift lever provided on his driving position, after having disengaged the transmission by depressing the clutch pedal in a conventional vehicle, or automatically triggering the opening of the clutch by simply manifesting its intention to change speed, in a vehicle with automatic clutch or "piloted".
Dans les transmissions manuelles conventionnelles, le mécanisme d'embrayage, habituellement disposé entre le moteur et la boîte, permet d'interrompre l'entrée du couple moteur dans celle-ci lors des changements de vitesses, pour permettre le decrabotage et le crabotage des pignons secondaires sur leur arbre.In conventional manual transmissions, the clutch mechanism, usually located between the engine and the gearbox, makes it possible to interrupt the entry of engine torque into it during gear changes, to allow the declutching and clutching of the secondary pinions on their shaft.
Lorsque ni le débrayage, ni le passage des vitesses, ne sont automatisés, le conducteur doit donc, à chaque passage, enfoncer la pédale d'embrayage, lever le pied de l'accélérateur et déplacer le levier de changement de vitesses. Ces manoeuvres entraînent une rupture du couple d'entraînement, qui se traduit par des secousses plus ou moins brutales pour les passagers.When neither declutching nor shifting is automated, the driver must therefore, on each shift, depress the clutch pedal, take off the accelerator and move the gear shift lever. These maneuvers cause a break in the drive torque, which results in more or less brutal jolts for the passengers.
A la différence des transmissions manuelles, les transmissions automatiques, constituées principalement d'un ou de plusieurs trains épicycloïdaux, précédés en sortie du moteur d'un convertisseur hydrocinétique de couple, effectuent les changements de vitesses sous couple, et ne présentent donc pas les inconvénients précités. On sait cependant que l'agrément de conduite de ce type de transmission s'obtient au prix d'une augmentation sensible du prix d'achat du véhicule, ainsi que de sa consommation.Unlike manual transmissions, automatic transmissions, mainly consisting of one or more planetary gear trains, preceded by the output of a hydrokinetic torque converter, effect gear changes under torque, and therefore do not have the drawbacks cited above. We know, however, that the driving pleasure of this type of transmission is obtained at the price of a significant increase in the purchase price of the vehicle, as well as its consumption.
On voit par ailleurs apparaître des transmissions dites "robotisées", comportant une boîte de vitesses mécanique équipée d'actionneurs, et un embrayage, actionnés de façon coordonnée pour assurer la fermeture et l'ouverture de l'embrayage, ainsi que le déplacement des baladeurs. Dans ce type de transmissions, le « robot » exécute donc toutes les manoeuvres à la place du conducteur, mais avec interruption du couple transmis aux roues pendant le passage, du fait de l'ouverture momentanée de l'embrayage d'entrée.We also see the appearance of so-called "robotic" transmissions, comprising a mechanical gearbox equipped with actuators, and a clutch, actuated in a coordinated manner to ensure the closing and opening of the clutch, as well as the movement of the players . In this type of transmission, the "robot" therefore performs all the maneuvers in place of the driver, but with interruption of the torque transmitted to the wheels during the passage, due to the momentary opening of the input clutch.
La présente invention vise à associer les avantages d'une boîte de vitesses robotisée à l'agrément des passages sous couple d'une transmission automatique.The present invention aims to combine the advantages of a robotic gearbox with the approval of shifting under torque of an automatic transmission.
Elle propose à cet effet de gérer d'une façon particulière les passages montants, en tirage et sans tirage, d'un rapport i sur un rapport i+1 inférieur à un rapport n de référence.To this end, it proposes to manage in a particular way the upward passages, in draw and without draw, from a ratio i to a ratio i + 1 lower than a reference n.
Conformément à l'invention, ces passages en tirage s'effectuent de la façon suivante :In accordance with the invention, these passages in drawing are carried out as follows:
- application d'un léger effort de decrabotage sur le pignon fou du rapport initial i,- application of a slight clutch release effort on the idler gear of the initial ratio i,
- dérivation progressive du couple moteur vers le pignon fou d'un rapport n, de référence, supérieur à i, par serrage d'un organe de friction contrôlé en pression,- progressive derivation of the motor torque towards the idler gear with a ratio n, of reference, greater than i, by tightening a friction member controlled in pressure,
- decrabotage du pignon fou du rapport i, régulation de la pression de serrage de l'organe de friction pour synchroniser le moteur en transmettant le couple souhaité, - détection de l'approche du régime de synchronisme sur le rapport nouveau rapport i+1,- declutching the idler gear of ratio i, regulating the clamping pressure of the friction member to synchronize the motor by transmitting the desired torque, - detection of the approach of the synchronism regime on the report new report i + 1,
- crabotage du pignon fou du nouveau rapport i+1, et- clutching of the idler gear of the new ratio i + 1, and
- relâchement progressif de l'organe de friction.- progressive relaxation of the friction member.
