Position determination method and automobile power system control strategy

Abstract

The invention provides a position determination method and an automobile power system control strategy, and the position determination method can determine an A-gear endpoint position, a B-gear endpoint position and a neutral gear position under the condition that a synchronizer position sensor fails or is not provided. According to the control strategy of the automobile power system, gear switching can be normally carried out under the condition that the synchronizer position sensor fails or is not arranged.

Description

Technical Field

[0001] The present application relates to the technical field of automobiles, and particularly relates to a position determination method and an automobile power system control strategy. Background Art

[0002] The power system is the core component of an automobile. When the automobile power system performs gear shifting, it controls the shift motor to drive the engaging sleeve of the synchronizer to move in combination with the real-time position of the engaging sleeve of the synchronizer. Generally, the automobile power system determines the real-time position of the engaging sleeve of the synchronizer through a synchronizer position sensor, but there is a situation where the synchronizer position sensor fails.

[0003] How to deal with the situation of the failure of the synchronizer position sensor is a technical problem that needs to be solved by those skilled in the art. Summary of the Invention

[0004] To solve the above technical problem, the present application provides a position determination method. The method determines the A-gear end position in the following manner: control the shift motor to drive the engaging sleeve of the synchronizer to move towards the A-gear. When the engaging sleeve of the synchronizer is blocked and cannot move, control the shift motor to drive the engaging sleeve of the synchronizer to move reversely towards the B-gear by a predetermined distance, and then apply a predetermined rotational torque to the synchronizer. If the synchronizer cannot rotate, then determine the blocked position of the synchronizer as the A-gear end position. If the synchronizer can rotate, then the synchronizer is in the neutral gear, the blocked position of the synchronizer is the A-gear top tooth position, control the shift motor to drive the engaging sleeve of the synchronizer to continue moving towards the A-gear. When the engaging sleeve of the synchronizer is blocked and cannot move, determine whether the blocked position is the A-gear top tooth position or the A-gear end position in combination with the moving stroke. If it is determined to be the A-gear top tooth position, then control the synchronizer to vibrate to make the engaging sleeve of the synchronizer cross the A-gear top tooth position until the synchronizer's engaging sleeve is blocked and cannot move again, and then determine the re-blocked position of the synchronizer as the A-gear end position;

[0005] Determine the B-gear end position in the following manner: control the shift motor to drive the engaging sleeve of the synchronizer

[0006] The engaging sleeve moves towards the B gear position. When the engaging sleeve of the synchronizer is blocked and cannot move, the shift motor is controlled to drive the engaging sleeve of the synchronizer to move reversely towards the A gear position by a predetermined distance, and then a rotational torque of a predetermined magnitude is applied to the synchronizer. If the synchronizer cannot rotate, the blocked position of the synchronizer is determined as the B gear end position. If the synchronizer can rotate, the synchronizer is in the neutral position, the blocked position of the synchronizer is the B gear top tooth position, and the shift motor is controlled to drive the engaging sleeve of the synchronizer to continue moving towards the B gear position. When the engaging sleeve of the synchronizer is blocked and cannot move, it is judged whether the blocked position is the B gear top tooth position or the B gear end position based on the moving stroke. If it is judged to be the B gear top tooth position, the synchronizer is controlled to vibrate so that the engaging sleeve of the synchronizer crosses the B gear top tooth position until the synchronizer's engaging sleeve is blocked again and cannot move, and the position where it is blocked again is determined as the B gear end position;

[0007] Wherein, the predetermined distance is configured such that: when the engaging sleeve of the synchronizer is blocked and cannot move due to hitting the teeth of the A gear or the B gear, it is in the neutral position after moving reversely by the predetermined distance; when the engaging sleeve of the synchronizer is blocked and cannot move due to reaching the A gear end position or the B gear end position, it still meshes with the A gear or the B gear after moving reversely by the predetermined distance;

[0008] Wherein, the rotational torque of the predetermined magnitude is configured such that: it is greater than the resistance suffered by the synchronizer in the neutral position, so that the synchronizer in the neutral position can rotate, and it is less than the resistance suffered by the synchronizer in the meshed state with the A gear or the B gear, so that the synchronizer meshed with the A gear or the B gear cannot rotate.

