阅读说明：本技术 车辆用电控离合器的控制方法及车辆 (Control method of vehicle electric control clutch and vehicle ) 是由 刘帅 于 2019-10-24 设计创作，主要内容包括：本发明提供了一种车辆用电控离合器的控制方法及车辆。该控制方法放弃了如现有技术中那样通过同步器的在挡自由位置来确定齿轮确实接合位置,从而控制车辆用电控离合器实现接合的方案,而是通过同步器的同步位置来确定齿轮确实接合位置,从而控制车辆用电控离合器实现接合。这样,能够消除由于驾驶员使用换挡杆的操作习惯对学习在挡自由位置的影响造成的对车辆用电控离合器的接合时机的不良影响,使得能够长时间地准确确定电控离合器的接合时机,保证电控离合器的恰当接合。(The invention provides a control method of an electronic control clutch for a vehicle and the vehicle. The control method abandons the scheme that the actual engaging position of the gear is determined by the in-gear free position of the synchronizer so as to control the vehicle to realize the engagement by the electric control clutch, but the actual engaging position of the gear is determined by the synchronous position of the synchronizer so as to control the vehicle to realize the engagement by the electric control clutch. Thus, adverse effects on the engagement timing of the electronically controlled clutch for the vehicle, which are caused by the effects of the driver's operation habits on the use of the shift lever on learning the free position of the gear, can be eliminated, so that the engagement timing of the electronically controlled clutch can be accurately determined for a long time, and proper engagement of the electronically controlled clutch can be ensured.)

1. A control method of an electronically controlled clutch for a vehicle, the vehicle including a power source, a transmission, and an electronically controlled clutch provided between the power source and the transmission, the power source being drivingly coupled to an input shaft of the transmission with the electronically controlled clutch in an engaged state, the power source being drivingly coupled to the input shaft of the transmission with the electronically controlled clutch in a disengaged state, characterized in that, during shifting of the vehicle such that the electronically controlled clutch is shifted from the disengaged state to the engaged state, the control method comprises:

determining a first time value for a synchronizer to be engaged in the transmission to reach a synchronization position during synchronization by a first parameter;

obtaining a time interval value corresponding to the synchronizer reaching a gear true engagement position from the synchronization position; and

engaging the electronically controlled clutch at a second time value, the second time value being greater than or equal to a sum of the first time value and the time interval value.

2. The control method of an electronically controlled clutch according to claim 1, characterized in that the first parameter is at least one parameter selected from the following parameters: the rotational speed of the input shaft of the transmission and the position of the sleeve of the synchronizer during the synchronization.

3. The method of claim 2, wherein the PWM signal from the gear shift sensor is converted to an analog signal indicative of the position of the sleeve of the synchronizer during the synchronization, and the first time value and the time interval value are determined based on the analog signal.

4. The control method of an electrically controlled clutch according to any one of claims 1 to 3,

presetting a threshold value of the time interval value according to a second parameter different from the first parameter, and adopting the threshold value in the step of obtaining the time interval value; or

During each synchronization, the value of the time interval corresponding to the arrival of the synchronizer from the synchronization position to the positive engagement position of the gear is obtained according to a second parameter different from the first parameter.

5. The control method of an electronically controlled clutch according to claim 4, characterized in that the second parameter is a rotational angle and/or a traveling position of a shift lever of the vehicle.

6. A control method of an electrically controlled clutch according to any one of claims 1 to 3, characterized in that in the synchronizing position, the speed of the synchronizing ring of the synchronizer and the speed of the corresponding clutch gear come to coincide, and the tip end portions of the teeth (1) of the sleeve of the synchronizer and the tip end portions of the teeth (2) of the synchronizing ring are in an abutting state.

7. A control method of an electrically controlled clutch according to any one of claims 1-3, characterized in that in the gear positive engagement position, the tip end portions of the teeth (1) of the sleeve of the synchronizer and the tip end portions of the teeth (3) of the clutch have been alternately overlapped, and the teeth (1) of the sleeve of the synchronizer and the teeth (3) of the clutch are just in mesh.

8. The control method of an electronically controlled clutch according to claim 6, characterized in that the synchronizer reaches the synchronized position by bringing the synchronizer ring into abutment with the clutch gear by the sleeve gear and achieving speed coincidence between the synchronizer ring and the clutch gear by a frictional torque.

9. A vehicle characterized by employing the control method of an electrically controlled clutch for a vehicle recited in any one of claims 1 to 8.