Les passages montants sur le rapport de référence n peuvent, pour leur part, s'effectuer de la façon suivante :The upward passages on the reference report n can, for their part, be carried out as follows:
- dérivation progressive du couple moteur sur le pignon fou du rapport n par serrage progressif de l'organe de friction,- progressive derivation of the motor torque on the idler gear of the ratio n by progressive tightening of the friction member,
- decrabotage, et- declutching, and
- serrage complet de l'organe de friction.- complete tightening of the friction member.
Conformément à l'invention, les changements de rapport descendants peuvent comporter les étapes suivantes :According to the invention, the downward gear changes can include the following steps:
- application d'un léger effort de decrabotage sur le pignon fou du rapport initial i, - annulation du couple moteur,- application of a slight clutching force on the idler gear of the initial ratio i, - cancellation of the engine torque,
- decrabotage du premier pignon,- declutching of the first pinion,
- asservissement du régime moteur au régime de synchronisme,- motor speed control to synchronism speed,
- crabotage sur le nouveau rapport i-1, à l'approche du régime de synchronisme, et- dogging on the new i-1 report, approaching the synchronism regime, and
- rétablissement du couple moteur à sa valeur de consigne. D'autres caractéristiques et avantages de l'invention apparaîtront clairement à la lecture de la description suivante d'un mode de réalisation particulier de celle-ci, en liaison avec les dessins annexés, sur lesquels :- restoring the engine torque to its setpoint. Other characteristics and advantages of the invention will appear clearly on reading the following description of a particular embodiment thereof, in conjunction with the appended drawings, in which:
- la figure 1 est un schéma de principe non limitatif d'une boîte de vitesses permettant la mise en œuvre de l'invention,FIG. 1 is a non-limiting block diagram of a gearbox enabling the implementation of the invention,
- la figure 2 illustre l'évolution du couple transmis aux roues lors d'un passage montant,FIG. 2 illustrates the evolution of the torque transmitted to the wheels during an uplift,
- la figure 3 illustre l'évolution du couple lors d'un passage montant en m-iriimisant Y à-coup au crabotage,FIG. 3 illustrates the evolution of the torque during a rising passage by m-iriimizing Y suddenly to the dog clutch,
- la figure 4 illustre l'évolution du couple transmis aux roues lors d'un passage montant en mmiinisant la variation du régime primaire au crabotage,FIG. 4 illustrates the evolution of the torque transmitted to the wheels during an uphill shift by minimizing the variation of the primary speed at clutching,
- la figure 5 montre l'évolution du couple et du régime moteur lors d'un passage descendant effectué conformément à l'invention.- Figure 5 shows the evolution of the torque and the engine speed during a downward pass made in accordance with the invention.
Le schéma de principe de la figure 1 montre trois descentes d'engrenages entre un arbre primaire recevant le couple moteur par l'intermédiaire d'un embrayage d'entrée 24, qui correspondent respectivement à un premier rapport i, à un second rapport i+1, et à un rapport de référence n, qui est associé à un organe de friction pilotable en pression 23, par exemple un embrayage multidisques, monté sur l'arbre secondaire. L'engagement des rapports i et i+1 est fait par un baladeur positionné de façon classique entre les deux pignons fous, et actionné par un vérin d'engagement non représenté. Enfin, l'organe de friction, pilotable par un système d'actionnement spécifique non représenté, permet de rendre le pignon fou du rapport n, solidaire de l'arbre secondaire. Bien entendu, ce schéma de principe ne fait état que de trois descentes d'engrenages dans un but de simplification, mais l'ensemble des mesures proposées par l'invention s'applique à la commande d'un nombre supérieur de rapports, et en particulier au pilotage d'une boîte à cinq ou six rapports de marche avant. Enfin, le rapport de référence n mentionné sur ce schéma et dans la présente description n'est pas obligatoirement le rapport le plus élevé.The block diagram in Figure 1 shows three gear descents between a primary shaft receiving the engine torque by means of an input clutch 24, which respectively correspond to a first ratio i, to a second ratio i + 1, and to a reference ratio n, which is associated with a friction member controllable under pressure 23 , for example a multi-plate clutch, mounted on the secondary shaft. The engagement of the ratios i and i + 1 is made by a portable device positioned in a conventional manner between the two idler gears, and actuated by an engagement jack not shown. Finally, the friction member, controllable by a specific actuation system not shown, makes it possible to drive the idler gear of the ratio n, integral with the secondary shaft. Of course, this diagram shows only three descents of gears for the purpose of simplification, but all the measures proposed by the invention apply to the control of a higher number of reports, and in particular to piloting a gearbox with five or six forward gears. Finally, the reference ratio n mentioned in this diagram and in the present description is not necessarily the highest ratio.
