• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method of controlling a gearbox walk-through actuator comprising a control element (2) for a passage fork (6) responsible for the decoupling and interconnection of gears on a shaft of the gearbox that receives the torque a traction machine powered by the vehicle on-board network, this control element being placed upstream of a mechanical mechanical spring support system and controlled in position by a DC motor (1) , characterized in that the voltage applied to the actuating motor (1) is temporarily raised above the basic voltage of the on-board network, during the decoupling and interconnection operations of the gears.
    公开号:FR3019613A1
    申请号:FR1453041
    申请日:2014-04-07
    公开日:2015-10-09
    发明作者:Ludovic Merienne
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to the control of the gear shifts in a gearbox with parallel shafts, provided with an actuator. It relates to a method of controlling a walk-through actuator comprising a passage fork control element responsible for the decoupling and interconnection of gears on a shaft of the box, which receives the torque of a traction machine powered by the vehicle's on-board network. This control element is placed upstream of a mechanical mechanical assistance system with spring. It is regulated in position 15 by a DC motor. The invention also relates to a passage actuator comprising a passage fork control element ensuring the decoupling and interconnection of gears on a shaft of the box. This element is regulated in position by a DC drive motor powered by an on-board vehicle network provided with a voltage modulator. In this actuator, the control element is placed upstream of a mechanical spring mechanical assistance system, facilitating the engagement of the teeth of the walkman between those of the pinion. The invention finds a preferred application, but not limited to "robotized" type gearboxes, the operation of which is that of a manual gearbox with automated shifts, without gear synchronization mechanisms. In the internal shift control systems without synchronization mechanisms, flat-toothed or "cleat" rollers, which abut against the teeth of the speed gear 35 to be translated, are generally used before turning slightly relative to pinion to engage between his teeth. - 2 - In order to achieve the required comfort levels of passage, it is possible to use passage assistance devices, which involve a resistance spring, capable of accumulating energy by compressing during the synchronization phase and release the outcome of this phase, to facilitate the interconnection of the pinion. By the publication FR 2 988 800, there is known a slider drive actuation system, comprising a rigid fork movement bridge provided with two arms engaged around a control shaft, so as to allow its own axial displacement on along this axis, under the control of an external organ. The system further comprises a resistance spring, surrounded around the fork axis between the two arms of the bridge and two stop rings supported between the ends of the spring and the arms of the bridge, so as to slide with a limited travel along the axis. The spring stores the energy supplied by the actuator, when the teeth of the player and the pinion are in abutment. It releases it when the clutching is possible, by accelerating the fork. The acceleration obtained depends on the compression of the spring, and therefore the torque transmitted by the electric motor during the phase when the teeth are in abutment. When shifting, it is important to minimize the time taken by all the operations necessary for the smooth passage. The present invention aims to optimize this process by acting on the control parameters of the control. For this purpose, it proposes that the voltage applied to the actuating motor be raised temporarily during the decoupling and interconnection operations of the gears. More specifically, the motor voltage setpoint is modulated temporarily to a value greater than the normal supply voltage. According to a particular embodiment of the actuator, the voltage converter of the on-board network temporarily modulates the voltage of the actuating motor to a value greater than the normal supply voltage of the on-board network, during the operations of decoupling and interconnection of the gables. The present invention will be better understood on reading the following description of a non-limiting embodiment of the invention, with reference to the accompanying drawings, in which: FIG. 1 shows the mechanical principle of the actuator, FIG. 2 shows the steps of a shift, FIG. 3 illustrates the regulation with a voltage of the conventional 12V on-board network, FIG. 4 shows the improvement in performance achieved by modifying this voltage, and FIG. Figure 5 shows a new sequence with modification of the actuator drive motor voltage. The electric shift actuator illustrated in a nonlimiting manner in FIG. 1 is under the control of an electric motor 1, linked in rotation with a control element, such as a gearing finger 2. The finger 2 is engaged in the groove 3 of a rigid bridge 3, as described in the publication FR 2 988 800, which is provided with two arms 3a engaged around the control axis 4 of a control fork 6 of FIG. A sliding device 7 with flat teeth, or "clabots" 8. The displacement 30 of the player is carried out under the control of the engine 1, which receives the position information of a position sensor, and a resistance spring. 9 wound around the axis 4 between the two arms 3a of the bridge. Two rings 11 limit the maximum compression of the spring 9 and the deflection of the bridge 35 on the axis, thanks to the presence of oblong slots lla in which moves a pin 12, fixed on the axis - 4 4. In short, this actuator comprises a passage fork control member ensuring the decoupling and interconnection of gears on a shaft of the box. This control element is regulated in position by a DC actuation motor powered by the on-board vehicle network and placed upstream of a mechanical mechanical assistance spring system facilitating the engagement of the teeth of the player between those sprocket. It works in the following way.