10. The vehicle of claim 9, characterized in that the vehicle comprises a clutch control unit,

the clutch control unit determines a first time value when a synchronizer to be engaged in the transmission reaches a synchronous position through a first parameter, obtains a time interval value corresponding to the synchronizer to reach a gear true engagement position after being switched from the synchronous position, and calculates a second time value based on the first time value and the time interval value, and enables the electronic control clutch to be engaged at the second time value.

Technical Field

The invention relates to the field of vehicles, in particular to a control method of an electronically controlled clutch for a vehicle and the vehicle adopting the method.

Background

In the prior art, the timing of engagement of an electrically controlled clutch for a vehicle is determined according to the timing of a synchronizer of a transmission of the vehicle to be engaged during shifting to reach a position where the gear is actually engaged. In general, the vehicle learns the free position of the synchronizer to be engaged by itself, for example, and calculates and calibrates the PWM signal interval value by the transmission control unit. Further, the gear true engagement position is determined using the in-gear free position and the PWM signal interval value, thereby determining the timing of the electronically controlled clutch engagement. Therefore, in the prior art, the transition of the electrically controlled clutch for a vehicle from the disengaged state to the engaged state involves the gear of the synchronizer to be engaged surely in the engaged position and in the gear free position, which will be briefly described below.

Generally, a synchronizer includes a sleeve gear, a hub gear, a slider, a synchronizer ring, and a clutch gear. The plurality of sliding blocks are uniformly distributed along the circumferential direction and are respectively arranged in the gaps of the gear hub. The gear sleeve is sleeved on the gear hub and is always in splined engagement with the gear hub, and the gear sleeve can slide towards two sides of the gear hub along the axial direction of the gear hub under the action of the gear shifting fork. The two synchronous rings are arranged on two sides of the gear hub and respectively correspond to the clutch gear. The clutch gears are arranged on corresponding shafts of the transmission. The gear engagement position and the in-gear free position of the synchronizer will be described based on the synchronizer having the above-described structure with reference to the drawings.

In the process of speed synchronization during gear shifting of the transmission, the gear sleeve of the synchronizer drives the sliding block to move towards the corresponding synchronizing ring at first, the friction surface of the synchronizing ring is further pushed to be jointed with the friction surface of the clutch gear, and when the speeds of the synchronizing ring and the clutch gear are consistent through friction torque, the gear sleeve crosses the synchronizing ring to be meshed with the clutch gear.

In the above process, after the synchronizing ring and the clutch gear speed are brought into agreement, as shown in fig. 1, the teeth 1 of the sleeve have passed over the teeth 2 of the synchronizing ring along the axial direction AX of the synchronizer, and the tip end portions of the teeth 1 of the sleeve and the tip end portions of the teeth 3 of the clutch gear have been alternately overlapped, and the teeth 1 of the sleeve and the teeth 3 of the clutch gear have just made meshing engagement in the axial direction AX. At this time, the synchronizer is in the gear true engagement position.

On the other hand, as the sleeve continues to move from the gear engagement position in the axial direction AX in the direction of further engagement with the clutch gear, as shown in fig. 2, the overlap between the teeth 1 of the sleeve and the teeth 3 of the clutch gear in the axial direction AX becomes large, but at this time, the vehicle electronic clutch is not engaged, and therefore, even if the teeth 1 of the sleeve and the teeth 3 of the clutch gear are engaged with each other, no force is generated between the teeth 1 of the sleeve and the teeth 3 of the clutch gear. At this time, the synchronizer is in the gear free position when the sleeve is moved to the limit position in the direction toward the release gear before the electronically controlled clutch is not engaged.

As described above, the true engaged position of the gear of the synchronizer to be engaged is the most important reference parameter for the engagement of the electrically controlled clutch for the vehicle. This is because, in order to shorten the power interruption time as much as possible, generally, the vehicle electronically controlled clutch is engaged once the synchronizer to be engaged reaches the gear positive engagement position. However, in the prior art, the actual gear engagement position is usually determined by continuously learning the in-gear free position of the synchronizer by a gear shift sensor and then based on this learned in-gear free position and a PWM signal interval value calculated and calibrated by the transmission control unit. In this case, since the gear shift sensor causes a large error as the operating time continues, and therefore accurate learning of the free gear position of the synchronizer cannot be guaranteed during continuous learning, it has been proposed in the prior art to learn the free gear position of the synchronizer by using different learning methods to correct the error of the gear shift sensor. However, the present inventors have found that, since the in-range free position is also greatly affected by the driver's operation habit of the shift lever, the different learning methods proposed in the related art cannot accurately learn the in-range free position, and hence cannot accurately determine the true engagement position of the gear, resulting in poor engagement timing of the electronically controlled clutch for a vehicle determined by the above-described methods.

