EP2529132A1 - Method of operataing a synchromesh in a gearbox - Google Patents

Method of operataing a synchromesh in a gearbox

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Publication number
EP2529132A1
EP2529132A1 EP10805472A EP10805472A EP2529132A1 EP 2529132 A1 EP2529132 A1 EP 2529132A1 EP 10805472 A EP10805472 A EP 10805472A EP 10805472 A EP10805472 A EP 10805472A EP 2529132 A1 EP2529132 A1 EP 2529132A1
Authority
EP
European Patent Office
Prior art keywords
torque
secondary shaft
shaft
gear
wheel
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Withdrawn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
EP10805472A
Other languages
German (de)
French (fr)
Inventor
Eric Schaeffer
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.)
PSA Automobiles SA
Original Assignee
Peugeot Citroen Automobiles SA
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 Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA
Publication of EP2529132A1 publication Critical patent/EP2529132A1/en
Withdrawn legal-status Critical Current

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Classifications

    • 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
    • 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
    • F16H61/68—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 specially adapted for stepped gearings
    • F16H61/684—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 specially adapted for stepped gearings without interruption of drive
    • F16H61/688—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 specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by 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
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/48—Synchronising of new gear

Definitions

  • the invention relates to a method for controlling one or more synchronizers in a vehicle gearbox, especially a motor vehicle, during a gear downshift, so as to obtain torque to accelerate the vehicle.
  • the known state of the art usually seeks to optimize the control of the synchronizers of a gearbox during a gearshift in order to respect the maximum power allowed by each synchronizer. This is for example the case of documents FR 2 915 259 and US 6,896,641.
  • the subject of the invention is a method of controlling a synchronizer for synchronizing a first gear geared onto a first gearbox primary shaft with a secondary shaft subjected to a gearbox.
  • secondary shaft torque exerting a force on the synchronizer which generates a synchronization torque equal to said force multiplied by a synchronous torque capacity of the first gear, wherein said force is limited to the secondary shaft torque divided by said couple capacity.
  • said secondary shaft is engaged with at least one vehicle wheel on which is applied a torque to the wheel equal to the secondary shaft torque multiplied by a bridge ratio of transmission and limit said torque force to the wheel divided by said torque capacity and said transmission bridge ratio.
  • the secondary shaft is driven by a second sprocket engrained on a second primary shaft of the gearbox which transmits a motor torque and the torque to the wheel is determined according to the engine torque and a second gear ratio .
  • the secondary shaft is driven by a second pinion engrained on a second primary shaft of the gearbox which transmits a driving torque and the secondary shaft torque is determined according to the engine torque and a gear ratio. second gear.
  • the invention also relates to a vehicle comprising a gearbox comprising a synchronizer for synchronizing a first pinion gear on a first primary shaft with a secondary shaft subjected to a secondary shaft torque, exerting a force on the synchronizer which generates a synchronization torque equal to said force multiplied by a synchronous torque capacity of the first gear, and an electronic device arranged to limit said force to a value equal to the secondary shaft torque divided by said torque capacity.
  • said electronic device is arranged to limit said force to a value equal to a torque applied to at least one vehicle wheel engaged with said secondary shaft, divided by said torque capacity and by a transmission bridge ratio between the secondary shaft and wheel.
  • the gearbox comprises a second primary shaft on which a second pinion is engrained to drive the secondary shaft so as to transmit a driving torque and the electronic device is arranged to determine the torque to the wheel depending on the engine torque and a second gear ratio.
  • the gearbox comprises a second primary shaft on which a second gear is engrained to drive the secondary shaft so as to transmit a driving torque and the electronic device is arranged to determine the secondary shaft torque as a function of the engine torque and a second gear ratio.
  • the single figure is a schematic view of double clutch gearbox on which is implemented the method according to the invention.
  • a double-clutch gearbox like that shown in the figure, comprises two primary shafts 11, 12.