    [0002] When engaging a speed, the assembly consisting of the trigger guard, the spring, the rings, the shaft, and the fork, moves in a block until the fork meets a resistance related to the resting the teeth 8 of the player against the teeth 13a of the pinion 13.
    [0003] The spring 9 is compressed between the rings 11 by the further movement of the bridge 3 in a loading phase of the spring, between the support of the player against the pinion, and its interconnection thereon, that is to say say the engagement of his teeth between those of the pinion. The spring then relaxes by restoring the energy it has accumulated, to assist the engagement of the player on the pinion. The control is by the voltage applied to the electric motor of the actuator 1, which is preferably a DC machine. It is the position of the fork which determines the shifting, but this measurement is not accessible to regulation. The regulation is effected on the position of the finger 2, which is upstream of the assistance means in the control kinematic chain.
    [0004] The variables measured and used in the regulation are the position of the finger 2 and the motor supply current. The three curves of FIG. 2 show respectively the evolution of the position of the finger in millimeters, that of the traction torque, in newton meters, and the speed of the traction machine in revolutions per minute (RPM). Referring to FIG. 2, it can be seen that the control of the actuator includes the following steps, during a gear change operation: a) canceling the torque delivered by the traction machine (electric or thermal) of the vehicle, driving the shaft, b) decoupling of the idle gear of the first gear (initial gear) thanks to the regulation of the position of the finger 2: the drive motor is then in freewheel (or neutral position) ( step 2), c) synchronization of the shaft with the idle gear of the second gear (final report) by the traction machine, to be able to engage the desired gear (step 3), d) interconnection of the second gear through the control of finger position 2 (step 4). e) torque transfer on the traction machine (step 5). Figure 2 shows the duration of each of these steps. On its second curve, we see that the cancellation of the torque provided by the electric traction machine (step 1), takes about 400ms. The decoupling (step 2) takes about 200ms (second curve). The synchronization phase (step 3), then takes about 150ms. After synchronization, the interconnection (step 4), takes again 200ms.
    [0005] Figure 3 illustrates the performance of finger position control, with a typical 12V array voltage. As shown in FIG. 4, if the on-board voltage is increased to 16V, the performance of the control can be improved. The gain on the clutch is of the order of 10ms. Since the regulation intervenes for the interconnection and the decoupling of the pinion, the saving of time on the complete operation of change of ratio is double, about 20ms on a passage.
    [0006] The box actuator is normally powered by the vehicle's 12V battery. DC motors - 6 - to move the finger of the actuator are sized to operate in this order of magnitude of voltage. In addition, the performance of the finger position control depends on the power of the motors inserted in the box. This power is limited by the voltage of the onboard network. However, electric or hybrid vehicles generally have a 12V battery (BT battery) and a higher voltage battery (HT battery), for example 400V, intended primarily to power a vehicle traction machine. A DC / DC voltage converter (DC / DC in English for Direct Current / Direct Current), then acts as the alternator of a conventional thermal vehicle. The DC / DC draws energy from the vehicle's HV battery, and supplies power to the onboard network to maintain the 12V battery's state of charge. Using the DC / DC, it is possible to modulate the voltage of the onboard network, especially to recharge the 12V battery. The converter can therefore be used to modulate the voltage of the actuating motor of the control element 2, in order to improve the performance of the control. This objective is achieved by minimizing the total duration of the regulation, to make the change of ratio practically imperceptible. The solution is to temporarily increase the voltage of the onboard network in anticipation of the use of the actuator. The DC / DC temporarily modulates the voltage applied to the actuating motor 1, to a value greater than the normal power supply voltage of the on-board network, during the operations of decoupling and interconnection of gears. The increase of the supply voltage of the actuating motor 1 is activated via the DC / DC during the cancellation of the torque of the vehicle traction machine which occurs at the beginning of each shift. This cancellation necessarily takes a certain time. For approval constraints, the torque can not be canceled abruptly, so that it remains generally greater than one hundred ms. This time is sufficient to allow the DC / DC to react to its voltage setpoint and increase the voltage of the on-board system. The supply voltage of the on-board power supply is temporarily high. This voltage rise is activated during the cancellation of the traction torque preceding the decoupling of a pinion. The power converter is then restored to its basic setpoint, after the interconnection of a new pinion.