Disclosure of Invention

The present invention has been made in view of the above-mentioned problems of the prior art. The invention aims to provide a control method of an electric control clutch for a vehicle, which can accurately determine the engagement time of the electric control clutch for a long time so as to realize the proper engagement of the electric control clutch for the vehicle. Another object of the present invention is to provide a vehicle employing the above control method.

In order to achieve the above object, the present invention adopts the following technical solutions.

The invention provides a control method of an electric control clutch for a vehicle, wherein the vehicle comprises a power source, a transmission and the electric control clutch arranged between the power source and the transmission, the power source is in transmission coupling with an input shaft of the transmission under the condition that the electric control clutch is in a coupling state, the power source is in transmission coupling disconnection with the input shaft of the transmission under the condition that the electric control clutch is in a decoupling state, and the control method comprises the following steps of:

determining a first time value for a synchronizer to be engaged in the transmission to reach a synchronization position during synchronization by a first parameter;

obtaining a time interval value corresponding to the synchronizer reaching a gear true engagement position from the synchronization position; and

engaging the electronically controlled clutch at a second time value, the second time value being greater than or equal to a sum of the first time value and the time interval value.

Preferably, the first parameter is at least one parameter selected from the following parameters: the rotational speed of the input shaft of the transmission and the position of the sleeve of the synchronizer during the synchronization.

More preferably, the PWM signal obtained by the gear shift sensor is converted into an analog signal representing the position of the sleeve of the synchronizer during the synchronization, and the first time value and the time interval value are determined based on the analog signal.

More preferably, a threshold value of the time interval value is set in advance according to a second parameter different from the first parameter, and is employed in the step of obtaining the time interval value; or

During each synchronization, the value of the time interval corresponding to the arrival of the synchronizer from the synchronization position to the positive engagement position of the gear is obtained according to a second parameter different from the first parameter.

More preferably, the second parameter is a rotational angle and/or a travel position of a shift lever of the vehicle.

More preferably, in the synchronizing position, the speed of the synchronizing ring of the synchronizer and the speed of the corresponding clutch gear come to coincide, and tip end portions of the teeth of the sleeve of the synchronizer and tip end portions of the teeth of the synchronizing ring are in an abutting state.

More preferably, in the gear positive engagement position, tip end portions of the teeth of the sleeve of the synchronizer and tip end portions of the teeth of the clutch gear have been overlapped alternately, and the teeth of the sleeve of the synchronizer and the teeth of the clutch gear are just in a meshed state.

More preferably, the synchronizer ring is abutted against the clutch gear by the gear sleeve, and the speed between the synchronizer ring and the clutch gear is made to be consistent by friction torque, so that the synchronizer reaches the synchronization position.

The invention also provides a vehicle adopting the control method of the vehicle electric control clutch in any one of the technical schemes.

More preferably, the vehicle includes a clutch control unit,

the clutch control unit determines a first time value when a synchronizer to be engaged in the transmission reaches a synchronous position through a first parameter, obtains a time interval value corresponding to the synchronizer to reach a gear true engagement position after being switched from the synchronous position, and calculates a second time value based on the first time value and the time interval value, and enables the electronic control clutch to be engaged at the second time value.

By adopting the technical scheme, the invention provides a novel control method of the vehicle electric control clutch, which abandons the scheme that the actual engaging position of the gear is determined by the free gear position of the synchronizer so as to control the vehicle electric control clutch to realize the engagement as in the prior art, but determines the actual engaging position of the gear by the synchronous position of the synchronizer so as to control the vehicle electric control clutch to realize the engagement. Thus, adverse effects on the engagement timing of the vehicle electronic control clutch caused by the influence of the operation habit of the driver using the gear shift lever on learning in the free gear position can be eliminated, so that the engagement timing of the electronic control clutch can be accurately determined for a long time, and the proper engagement of the electronic control clutch can be ensured.

Drawings

Fig. 1 is an explanatory diagram for explaining that the synchronizer is in the gear true engagement position, in which the states of the respective teeth of the sleeve gear, the synchronizer ring, and the clutch gear of the synchronizer are shown.

Fig. 2 is an explanatory diagram for explaining that the synchronizer is in the shift free position, in which the states of the respective teeth of the sleeve gear, the synchronizer ring, and the clutch gear of the synchronizer are shown.

Fig. 3 is an explanatory diagram for explaining that the synchronizer is in the synchronized position, in which the states of the respective teeth of the sleeve gear, the synchronizer ring, and the clutch gear of the synchronizer are shown.