  • a first clutch (not shown) is, in known manner, for connecting the first primary shaft 11 to the motor to engage the gear ratios. odd order speeds.
  • a second clutch also not shown because known, is intended to connect the second primary shaft 12 to the motor to engage the even order speed ratios.
  • One or more secondary shafts 21, 22 are secured in rotation with the drive wheels of the vehicle. On the secondary shaft or shafts 21, 22 are mounted free to rotate, idle gears 1, 3, 5 respectively corresponding to the gear ratios of order 1, 3, 5. Similarly, idle gears 2, 4, 6 are rotatably mounted on the secondary shaft or shafts 21, 22, corresponding to the even-order speed ratios respectively 2, 4, 6.
  • Each idler gear 1, 2, 3, 4, 5, 6 can be synchronized with the secondary shaft 21 or 22 by means of a not shown synchronizer.
  • the fundamental principle of double-clutch gearbox control is the arrangement of even and odd gear ratios in two gearboxes.
  • a ratio is engaged in the box comprising the even ratios by synchronizing with the secondary shaft 21 or the secondary shaft 22, one of the idle gears 2, 4, 6 driven in rotation by the second primary shaft 12 which is engaged on engine.
  • the odd ratio predicted for a gear change is preselected by synchronizing one of the idle gears 1, 3, 5 with the secondary shaft 21 or the secondary shaft 22 so that the primary shaft 11 of the odd ratios is driven. in rotation by the idle gear of the preselected report which is synchronized.
  • a report is engaged in the box comprising the odd-numbered reports by synchronizing with the secondary shaft 21 or the secondary shaft 22, one of the idle gears 1, 3, 5 rotated by the first primary shaft 11 which is engaged on the engine.
  • the pairwise ratio expected for a ratio change is preselected reciprocally by synchronizing one of the idle gears 2, 4, 6 with the shaft secondary 21 or secondary shaft 22 so that the primary shaft 12 of the even ratios is rotated by the idle gear of the preselected ratio which is synchronized.
  • gearshift strategies for this type of gearbox are generally based on an interpretation of the driver's will. For example on a strong acceleration in second, preselect the gearbox not engaged on the third gear.
  • a ratio is then observed between the speed of rotation of the non-engaged shaft and the speed of rotation of the engaged shaft proportional to the ratio of the idler gear engrained on the clutched primary shaft which is synchronized on the secondary shaft, and vice versa. proportional to the ratio of the idler gear engrained on the unclamped primary shaft that is synchronized to the secondary shaft.
  • Shifting strategies in double-clutch gearboxes are essentially based on the interpretation of the driver's will.
  • the synchronizer control is set to obtain the shortest possible synchronization time.
  • the torque then imposed on the synchronizer to accelerate the pinion 1 and in fact the primary shaft 11, may in this situation be greater than the torque that the engine provides on the secondary shaft 22, with the consequence of degrading the approval of the vehicle.
  • the method of the invention makes it possible to determine a maximum torque of synchronization applicable without impact on the approval of the vehicle.
  • the torque supplied by the synchronizer is limited so as not to exceed the engine torque transmitted to the wheels on the 2nd gear .
  • the torque C s 2nd to the wheel available to the wheel to perform the synchronization is:
  • the synchronizer i iere being placed on the secondary shaft, the call synchronizing torque in requesting a torque C s (l iere) to the wheel:
  • the torque imposed on the wheel by the synchronizer of l iere is therefore much higher than that provided by the engine in the second engaged with the consequence of causing inconvenience type shocks, rebounds, sudden accelerations, and others.
  • the method of the invention uses an electronic device which communicates in a known manner by means of a CAN bus with the usual controllers of the vehicle, in particular that which gives the engine torque information.
  • the electronic device calculates the torque at the wheel as a function of the engine torque by the formula:
  • the synchronizing torque is imposed on the value of the wheel torque and the maximum force is calculated to be applied to synchronizer i iere:
  • a special electronic device is not necessary if it is possible to program a computer of the gearbox so as to host a function making it possible to calculate the maximum effort F max sync driving the first synchronizer as a function of the torque to the wheel, itself predetermined according to the engine torque in 2 nd .
  • the technical interest of the method and the electronic device lies in the respect of the approval during the synchronization phase of the report of the first rolling vehicle.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