[0009] Optionally, the neutral position is determined by the following method: record the rotation angle w of the engaging sleeve of the synchronizer driven by the shift motor from the A gear end position to the B gear end position or from the B gear end position to the A gear end position, then control the shift motor to drive the engaging sleeve of the synchronizer to move from the A gear position or the B gear end position towards the neutral position, and then determine the position of the engaging sleeve of the synchronizer corresponding to when the rotation angle of the shift motor reaches w / 2 as the neutral position.

[0010] Optionally, the following method is used to verify whether the determined A gear end position and B gear end position are correct: determine the distance between the A gear and the B gear according to the rotation angle w of the shift motor, and compare this distance with the designed distance between the A gear and the B gear. If the deviation is within the predetermined range, it means that the determined A gear end position and B gear end position are correct, otherwise it means that the determined A gear end position and B gear end position are incorrect and need to be determined again.

[0011] Optionally, the method verifies whether the determined neutral position is correct by: determining the spacing between the neutral gear and the A gear or the B gear according to the rotation angle w / 2 of the shift motor, and comparing the spacing with the designed spacing between the neutral gear and the A gear or the B gear. If the deviation is within a predetermined range, it means that the determined neutral position is correct; otherwise, it means that the determined neutral position is incorrect and needs to be re-determined.

[0012] In addition, the present application also provides a vehicle power system control strategy, the vehicle power system includes a gearbox and a shift motor, the gearbox includes multi-speed gears, a synchronizer and a shift fork, the shift motor has a built-in sensor, and the vehicle power system control strategy includes a first control mode, the first control mode includes the following steps: first, the position determination method described in any one of the above items is used to determine the A gear endpoint position, the B gear endpoint position, and the neutral position, and then before the vehicle power system is started, the shift motor is controlled to drive the synchronizer coupling sleeve to the A gear endpoint position, the B gear endpoint position or the neutral position, so that the initial position of the synchronizer coupling sleeve is at the A gear endpoint position, the B gear endpoint position or the neutral position, and then after the vehicle power system is started, the real-time position of the synchronizer coupling sleeve is determined in combination with the initial position of the synchronizer coupling sleeve and the rotation angle of the shift motor detected by the sensor of the shift motor.

[0013] Optionally, when the automobile power system includes an engine and the engine is directly connected to the input shaft of the gearbox, the initial position of the coupling sleeve of the synchronizer is located in the neutral position before the automobile power system is started.

[0014] Optionally, the automobile power system includes a synchronizer position sensor, and the control strategy of the automobile power system includes a second control mode, the second control mode determines the real-time position of the synchronizer sleeve through the synchronizer position sensor, the first control mode is used when the synchronizer position sensor fails, and the second control mode is used when the synchronizer position sensor is normal.

[0015] The position determination method provided by the present application can determine the A gear end position, B gear end position and neutral gear position when the synchronizer position sensor fails or when no synchronizer position sensor is provided.

[0016] The automotive power system control strategy provided by this application can also perform gear switching normally when the synchronizer position sensor fails or when no synchronizer position sensor is provided. Brief Description of the Figures

[0017] Figure 1 It is a structural diagram of the shift fork, synchronizer, A gear and B gear;

[0018] Figure 2This is a diagram of the relative positions of A gear, neutral gear, and B gear;

[0019] Figure 3 It is a simplified diagram of the synchronizer located between the end position of gear A and the top gear position of gear A;

[0020] Figure 4 It is a simplified diagram of the synchronizer located between the B gear end position and the B gear top tooth position;

[0021] Figure 5 This is a simplified diagram of the synchronizer located between the top gear position of the A gear and the top gear position of the B gear.

[0022] The accompanying drawings are as follows:

[0023] A gear-A, B gear-B, synchronizer sleeve-C, shift fork-D;

[0024] A gear end position - P1, A gear top tooth position - P2, B gear end position - P3, B gear top tooth position - P4. Specific implementation method

[0025] In order to enable those skilled in the art to better understand the technical solution of the present application, the technical solution of the present application is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0026] If Figure 1 As shown, the synchronizer corresponds to two gears. For the convenience of description, the two gears corresponding to the synchronizer are referred to as A gear and B gear respectively in this application. When shifting gears, the shift fork D drives the synchronizer's coupling sleeve C to move axially toward the A gear A or the B gear B under the drive of the shift motor (not shown in the figure).

