Transmission system and gear shifting method

Abstract

Systems and methods for a transmission. In one example, a transmission system operating method includes re-estimating a time for each stage of a backup shift in response to determined one or more conditions indicating a driver's desire to perform the backup shift. The method also includes performing one or more shift phases, and shortening the duration of performing the standby shift according to the re-estimated time of each phase of the standby shift.

Description

Technical Field

[0001] The present disclosure relates to a transmission system and a shifting method of the transmission system, which can shorten the shifting time. Background Art

[0002] Transmissions are used in vehicles to provide speed / torque regulation of the output of a prime mover such as an internal combustion engine (ICE) or electric motor. Transmissions are designed with discrete gear ratios that can be selected by the vehicle operator to initiate gear changes.

[0003] Heap et al. (US 8,880,256 B2) discloses a transmission control method that can stably select between multiple gear ranges when a speed change is detected. The strategy disclosed by Heap only allows gear changes when the energy consumption of changing to the selected gear is low from an efficiency perspective.

[0004] The inventors have recognized that the transmission operation methods disclosed in Heap and other previous transmission control technologies have some disadvantages. For example, in certain situations, Heap's transmission and other previous transmissions may experience an increase in shift duration when the driver selects a new gear during the shift transient. The shift transient duration increases due to the driver changing the target gear during the shift process, thereby reducing the shift performance and customer appeal. Summary of the invention

[0005] In view of the above problems, the inventors have developed a method for operating a transmission system. In one example, the method includes re-estimating the time of each stage of an alternate shift in response to determining one or more conditions indicating the driver's intention to perform an alternate shift. In such an example, the method further includes executing one or more shift stages, shortening the duration of executing the alternate shift according to the re-estimated time of each stage of the alternate shift. In this way, when a change of intention condition occurs (indicating that the driver intends to change the current shift event), the duration of the shift event is shortened. Therefore, the shift performance is improved, thereby increasing customer satisfaction.

[0006] In one example, the time of each phase can also be re-estimated based on the voltage of the lower voltage energy storage device. In this example, the lower voltage energy storage device can be electrically coupled to multiple clutch actuators in the transmission. Further, in one example, the time of each phase can be re-estimated based on the state of charge of the higher voltage battery, which can be electrically coupled to the traction motor. In this way, the estimated time of the phase involved in the alternate shift event can be accurately determined, thereby increasing the confidence of selecting a shorter (e.g., shortest) duration shift scheme.

[0007] It should be understood that the above summary is intended to introduce in a simplified form the concepts that are further described in the detailed description. It is not intended to identify key or essential features of the claimed subject matter, the scope of which is uniquely determined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 It is a schematic diagram of the vehicle's transmission system.

[0009] Figure 2 The control scheme in the case of intention shift is shown.

[0010] Figure 3 The control scheme for multiple phase shift events is shown.

[0011] Figure 4A-4C Shows how the transmission system operates.

[0012] Figure 5 A time series diagram showing the transition of intention under different usage scenarios. DETAILED DESCRIPTION

[0013] Figure 1 A schematic diagram of a vehicle 100 is shown. In various examples, the vehicle may be a passenger vehicle, a commercial vehicle, an on-highway vehicle, or an off-highway vehicle.

[0014] In the vehicle example, vehicle 100 includes a powertrain 102 with a gearbox 104 (such as a gearbox) and a prime mover 106. In one example, the prime mover can be an internal combustion engine. However, in another example, the prime mover can be a traction motor.

[0015] When the prime mover is a traction motor, the motor may be included in an electric drive system. In this example, the vehicle is an electric vehicle. In the electric drive example, under certain conditions, when the motor operates as a generator, power may flow from the gearbox to the motor. In the electric vehicle (EV) example, in one example, the electric vehicle may be a fully electric vehicle (e.g., a battery electric vehicle (BEV)), or in another example, a hybrid electric vehicle (HEV) with an internal combustion engine.

[0016] When the prime mover is a traction motor, in one specific example, the motor can be a multi-phase alternating current (AC) machine. However, in other examples, the traction motor can be a direct current (DC) machine. In the AC motor example, the traction motor can be connected to an inverter 114. The inverter 114 is used to convert DC power to AC power, and vice versa. However, in other examples, the traction motor can be a DC motor (as described above), so the vehicle 100 can omit the inverter 114. The inverter 114 can receive electrical energy from one or more energy storage devices 116 (e.g., a traction battery, a capacitor, a combination thereof, etc.). Compared to the low-voltage energy storage device 124 discussed in more detail herein, the energy storage device 116 may be referred to as a high-voltage energy storage device 116. Arrow 118 represents the transmission of electrical energy between the traction motor 106, the inverter 114, and the energy storage device 116, which may occur in different system operating modes.

