84results about How to "Improved shift quality" patented technology

A multi-stage transmission comprising two planetary gear sets (RS2, RS3) and one planetary reduction gear set (VS), one first clutch (A) and one second clutch (B), one third clutch (E) and one first brake (C), one second brake (D), the external disc carrier of the clutch (B) being connected with one output element of the planetary reduction gear set (VS), the internal disc carrier of the clutch (B) leads to the internal disc carrier of the brake (C) which is connected with one element of the planetary gear set (RS2), the internal disc carrier of the clutch (A) being connected with one output element of the planetary reduction gear set (VS) and the external disc carrier of the clutch (A) with one element of the planetary gear set (RS3), the external disc carrier of the clutch (E) being connected with one input element of the planetary reduction gear set (VS) and with the drive shaft (AN), the internal disc carrier of the clutch (E) being connected respectively with one element of the planetary gear set (RS2) and of the planetary gear set (RS3), the brake (D) being connected with the planetary gear set (RS2) and the housing being connected with one supporting element of the planetary reduction gear set (VS) and the driven shaft (AB) with the planetary gear set (RS2).

A simplified and improved clutch piston, retractor system is provided for controlling the running clearance of clutch plate(s) to minimize windage loss and to improve transmission shift quality. This improved shift quality helps improve operator's comfort reduce shock loads on power transmission components, and reduce the energy input to the clutches when changing gears during the acceleration and deceleration of the vehicle. The clutch piston retractor system is self adjusting to accommodate wear to the clutch disks and optimize the shift quality, while compensating for the additional travel distance. Thus, the need to periodically recalibrate the entire system is eliminated.

The invention relates to a method for controlling gear shift without power interruption of a hybrid car, which is characterized by comprising the following concrete control steps of a gear shift process, a transition process from pure motor driving to engine driving, a transition process from the engine driving to the pure motor driving; and an BSG motor is connected with a crank pulley of a motor, and a driven main motor is connected with an output shaft of a transmission. By means of a fast response characteristic of a motor system, output torque of the whole power transmission system is adjusted and compensated during the gear shift so as to realize the gear shift process without power interruption. In the method of the invention, the defect of power interruption during the gear shift of the traditional AMT system can be made up preferably, dynamic property of the whole car is improved, and smoothness of the whole car is enhanced.

Power train control unit 100 controls friction clutch 203 when shifting from one cogwheel row to the other cogwheel row, sets the target synchronous rotation speed based on the output rotation speed of a transmission and parameters indicative of the state of engine 1 or the transmission, and sets the command value to the friction clutch so that the input rotation speed can be synchronized with the target synchronous rotation speed. Control unit 100 sets the target shifting required time based on parameters indicative of the state of engine 1 or the transmission, and corrects the command value to the friction clutch so that the required shift time can approach the above target shift required time.

The invention provides a self-adaptation control method for torque of an automatic transmission clutch. The self-adaptation control method can ensure the optimal control over the torque of the clutchduring the gear shifting process; as for the power upshifting process, the oil filling phase, the torque phase, the speed phase and the locking stage are sequentially performed, according to the inputshaft rotating speed change rate, the gear shifting time, the current gear position and the target gear position in the oil filling phase and the torque phase in the gear shifting process, the engaged clutch pressure correction amount is dynamically adjusted, and therefore on the basis of guaranteeing the gear shifting time, the input shaft rotating speed change rate is reduced, the gear shiftingshock is reduced, and the gear shifting quality is improved.