Fig. 4 is a diagram showing an example of the topology of the power system of the vehicle according to the present invention.

Fig. 5 is a graph for explaining various parameters in the control method of the electronically controlled clutch for the vehicle according to the present invention.

Description of the reference numerals

Tooth 2 of 1 gear sleeve, tooth 3 of synchronous ring and tooth AX of clutch gear

ICE engine K0 electrically controls clutch A synchronizer G1-G5 gear S1 input shaft S2 output shaft DM differential.

Detailed Description

Exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that the detailed description is intended only to teach one skilled in the art how to practice the invention, and is not intended to be exhaustive or to limit the scope of the invention.

In order to explain the control method of the electrically controlled clutch for a vehicle according to the present invention, the drawings of the specification will be first engaged to explain the synchronizing position before the synchronizer is in the gear surely engaged position.

As described above, in the process of speed synchronization when the transmission is shifted, as described above, the sleeve of the synchronizer first moves the slider toward the corresponding synchronizer ring along the axial direction AX, and further pushes the friction surface of the synchronizer ring to engage with the friction surface of the clutch gear, and the synchronizer is actually in the synchronization position at the time when the speeds of the synchronizer ring and the clutch gear are matched by the friction torque. As shown in fig. 3, when the synchronizer is in the synchronizing position, the speed of the synchronizing ring and the clutch gear is brought into agreement, but the teeth 1 of the sleeve gear do not yet pass over the teeth 2 of the synchronizing ring, but are still in abutment with the teeth 2 of the synchronizing ring (i.e., the tip end portions of the teeth 1 of the sleeve gear for forming the lock angle are in abutment with the tip end portions of the teeth 2 of the synchronizing ring for forming the lock angle). In fact, the next graduated sleeve will be moved by the shift fork over the synchronizing ring towards the clutch gear, which will bring the synchronizer to the positive gear engagement position. It follows that during synchronisation of the synchroniser, the synchroniser will first reach the synchronising position (figure 3) and then the gear positive engagement position (figure 1).

The control method of the vehicle electric control clutch firstly determines the synchronous position of the synchronizer to be engaged, then determines the time value of the synchronizer to be engaged reaching the actual gear engaging position by using the synchronous position, and controls the vehicle electric control clutch to engage at the time value or later. For this reason, the control method according to the invention will be described taking the power system of the vehicle in fig. 4 as an example.

As shown in fig. 4, the powertrain includes an engine ICE, an electronically controlled clutch K0, a transmission, and a differential DM.

Specifically, the engine ICE is located on the side opposite to the side on which the transmission is located with respect to the electronically controlled clutch K0, and the shaft of the engine ICE is drivingly coupleable with the input shaft S1 of the transmission via the electronically controlled clutch K0. In the present invention, "drive-coupled" means that a driving force/torque can be transmitted between two members. When the electronically controlled clutch K0 is in the engaged state, the shaft of the engine ICE is drivingly coupled with the input shaft S1 of the transmission; when the electronically controlled clutch K0 is in the disengaged state, the drive coupling between the shaft of the engine ICE and the input shaft S1 of the transmission is disconnected.

Further, the transmission includes an input shaft S1 and an output shaft S2 arranged in parallel with each other. The transmission further includes a plurality of gear gears G1, G2, G3, G4, a synchronizer a, and an output gear G5 provided to the shafts S1, S2. The synchronizer a is provided to the input shaft S1 and corresponds to two gear gears G1, G2.

Specifically, the gear G1 is provided on the input shaft S1, the gear G3 is fixed to the output shaft S2, and the gear G1 and the gear G3 are always in a meshed state to constitute a gear pair corresponding to one gear. The gear G2 is provided on the input shaft S1, the gear G4 is fixed to the output shaft S2, and the gear 2 and the gear G4 are always in a meshed state to constitute a gear pair corresponding to the other gear.

In this way, by adopting the above-described structure, the plurality of range gears of the transmission are correspondingly engaged to constitute gear pairs respectively corresponding to the two ranges of the transmission, and the synchronizer a can be engaged with or disengaged from the corresponding range gear. When the transmission shifts gears, the synchronizer A acts to realize transmission connection between the two shafts through different gears.

Further, the gear G5 is fixed to the output shaft S2. The gear G5 is always in mesh with the input gear of the differential DM. Thus, the driving force/torque can be output to the wheels via the differential DM via the gear G5. In the present embodiment, the differential DM is integrated into the transmission, but the differential DM may be made independent of the transmission as needed.