[0027] If Figure 2 As shown in , when the synchronizer sleeve moves from the right side of the A gear to the A gear (leftward in the figure), the synchronizer sleeve may have a tooth contact with the A gear at the left position of the right end face of the A gear. This position is called the A gear tooth contact position (P2 in the figure).

[0028] When the synchronizer sleeve moves to the limit position toward the A gear (to the left in the figure), it will conflict with the limit structure and cannot continue to move to the left. This limit position is called the A gear end point position (P1 in the figure).

[0029] When the synchronizer sleeve moves from the left side of the B gear to the B gear (rightward in the figure), the synchronizer sleeve may have a tooth collision with the B gear at the right position of the left end face of the B gear. This position is called the B gear tooth collision position (P4 in the figure).

[0030] ​When the synchronizer sleeve moves to the limit position toward the B gear (to the right in the figure), it will conflict with the limit structure and cannot continue to move to the right. This limit position is called the B gear end point position (P3 in the figure).

[0031] The present application provides a location determination method.

[0032] Position determination method provided by this application

[0033] The A gear end point position is determined by the following method: the shift motor is controlled to drive the synchronizer's coupling sleeve to move toward the A gear. When the synchronizer's coupling sleeve is blocked and cannot move, the shift motor is controlled to drive the synchronizer's coupling sleeve to move in the reverse direction to the B gear by a predetermined distance, and then a predetermined torque is applied to the synchronizer. If the synchronizer cannot rotate, the blocked position of the synchronizer is determined as the A gear end point position. If the synchronizer can rotate, the synchronizer is in neutral, the blocked position of the synchronizer is the A gear top tooth position, and the shift motor is controlled to drive the synchronizer's coupling sleeve to continue to move toward the A gear. When the synchronizer's coupling sleeve is blocked and cannot move, it is determined whether the blocked position is the A gear top tooth position or the A gear end point position in combination with the moving stroke. If it is determined to be the A gear top tooth position, the synchronizer is controlled to vibrate so that the synchronizer's coupling sleeve passes the A gear top tooth position until the synchronizer's coupling sleeve is blocked and cannot move again, and the synchronizer's blocked position again is determined as the A gear end point position.

[0034] The B gear end point position is determined by the following method: the shift motor is controlled to drive the synchronizer's coupling sleeve to move toward the B gear. When the synchronizer's coupling sleeve is blocked and cannot move, the shift motor is controlled to drive the synchronizer's coupling sleeve to move in the opposite direction to the A gear by a predetermined distance, and then a predetermined torque is applied to the synchronizer. If the synchronizer cannot rotate, the blocked position of the synchronizer is determined as the B gear end point position. If the synchronizer can rotate, the synchronizer is in neutral, the blocked position of the synchronizer is the B gear top tooth position, and the shift motor is controlled to drive the synchronizer's coupling sleeve to continue to move toward the B gear. When the synchronizer's coupling sleeve is blocked and cannot move, it is determined whether the blocked position is the B gear top tooth position or the B gear end point position in combination with the moving stroke. If it is determined to be the B gear top tooth position, the synchronizer is controlled to vibrate so that the synchronizer's coupling sleeve passes over the B gear top tooth position until the synchronizer's coupling sleeve is blocked and cannot move again, and the synchronizer's blocked position again is determined as the B gear end point position.

[0035] Wherein, the predetermined distance is configured as follows: when the synchronizer sleeve is blocked and cannot move due to the occurrence of tooth contact with the A gear or the B gear, it moves in the reverse direction by the predetermined distance and is in neutral; when the synchronizer sleeve is blocked and cannot move due to reaching the A gear end position or the B gear end position, it moves in the reverse direction by the predetermined distance and is still meshed with the A gear or the B gear;

[0036] Among them, the rotational torque of the predetermined size is configured to be greater than the resistance suffered by the synchronizer in the neutral position, so as to enable the synchronizer in the neutral position to rotate, and less than the resistance suffered by the synchronizer in the meshed state with the gear of gear A or gear B, so that the synchronizer meshed with the gear of gear A or gear B cannot rotate.

[0037] The sliding sleeve of the synchronizer may be blocked and unable to move because it has jammed with the gear of gear A or gear B, or it may be blocked and unable to move because it has collided with the limiting structure. That is to say, when the sliding sleeve of the synchronizer is blocked and unable to move, the sliding sleeve of the synchronizer may be in the gear A jamming position or the gear B jamming position, or may be in the gear A end position or the gear B end position.