Pour tous les changements de rapports montants sur un rapport inférieur au rapport de référence n, l'invention distingue les passages moteur menant, ou « en tirage », des passages moteur mené, ou « sans tirage », par exemple en descente, lorsque le conducteur n'accélère pas, et que le moteur est entraîné par le véhicule. Pour les changements de rapport montants en tirage, du rapport i au rapport i+1, i+1 étant inférieur à n, l'invention propose de réaliser un enchaînement du type suivant.For all changes of upshift ratios on a ratio lower than the reference ratio n, the invention distinguishes the driving passages leading, or “in draft”, passages driven engine, or “without draft”, for example in descent, when the driver does not accelerate, and the engine is driven by the vehicle. For changes in the amount ratio in circulation, from the ratio i to the ratio i + 1, i + 1 being less than n, the invention proposes to carry out a sequence of the following type.
1. Préparation du decrabotage du premier pignon fou, par application d'un léger effort de decrabotage sur celui-ci, et début de montée en pression de l'organe de friction.1. Preparation of the declutching of the first idler gear, by applying a slight clutching force thereon, and start of pressure build-up of the friction member.
2. Phase de balance de couple, durant laquelle le couple est dérivé progressivement vers le pignon fou du rapport n, par serrage de l'organe de friction.2. Torque balance phase, during which the torque is gradually derived towards the idler gear of the ratio n, by tightening the friction member.
3. Decrabotage du premier pignon fou lorsque le couple transmis par ses crabots est proche de zéro, l'effort appliqué au baladeur devenant plus important que l'effort de retenue des crabots.3. Decrabotage of the first idler gear when the torque transmitted by its dogs is close to zero, the force applied to the player becoming more important than the force of retaining the dogs.
4. Phase de synchronisation avec estompage éventuel du couple moteur, et poursuite du serrage de l'organe de friction, pour augmenter le couple résistant appliqué à l'arbre primaire et faire chuter le régime de celui-ci jusqu'à son régime de synchronisme sur le nouveau rapport.4. Synchronization phase with possible reduction of the motor torque, and further tightening of the friction member, to increase the resistive torque applied to the primary shaft and to make the speed of the latter fall down to its synchronism speed on the new report.
5. Crabotage du nouveau pignon fou, par déplacement du baladeur à l'aide de son vérin d'engagement.5. Interconnection of the new idler gear, by moving the player using its engagement cylinder.
6. Reprise de couple, en faisant chuter progressivement la pression de l'organe de friction, et en supprimant l' estompage de couple éventuel. Lorsque le moteur est mené au moment du changement de rapport, le couple issu du moteur transmis par les crabots au véhicule est négatif. Il faut donc augmenter ce couple pour l'annuler et pouvoir décraboter. Conformément à l'invention, les changements de rapport sans tirage d'un premier rapport i à un second rapport i+1, inférieur au rapport de référence n, se déroulent alors de la façon suivante.6. Torque recovery, by gradually lowering the pressure of the friction member, and by eliminating any blurring of torque. When the engine is driven at the time of the gear change, the torque from the engine transmitted by the dogs to the vehicle is negative. It is therefore necessary to increase this torque to cancel it and be able to declutch. According to the invention, the gear changes without drawing from a first gear i to a second gear i + 1, lower than the reference gear n, then take place as follows.
1. Préparation du decrabotage par mise en place d'un léger effort de decrabotage, et début de l'élévation du couple moteur.1. Preparation of clutch release by setting up a slight clutch release effort, and start of the increase in engine torque.
2. Hausse progressive du couple moteur pour ramener à zéro le couple transmis par les crabots.2. Gradual increase in the engine torque to bring the torque transmitted by the dogs to zero.
3. Decrabotage par déplacement du vérin d'engagement. 4. Synchronisation par régulation de la pression de serrage de l'organe de friction. 5. Détection de la fin de la synchronisation lors de la détection de l'approche du régime de synchronisme, et lancement de l'ordre d'engagement du rapport. 6. Déplacement du vérin d'engagement.3. Decrabotage by moving the engagement cylinder. 4. Synchronization by regulating the clamping pressure of the friction member. 5. Detection of the end of synchronization when detecting the approach of the synchronism regime, and launch of the report engagement order. 6. Displacement of the engagement cylinder.