[0017] The transmission 104 includes a selectable gear 120 and a clutch 122 that enables the transmission to shift between selectable gears. In one example, the clutch can be a friction clutch. However, in other examples, the clutch can be a dog clutch, a synchronizer, a combination thereof, etc. The clutch can be hydraulically, pneumatically and / or electromechanically driven. The transmission 104 can also include shafts, bearings, etc. that enable the transmission to shift between active gears. In addition, the transmission 104 can be an automatic transmission that is configured to automatically shift between different gears based on vehicle speed and load, and allows the driver to change the active gear in the transmission based on interaction with a gear selector that has different positions associated with selectable gears in the transmission (such as reverse gear, first forward gear, second forward gear, etc.). Therefore, the transmission can be a semi-automatic transmission (such as a step-shift transmission) or a fully automatic transmission.

[0018] A lower voltage energy storage device 124 (e.g., a low voltage battery) can be electrically coupled to the clutch actuators to facilitate engagement and disengagement of each clutch. In the illustrated example, the lower voltage energy storage device 124 is included in the transmission 104. However, in other examples, the lower voltage energy storage device 124 can also be installed in other suitable vehicle locations.

[0019] In addition, the gearbox 104 is mechanically connected to the drive axle assembly 134 to achieve torque transmission between the two. In the illustrated example, the axle assembly 134 may include a differential 136, an axle shaft 138 and / or a drive wheel 140. In some examples, the gearbox can be connected to another drive axle assembly to provide all-wheel drive capability.

[0020] like Figure 1As shown, the vehicle 100 may further include a control system 190 with a controller 191 (such as a transmission control unit (TCU). The controller 191 may include a microcomputer, whose components include a processor 192 (such as a microprocessor unit), input / output ports, and an electronic storage medium 194 for executable programs and calibration values ​​(such as a read-only memory chip, random access memory, survivability memory, data bus, etc.). The storage medium can be programmed with computer-readable data, which represents instructions executable by the processor for performing the methods and control techniques described herein, as well as other variants that are expected but not specifically listed. Therefore, the control techniques, schemes, methods, etc. described herein can be stored as instructions in a non-transitory memory.

[0021] The controller 191 may receive various signals from sensors 195 coupled to various areas of the vehicle 100. For example, the sensors 195 may include pedal position sensors for detecting depression of a driver's actuation pedal, such as an accelerator pedal and / or a brake pedal, a gear selector sensor, a clutch position sensor, speed sensors on the input and / or output shafts of the transmission, a motor speed sensor, an ambient temperature sensor, an ambient pressure sensor, etc. A clutch position sensor may be coupled to the clutch, each of which provides a signal indicating the state of the clutch (e.g., engaged or disengaged).

[0022] The input device 198 (e.g., an accelerator pedal, a brake pedal, a drive mode selector, a gear selector, and combinations thereof, etc.) may further provide an input signal indicating the driver's willingness to control the system. Specifically, the input device may include a gear selector that allows the driver to select a valid operating gear for the transmission. For example, in one use case example, the input device may have discrete positions for a discrete number of transmission gears (e.g., a five-speed or four-speed configuration). In this example, the driver may interact with the input device to place the device in one of the discrete positions. Thus, the input device may send a signal to the controller indicating the driver's willingness for the current operating gear of the transmission.

[0023] Received from Figure 1 After receiving signals from various sensors 195, the controller 191 processes the received signals and uses various actuators 196 of the system components to adjust the components based on the received signals and the instructions stored in the memory of the controller 191. For example, the controller 191 can adjust the speed of the traction motor 106 by adjusting the inverter 114. For example, the controller 191 can determine that the speed of the motor should be adjusted and send instructions to the inverter to adjust the speed of the motor based on this determination. For example, other controllable components in the system can process sensor signals, control instructions, and actuator adjustments in a similar manner.