In order to synchronize a pinion (1) that is engaged with a gearbox primary shaft (11), with a secondary shaft (22) that is coupled to at least one vehicle wheel to which is applied a torque at the wheel that is equal to a secondary shaft torque multiplied by a transmission ratio, a force is applied to a synchromesh which generates a synchronizing torque equal to the force multiplied by a synchronizing torque capability of the pinion (1). The synchromesh control method limits the force to the torque at the wheel divided by the torque capability and divided by the axle transmission ratio.

Description

"Procédé de pilotage d'un synchroniseur dans une boîte de vitesses"  "Method of controlling a synchronizer in a gearbox"
L'invention concerne un procédé de pilotage d'un ou plusieurs synchroniseurs dans une boîte de vitesses de véhicule, notamment de véhicule automobile, lors d'un changement de rapport descendant de vitesse, de façon à obtenir du couple pour accélérer le véhicule. The invention relates to a method for controlling one or more synchronizers in a vehicle gearbox, especially a motor vehicle, during a gear downshift, so as to obtain torque to accelerate the vehicle.
L'état connu de la technique cherche habituellement à optimiser de pilotage des synchroniseurs d'une boîte de vitesses lors d'un changement de rapport de vitesse de façon à respecter la puissance maximale admissible par chaque synchroniseur. C'est par exemple le cas des documents FR 2 915 259 et US 6,896,641.  The known state of the art usually seeks to optimize the control of the synchronizers of a gearbox during a gearshift in order to respect the maximum power allowed by each synchronizer. This is for example the case of documents FR 2 915 259 and US 6,896,641.
Cependant, l'état connu de la technique ne considère pas les cas où le couple disponible pour effectuer la synchronisation est en deçà de la puissance maximale admissible par un synchroniseur or ce cas peut se produire lorsque le conducteur rétrograde non pas pour ralentir le véhicule mais parce que le couple à la roue est insuffisant pour accélérer le véhicule comme il le souhaite .  However, the state of the art does not consider the cases where the torque available to perform the synchronization is below the maximum power allowed by a synchronizer or this case can occur when the driver retrograde not to slow the vehicle but because the torque at the wheel is insufficient to accelerate the vehicle as it wishes.
Pour remédier aux inconvénients de l'état antérieur de la technique connue, l'invention a pour objet un procédé de pilotage d'un synchroniseur pour synchroniser un premier pignon engrainé sur un premier arbre primaire de boîte de vitesses avec un arbre secondaire soumis à un couple d'arbre secondaire, en exerçant un effort sur le synchroniseur qui génère un couple de synchronisation égal au dit effort multiplié par une capacité en couple de synchronisation du premier pignon, dans lequel on limite ledit effort au couple d'arbre secondaire divisé par ladite capacité en couple.  In order to overcome the drawbacks of the prior art, the subject of the invention is a method of controlling a synchronizer for synchronizing a first gear geared onto a first gearbox primary shaft with a secondary shaft subjected to a gearbox. secondary shaft torque, exerting a force on the synchronizer which generates a synchronization torque equal to said force multiplied by a synchronous torque capacity of the first gear, wherein said force is limited to the secondary shaft torque divided by said couple capacity.
Particulièrement, ledit arbre secondaire est en prise avec au moins une roue de véhicule sur laquelle est appliqué un couple à la roue égal au couple d'arbre secondaire multiplié par un rapport de pont de transmission et on limite ledit effort au couple à la roue divisé par ladite capacité en couple et par ledit rapport de pont de transmission. In particular, said secondary shaft is engaged with at least one vehicle wheel on which is applied a torque to the wheel equal to the secondary shaft torque multiplied by a bridge ratio of transmission and limit said torque force to the wheel divided by said torque capacity and said transmission bridge ratio.
Plus particulièrement, l'arbre secondaire est entraîné par un deuxième pignon engrainé sur un deuxième arbre primaire de la boîte de vitesses qui transmet un couple moteur et le couple à la roue est déterminé en fonction du couple moteur et d'un rapport de deuxième pignon .  More particularly, the secondary shaft is driven by a second sprocket engrained on a second primary shaft of the gearbox which transmits a motor torque and the torque to the wheel is determined according to the engine torque and a second gear ratio .
Plus particulièrement aussi, l'arbre secondaire est entraîné par un deuxième pignon engrainé sur un deuxième arbre primaire de la boîte de vitesses qui transmet un couple moteur et le couple d'arbre secondaire est déterminé en fonction du couple moteur et d'un rapport de deuxième pignon.  More particularly, the secondary shaft is driven by a second pinion engrained on a second primary shaft of the gearbox which transmits a driving torque and the secondary shaft torque is determined according to the engine torque and a gear ratio. second gear.