7. Rétablissement du couple moteur conformément à la consigne pédale, par chute progressive de la pression dans l'organe de friction.7. Restoration of the engine torque in accordance with the pedal setpoint, by progressive drop in the pressure in the friction member.
En l'absence de disposition particulière pour la fin des changements de rapport montants en tirage et sans tirage, on voit, sur la figure 2, que le couple résultant au niveau des roues du véhicule connaît un à-coup au moment du crabotage sur le rapport i+1. D'autre part, on constate que le crabotage s'effectue alors que l'organe de friction transmet un couple important, et que, pour cette raison, la chute du régime sur le primaire est rapide.In the absence of any specific provision for the end of the gear ratio changes in drawdown and without drawdown, we sees, in Figure 2, that the resulting torque at the vehicle wheels experiences a jerk at the time of dog clutching on the ratio i + 1. On the other hand, it can be seen that the dog clutch takes place while the friction member transmits a significant torque, and that, for this reason, the fall of the speed on the primary is rapid.
Pour palier à cet inconvénient, l'invention prévoit deux stratégies. Selon la première, on minimise l' à-coup au crabotage en pilotant convenablement le couple transmis par l'organe de friction, ainsi que le couple moteur, en vue d'approcher, avant le crabotage, le couple transmis après celui-ci. La courbe du couple transmis aux roues devient alors celle de la figure 3.To overcome this drawback, the invention provides two strategies. According to the first, the jogging is minimized by appropriately controlling the torque transmitted by the friction member, as well as the driving torque, with a view to approaching, before interconnection, the torque transmitted after this. The curve of the torque transmitted to the wheels then becomes that of FIG. 3.
Selon une seconde stratégie, on s'efforce au contraire de faciliter le crabotage en stabilisant au préalable le régime primaire. Cette stratégie repose sur le fait que, juste avant le crabotage, le couple transmis par l'organe de friction compense le couple moteur, de sorte que le régime moteur reste constant. En effet, après le decrabotage, on augmente la pression dans l'organe de pression, et on assiste alors à une chute du régime primaire. Cette chute de régime est alors régulée en pilotant convenablement la pression dans l'organe de friction. Le principe de cette stratégie consiste à contrôler le couple transmis dans l'embrayage de façon à stabiliser le régime primaire sur le régime de synchronisme du nouveau rapport. L' estompage du couple pendant la phase de synchronisation permet en outre de diminuer l'énergie dissipée dans l'organe de friction, et de réduire les à-coups de couple. La courbe du couple transmis aux roues avec cette seconde stratégie devient alors celle de la figure 4.According to a second strategy, on the contrary, efforts are made to facilitate interconnection by stabilizing the primary regime beforehand. This strategy is based on the fact that, just before clutching, the torque transmitted by the friction member compensates for the engine torque, so that the engine speed remains constant. In fact, after declutching, the pressure in the pressure member is increased, and there is then a drop in the primary speed. This drop in speed is then regulated by properly controlling the pressure in the friction member. The principle of this strategy consists in controlling the torque transmitted in the clutch so as to stabilize the primary speed on the synchronization speed of the new gear. The reduction of the torque during the synchronization phase also makes it possible to reduce the energy dissipated in the friction member, and to reduce the torque surges. The curve of the torque transmitted to the wheels with this second strategy then becomes that of FIG. 4.
Comme indiqué plus haut, les passages montants sur le rapport n de référence, peuvent s'effectuer différemment des passages montants de rang inférieur. Le séquencement permettant d'obtenir ce rapport à partir d'un rapport inférieur peut par exemple être le suivant.As indicated above, the rising passages on the reference report n, can be carried out differently from the ascending passages of lower rank. The sequencing making it possible to obtain this report from a lower report may for example be the following.
1. Phase de balance du couple, durant laquelle on dérive progressivement le couple vers le pignon fou du rapport n, par l'intermédiaire de l'organe de friction.1. Torque balance phase, during which the torque is gradually derived towards the idler gear of the ratio n, via the friction member.
2. Decrabotage (identique aux autres passages).2. Decrabotage (identical to other passages).
3. Phase de synchronisation, durant laquelle on serre au maximum l'organe de friction, jusqu'à lier en rotation le pignon fou du rapport n avec l'arbre secondaire. 4. Crabotage éventuel de ce pignon sur son arbre, s'il comporte des crabots.3. Synchronization phase, during which the friction member is tightened as much as possible, until the idler gear of ratio n is rotated with the secondary shaft. 4. Possible clutching of this pinion on its shaft, if it includes clutch dogs.