An embodiment of the invention discloses an oil mass measuring method, an oil mass measuring device and an oil pressure calibration method, relates to the technical field of automatic transmissions, and aims at solving the technical problem that in the prior art, an oil level is greatly influenced by temperature and shape variation of an oil pan so that the real oil mass of transmission oil cannot be measured accurately. The oil mass measuring method comprises measuring an oil level corresponding to current volume V of oil pan oil, and obtaining a measurement oil level H; correcting the measurement oil level H to a first correction oil level h corresponding to the oil pan in a regular shape; establishing a changing curve h-T of the first correction oil level h along with the oil temperature T and a changing curve rho-T of the oil density rho along with the oil temperature T; obtaining a pressure P value corresponding to the oil temperature T according to the curve h-T and the curve rho-T; and obtaining the oil mass of oil according to the pressure P value. The oil mass measuring method, the oil mass measuring device and the oil pressure calibration method are used for measuring the oil mass of a gearbox of the automatic transmissions.

The present disclosure improves both the D-N and N-D garage shift by reducing torque applied to the powertrain mount system and vehicle suspension systems during garage shifts. Since less energy in stored in the mount system and suspension system, the reaction bump during garage shifts will be reduced without compromising vehicle performance. For the N-D garage shift, such as after key-on when a shift lever is positioned in drive, a vehicle shifts to second gear (or some other higher gear) which provides reduced torque applied to the powertrain mount system and vehicle suspension system. For the D-N garage shift, as a vehicle slows down to a zero speed with the brake on, the vehicle is shifted into a higher gear. As the vehicle starts to launch, the vehicle is immediately shifted back to first gear, launching the vehicle with its first gear ratio.

A method of controlling a transmission brake that is actuated by inlet and outlet valves. For determining when to transmit a disengagement signal for opening the outlet valve, the current input and output speeds are determined and the respective gradients of these speeds are calculated. Variation of the input speed, during the disengagement of the brake, is determined as a function of the input gradient, the optimum time for reaching the synchronous speed, during brake disengagement, is determined from the input speed variation as a function of the output gradient, and the time interval until transmission of the disengagement signal is determined as a function of the current input and output speeds and their gradients, by a back-calculation from the time when the synchronous speed is reached, taking a disengagement dead time of the brake, between transmitting the disengagement signal and start of disengagement, into account.

The invention discloses a gear switching control method for an automatic transmission of a wet dual clutch. Control on a shifting fork is changed into closed-loop control from the traditional open-loop control by optimization of a gear engagement and separation control strategy, feedback is carried out when error exists between the measured actual displacement of the shifting fork and the expected displacement, and then the displacement of the shifting fork is controlled effectively. Compared with the prior art, the gear switching control method for the automatic transmission of the wet dual clutch has the advantages that the precision of control on the position of the shifting fork can be improved, furthermore, reliability and comfort of gear shifting can be improved, impact and noises during gear shifting are reduced, the gear shifting quality is improved, and the problem that vibration and noises are caused by the reason that the shifting fork cannot be engaged or is engaged too fast is avoided.

When shifting the gear position into a target gear position from a current gear position, some gear position different from said current gear position is used as one distributing gear position. The control unit controls the pressing load of a synchromesh of one distributing gear position to make at least part of the rotation torque from the drive power source transfer by the friction. Thereby it makes at least part of the rotation torque transferred by a synchromesh of the current gear position decrease. And then it moves the synchromesh of said current gear position to a disengaging position not meshed with said idle gear. Thereafter another gear position different from said target gear position and said one distributing gear position is used as another distributing gear position. So that it controls the pressing load of the synchromesh of another distributing gear to make the transfer torque increase gradually by the friction, and simultaneously makes the pressing load of the synchromesh of one distributing gear position decrease gradually. Besides such a distribution of transfer torque, it makes the speed of said input shaft synchronize with the speed corresponding to said target gear position by controlling the speed of said input shaft, and then moves the synchromesh of the target gear position to the meshing position.

A method of controlling a transmission of a vehicle may include generating a first synchronization force between a shift gear of a target gear and an output shaft to shift gears from a current gear to a lower gear set as the target gear in response to deceleration of the vehicle, so as to form a first synchronization, removing the first synchronization force between the shift gear and the output shaft after the generating of the first synchronization force, and generating a second synchronization force between the shift gear of the target gear and the output shaft after the removing of the first synchronization force, so as to form a second synchronization.