L'invention a aussi pour objet un véhicule comportant une boîte de vitesses comprenant un synchroniseur pour synchroniser un premier pignon engrainé sur un premier arbre primaire avec un arbre secondaire soumis à un couple d'arbre secondaire, en exerçant un effort sur le synchroniseur qui génère un couple de synchronisation égal au dit effort multiplié par une capacité en couple de synchronisation du premier pignon, et un dispositif électronique agencé pour limiter ledit effort à une valeur égale au couple d'arbre secondaire divisé par ladite capacité en couple.  The invention also relates to a vehicle comprising a gearbox comprising a synchronizer for synchronizing a first pinion gear on a first primary shaft with a secondary shaft subjected to a secondary shaft torque, exerting a force on the synchronizer which generates a synchronization torque equal to said force multiplied by a synchronous torque capacity of the first gear, and an electronic device arranged to limit said force to a value equal to the secondary shaft torque divided by said torque capacity.
Particulièrement, ledit dispositif électronique est agencé pour limiter ledit effort à une valeur égale à un couple appliqué à au moins une roue de véhicule en prise avec ledit arbre secondaire, divisé par ladite capacité en couple et par un rapport de pont de transmission entre l'arbre secondaire et la roue.  In particular, said electronic device is arranged to limit said force to a value equal to a torque applied to at least one vehicle wheel engaged with said secondary shaft, divided by said torque capacity and by a transmission bridge ratio between the secondary shaft and wheel.
Plus particulièrement, la boîte de vitesses comprend un deuxième arbre primaire sur lequel est engrainé un deuxième pignon pour entraîner l'arbre secondaire de façon à transmettre un couple moteur et le dispositif électronique est agencé pour déterminer le couple à la roue en fonction du couple moteur et d'un rapport de deuxième pignon. More particularly, the gearbox comprises a second primary shaft on which a second pinion is engrained to drive the secondary shaft so as to transmit a driving torque and the electronic device is arranged to determine the torque to the wheel depending on the engine torque and a second gear ratio.
Plus particulièrement aussi, la boîte de vitesses comprend un deuxième arbre primaire sur lequel est engrainé un deuxième pignon pour entraîner l'arbre secondaire de façon à transmettre un couple moteur et le dispositif électronique est agencé pour déterminer le couple d'arbre secondaire en fonction du couple moteur et d'un rapport de deuxième pignon.  More particularly also, the gearbox comprises a second primary shaft on which a second gear is engrained to drive the secondary shaft so as to transmit a driving torque and the electronic device is arranged to determine the secondary shaft torque as a function of the engine torque and a second gear ratio.
L'invention sera mieux comprise, et d'autres buts, caractéristiques, détails et avantages de celle-ci apparaîtront plus clairement dans la description explicative qui va suivre faite en référence aux dessins techniques annexés donnés uniquement à titre d'exemple illustrant un mode de réalisation de l'invention et dans lesquels :  The invention will be better understood, and other objects, features, details and advantages thereof will appear more clearly in the explanatory description which follows with reference to the accompanying drawings given solely by way of example illustrating a method of embodiment of the invention and in which:
- la figure unique est une vue schématique de boîte de vitesses à double embrayage sur laquelle est mis en œuvre le procédé conforme à l'invention.  - The single figure is a schematic view of double clutch gearbox on which is implemented the method according to the invention.
Une boîte de vitesses à double embrayage comme celle représentée sur la figure, comprend deux arbres primaires 11, 12. Un premier embrayage (non représenté) est, de manière connue, destiné à connecter le premier arbre primaire 11 au moteur pour engager les rapports de vitesses d'ordre impair. Un deuxième embrayage, lui aussi non représenté parce que connu, est destiné à connecter le deuxième arbre primaire 12 au moteur pour engager les rapports de vitesses d'ordre paire.  A double-clutch gearbox like that shown in the figure, comprises two primary shafts 11, 12. A first clutch (not shown) is, in known manner, for connecting the first primary shaft 11 to the motor to engage the gear ratios. odd order speeds. A second clutch, also not shown because known, is intended to connect the second primary shaft 12 to the motor to engage the even order speed ratios.