Si la boîte comporte un nombre de rapports supérieurs à n, autrement dit, si le rapport sur lequel le couple est dérivé lors des passages montants n'est pas le plus élevé de la transmission, l'invention ne prévoit aucune disposition particulière pour les changements de rapport au delà de ce rapport, de sorte qu'ils peuvent s'effectuer de façon conventionnelle, sans dérivation de couple, mais avec une ouverture temporaire de l'embrayage d'entrée 24.If the gearbox has a number of ratios greater than n, in other words, if the ratio on which the torque is derived during the uplifts is not the highest of the transmission, the invention does not provide for any provision particular for gear changes beyond this ratio, so that they can be carried out in a conventional manner, without torque derivation, but with a temporary opening of the input clutch 24.
Conformément à l'invention, les passages descendants sont opérés en ouvrant temporairement la chaîne de traction. La relance de l'arbre primaire pour atteindre le régime de synchronisation sur un rapport inférieur, devant être alors assurée par le moteur. Le déroulement d'un changement de rapport descendant conforme à l'invention peut alors être le suivant.According to the invention, the downward passages are operated by temporarily opening the traction chain. The revival of the primary shaft to reach the synchronization speed on a lower gear, which must then be ensured by the engine. The sequence of a downshift change according to the invention can then be as follows.
1. Application d'un léger effort de decrabotage. 2. Envoi d'une consigne d'annulation rapide du couple moteur (par exemple sous la forme d'une coupure ponctuelle de l'injection, ou une demande de dégradation de l'avance à l'allumage).1. Application of a slight clutch release effort. 2. Sending of an instruction for rapid cancellation of the engine torque (for example in the form of a punctual cut off of the injection, or a request for degradation of the ignition advance).
3. Pendant cette phase d'annulation rapide du couple, introduction d'une consigne anticipée d'élévation progressive du couple moteur, pour anticiper la synchronisation.3. During this rapid torque cancellation phase, introduction of an advance setpoint for progressive rise in the engine torque, to anticipate synchronization.
4. Decrabotage, par déplacement du vérin d'engagement.4. Decrabotage, by moving the engagement cylinder.
5. Synchronisation par asservissement du régime moteur au régime de synchronisme. 6. Détection de l'approche du régime de synchronisme, et poursuite de la régulation du régime moteur (en jouant sur le couple), jusqu'au lancement de l'ordre de crabotage.5. Synchronization by automatic control of the engine speed to the synchronism speed. 6. Detection of the approach to the synchronism regime, and continuation of the regulation of the engine speed (by playing on the torque), until the start of the dog clutch order.
7. Crabotage par déplacement du vérin d'engagement. 8. Rétablissement d'un couple moteur conforme à la consigne nominale de la pédale.7. Clutching by displacement of the engagement cylinder. 8. Restoration of engine torque in accordance with the nominal pedal setpoint.
Pour le démarrage du véhicule, l'invention prévoit de prendre en compte trois situations différentes.For starting the vehicle, the invention plans to take into account three different situations.
La première correspond à l'engagement d'une vitesse, alors que le véhicule est pratiquement à l'arrêt. Dans cette situation, l'arbre secondaire de la boîte ne tourne pratiquement pas, de sorte que la vitesse de synchronisme est pratiquement nulle. L'engagement de la vitesse peut alors se dérouler comme suit.The first corresponds to the engagement of a speed, while the vehicle is practically stationary. In this situation, the secondary shaft of the gearbox practically does not rotate, so that the synchronism speed is practically zero. The engagement of the speed can then proceed as follows.
1. Débrayage, par ouverture de l'embrayage d'entrée.1. Release, by opening the input clutch.
2. Synchronisation par serrage de l'organe de friction, pour freiner l'arbre primaire. 3. Crabotage, du pignon correspondant au rapport souhaité, dès que le régime primaire est suffisamment bas.2. Synchronization by tightening the friction member, to brake the primary shaft. 3. Interlocking, of the pinion corresponding to the desired ratio, as soon as the primary speed is sufficiently low.
4. Relâchement de la pression dans l'organe de friction.4. Release of pressure in the friction member.
5. Embrayage, par fermeture progressive de l'embrayage d'entrée, associée à un pilotage approprié du couple moteur, de manière à obtenir un compromis satisfaisant entre la préservation de l'embrayage et le confort d'utilisation. Ce mode de démarrage est applicable en particulier lorsque, après la phase de débrayage, le régime primaire est sensiblement plus élevé que la vitesse de synchronisme (c'est à dire lorsque le primaire doit être freiné).5. Clutch, by progressive closing of the input clutch, associated with appropriate control of the engine torque, so as to obtain a satisfactory compromise between the preservation of the clutch and the comfort of use. This starting mode is applicable in particular when, after the declutching phase, the primary speed is significantly higher than the synchronous speed (that is to say when the primary must be braked).