[0024] Figure 2 The transmission system control scheme 200 is shown during a gear shift event. A gear shift event as described herein refers to a transmission operation event during a gear shift transient in which the controller receives an alternate gear shift request through the driver's interaction with the gear selector and / or other suitable input device. Thus, the initial gear shift may be triggered automatically by the transmission controller or through the driver's interaction with the gear selector. The control scheme 200 and other control schemes, control techniques, methods, etc. described herein may be used to control the gear shift. Figure 1 However, in other examples, the control schemes and / or other control techniques, methods, etc. described herein may be implemented by other suitable gearboxes, control systems, etc.

[0025] At 202, the control scheme includes receiving an initial shift request. For example, the shift request may be automatically generated by the TCU, or the shift request may be generated in response to a driver's interaction with a gear selector. Specifically, the vehicle driver may move the gear selector to a discrete position corresponding to an active gear of the transmission.

[0026] At 204, the control scheme includes determining the phase time of each phase associated with the shift event corresponding to the shift request. The shift event may include five phases. In one example, the first phase may be a torque roll-off phase, in which measures are taken to reduce the torque output of the prime mover (e.g., a traction motor) to eliminate the load of the current effective gear of the gearbox. For example, in one use case, a control instruction may be sent to the inverter to reduce the traction motor torque. Continuing with the example, the second phase may be a clutch disengagement phase, in which the current active gear of the gearbox is disengaged by disengaging the output clutch. For example, the clutch actuator may be operated to disengage the clutch. In a specific use case, the pressure provided to the clutch piston may be reduced to disengage the clutch. The third phase may be a speed synchronization phase, in which measures are taken to synchronize the speed of the input gear. Specifically, the speed of the shaft with the in-gear gear may be adjusted to match the speed of the out-gear gear. The fourth phase may include performing an operation to engage the input gear, such as engaging the input clutch. The fifth phase may include an operation to increase the output torque of the prime mover to restore the torque required by the driver. For example, a control instruction may be sent to the inverter to increase the traction motor torque. The phase time calculation for each phase may take into account voltage, current, temperature, and hydraulic line pressure required to engage and disengage the clutch. Additionally, in one example, the phase time calculation for each step may use a proportional integral derivative (PID) control scheme for the clutch actuator since the phase time values ​​may be fixed under certain operating conditions. Clutch speed synchronization based on upshift or downshift and available traction torque or regeneration torque values ​​may be used to determine the phase time values. Available traction torque may be calculated from the battery state of charge, battery voltage, motor temperature, inverter temperature, and / or decay mode. Because the motor speed decreases during an upshift, regeneration torque may be used during an upshift. When regeneration torque is generated, the traction battery may be charged. Conversely, when a downshift occurs, the motor speed may increase, requiring traction torque, thereby reducing the amount of charge on the traction battery. With respect to the shift phases, this article will discuss the following. Figure 3 Detailed description in.

[0027] The stage time calculation step at 204 can be performed based on the vehicle, road and / or environmental conditions determined in step 206. In detail, the vehicle conditions may include the charge state of a higher voltage energy storage device (e.g., the charge state of a traction battery) and / or the charge state of a lower voltage energy storage device. The low voltage energy storage device can be used to move a clutch actuator (e.g., a clutch actuating motor). Road conditions may include vehicle position (e.g., vehicle global positioning system (GPS) coordinates) and / or road grade. Environmental conditions may include ambient temperature and / or ambient pressure. These environmental conditions have an impact on the shift duration because the supply voltage depends on and affects powertrain operating conditions such as motor performance, transmission performance, and transmission oil temperature.

[0028] At 208 , control includes receiving an alternate shift request. For example, the driver may move the gear selector to an alternate position corresponding to another active transmission gear.

[0029] At 210 , control includes determining an alternate shift phase time calculation for a phase corresponding to the alternate shift event. Step 210 may use the vehicle, road, and / or environmental conditions determined in step 206 .

[0030] At 212 , control includes comparing the initial shift event to the alternate shift phase time calculations. At 214 , control includes completing the shift event based on the comparison between the phase time calculations to reduce (eg, minimize) the duration of the shift event.

[0031] In a specific use case, the initial shift event may be from second gear to first gear, while the backup shift event may be a shift back to second gear when the traction battery is at a high state of charge. In such an example, the speed synchronization phase when shifting from first gear to second gear may be longer because the regeneration function cannot be fully utilized. Therefore, completing the speed synchronization of the shift from second gear to first gear consumes some of the traction battery's charge, and the subsequent shift from first gear immediately back to second gear will be faster. However, in the case of low traction battery charge, it is more time-saving to interrupt the speed synchronization phase during the shift from second gear to first gear and synchronize the transmission back to second gear.