[0038] If the sliding sleeve of the synchronizer is blocked and unable to move because it has jammed with the gear of gear A or gear B, after the sliding sleeve of the synchronizer moves backward a predetermined distance from the blocked position, the synchronizer is in the neutral position. At this time, when a rotational torque of a predetermined size is applied to the synchronizer, the synchronizer will rotate.

[0039] If the sliding sleeve of the synchronizer is blocked and unable to move because it has reached the gear A end position or the gear B end position, after moving backward a predetermined distance, the sliding sleeve of the synchronizer is still meshed with the gear of gear A or gear B. At this time, when a rotational torque of a predetermined size is applied to the synchronizer, the synchronizer will not rotate.

[0040] Therefore, after the sliding sleeve of the synchronizer moves backward a predetermined distance and a rotational torque of a predetermined size is applied to the synchronizer, whether the synchronizer rotates or not reflects whether the blocked position is the gear A jamming position or the gear B jamming position, or the gear A end position or the gear B end position.

[0041] If the blocked position is the gear A end position or the gear B end position, record the blocked position and determine it as the gear A end position or the gear B end position.

[0042] If the blocked position is the gear A jamming position or the gear B jamming position, eliminate the jamming phenomenon by jittering the synchronizer. In this way, the sliding sleeve of the synchronizer can continue to move past the gear A jamming position towards the gear A end position or move past the gear B jamming position towards the gear B end position. In this way, the position where the sliding sleeve of the synchronizer is blocked again is the gear A end position or the gear B end position. In this case, record the blocked position again and determine it as the gear A end position or the gear B end position.

[0043] Further, after determining the A - gear end - point position and the B - gear end - point position, the neutral - gear position can also be determined. Specifically, the position - determination method provided in this application determines the neutral - gear position in the following way: Record the rotation angle w of the shift motor driving the synchronizer's engaging sleeve from the A - gear end - point position to the B - gear end - point position or from the B - gear end - point position to the A - gear end - point position. Then, control the shift motor to drive the synchronizer's engaging sleeve to move from the A - gear end - point position or the B - gear end - point position to the neutral gear, and then determine the position of the synchronizer's engaging sleeve corresponding to when the shift - motor rotation angle reaches w / 2 as the neutral - gear position.

[0044] Further, after determining the A - gear end - point position and the B - gear end - point position, it is also possible to verify whether the determined A - gear end - point position and B - gear end - point position are correct. Specifically, the position - determination method provided in this application verifies whether the determined A - gear end - point position and B - gear end - point position are correct in the following way: Determine the distance between the A - gear and the B - gear according to the above - mentioned rotation angle w of the shift motor, and compare this distance with the designed distance between the A - gear and the B - gear. If the deviation is within the predetermined range, it indicates that the determined A - gear end - point position and B - gear end - point position are correct; otherwise, it indicates that the determined A - gear end - point position and B - gear end - point position are incorrect. If incorrect, it is necessary to determine them again.

[0045] Further, after determining the neutral - gear position, it is also possible to verify whether the determined neutral - gear position is correct. Specifically, the position - determination method provided in this application verifies whether the determined neutral - gear position is correct in the following way: Determine the distance between the neutral gear and the A - gear or the B - gear according to the above - mentioned rotation angle w / 2 of the shift motor, and compare this distance with the designed distance between the neutral gear and the A - gear or the B - gear. If the deviation is within the predetermined range, it indicates that the determined neutral - gear position is correct; otherwise, it indicates that the determined neutral - gear position is incorrect. If incorrect, it is necessary to determine it again.

[0046] In addition, this application also provides a control strategy for an automotive power system.

[0047] The automotive power system includes a gearbox and a shift motor. The gearbox includes multi - gear gears, a synchronizer, and a shift fork. The shift motor is internally provided with a sensor, and this sensor can be a Hall sensor.