Lorsque le véhicule roule, et que la condition précédente n'est pas remplie (régime primaire inférieur à la vitesse de synchronisme), le changement de rapport peut s'effectuer de la manière suivante.When the vehicle is moving and the previous condition is not fulfilled (primary speed lower than the synchronous speed), the gear change can be carried out as follows.
1. Augmentation du couple moteur pour relancer le primaire.1. Increase in engine torque to restart the primary.
2. Débrayage, par ouverture de l'embrayage d'entrée, lorsque le régime primaire est sensiblement plus élevé que le régime de synchronisme.2. Disengaging, by opening the input clutch, when the primary speed is significantly higher than the synchronization speed.
3. Synchronisation, en serrant l'organe de friction, pour freiner l'arbre primaire.3. Synchronization, by tightening the friction member, to brake the primary shaft.
4. Crabotage du pignon fou, lorsque le régime primaire est suffisamment proche du régime de synchronisme. 5. Relâchement de l'organe de friction.4. Idling of the idler gear, when the primary speed is sufficiently close to the synchronous speed. 5. Release of the friction member.
6. Fermeture progressive de l'embrayage d'entrée, tout en pilotant le couple moteur de manière à conserver un compromis satisfaisant entre la préservation de l'embrayage et le confort d'utilisation. Lorsque le véhicule roule suffisamment vite, l'engagement d'un rapport à partir du point mort peut toutefois être géré comme un passage montant, c'est à dire sans fermer l'embrayage d'entrée.6. Progressive closing of the input clutch, while controlling the engine torque so as to maintain a satisfactory compromise between preserving the clutch and user comfort. When the vehicle is moving fast enough, the engagement of a gear from neutral can however be managed as an uplift, i.e. without closing the input clutch.
Enfin, lorsque le véhicule roule en sens inverse du sens souhaité, il est nécessaire de commencer par -αrimobiliser le véhicule avant d'engager le rapport souhaité. Cette immobilisation du véhicule peut bien sûr être obtenue en actionnant les freins du véhicule. Toutefois, la stratégie indiquée ci-dessous permet par exemple de passer la première sans freiner lorsque le véhicule recule.Finally, when the vehicle is traveling in the opposite direction to the desired direction, it is necessary to start by -αrimobilizing the vehicle before engaging the desired gear. This immobilization of the vehicle can of course be obtained by applying the brakes of the vehicle. However, the strategy indicated below allows for example to pass the first without braking when the vehicle reverses.
1. Ouverture de l'embrayage d'entrée. 2. Serrage de l'organe de friction.1. Opening the input clutch. 2. Tightening of the friction member.
3. Patinage de l'embrayage d'entrée, de manière à s'opposer au mouvement de recul du véhicule3. Slippage of the input clutch so as to oppose the vehicle's backward movement
4. Crabotage en première lorsque le régime secondaire s'annule.4. Interlocking for the first time when the secondary regime is canceled.
5. Desserrage de l'organe de friction. 6. Fermeture de l'embrayage d'entrée.5. Loosening of the friction member. 6. Closing the input clutch.
En dernier Heu, il faut noter que le cas d'un passage en marche arrière, alors que le véhicule avance, peut être traité comme si le véhicule était pratiquement à l'arrêt, la synchronisation de l'arbre primaire devant dans ce cas être assurée par un synchroniseur, qui s'avère indispensable si on souhaite pouvoir effectuer un tel passage, sans immobiliser le véhicule avec ses freins. Lastly er, it should be noted that the case of a shift in reverse, while the vehicle is moving forward, can be treated as if the vehicle was practically stationary, the synchronization of the primary shaft having in this case to provided by a synchronizer, which is essential if you want to be able to make such a passage, without immobilizing the vehicle with its brakes.