[0032] Figure 3 A powertrain control scheme 300 is shown depicting five phases of a shift event, as well as phase completion or change of mind events.

[0033] At 302, the control scheme includes reducing the prime mover torque to eliminate gear loads. For example, the power supplied to the traction motor from the inverter or other suitable energy source can be reduced. At 304, the control scheme includes disengaging the output clutch. For example, an electromechanical actuator can be commanded to disengage the output clutch. It is understood that during the shift process, one clutch is engaged and vice versa, the other clutch is disengaged.

[0034] At 306, the control scheme includes synchronizing the input gear. For example, the speed of the shaft on which the input gear is located can be adjusted to match the input speed of the input clutch. At 308, the control scheme includes engaging the input clutch. For example, the clutch can be engaged hydraulically and / or electromechanically.

[0035] At 310 , the control scheme includes increasing the prime mover torque to restore the driver requested torque. For example, the electrical power delivered to the traction motor may be increased.

[0036] Step 302 may be referred to as the first stage, step 304 may be referred to as the second stage, step 306 may be referred to as the third stage, step 308 may be referred to as the fourth stage, and step 310 may be referred to as the fifth stage.

[0037] When no shift-heart event occurs, the first to fifth stages are executed sequentially after each stage is completed. However, during the shift process, the shift event may jump from the first stage to the fifth stage, or vice versa; the shift event may jump from the second stage to the fourth stage, or vice versa; or Figure 3 As shown, the third phase may be repeated. Thus, these change-of-mind events alter the phase sequence so that the driver's selected alternate gear is reached more quickly.

[0038] Figure 4A-4C A transmission system control method 400 is shown during a gear shift event. Figure 4A As shown, at 402, the method includes determining operating conditions, which may include steps 404, 406, and 408. In general, operating conditions may be determined based on sensor inputs and / or modeling.

[0039] At 404, the method includes receiving an alternate shift request for an alternate shift. It will be appreciated that the shift request is issued after the initial shift request.

[0040] At 406, the method includes determining vehicle, road, and / or environmental conditions. For example, vehicle conditions may include the state of charge of a high voltage traction battery and / or a low voltage battery used to regulate a transmission clutch. Road conditions may include road grade and / or vehicle location (e.g., GPS coordinates). Environmental conditions may include ambient temperature and / or ambient pressure. At 408, the method includes determining the time of each phase in the initial shift event. Step 402 may further include a shift timer that triggers the initial shift and the backup shift.

[0041] At 410, the method includes determining whether the initial shift event is in progress. This may be determined if any of the first through fifth stages of the shift event have not yet been completed. If it is determined that the initial shift is not in progress (NO at 410), the method proceeds to 412. At 412, the method includes going through the stages of the alternate shift event. For example, the control scheme 300 (eg, Figure 3 Next, at 414, the method includes completing an alternate shift event. For example, the traction motor may be adjusted according to the torque requested by the driver while the transmission remains in the current operating gear.

[0042] On the other hand, if it is determined that an initial shift is in progress ("yes" at 410), the method proceeds to 416. At 416, the method includes determining whether the first phase of the initial and current shift event has been completed. This determination may take into account the prime mover torque. For example, if the prime mover torque is decreasing to eliminate gear loads, it may be determined that the first phase has not been completed. However, if the prime mover torque has been reduced to a target level to eliminate gear loads, it may be determined that the first phase of the current shift event has been completed.

[0043] If it is determined that the first phase of the initial shift event has been completed (“YES” at 416 ), the method proceeds to Figure 4B Step 422 is shown. On the other hand, if it is determined that the first phase of the initial shift event has not been completed ("No" at 416), the method proceeds to 418, where the method includes completing the first phase of the initial shift event and the second to fifth phases of the alternate shift event. At 420, the method includes completing the alternate shift event. Completing the alternate shift at 420 and other locations in the method 400 may include resetting the shift timer and following the driver's requested torque.

[0044] like Figure 4B As shown, method 400 includes determining whether the second phase of the initial shift event has been completed at 422. This determination can take into account the position of the output clutch. For example, when the output clutch is fully disengaged, it can be determined that the second phase of the initial shift has been completed. On the other hand, when the output clutch is partially engaged, it can be determined that the second phase of the initial shift has not yet been completed.

[0045] If it is determined that the second phase of the initial shift event has not been completed (NO at 422), the method proceeds to phase 424, where the method includes determining the time of each phase of the alternate shift event. Specifically, the time of the second to fifth phases of the alternate shift event may be determined.