[0048] The vehicle power system control strategy provided by this application includes a first control mode, and the first control mode includes the following steps: First, use the above-mentioned position determination method to determine the end position of gear A, the end position of gear B, and the neutral position. Then, before the vehicle power system starts, drive the engaging sleeve C of the synchronizer to the end position of gear A, the end position of gear B, or the neutral position, so that the initial position of the engaging sleeve C of the synchronizer is the end position of gear A, the end position of gear B, or the neutral position. Then, after the vehicle power system starts, determine the real-time position of the engaging sleeve of the synchronizer in combination with the initial position of the engaging sleeve of the synchronizer and the rotation angle of the shift motor detected by the sensor of the shift motor.

[0049] Before the vehicle power system starts, the initial position of the engaging sleeve C of the synchronizer is uncertain. For example Figures 3 - 5 As shown, it may be between the end position of gear A and the top dead center position of gear A, or between the end position of gear B and the top dead center position of gear B, or between the top dead center position of gear A and the top dead center position of gear B. Therefore, in the case where the synchronizer position sensor of the vehicle power system fails or the vehicle power system does not have a synchronizer position sensor, it is impossible to know the initial position of the engaging sleeve C of the synchronizer before the vehicle power system starts through the synchronizer position sensor.

[0050] After the above control strategy determines the end position of gear A, the end position of gear B, and the neutral position through the above method, before the vehicle power system starts, drive the engaging sleeve C of the synchronizer to the end position of gear A, the end position of gear B, or the neutral position. In this way, before the vehicle power system starts, the initial position of the engaging sleeve of the synchronizer is known. Thus, after the vehicle power system starts, the real-time position of the engaging sleeve of the synchronizer can be obtained based on the initial position of the engaging sleeve of the synchronizer and the rotation angle of the shift motor, and then gear shifting can be performed.

[0051] Therefore, by adopting the above control strategy, gear shifting can be performed normally in the case where the synchronizer position sensor of the vehicle power system fails or the vehicle power system does not have a synchronizer position sensor.

[0052] Specifically, in the case where the vehicle power system is provided with a synchronizer position sensor, the vehicle power system control strategy provided by this application may further include a second control mode, and the second control mode determines the real-time position of the engaging sleeve of the synchronizer through the synchronizer position sensor. The first control mode is adopted when the synchronizer position sensor fails, and the second control mode is adopted when the synchronizer position sensor is normal.

[0053] Specifically, in the case where the vehicle power system includes an engine and the engine is directly connected to the input shaft of the transmission (instead of being connected through a clutch), the initial position of the engaging sleeve of the synchronizer is located at the neutral position before the vehicle power system starts. In this way, the vehicle can be prevented from shifting when the engine starts.

[0054] The above uses specific examples to elaborate on the principle and implementation manner of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application. It should be noted that for those of ordinary skill in the art of this technology, without departing from the principle of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the protection scope of the claims of the present application.

Claims

1. A method for determining a position, characterized in that: The A gear end point position is determined by the following method: controlling the shift motor to drive the synchronizer's coupling sleeve to move toward the A gear; when the synchronizer's coupling sleeve is blocked and cannot move, controlling the shift motor to drive the synchronizer's coupling sleeve to move a predetermined distance in the reverse direction toward the B gear; and then applying a predetermined torque to the synchronizer; if the synchronizer cannot rotate, the blocked position of the synchronizer is determined as the A gear end point position; if the synchronizer can rotate, the synchronizer is in neutral, the blocked position of the synchronizer is the A gear top tooth position, and controlling the shift motor to drive the synchronizer's coupling sleeve to continue to move toward the A gear; when the synchronizer's coupling sleeve is blocked and cannot move, judging whether the blocked position is the A gear top tooth position or the A gear end point position in combination with the moving stroke; if judging that it is the A gear top tooth position, controlling the synchronizer to vibrate so that the synchronizer's coupling sleeve passes over the A gear top tooth position, until the synchronizer's coupling sleeve is blocked and cannot move again, and then judging the blocked position of the synchronizer again as the A gear end point position; The B gear endpoint position is determined by the following method: controlling the shift motor to drive the synchronizer's coupling sleeve to move toward the B gear; when the synchronizer's coupling sleeve is blocked and cannot move, controlling the shift motor to drive the synchronizer's coupling sleeve to move a predetermined distance in the reverse direction toward the A gear, and then applying a predetermined torque to the synchronizer; if the synchronizer cannot rotate, the blocked position of the synchronizer is determined as the B gear endpoint position; if the synchronizer can rotate, the synchronizer is in neutral, the blocked position of the synchronizer is the B gear top tooth position, and controlling the shift motor to drive the synchronizer's coupling sleeve to continue to move toward the B gear; when the synchronizer's coupling sleeve is blocked and cannot move, judging whether the blocked position is the B gear top tooth position or the B gear endpoint position in combination with the moving stroke; if judging that it is the B gear top tooth position, controlling the synchronizer to vibrate, so that the synchronizer's coupling sleeve passes over the B gear top tooth position, until the synchronizer's coupling sleeve is blocked and cannot move again, and then the again blocked position of the synchronizer is determined as the B gear endpoint position; Wherein, the predetermined distance is configured as follows: when the synchronizer coupling sleeve is blocked and cannot move due to the occurrence of tooth contact with the A gear or the B gear, it is in neutral after moving in the reverse direction by the predetermined distance; when the synchronizer coupling sleeve is blocked and cannot move due to reaching the A gear end position or the B gear end position, it is still meshed with the A gear or the B gear after moving in the reverse direction by the predetermined distance; Among them, the predetermined size of the torque is configured as: greater than the resistance encountered by the synchronizer when it is in neutral, so that the synchronizer in neutral can rotate; less than the resistance encountered by the synchronizer when it is engaged with the A gear gear or the B gear gear, so that the synchronizer engaged with the A gear gear or the B gear gear cannot rotate.