Un ou plusieurs arbres secondaires 21, 22 sont solidarisés en rotation avec les roues d'entraînement du véhicule. Sur le ou les arbres secondaires 21, 22 sont montés libres en rotation, des pignons fous 1, 3, 5 correspondant respectivement aux rapports de vitesses d'ordre 1, 3, 5. De même, des pignons fous 2, 4, 6 sont montés libres en rotation sur le ou les arbres secondaires 21, 22, correspondant aux rapports de vitesses d'ordre paire respectivement 2, 4, 6. Les pignons 1, 3, 5 sont constamment engrainés avec le premier arbre primaire 11 de sorte que lorsque l'arbre primaire 11 tourne à une vitesse Cû^, chacun des pignons fous 1, 3, 5 tourne à une vitesse respectivement ù1= ù11/K1, ω3=ωι1/Κ3 et ω5=ωι1/Κ5 où Klf K3, K5, sont respectivement des rapports de démultiplication d'ordre 1, 3, 5. One or more secondary shafts 21, 22 are secured in rotation with the drive wheels of the vehicle. On the secondary shaft or shafts 21, 22 are mounted free to rotate, idle gears 1, 3, 5 respectively corresponding to the gear ratios of order 1, 3, 5. Similarly, idle gears 2, 4, 6 are rotatably mounted on the secondary shaft or shafts 21, 22, corresponding to the even-order speed ratios respectively 2, 4, 6. The pinions 1, 3, 5 are constantly engrained with the first primary shaft 11 so that when the primary shaft 11 rotates at a speed C 10, each of the idler gears 1, 3, 5 rotates at a speed respectively ù 1 = ù 11 / K 1 , ω 3 = ω ι 1 / Κ 3 and ω 5 = ω ι 1 / Κ 5 where K lf K 3 , K 5 , respectively are gear ratios of order 1, 3, 5.
Les pignons 2, 4, 6 sont constamment engrainés avec le deuxième arbre primaire 12 de sorte que lorsque l'arbre primaire 12 tourne à une vitesse Cû12, chacun des pignons fous 2, 4, 6 tourne à une vitesse respectivement Cû2=Cû12/K2, Cû4=Cû12/K4 et Cû6=Cû12/K6 où K2, K4, K6, sont respectivement des rapports de démultiplication d'ordre 2, 4, 6. The pinions 2, 4, 6 are constantly engrained with the second primary shaft 12 so that when the primary shaft 12 rotates at a speed C 12 , each of the idle gears 2, 4, 6 rotates at a speed respectively C 2 = C 2 12 / K 2 , C 4 = C 12 / K 4 and C 6 = C 12 / K 6 where K 2 , K 4 , K 6 , respectively are ratios of reduction of order 2, 4, 6.
Chaque pignon fou 1, 2, 3, 4, 5, 6 peut être synchronisé avec l'arbre secondaire 21 ou 22 au moyen d'un synchroniseur non représenté.  Each idler gear 1, 2, 3, 4, 5, 6 can be synchronized with the secondary shaft 21 or 22 by means of a not shown synchronizer.
Le principe fondamental de pilotage des boîtes de vitesses à double embrayage réside dans l'agencement des rapports pairs et impairs en deux boîtes de vitesses. On engage un rapport dans la boîte comprenant les rapports pairs en synchronisant avec l'arbre secondaire 21 ou l'arbre secondaire 22, l'un des pignons fous 2, 4, 6 entraînés en rotation par le deuxième arbre primaire 12 qui est embrayé sur le moteur. On présélectionne alors le rapport impair prévu pour un changement de rapport en synchronisant l'un des pignons fous 1, 3, 5 avec l'arbre secondaire 21 ou l'arbre secondaire 22 de sorte que l'arbre primaire 11 des rapports impairs est entraîné en rotation par le pignon fou du rapport présélectionné qui est synchronisé. Réciproquement, on engage un rapport dans la boîte comprenant les rapports impairs en synchronisant avec l'arbre secondaire 21 ou l'arbre secondaire 22, l'un des pignons fous 1, 3, 5 entraîné en rotation par le premier arbre primaire 11 qui est embrayé sur le moteur. On présélectionne alors réciproquement le rapport pair prévu pour un changement de rapport en synchronisant l'un des pignons fous 2, 4, 6 avec l'arbre secondaire 21 ou l'arbre secondaire 22 de sorte que l'arbre primaire 12 des rapports pairs est entraîné en rotation par le pignon fou du rapport présélectionné qui est synchronisé. The fundamental principle of double-clutch gearbox control is the arrangement of even and odd gear ratios in two gearboxes. A ratio is engaged in the box comprising the even ratios by synchronizing with the secondary shaft 21 or the secondary shaft 22, one of the idle gears 2, 4, 6 driven in rotation by the second primary shaft 12 which is engaged on engine. The odd ratio predicted for a gear change is preselected by synchronizing one of the idle gears 1, 3, 5 with the secondary shaft 21 or the secondary shaft 22 so that the primary shaft 11 of the odd ratios is driven. in rotation by the idle gear of the preselected report which is synchronized. Conversely, a report is engaged in the box comprising the odd-numbered reports by synchronizing with the secondary shaft 21 or the secondary shaft 22, one of the idle gears 1, 3, 5 rotated by the first primary shaft 11 which is engaged on the engine. The pairwise ratio expected for a ratio change is preselected reciprocally by synchronizing one of the idle gears 2, 4, 6 with the shaft secondary 21 or secondary shaft 22 so that the primary shaft 12 of the even ratios is rotated by the idle gear of the preselected ratio which is synchronized.
Ainsi, lorsqu'un rapport est engagé dans l'une des demi boîtes comprenant les rapports pairs, réciproquement les rapports impairs, l'autre demi boîte de vitesses est déjà engagée sur le rapport impair, réciproquement pair, pressenti pour le changement de rapport. Les stratégies de passage de rapports de ce type de boîte de vitesses reposent généralement sur une interprétation de la volonté du conducteur. Par exemple sur une forte accélération en deuxième, on présélectionnera la boîte de vitesses non embrayée sur le rapport de troisième.  Thus, when a report is engaged in one of the half boxes comprising the even reports, reciprocally the odd reports, the other half gearbox is already engaged on the odd ratio, reciprocally even, presumed for the shift ratio. Gearshift strategies for this type of gearbox are generally based on an interpretation of the driver's will. For example on a strong acceleration in second, preselect the gearbox not engaged on the third gear.