[0046] At 426, the method includes determining whether the clutch is disengaged in a desired manner to obtain a new gear associated with the alternate shift event. For example, the clutch position may be monitored to determine whether the clutch disengagement is unfolding in a desired manner. In more detail, a position sensor and / or a pressure sensor coupled to the clutch may be used to determine the direction and state of the clutch, which may help confirm whether the clutch is disengaged in a desired manner.

[0047] If it is determined that the clutch is not disengaging the new gear in a desired manner (NO at 426), the method will proceed to Figure 4C 456 as shown.

[0048] Conversely, if it is determined that the clutch is disengaged in the desired manner with the new gear (YES at 426 ), the method proceeds to 428 where the method includes performing the second phase of the initial shift event and the third through fifth phases of the alternate shift event. At 430 , the method includes completing the alternate shift event.

[0049] If it is determined that the second phase of the initial shift event has been completed ("yes" at 422), the method proceeds to 432, where the method includes determining whether the third phase of the initial shift event has been completed. For example, the speed of the in-gear gear may be monitored to determine whether synchronization of the in-gear gear is occurring.

[0050] If it is determined that the third phase of the initial shift event has not yet been completed (NO at 432), the method proceeds to 434, which includes determining the time of each phase of the alternate shift event. In particular, the time of the third to fifth phases of the alternate shift event may be determined.

[0051] At 436, the method includes determining whether the third phase of the initial shift event should be interrupted. This determination can compare the time associated with interrupting the third phase of the initial shift event and the time associated with not interrupting the third phase of the standby shift event. Specifically, the time corresponding to each phase in different shift schemes can be added and compared. Then the shift scheme with the shorter time is selected. For example, the time of each phase in the shift scheme where the third phase is interrupted is added, and then the time of each phase in the shift scheme where the third phase is not interrupted is added. The two times are then compared. Similar techniques can also be used to determine whether the fourth phase of the initial shift should be interrupted.

[0052] If it is determined that the third phase of the initial shift event should be stopped ("YES" at 436), the method proceeds to 426. Conversely, if it is determined that the third phase of the initial shift event should not be aborted ("NO" at 436), the method proceeds to 438. At 438, the method includes completing the third phase of the initial shift event. For example, an in-gear shift associated with the initial shift event may be synchronized. After 438, the method proceeds to step 426.

[0053] If it is determined that the third phase of the initial shift event has been completed ("Yes" at 432), the method proceeds to 440, which includes determining the time of each phase of the alternate shift event. Specifically, the time of the fourth to fifth phases of the alternate shift event can be determined.

[0054] At 442 , the method includes determining whether the fourth phase of the initial shift event has been completed. For example, the engagement of the incoming clutch may be monitored to determine whether it is fully engaged.

[0055] If it is determined that the fourth phase of the initial shift event has not been completed (NO at 442), the method proceeds to 444, which includes determining whether the fourth phase of the initial shift event should be stopped. Such a determination may take into account the relative times to complete the alternate shift event with and without interrupting the fourth phase of the initial shift event and select the shortest time.

[0056] If it is determined that the fourth phase of the initial shift event should not be stopped (NO at 444), the method proceeds to 446, which includes completing the fourth phase of the initial shift event. For example, the incoming clutch of the new gear associated with the initial shift event may be fully engaged.

[0057] If it is determined that the fourth phase of the initial shift event should be stopped (“YES” at 444 ), the method proceeds to 426 .

[0058] If it is determined that the fourth phase of the initial shift event has been completed ("yes" at 442), the method proceeds to 448. At 448, the method includes determining whether the fifth phase of the initial shift event has been completed. In detail, the prime mover torque can be monitored to determine whether its output torque has returned to the driver's requested torque, which may correspond to the accelerator pedal position.

[0059] If it is determined that the fifth phase of the initial shift event has been completed ("Yes" at 448), the method ends. On the other hand, if it is determined that the fifth phase of the initial shift event has been completed ("No" at 448), the method proceeds to 450, which includes stopping the fifth phase of the initial shift event. For example, the increase in prime mover torque may be stopped.

[0060] At 452, the method includes completing phases 1 through 5 of the alternate shift event. For example, Figure 3 Steps 302, 304, 306, 308 and 310 are shown for use in an alternate shift event. At step 454, the method includes completing the alternate shift event.