2. The method for determining a position according to claim 1, characterized in that: The neutral position is determined by the following method: recording the rotation angle w of the engagement sleeve of the shift motor driven synchronizer from the A gear end position to the B gear end position or from the B gear end position to the A gear end position, and then controlling the engagement sleeve of the shift motor driven synchronizer to move from the A gear position or the B gear end position to the neutral gear, and then determining the corresponding position of the synchronizer engagement sleeve when the rotation angle of the shift motor reaches w / 2 as the neutral position.

3. The method for determining a position according to claim 2, characterized in that: Whether the determined A gear endpoint position and B gear endpoint position are correct is verified in the following manner: the spacing between A gear and B gear is determined according to the rotation angle w of the shift motor, and the spacing is compared with the designed spacing between A gear and B gear. If the deviation is within the predetermined range, it means that the determined A gear endpoint position and B gear endpoint position are correct; otherwise, it means that the determined A gear endpoint position and B gear endpoint position are incorrect and need to be re-determined.

4. The method for determining a position according to claim 2, characterized in that: Whether the determined neutral position is correct is verified in the following manner: the spacing between neutral and gear A or gear B is determined based on the rotation angle w / 2 of the shift motor, and the spacing is compared with the designed spacing between neutral and gear A or gear B. If the deviation is within the predetermined range, it means that the determined neutral position is correct; otherwise, it means that the determined neutral position is incorrect and needs to be re-determined.

5. A control strategy for a vehicle power system, wherein the vehicle power system comprises a gearbox and a shift motor, wherein the gearbox comprises multi-speed gears, a synchronizer and a shift fork, and the shift motor has a built-in sensor, characterized in that: The automobile power system control strategy includes a first control mode, which is: first, the position determination method described in any one of claims 1 to 4 is used to determine the A gear endpoint position, the B gear endpoint position, and the neutral position, and then before the automobile power system is started, the shift motor is controlled to drive the synchronizer coupling sleeve to the A gear endpoint position, the B gear endpoint position or the neutral position, so that the initial position of the synchronizer coupling sleeve is at the A gear endpoint position, the B gear endpoint position or the neutral position, and then after the automobile power system is started, the real-time position of the synchronizer coupling sleeve is determined in combination with the initial position of the synchronizer coupling sleeve and the rotation angle of the shift motor detected by the sensor of the shift motor.

6. The automotive power system control strategy according to claim 5, characterized in that: When the automobile power system includes an engine and the engine is directly connected to the input shaft of the gearbox, the initial position of the coupling sleeve of the synchronizer is located at the neutral position before the automobile power system is started.

7. The vehicle power system control strategy according to claim 5, wherein the vehicle power system includes a synchronizer position sensor, characterized in that: The control strategy of the automobile power system includes a second control mode, which determines the real-time position of the synchronizer sleeve through the synchronizer position sensor. The first control mode is used when the synchronizer position sensor fails, and the second control mode is used when the synchronizer position sensor is normal.

Images