On observe alors un rapport entre la vitesse de rotation de l'arbre non embrayé et la vitesse de rotation de l'arbre embrayé proportionnel au rapport du pignon fou engrainé sur l'arbre primaire embrayé qui est synchronisé sur l'arbre secondaire, et inversement proportionnel au rapport du pignon fou engrainé sur l'arbre primaire non embrayé qui est synchronisé sur l'arbre secondaire.  A ratio is then observed between the speed of rotation of the non-engaged shaft and the speed of rotation of the engaged shaft proportional to the ratio of the idler gear engrained on the clutched primary shaft which is synchronized on the secondary shaft, and vice versa. proportional to the ratio of the idler gear engrained on the unclamped primary shaft that is synchronized to the secondary shaft.
Les stratégies de passages de rapports dans les boites de vitesses à double embrayage, reposent essentiellement sur l'interprétation de la volonté du conducteur.  Shifting strategies in double-clutch gearboxes are essentially based on the interpretation of the driver's will.
Sur une forte accélération en 2eme, on prédispose généralement la boite de vitesses non embrayée sur le rapport de 3eme. Le passage de rapport 2^1 est particulier, en effet il est généralement effectué à de très faibles valeurs de vitesse et de couple moteur. Le cas le plus sévère est la situation de vie « sortie de rond point ». Le rond point est généralement pris en 2eme engagée puis l'accélération demandée à la sortie du rond point impose un passage descendant 2^1. Dans ce cas la demi boîte impaire va effectuer une synchronisation 3^1. On a strong acceleration in 2nd, it is generally predispose gearbox not engaged on the 3rd gear. The shift ratio 2 ^ 1 is particular, in fact it is usually performed at very low values of speed and engine torque. The most severe case is the life situation "exit roundabout". The roundabout is generally taken in 2nd gear then the acceleration requested at the exit of the roundabout imposes a descending passage 2 ^ 1. In this case the half odd box will perform a synchronization 3 ^ 1.
A titre purement illustratif et non limitatif, considérons les coefficients de démultiplication suivants:  As a purely illustrative and non-limiting example, consider the following reduction ratios:
Kl = 4.2  KI = 4.2
K2 = 2  K2 = 2
K3 = 1.3  K3 = 1.3
Et un rapport de pont de transmission Kpont = 4 qui résulte d'un pignon 16 engrainé sur l'arbre secondaire 22 pour entraîner en rotation un arbre 15 solidaire de chacune des roues motrices.  And a transmission axle ratio Kpont = 4 which results from a gear 16 engrained on the secondary shaft 22 to drive in rotation a shaft 15 integral with each of the drive wheels.
Lorsque le rapport de 2ieme est engagé et le rapport de 3ieme est présélectionné, nous avons une vitesse de roue ωΓ et une vitesse d'arbre primaire cou telles que : When the 2nd gear is engaged and the 3 rd gear is preselected, we have a wheel speed ω Γ and a primary shaft gear such as:
Q)r = 012 —0312 Q) r = 012 -0312
K2-Kpont 8 K2-Kpont 8
Lorsque le rapport de 2ieme est engagé et le rapport de iiere est présélectionné, en considérant que la vitesse de roue n'a pratiquement pas changé, il est nécessaire de synchroniser le pignon 1 jusqu'à donner une vitesse d'arbre primaire cou telle que : When the 2nd gear is engaged and the gear ratio is preselected, assuming that the wheel speed has hardly changed, it is necessary to synchronize the gear 1 to give a primary shaft speed. such as:
Habituellement, le pilotage du synchroniseur est paramétré pour obtenir un temps de synchronisation le plus court possible. Le couple imposé alors au synchroniseur pour accélérer le pignon 1 et de fait l'arbre primaire 11, peut dans cette situation être supérieur au couple que le moteur fournit sur l'arbre secondaire 22, avec pour conséquence de dégrader l'agrément du véhicule.  Usually, the synchronizer control is set to obtain the shortest possible synchronization time. The torque then imposed on the synchronizer to accelerate the pinion 1 and in fact the primary shaft 11, may in this situation be greater than the torque that the engine provides on the secondary shaft 22, with the consequence of degrading the approval of the vehicle.
Le procédé de l'invention permet de déterminer un couple de synchronisation maximal applicable sans impact sur l'agrément du véhicule.  The method of the invention makes it possible to determine a maximum torque of synchronization applicable without impact on the approval of the vehicle.
En prenant en compte le couple à la roue en 2eme au moment de la demande de synchronisation 3^1 et la capacité en couple du synchroniseur qui est de manière connue une efficacité en couple en fonction d'un effort appliqué axialement sur le synchroniseur pour un angle et un diamètre de cône donné, on limite le couple fourni par le synchroniseur de façon à ne pas dépasser le couple moteur transmis aux roues sur le rapport de 2ieme. Taking into account the torque at the wheel in 2nd at the time of the synchronization request 3 ^ 1 and the torque capacity of the synchronizer which is in known manner a torque efficiency as a function of a force applied axially on the synchronizer for a given angle and cone diameter, the torque supplied by the synchronizer is limited so as not to exceed the engine torque transmitted to the wheels on the 2nd gear .