REVENDICATIONS
[1] Procédé de contrôle des changements de vitesses sous couple d'une boîte de vitesses comportant un arbre d'entrée de mouvement (1) relié par plusieurs descentes d'engrenages à au moins un arbre de sortie de mouvement (2, 3), caractérisé en ce que les changements de rapport montants du rapport i au rapport i+1 en tirage comportent les étapes suivantes :[1] Method for controlling the torque shifting of a gearbox comprising a motion input shaft (1) connected by several descents of gears to at least one motion output shaft (2, 3) , characterized in that the amount ratio changes from the ratio i to the ratio i + 1 in drawing comprise the following steps:
- application d'un léger effort de decrabotage sur le pignon fou du rapport initial i,- application of a slight clutch release effort on the idler gear of the initial ratio i,
- dérivation progressive du couple moteur vers le pignon fou d'un rapport n supérieur à i, par serrage d'un organe de friction (23) contrôlé en pression,- progressive derivation of the motor torque towards the idler gear with a ratio n greater than i, by tightening a friction member (23) controlled in pressure,
- régulation de la pression de serrage de l'organe de friction, pour synchroniser l'arbre primaire et le moteur, tout en transmettant le couple souhaité,- regulation of the clamping pressure of the friction member, to synchronize the primary shaft and the motor, while transmitting the desired torque,
- decrabotage du premier pignon fou, - détection de l'approche du régime de synchronisme sur le rapport nouveau rapport i+1,- declutching of the first idler gear, - detection of the approach of the synchronism regime on the ratio new ratio i + 1,
- crabotage du pignon fou du nouveau rapport i+1, et- clutching of the idler gear of the new ratio i + 1, and
- relâchement progressif de l'organe de friction (23).- progressive relaxation of the friction member (23).
[2] Procédé de contrôle des changements de vitesses sous couple d'une boîte de vitesses comportant un arbre [2] Method for controlling the torque shifting of a gearbox comprising a shaft

Claims

d' entrée de mouvement (1) relié par plusieurs descentes d'engrenages à au moins un arbre de sortie de mouvement (2, 3), caractérisé en ce que les changements de rapport montantsl sans tirage comportent les étapes suivantes : - application d'un léger effort de decrabotage sur le pignon fou du rapport initial i, of movement input (1) connected by several descents of gears to at least one movement output shaft (2, 3), characterized in that the changes in amounts amountsl without draft comprise the following stages: - application of a slight clutching effort on the idler gear of the initial ratio i,
- augmentation progressive du couple moteur pour ramener ce couple à zéro,- gradual increase in engine torque to bring this torque to zero,
- decrabotage dudit premier pignon fou, - synchronisation de l'arbre primaire et du moteur, par serrage d'un organe de friction (23), monté sur le pignon fou d'un rapport n supérieur à i, et contrôlé en pression,- declutching of said first idler gear, - synchronization of the primary shaft and the motor, by tightening a friction member (23), mounted on the idler gear of a ratio n greater than i, and controlled in pressure,
- détection de l'approche du régime de synchronisme sur le nouveau rapport i+1, - crabotage du nouveau pignon fou, et- detection of the approach of the synchronism regime on the new i + 1 ratio, - clutching of the new idler gear, and
- desserrage progressif de l'organe de friction (23).- progressive loosening of the friction member (23).
[3] Procédé de contrôle selon la revendication 1 ou 2, caractérisé en ce que le decrabotage du premier pignon fou intervient sans ordre de commande spécifique, dès que le couple transmis est pratiquement nul.[3] Control method according to claim 1 or 2, characterized in that the declutching of the first idler sprocket occurs without specific control order, as soon as the transmitted torque is practically zero.
[4] Procédé de contrôle selon la revendication 1 2, ou 3, caractérisé en ce que le couple moteur et le serrage de l'organe de friction (23) sont pilotés de façon telle que le couple transmis aux roues lors de la synchronisation approche celui qui est transmis après le crabotage.[4] Control method according to claim 1 2, or 3, characterized in that the driving torque and the tightening of the friction member (23) are controlled so that the torque transmitted to the wheels during synchronization approaches that which is transmitted after clutching.
[5] Procédé de contrôle selon la revendication 1, 2 ou 3, caractérisé en ce que le serrage de l'organe de friction (23) est piloté de façon à stabiliser le régime primaire au régime de synchronisme avant le crabotage.[5] A control method according to claim 1, 2 or 3, characterized in that the tightening of the friction member (23) is controlled so as to stabilize the primary speed in synchronism before the dog clutch.
[6] Procédé de contrôle selon l'une des revendications précédentes, caractérisé en ce que les changements de rapport descendants comportent les étapes suivantes :[6] Control method according to one of the preceding claims, characterized in that the downward gear changes include the following steps:
- application d'un léger effort de decrabotage sur le pignon fou du rapport initial i,- application of a slight clutch release effort on the idler gear of the initial ratio i,
- annulation du couple moteur - decrabotage du premier pignon,- cancellation of the engine torque - declutching of the first pinion,
- asservissement du régime moteur au régime de synchronisme,- motor speed control to synchronism speed,
- crabotage sur le nouveau rapport i-1, à l'approche du régime de synchronisme, - rétablissement du couple moteur à sa valeur de consigne.- dog clutching on the new i-1 report, when approaching synchronism, - restoring the engine torque to its set value.