[0061] exist Figure 4C At 456, the method includes a second stage of determining whether the initial shift event should be stopped. This determination may monitor the configuration of the output clutch to determine whether the output clutch associated with the initial shift event is fully disengaged.

[0062] If it is determined that the second phase of the initial shift event should not be stopped (NO at 456), the method proceeds to 458, which includes continuing the second phase of the initial shift event through the fifth phase. Figure 3 Steps 304, 306, 308 and 310 shown in FIG. 3 may be used for an initial shift event. Figure 4C As shown, the method includes completing an initial shift event at 460 .

[0063] If it is determined that the second phase of the initial shift event should be stopped (yes at 456), the method proceeds to 462, where the method includes maintaining the disengagement of the output clutch associated with the initial shift event. At 464, the method includes performing the second phase through the fifth phase of the alternate shift event. For example, Figure 3 Steps 304, 306, 308, and 310 shown in FIG. 46 can be used for an alternate shift event. At step 466, the method includes completing the alternate shift event. The method 400 can reduce the duration of implementing the alternate shift event, thereby improving transmission performance. In addition, the phase time calculation can be performed in real time or near real time, thereby further reducing the processing duration of executing the method. The method 400 can also further reduce the possibility of component degradation and improve drivability.

[0064] Figure 5 Timing diagrams 500 for use cases of a transmission system (such as any transmission system described previously or other suitable system) are shown. In each diagram, time is represented on the horizontal axis and increases from left to right. The vertical axis of diagram 502 represents the gear position requested in the transmission. The vertical axis of diagram 504 represents the effective gear position in the transmission in the first case. The vertical axis of diagram 506 represents the effective gear position in the transmission in the second case.

[0065] The ordinate of the diagram 508 represents the shift phases in the first case, ie the initial shift is not interrupted, all initial shift phases are executed, and subsequently all alternate shift phases are executed.

[0066] The ordinate of the diagram 510 represents the shift phases in the second case, ie, the initial shift is interrupted, the initial shift executes three shift phases, and the backup shift executes two shift phases.

[0067] Graph 512 shows the calculated time to shift from first gear to second gear in response to an initial shift request. Graph 514 shows the calculated time to shift from second gear to first gear, corresponding to an alternate shift request. The numbers in graphs 512 and 514 represent the values ​​of "timer on" and "timer off", respectively.

[0068] At t1, an initial shift request from the first gear to the second gear is received. At t2, an alternate shift request from the second gear to the first gear is received.

[0069] In the first case, the first to fifth stages of the initial shift are implemented, and the gearbox is in second gear at t3. Then, the first to fifth stages of the backup shift are performed, and the gearbox returns to first gear at t4.

[0070] For the second scenario, the first to third phases of the initial shift are all implemented. However, in the third phase, the initial shift is interrupted. As shown in the figure, the shift timer that interrupts the initial shift is shorter than all the phases of the initial shift. Therefore, the transmission will choose to execute the second scenario to reduce the shift duration and torque interruption.

[0071] The technical effect of the transmission system operating method described in this article is to shorten the shift duration during the gear shift process to improve the transmission performance and reduce the torque interruption during the gear shift transient process.

[0072] Figure 1 An example of component configurations showing relative positioning of various components is shown. If the elements shown in the figure are in direct contact or directly coupled to each other, then at least in one example, these elements may be referred to as being in direct contact or directly coupled to each other, respectively. Similarly, at least in one example, elements shown as being adjacent or adjacent to each other may be referred to as being adjacent or adjacent to each other, respectively. For example, elements that are in face-to-face contact with each other may be referred to as being in face-to-face contact. Another example is that, at least in one example, elements are placed separately from each other, with only space in the middle and no other elements, which may be referred to as being placed separately from each other. For another example, elements displayed above / below each other, on both sides of each other, or on the left / right side of each other may be referred to as such elements, relative to each other. In addition, as shown in the figure, in at least one example, the topmost element or element point may be referred to as the "top" of the element, and the bottommost element or element point may be referred to as the "bottom" of the element. As used herein, up / down, up / down, up / down may be relative to the vertical axis in the figure, for describing the positioning of each element relative to each other in the figure. Therefore, in one example, an element displayed above other elements is positioned vertically above other elements. For another example, the shapes of the elements depicted in the figures may be referred to as having these shapes (such as circular, linear, planar, curved, rounded, chamfered, beveled, or similar shapes). In addition, in one example, elements that are coaxial with each other may be referred to as coaxial elements. In addition, at least in one example, elements that are shown to intersect with each other may be referred to as intersecting elements or intersecting with each other. In addition, in one example, elements that are displayed within another element or displayed outside another element may be referred to as intersecting elements. In other examples, elements that are offset from each other may also be referred to as "coaxial elements". Even further, elements that are coaxial or parallel to each other may also be referred to as "elements". Further, the axis around which the element rotates may be referred to as an axis of rotation.