Le synchroniseur de _iere est situé sur l'arbre secondaire 22. The synchronizer _ iere es t on the secondary shaft 22.
Considérons le véhicule roulant en 2ieme engagée, à faible régime et faible couple du moteur avec la 3ieme présélectionnée sur l'arbre primaire 11 des vitesses impaires qui est débrayé. Consider the vehicle running in 2 nd engaged, low-speed and low engine torque with the 3 rd preselected on the input shaft 11 of the odd gears is disengaged.
En prenant une hypothèse de couple moteur Cmoteur = 10 Nm (décélération en 2eme pied levé) , le couple à la roue C2eme à la roue initial est tel que : Taking a hypothesis of motor torque C mo tor = 10 Nm (deceleration in 2nd foot up), the torque at wheel C2eme at the initial wheel is such that:
C2eme à la roue X K2 X KpOnt C2eme at the wheel X K2 X KpOnt
Le couple Cs 2eme à la roue disponible à la roue pour effectuer la synchronisation est donc : The torque C s 2nd to the wheel available to the wheel to perform the synchronization is:
Cs 2eme à la roue = 10 x 2 x 4 = 80 m En tenant compte des architectures de synchroniseurs connues on peut estimer l'efficacité d'un synchroniseur de iiere à 0,09 Nm/N en couple par unité d'effort appliqué par un actionneur sur le synchroniseur. C s 2nd to wheel = 10 x 2 x 4 = 80 m Considering the synchronizers architectures known one can estimate the efficacy of a synchronizer i iere 0.09 Nm / N in torque per unit effort applied by an actuator on the synchronizer.
Généralement l'effort de synchronisation nominal est proche de 800 N, ce qui implique un couple de synchronisation de :  Generally the nominal synchronization effort is close to 800 N, which implies a synchronization torque of:
Cs = 800 x 0,09 = 72 Nm  Cs = 800 x 0.09 = 72 Nm
Le synchroniseur de iiere étant placé sur l'arbre secondaire, l'appel en couple de synchronisation sollicite un couple Cs(liere) à la roue : The synchronizer i iere being placed on the secondary shaft, the call synchronizing torque in requesting a torque C s (l iere) to the wheel:
Cs(lière) x Kpont = 72 x 4 = 288 N.m C s (l st) Kpont x = 72 x 4 = 288 Nm
Le couple imposé à la roue par le synchroniseur de liere est donc largement supérieur à celui fourni par le moteur en deuxième engagée avec pour conséquence de provoquer des désagréments de types chocs, rebonds, accélérations brutales, et autres. Pour remédier à ce problème, le procédé de l'invention utilise un dispositif électronique qui communique de manière connue au moyen d'un bus CAN avec les contrôleurs habituels du véhicule, notamment celui qui donne l'information de couple moteur. The torque imposed on the wheel by the synchronizer of l iere is therefore much higher than that provided by the engine in the second engaged with the consequence of causing inconvenience type shocks, rebounds, sudden accelerations, and others. To remedy this problem, the method of the invention uses an electronic device which communicates in a known manner by means of a CAN bus with the usual controllers of the vehicle, in particular that which gives the engine torque information.
Le dispositif électronique calcule le couple à la roue en fonction du couple moteur par la formule :  The electronic device calculates the torque at the wheel as a function of the engine torque by the formula:
C 2eme à la roue =Cmoteur X K2 X KpOnt  C 2nd to the wheel = Cmotor X K2 X KpOnt
Ce qui donne par exemple dans le cadre de l'application numérique illustrative :  Which gives for example in the context of the illustrative digital application:
C s 2eme à la roue = 10 x 2 x 4 = 80 m C s 2nd at the wheel = 10 x 2 x 4 = 80 m
On impose le couple de synchronisation à la valeur du couple à la roue et on calcule l'effort maximal à appliquer au synchroniseur de iiere : The synchronizing torque is imposed on the value of the wheel torque and the maximum force is calculated to be applied to synchronizer i iere:
Effort Maxi sync = 80 N.m / (0,09 x Kpont )= 222 N Max. Sync effort = 80 N.m / (0.09 x Kpont) = 222 N
Un dispositif électronique spécial n'est pas nécessaire s'il est possible de programmer un calculateur de la boîte de vitesse de façon à héberger une fonction permettant de calculer l'effort maximal F maxi sync de pilotage du synchroniseur de première en fonction du couple à la roue, lui-même prédéterminé en fonction du couple moteur en 2ieme. A special electronic device is not necessary if it is possible to program a computer of the gearbox so as to host a function making it possible to calculate the maximum effort F max sync driving the first synchronizer as a function of the torque to the wheel, itself predetermined according to the engine torque in 2 nd .
F maxi sync = Couple roue 2eme / ( capacité en couple sync 1ère x K pont)  F maxi sync = 2nd wheel torque / (sync torque capacity 1st x K bridge)
L'intérêt technique du procédé et du dispositif électronique, réside dans le respect de l'agrément durant la phase de synchronisation du rapport de première véhicule roulant.  The technical interest of the method and the electronic device lies in the respect of the approval during the synchronization phase of the report of the first rolling vehicle.