[7] Procédé de contrôle selon l'une des revendications précédentes, caractérisé en ce que, si l'arbre secondaire est pratiquement à l'arrêt, le passage du premier rapport de marche avant s'effectue de la façon suivante : - désaccouplement du moteur de l'arbre primaire de la boîte, par ouverture de l'embrayage d'entrée (24) de celle- ci,[7] Control method according to one of the preceding claims, characterized in that, if the secondary shaft is practically stationary, the passage of the first forward gear is carried out as follows: - uncoupling of the motor from the primary shaft of the gearbox, by opening the input clutch (24) of the gearbox,
- serrage de l'organe de friction (23), - crabotage,- tightening of the friction member (23), - dog clutch,
- déserrage de l'organe de friction (23), et- loosening of the friction member (23), and
- serrage progressif de l'embrayage d'entrée, en pilotant conjointement le couple moteur, afin de démarrer le véhicule.- progressive tightening of the input clutch, by jointly controlling the engine torque, in order to start the vehicle.
[8] Procédé de contrôle selon l'une des revendications précédentes, caractérisé en ce que si le régime primaire est inférieur au régime de synchronisme, le passage du premier rapport de marche avant s'effectue de la façon suivante :[8] Control method according to one of the preceding claims, characterized in that if the primary speed is lower than the synchronism regime, the passage of the first forward gear is carried out as follows:
- accélération du primaire,- primary acceleration,
- ouverture de l'embrayage d'entrée (24),- opening of the input clutch (24),
- serrage de l'organe de friction,- tightening of the friction member,
- crabotage, - serrage progressif de l'embrayage d'entrée, et- dog clutch, - progressive tightening of the input clutch, and
- pilotage approprié du couple moteur, afin de démarrer le véhicule.- appropriate control of the engine torque in order to start the vehicle.
[9] Procédé de contrôle selon l'une des revendications précédentes, caractérisé en ce que si le véhicule roule en sens inverse du sens souhaité, le changement de rapport s'effectue de la façon suivante[9] Control method according to one of the preceding claims, characterized in that if the vehicle is running opposite direction to the desired direction, the gear change is carried out as follows
- ouverture de l'embrayage d'entrée (24),- opening of the input clutch (24),
- serrage de l'organe de friction (23), - patinage de l'embrayage d'entrée (24)- tightening of the friction member (23), - slip of the input clutch (24)
- crabotage lors de l'annulation du régime secondaire,- interconnection when canceling the secondary plan,
- desserrage de l'organe de friction (23),- loosening of the friction member (23),
- ouverture de l'organe de friction (23),- opening of the friction member (23),
- fermeture de l'embrayage d'entrée (24).- closing the input clutch (24).
[10] Procédé de contrôle selon l'une des revendications précédentes caractérisé en ce que les passages montants sur le rapport n dont le pignon fou est associé à l'organe de friction (23), s'effectuent de la façon suivante : - dérivation progressive du couple moteur sur le pignon fou du rapport n par serrage progressif de l'organe de friction (23),[10] Control method according to one of the preceding claims, characterized in that the upward passages on the ratio n, of which the idler gear is associated with the friction member (23), are carried out as follows: - bypass progressive of the motor torque on the idler gear of the ratio n by progressive tightening of the friction member (23),
- decrabotage, et- declutching, and
- serrage complet de l'organe de friction (23).- complete tightening of the friction member (23).
[11] Procédé de contrôle selon la revendication 10, caractérisé en ce que le pignon fou du rapport n est craboté après le serrage de l'organe de friction (23). [11] Control method according to claim 10, characterized in that the idler gear of the ratio n is clutched after the tightening of the friction member (23).
EP00931357A 1999-06-04 2000-05-26 Control method for gear-shifting under torque Withdrawn EP1114260A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9907071 1999-06-04
FR9907071A FR2794512B1 (en) 1999-06-04 1999-06-04 METHOD OF CONTROLLING CHANGED SPEEDS UNDER TORQUE
PCT/FR2000/001429 WO2000075532A1 (en) 1999-06-04 2000-05-26 Control method for gear-shifting under torque

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EP1114260A1 true EP1114260A1 (en) 2001-07-11

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EP00931357A Withdrawn EP1114260A1 (en) 1999-06-04 2000-05-26 Control method for gear-shifting under torque

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EP (1) EP1114260A1 (en)
FR (1) FR2794512B1 (en)
WO (1) WO2000075532A1 (en)

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WO2000075532A1 (en) 2000-12-14
FR2794512A1 (en) 2000-12-08

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