[0073] The present invention will be further described below. In one aspect, the present invention provides a method for operating a transmission system, the method comprising re-estimating the time of each stage of an alternate gear shift in response to determining one or more conditions indicating the driver's intention to perform an alternate gear shift; and executing one or more shift stages based on the re-estimated time of each stage of the alternate gear shift to reduce the duration of performing the alternate gear shift. In one example, the time of each stage can be re-estimated based on the charge state of a lower voltage energy storage device. In addition, in one example, the lower voltage energy storage device can be electrically coupled to multiple clutch actuators. In addition, in one example, the time of each stage can be re-estimated based on the charge state of a higher voltage battery. In addition, in one example, a high voltage battery can be electrically coupled to a traction motor. In addition, in one example, the time of each stage can be re-estimated based on one or more environmental conditions and / or vehicle operating conditions.

[0074] Furthermore, in one example, the one or more environmental conditions may include one or more of an ambient temperature, an ambient pressure, and a road gradient. Furthermore, in one example, the time of each phase may be re-estimated based on vehicle position data. Furthermore, in one example, the time of each phase may be re-estimated based on a traction torque or a regeneration torque value. Furthermore, in one example, the transmission system is an automatic transmission.

[0075] In another aspect, a transmission system is provided, the system including a plurality of clutches configured to shift between discrete gears; a controller including instructions that, when executed, cause the controller to: in response to determining one or more conditions indicating a driver's willingness to implement an alternate shift, re-estimate the time of each phase of the alternate shift; and execute one or more shift phases to reduce the duration of implementing the alternate shift. In addition, in one example, the time of each phase can be re-estimated based on the voltage of a low-voltage energy storage device; the low-voltage energy storage device can be electrically coupled to a plurality of clutch actuators; the time of each phase can be re-estimated based on the state of charge of a high-voltage battery; the high-voltage battery can be electrically coupled to a traction motor. In addition, in one example, the time of each phase can be re-estimated based on one or more environmental conditions; the one or more environmental conditions can include one or more of ambient temperature, ambient pressure, and road grade; the time of each phase can be re-estimated based on vehicle position data. In addition, in one example, the transmission system can be rotationally coupled to the traction motor. In addition, in one example, the transmission system can be a step-shift transmission system.

[0076] In another aspect, a method for operating a transmission system in an electric powertrain is provided, the method comprising: in response to determining one or more conditions indicating a driver's intention to perform an initial shift, estimating the time of each phase of the initial shift; re-estimating the time of each phase of the alternate shift in response to determining one or more conditions indicating a driver's intention to perform an alternate shift; and performing one or more shift phases, shortening the duration of performing the alternate shift based on a comparison between the estimated time and the re-estimated time. Further, in one example, the time of each phase may be re-estimated based on a voltage of a low-voltage energy storage device; the low-voltage energy storage device may be electrically coupled to a plurality of clutch actuators; wherein the time of each phase may be re-estimated based on a state of charge of a high-voltage battery; wherein the high-voltage battery may be electrically coupled to a traction motor. In addition, in one example, the transmission system may be included in an electric vehicle. Further, in one example, the time of each phase may be re-estimated based on one or more environmental conditions; the one or more environmental conditions may include one or more of an ambient temperature, an ambient pressure, and a road grade; the time of each phase may be re-estimated based on vehicle position data; and the time of each phase may be re-estimated based on a traction torque or a regenerative torque value. In addition, in one example, performing one or more shift phases may include a phase in which a first friction clutch is disengaged and a phase in which a second friction clutch is disengaged.

[0077] Please note that the control and estimation routine examples included herein can be used in various transmission configurations. The control methods and routines disclosed herein can be stored as executable instructions in a non-temporary memory and can be executed by a control system including a controller in combination with various sensors, actuators, and other system hardware in combination with an electronic controller. Therefore, the actions, operations and / or functions described can graphically represent the code that will be programmed into the non-temporary memory of a computer-readable storage medium in a vehicle and / or powertrain control system. The various operations, operations and / or functions illustrated can be performed in the order shown, in parallel, or omitted in some cases. Similarly, the processing order is not necessarily required to achieve the features and advantages of the examples described herein, but is only for ease of illustration and description. Depending on the specific strategy used, one or more of the actions, operations and / or functions illustrated can be repeated. If necessary, one or more of the method steps described herein can be omitted.