Claims

R E V E N D I C A T I O N S
1. Procédé de pilotage d'un synchroniseur pour synchroniser un premier pignon (1) engrainé sur un premier arbre primaire (11) de boîte de vitesses avec un arbre secondaire (22) soumis à un couple d'arbre secondaire, en exerçant un effort sur le synchroniseur qui génère un couple de synchronisation égal au dit effort multiplié par une capacité en couple de synchronisation du premier pignon (1), dans lequel on limite ledit effort au couple d'arbre secondaire divisé par ladite capacité en couple. A method of controlling a synchronizer for synchronizing a first gear (1) engrained on a first gear shaft (11) with a secondary shaft (22) subjected to a secondary shaft torque, exerting a force on the synchronizer which generates a synchronization torque equal to said effort multiplied by a synchronous torque capacity of the first gear (1), wherein said force is limited to the secondary shaft torque divided by said torque capacity.
2. Procédé selon la revendication 1, caractérisé en ce que ledit arbre secondaire (22) est en prise avec au moins une roue de véhicule sur laquelle est appliqué un couple à la roue égal au couple d'arbre secondaire multiplié par un rapport de pont de transmission et en ce qu'on limite ledit effort au couple à la roue divisé par ladite capacité en couple et par ledit rapport de pont de transmission.  2. Method according to claim 1, characterized in that said secondary shaft (22) is engaged with at least one vehicle wheel on which is applied a torque to the wheel equal to the secondary shaft torque multiplied by a bridge ratio of transmission and in that limit said torque torque to the wheel divided by said torque capacity and said transmission bridge ratio.
3. Procédé selon la revendication 2, caractérisé en ce que l'arbre secondaire (22) est entraîné par un deuxième pignon (2) engrainé sur un deuxième arbre primaire (12) de la boîte de vitesses qui transmet un couple moteur et en ce que le couple à la roue est déterminé en fonction du couple moteur et d'un rapport de deuxième pignon.  3. Method according to claim 2, characterized in that the secondary shaft (22) is driven by a second pinion (2) engrained on a second primary shaft (12) of the gearbox which transmits a driving torque and in that the torque at the wheel is determined as a function of the engine torque and a second gear ratio.
4. Procédé selon la revendication 1, caractérisé en ce que l'arbre secondaire (22) est entraîné par un deuxième pignon (2) engrainé sur un deuxième arbre primaire (12) de la boîte de vitesses qui transmet un couple moteur et en ce que le couple d'arbre secondaire est déterminé en fonction du couple moteur et d'un rapport de deuxième pignon.  4. Method according to claim 1, characterized in that the secondary shaft (22) is driven by a second pinion (2) engrained on a second primary shaft (12) of the gearbox which transmits a driving torque and in that that the secondary shaft torque is determined as a function of the engine torque and a second gear ratio.
5. Véhicule comportant une boîte de vitesses comprenant un synchroniseur pour synchroniser un premier pignon (1) engrainé sur un premier arbre primaire (11) avec un arbre secondaire (22) soumis à un couple d'arbre secondaire, en exerçant un effort sur le synchroniseur qui génère un couple de synchronisation égal au dit effort multiplié par une capacité en couple de synchronisation du premier pignon (1), et un dispositif électronique agencé pour limiter ledit effort à une valeur égale au couple d'arbre secondaire divisé par ladite capacité en couple. 5. Vehicle comprising a gearbox comprising a synchronizer for synchronizing a first gear (1) engrained on a first primary shaft (11) with a secondary shaft (22) subjected to a secondary shaft torque, exerting a force on the synchronizer which generates a synchronization torque equal to said force multiplied by a synchronous torque capacity of the first gear (1), and a electronic device arranged to limit said force to a value equal to the secondary shaft torque divided by said torque capacity.
6. Véhicule selon la revendication 5, caractérisé en ce que ledit dispositif électronique est agencé pour limiter ledit effort à une valeur égale à un couple appliqué à au moins une roue de véhicule en prise avec ledit arbre secondaire (22), divisé par ladite capacité en couple et par un rapport de pont de transmission.  6. Vehicle according to claim 5, characterized in that said electronic device is arranged to limit said force to a value equal to a torque applied to at least one vehicle wheel engaged with said secondary shaft (22) divided by said capacity in torque and by a transmission bridge ratio.
7. Véhicule selon la revendication 6, caractérisé en ce que la boîte de vitesses comprend un deuxième arbre primaire (12) sur lequel est engrainé un deuxième pignon (2) pour entraîner l'arbre secondaire (22) de façon à transmettre un couple moteur et en ce que le dispositif électronique est agencé pour déterminer le couple à la roue en fonction du couple moteur et d'un rapport de deuxième pignon.  7. Vehicle according to claim 6, characterized in that the gearbox comprises a second primary shaft (12) on which is engrained a second pinion (2) for driving the secondary shaft (22) so as to transmit a driving torque and in that the electronic device is arranged to determine the torque at the wheel as a function of the engine torque and a second gear ratio.
8. Véhicule selon la revendication 5, caractérisé en ce que la boîte de vitesses comprend un deuxième arbre primaire (12) sur lequel est engrainé un deuxième pignon (2) pour entraîner l'arbre secondaire (22) de façon à transmettre un couple moteur et en ce que le dispositif électronique est agencé pour déterminer le couple d'arbre secondaire en fonction du couple moteur et d'un rapport de deuxième pignon.  8. Vehicle according to claim 5, characterized in that the gearbox comprises a second primary shaft (12) on which is engrained a second pinion (2) for driving the secondary shaft (22) so as to transmit a driving torque and in that the electronic device is arranged to determine the secondary shaft torque as a function of the engine torque and a second gear ratio.
EP10805472A 2010-01-28 2010-12-10 Method of operataing a synchromesh in a gearbox Withdrawn EP2529132A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1050556A FR2955637B1 (en) 2010-01-28 2010-01-28 METHOD FOR CONTROLLING A SYNCHRONIZER IN A GEARBOX
PCT/FR2010/052667 WO2011092382A1 (en) 2010-01-28 2010-12-10 Method of operataing a synchromesh in a gearbox

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EP2529132A1 true EP2529132A1 (en) 2012-12-05

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FR3042015B1 (en) * 2015-10-05 2017-11-24 Peugeot Citroen Automobiles Sa METHOD FOR CONTROLLING AT LEAST ONE SYNCHRONIZER OF A GEARBOX OF A VEHICLE
CN107061536B (en) * 2017-04-24 2019-06-25 宁波上中下自动变速器有限公司 A kind of transmission assembly using automatically controlled shift

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DE10033811B4 (en) * 2000-07-12 2006-07-27 Daimlerchrysler Ag switching device
JP4323132B2 (en) 2002-03-15 2009-09-02 株式会社日立製作所 Automobile control method, automobile control device, transmission, transmission control device, and vehicle system
FR2879705B1 (en) * 2004-12-17 2007-03-30 Renault Sas SYNCHRONIZATION DEVICE AND METHOD FOR "DOUBLE CLUTCH" TYPE GEARBOXES
US20080215213A1 (en) * 2005-01-13 2008-09-04 Luk Lamellen Und Kupplungsbau Beteiligungs Method and Device For Determining the Synchronous Force When Shifting a Twin Clutch Transmission of a Motor Vehicle
FR2915259B1 (en) * 2007-04-17 2009-10-02 Peugeot Citroen Automobiles Sa METHOD OF OPTIMIZING THE CONTROL OF SYNCHRONIZERS OF A GEARBOX DURING A SHIFT CHANGE OF SPEED.

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FR2955637A1 (en) 2011-07-29
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