The control method of the electronically controlled clutch according to the present invention will be described based on the power system described above performing the following shift process. When the transmission is shifted (i.e., upshifted) from the gear corresponding to gears G1, G3 to the gear corresponding to gears G2, G4, electronically controlled clutch K0 is disengaged, synchronizer a is disengaged from gear G1, synchronizer a is then engaged with gear G2, and electronically controlled clutch K0 is engaged.

Specifically, in the above process, as shown in the graph of fig. 5, the first time value at which the synchronizer a to be engaged in the transmission reaches the synchronization position in the synchronization process may be determined by the rotational speed of the input shaft S1 of the transmission and/or the position of the sleeve of the synchronizer a in the synchronization process.

On the one hand, as shown by the upper curve in fig. 5, the input shaft S1 of the transmission is reduced as the synchronizer ring and the speed of the clutched gear come into agreement, so that synchronizer a reaches the synchronized position when the input shaft S1 achieves the same speed as gear G2.

On the other hand, as shown by the lower curve in fig. 5, the analog signal obtained from the PWM signal of the gear shift sensor indicates the position of the sleeve during synchronization, indicating that the sleeve is moving toward the clutch gear as the curve extends obliquely downward in the vertical axis direction, indicating that the sleeve has brought the synchronizing ring and the clutch gear into engagement and that the tip end portions of the teeth of the sleeve and the tip end portions of the teeth of the synchronizing ring are still in an abutting state when the curve is substantially flattened, indicating that the synchronizer a reaches the synchronized position when the curve is flattened because it takes a very short time for the speeds of the synchronizing ring and the clutch gear to coincide.

Further, based on two parameters different from the above-described two parameters of the rotation speed of the input shaft S1 of the transmission and the position of the sleeve of the synchronizer a during synchronization, the time interval value corresponding to the arrival of the synchronizer a from the synchronized position to the gear engagement position can be obtained. The parameter may be determined by the rotational angle and/or the travel position of the shift lever of the vehicle sensed by the shift lever sensor.

Specifically, one of the following schemes may be employed. An average value of a plurality of measurement values obtained from parameters different from the above-described two parameters may be used as a threshold value of the time interval value, and the threshold value is directly called and employed in the step of obtaining the time interval value. And the threshold may be updated after a certain period of time.

Another scheme may be adopted as follows. It is possible to obtain the time interval value corresponding to each time the synchronizer reaches the gear true engagement position from the synchronization position based on a parameter different from the two parameters, and to use the time interval value obtained each time only for the control of the electronically controlled clutch during the shift.

Further, the electronically controlled clutch K0 is engaged at a second time value that is greater than or equal to the sum of the first time value and the time interval value. Preferably, the electronically controlled clutch K0 is engaged at a second time value equal to the sum of the first time value and the time interval value, which minimizes the length of time that power is interrupted during the shift.

It should be understood that the above embodiments are only exemplary and are not intended to limit the present invention. Various modifications and alterations of the above-described embodiments may be made by those skilled in the art in light of the teachings of the present invention without departing from the scope thereof. In addition, the following supplementary explanation is also made.

i. Although the topology of one example of the power system of the vehicle according to the present invention is described in the above embodiment (fig. 4), this example is merely for explaining the control method of the electronically controlled clutch according to the present invention, and does not limit the structure of the power system of the vehicle of the present invention. The power system of the vehicle according to the present invention is obviously not limited to the structure shown in fig. 4, but may adopt various structures as required. And the power system may be a single power source including only an engine or a motor, or may be a hybrid system including an engine and a motor.

Although not specifically described in the above embodiments, it will be understood by those skilled in the art that reference to "a gear" being fixed to "a shaft" means that the gear is capable of rotating with the shaft, and is not necessarily limited to the gear also being fixed in the axial direction of the shaft.

Although not explicitly described in the above embodiment, the power system of a vehicle according to the present invention includes a clutch control unit that is capable of implementing the above-described control method of the electrically controlled clutch according to the present invention alone, and may also, but need not necessarily, be implemented using a transmission control unit or a vehicle control unit. In summary, the clutch control unit can determine a first time value for the synchronizer a to be engaged in the transmission to reach the synchronous position by the first parameter, and the clutch control unit obtains a time interval value corresponding to the synchronizer a to be switched from the synchronous position to the gear true engagement position, and the clutch control unit calculates a second time value based on the first time value and the time interval value, and enables the electronically controlled clutch K0 to be engaged at the second time value, and the second time value is larger than or equal to the sum of the first time value and the time interval value.