[0078] Although various embodiments are described above, it should be understood that these embodiments are examples only and not limitations. It is obvious to those familiar with the relevant technology that the disclosed subject matter can be embodied in other specific forms without departing from the spirit of the subject matter. Therefore, the embodiments described above should be considered in all respects to be illustrative and not restrictive. Therefore, the configurations and routines disclosed herein are exemplary in nature, and these specific examples should not be considered restrictive because there can be many variations. For example, the above-described technology can be applied to power systems that include different types of propulsion sources, including different types of traction motors, internal combustion engines in some cases, gearboxes, etc. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of various systems and configurations, as well as other features, functions and / or attributes disclosed herein. In addition, the following components are also included

[0079] The following claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. The claims may refer to "an" element or a "first" element or the equivalent. The claims should be understood to include one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are also deemed to be included in the subject matter of the present disclosure.

Claims

1. A method for operating a transmission system, comprising: In response to determining one or more conditions indicating a driver's intent to implement an alternate shift; re-estimating the timing of each phase of the alternate shift; and Based on the re-estimated time of each phase of the alternate shift, one or more shift phases are executed to shorten the duration of executing the alternate shift.

2. The method according to claim 1, wherein the time of each stage is re-estimated according to the charging state of the lower voltage energy storage device.

3. The method of claim 2, wherein the lower voltage energy storage device is electrically coupled to a plurality of clutch actuators.

4. The method according to claim 1, wherein re-estimating the time of each of the stages based on the state of charge of the higher voltage battery; re-estimating the time of each of the stages according to the voltage of the lower voltage energy storage device; The lower voltage energy storage device is electrically connected to a plurality of clutch actuators; re-estimating the time of each stage based on the state of charge of the higher voltage battery; and / or The higher voltage battery is electrically connected to the traction motor.

5. The method of claim 4, wherein the higher voltage battery is electrically connected to a traction motor. 6 . The method of claim 1 , wherein the time of each phase is re-estimated based on one or more environmental and / or vehicle operating conditions.

7. The method according to claim 6, wherein The one or more environmental conditions include one or more of ambient temperature, ambient pressure and road grade, re-estimating the time of each phase based on the one or more environmental conditions and / or vehicle operating conditions; The one or more environmental conditions include one or more of ambient temperature, ambient pressure, and road grade; re-estimating the time of each of the stages based on the vehicle position data; as well as The time of each phase is re-estimated according to the traction torque or regeneration torque value. The method according to claim 1 , wherein the time of each stage is re-estimated based on vehicle position data.

9. The method of claim 1 further comprising, prior to the re-estimating step, estimating the time of each phase of the initial shift based on determining one or more conditions indicative of the driver's intent to implement the initial shift.

10. The method according to claim 1, wherein The time of each phase is re-estimated based on the available regenerative torque and traction torque; The transmission system is an automatic gearbox; and / or Drivetrain systems are used in electric vehicles.

11. Transmission system, including: A plurality of clutches, the plurality of clutches being used for switching between different gears; A controller that contains instructions that, when executed, cause the controller to: re-estimating the timing of each phase of the alternate shift in response to determining one or more conditions indicative of a driver's intent to implement the alternate shift; as well as One or more shift phases are executed to shorten the duration of executing the alternate shift.

12. The transmission system according to claim 11, wherein re-estimating the time of each of the stages according to the voltage of the lower voltage energy storage device; The lower voltage energy storage device is electrically connected to a plurality of clutch actuators; re-estimating the time of each of the stages based on the state of charge of the higher voltage battery; as well as The higher voltage battery is electrically connected to the traction motor.

13. The transmission system according to claim 11, wherein re-estimating the time of each of the phases based on one or more environmental conditions and / or vehicle operating conditions; The one or more environmental conditions include one or more of ambient temperature, ambient pressure, and road grade; and The time for each of the stages is re-estimated based on the vehicle position data.

14. The transmission system of claim 11, wherein the transmission system is rotationally coupled to a traction motor.

15. The transmission system of claim 11, wherein the transmission system is a step-shift transmission system.

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