Transmission Drag Torque Coefficient from Shift Synchronization
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Solution Overview
Problem
Current methods for determining the drag torque coefficient in transmissions are inefficient, often requiring specialized operating routines that are not compatible with normal conditions, leading to sporadic and disruptive data collection, which hinders the achievement of faster, smoother, and quieter gear shifts.
Innovation Solution
A method and system that determine the drag torque coefficient by performing rotational speed synchronization, obtaining initial and final rotational speeds, synchronization time, and synchronization torque, and using these parameters to calculate the drag torque coefficient, allowing for frequent and accurate identification without disrupting normal operation, and enabling the mapping of the coefficient as a function of transmission temperature.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If specialized operating routines are used to determine drag torque coefficient, then measurement precision is improved, but productivity deteriorates due to sporadic data collection and disrupted normal operation
Solution Approach 1:
The transmission system determines the drag torque coefficient automatically during normal operation using existing sensors and control units. The system serves itself by utilizing routine operational data (rotational speeds, synchronization torque, time period) to calculate the coefficient without requiring separate measurement routines or external intervention, thereby enabling continuous determination without disrupting normal function
Solution Approach 2:
The drag torque coefficient is determined continuously during each gear shift operation rather than through periodic specialized routines. By utilizing the synchronization process that already occurs during normal gear changes, the system maintains continuous measurement capability without interrupting transmission operation, transforming discrete measurement events into a continuous monitoring process
2Measurement precision
If specialized operating routines are used to determine drag torque coefficient, then measurement precision is improved, but loss of time increases due to disrupted normal operation
Solution Approach 1:
The drag torque coefficient determination is merged with the existing gear shift synchronization process. The control unit utilizes data already collected during synchronization (initial rotational speed, final rotational speed, synchronization torque, time period) to simultaneously achieve both gear shifting and coefficient determination, eliminating separate measurement routines and their associated time losses
3Productivity
If frequent determination of drag torque coefficient is implemented, then productivity is improved, but device complexity increases
Solution Approach 1:
The system uses existing sensors and control units already present in the transmission to determine the drag torque coefficient. No additional measurement devices or complex external systems are required - the existing control unit processes available data (rotational speeds, torque, time) to calculate the coefficient, maintaining simplicity while enabling frequent determination
Solution Approach 2:
The control unit performs multiple functions: it manages gear shift synchronization and simultaneously determines the drag torque coefficient using the same operational data. This multi-functionality allows frequent coefficient determination without adding dedicated measurement equipment, as the existing control system handles both tasks
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enables frequent and accurate identification of the drag torque coefficient, facilitating faster, smoother, and quieter gear shifts, and providing valuable data for maintenance and lubrication status monitoring without affecting driver experience.
Implementation Method 1
application of synchronisation torque to a first transmission component
Implementation Method 2
determining a drag torque coefficient
Implementation Method 3
total moment of inertia associated with the first transmission component
Data Source
AI summary
A method for determining a drag torque coefficient of a transmission includes performing rotational speed synchronisation involving application of synchronisation torque to a first transmission component, and obtaining an initial rotational speed of the first transmission component before the rotational speed synchronisation, and a final rotational speed of the first transmission component after the rotational speed synchronisation, and time period for performing the rotational speed synchronisation. Also, obtaining information relating to a level of the synchronisation torque applied to the first transmission component during the rotational speed synchronisation, and information relating to a total moment of inertia associated with the first transmission component. In addition, determining the drag torque coefficient based on the obtained initial rotational speed, the obtained final rotational speed, the obtained time period, the level of the applied synchronisation torque and the total moment of inertia associated with the first transmission component.