When an engine is restarted after a predetermined period of being stopped oil is supplied to a clutch pack for a 2–3 and/or 3–4 shift while a transmission is engaged in the first speed for the first time since starting. The amount of oil drained during the predetermined period of being stopped is complemented in advance such that shift quality of a first 2–3 and/or 3–4 shift is enhanced.

The invention provides a three-speed transmission provided with two input shafts. The three-speed transmission provided with the two input shafts is mainly used for electric automobiles. The transmission can provide three advancing gears, and the problem that an electric automobile only with a single-stage reduction ratio cannot take the driving force and the speed into consideration is solved. The three-speed transmission provided with the two input shafts comprises a planetary gear row, gear selecting assemblies, the first input shaft, the second input shaft and the like. The two input shafts are connected with two sets of motors correspondingly. Through the two gear selecting assemblies, a sun gear or a gear ring of the planetary gear row is used as an input component, and a planetary carrier is used as an output component so that three different gear ratios can be obtained. The three-speed transmission provided with the two input shafts has the advantages of being compact in structure, low in weight, high in transmission efficiency, reliable in transmission and the like and is particularly suitable for the electric automobiles.

The invention relates to a wet-type double-clutch gear shifting control method and system. The control method comprises the steps of collecting vehicle running state information and vehicle attributeinformation in real time; establishing a clutch torque estimation model by using a vehicle longitudinal kinetic equation; correcting the clutch torque estimation model by adopting an extended Kalman filter, determining the torque transmitted by the clutch during gear shifting, and dividing the engagement process of the clutch during gear shifting into three stages; respectively estimating frictioncoefficients of the three stages by using a recursive least square method; calculating the dynamic friction coefficient of the clutch during gear shifting by using a Seebeck friction model; optimizing the torque transmitted by the clutch during gear shifting by adopting a model prediction control method, determining the optimal torque of the clutch during gear shifting, and controlling the engagement of the clutch by reversely deducing the clutch oil pressure through a pressure torque pulse spectrogram in combination with the dynamic friction coefficient. The gear shifting quality of the clutch can be rapidly improved through the control method without changing the structure of the transmission.

The present disclosure relates to a shift control apparatus of a vehicle and its method. In particular, the shift control apparatus includes: a transmission including a first clutch and a second clutch; a torque source to generate power for driving a vehicle; a data detector to detect a vehicle state data; and a vehicle controller to connect a current stage synchronizer to a next stage driving gear if the vehicle state data satisfy a shift condition, release the first clutch to be connected to the driving gear of a current stage, perform a speed control of a torque source while maintaining the second clutch connected to the driving gear of the next stage in a slip state, and release the second clutch and connect the first clutch if the vehicle stage data satisfy a speed control completion condition to complete a shift to a target stage.

PCT No. PCT/EP96/03777 Sec. 371 Date Oct. 21, 1998 Sec. 102(e) Date Oct. 21, 1998 PCT Filed Aug. 2, 1996 PCT Pub. No. WO97/08479 PCT Pub. Date Mar. 6, 1997A process is provided for operating a vehicle transmission with preferably electrohydraulically actuatable friction elements for shifting between different transmission steps, in a vehicle with at least one drive engine in which an actual value of at least one of the quantities characterizing the shift process is determined for each shift process, which actual value is compared with a theoretical value that can be established and stored. When the actual value deviates from the theoretical value, a regulated quantity for at least direct influencing is changed by a correction value that can be established. For each shift process, the time duration for the output of a gear shift signal up to the beginning of the synchronization process and/or the change of the drive rpm during this time period is determined as a first and/or second actual value of the quantity characterizing the process. When the time period up to the beginning of the synchronization process deviates from the pre-given theoretical time period or if the drive rpm change given in advance is not achieved after a shift process, the initial pressure value is changed by the correction value in order to introduce the necessary pressure force of the coupling components that can be coupled together in a force-interlocking manner.