    [0007] The new gearshift sequence, illustrated in FIG. 5, becomes: a) temporary increase in the voltage setpoint applied by the on-board power supply to the actuating motor of the control element 6 during the cancellation of the torque of the traction machine of the vehicle, b) decoupling of the pinion transmitting the torque on a first gear, c) synchronization of the gear shaft and the gear used on a second gear, d) interconnection of the second gear, e ) return to the basic setpoint on the on-board system when the traction machine is engaged again. In conclusion, the invention makes it possible to reduce the passage time of the reports without having a negative impact on the approval 25 (contrary to a reduction in the cancellation and torque reset times). It takes advantage of the functionality of systems already present on the vehicle, and requires only a software adaptation, to modulate the voltage setpoint of the DC / DC. 30
    权利要求:
    Claims (9)
    [0001]
    REVENDICATIONS1. A method of controlling a gearbox walk-through actuator comprising a control element (2) for decoupling and interconnection fork (6) of gears on a shaft of the gearbox which receives the torque of a gearbox traction machine powered by the vehicle on-board network, this control element (2) being placed upstream of a mechanical spring-assisted mechanical support system and controlled in position by a DC motor (1) , characterized in that the voltage applied to the actuating motor (1) is temporarily raised above the basic voltage of the on-board network, during the decoupling and interconnection operations of the gears.
    [0002]
    A method of controlling a passage actuator according to claim 1, characterized in that the raising of the supply voltage of the actuating motor (1) is activated during the cancellation of the torque of the traction machine. of the vehicle.
    [0003]
    A method of controlling a passage actuator according to claim 2, characterized in that the raising of the supply voltage of the actuating motor (1) is activated via a DC converter. (DC / DC).
    [0004]
    4. A method of controlling a passage actuator according to claim 2 or 3, characterized in that the supply voltage of the actuating motor (1) is high at the battery voltage level supplying the traction machine of the vehicle. .
    [0005]
    5. A control method of an actuator according to one of claims 2, 3 or 4, characterized in that it comprises the following steps: a) temporary increase of the voltage setpoint applied by the onboard network to actuating motor (1) during the cancellation of the torque of the vehicle traction machine, - 9 - b) decoupling of the pinion gear transmitting torque in a first gear, c) synchronization of the gear shaft and the pinion used on a second gear, d) interconnection of the second pinion, e) return to the basic setpoint on the on-board power supply during the torque recovery of the traction machine.
    [0006]
    A transmission passage actuator having a control member (2) for a passage fork (6), which control element is controlled in position by a DC powered motor (1) powered by a network. vehicle equipped with a voltage modulation device (DC / DC), and placed upstream of a mechanical mechanical assistance system spring 15 facilitating the engagement of the teeth of the player between those of the pinion, characterized in that the voltage modulator (DC / DC) is a DC converter which temporarily modulates the voltage of the actuating motor (1) to a value greater than the normal supply voltage of the on-board network.
    [0007]
    Gear shift actuator according to Claim 6, characterized in that the raising point of the supply voltage of the actuating motor (1) is activated during the cancellation of the torque of the traction machine. of the vehicle preceding the decoupling of a pinion.
    [0008]
    The transmission shift actuator according to claim 7, characterized in that the supply voltage of an on-board vehicle network is temporarily raised to the supply voltage level of the vehicle traction machine.
    [0009]
    9. Actuator passage according to claim 7 or 8, characterized in that the current converter is restored to its basic setpoint after the interconnection of a new pinion.
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    同族专利:
    公开号 | 公开日
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    JP2017512289A|2017-05-18|
    FR3019613B1|2016-03-25|
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    US20170051826A1|2017-02-23|
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    JP2021008904A|2019-06-28|2021-01-28|トヨタ自動車株式会社|Controller for synchronous engagement mechanism|
    法律状态:
    2015-04-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-04-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-04-19| PLFP| Fee payment|Year of fee payment: 4 |
    2018-04-20| PLFP| Fee payment|Year of fee payment: 5 |
    2019-04-18| PLFP| Fee payment|Year of fee payment: 6 |
    2020-04-20| PLFP| Fee payment|Year of fee payment: 7 |
    2021-04-23| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
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    FR1453041A|FR3019613B1|2014-04-07|2014-04-07|METHOD FOR CONTROLLING A PASSING ACTUATOR AND CORRESPONDING PASSING ACTUATOR|FR1453041A| FR3019613B1|2014-04-07|2014-04-07|METHOD FOR CONTROLLING A PASSING ACTUATOR AND CORRESPONDING PASSING ACTUATOR|
    KR1020167030604A| KR102088487B1|2014-04-07|2015-03-12|Method for controlling a gear shift actuator and corresponding shift actuator|
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    EP15715338.8A| EP3129683A1|2014-04-07|2015-03-12|Method for controlling a gear shift actuator and corresponding shift actuator|
    PCT/FR2015/050617| WO2015155429A1|2014-04-07|2015-03-12|Method for controlling a gear shift actuator and corresponding shift actuator|
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