[go: up one dir, main page]

WO2018129444A1 - Procédés de changement de mode non synchrone multi-mode pour transmission planétaire de type à billes - Google Patents

Procédés de changement de mode non synchrone multi-mode pour transmission planétaire de type à billes Download PDF

Info

Publication number
WO2018129444A1
WO2018129444A1 PCT/US2018/012768 US2018012768W WO2018129444A1 WO 2018129444 A1 WO2018129444 A1 WO 2018129444A1 US 2018012768 W US2018012768 W US 2018012768W WO 2018129444 A1 WO2018129444 A1 WO 2018129444A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
cvp
speed ratio
mode
commanding
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US2018/012768
Other languages
English (en)
Inventor
Korneel BOLLE
Jeffrey M. DAVID
Jerome JANSSENS
Gordon M. Mcindoe
T. Neil MCLEMORE
Travis J. Miller
Sebastian J. PETERS
Thomas J. VYNCKE
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dana Ltd
Original Assignee
Dana Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dana Ltd filed Critical Dana Ltd
Publication of WO2018129444A1 publication Critical patent/WO2018129444A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/664—Friction gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H2061/6601—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with arrangements for dividing torque and shifting between different ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H2061/6604—Special control features generally applicable to continuously variable gearings
    • F16H2061/6614—Control of ratio during dual or multiple pass shifting for enlarged ratio coverage

Definitions

  • Continuously variable transmissions (CVT) and transmissions that are substantially continuously variable are increasingly gaining acceptance in various applications.
  • the process of controlling the ratio provided by the CVT is complicated by the continuously variable or minute gradations in ratio presented by the CVT.
  • the range of ratios that are available to be implemented in a CVT are not sufficient for some applications.
  • a transmission is capable of implementing a combination of a CVT with one or more additional CVT stages, one or more fixed ratio range splitters, or some combination thereof in order to extend the range of available ratios.
  • the combination of a CVT with one or more additional stages further complicates the ratio control process, as the transmission will have multiple configurations that achieve the same final drive ratio.
  • creep As used herein, “creep”, “ratio droop”, or “slip” is the discrete local motion of a body relative to another and is exemplified by the relative velocities of rolling contact components such as the mechanism described herein.
  • traction drives the transfer of power from a driving element to a driven element via a traction interface requires creep.
  • creep in the direction of power transfer is referred to as “creep in the rolling direction.”
  • the driving and driven elements experience creep in a direction orthogonal to the power transfer direction, in such a case this component of creep is referred to as "transverse creep.”
  • the continuously variable device 176 includes a variator 304 having a first traction ring assembly 305 and a second traction ring assembly 306.
  • the variator 304 is configured such as the variator depicted in FIGS. 1-3.
  • the continuously variable device 176 includes a first planetary gear set 307 having a first ring gear 308, a first planet carrier 309, and a first sun gear 310.
  • the first planetary gear set 307 is sometimes referred to herein as "the input split planetary gear set” having a ring to sun ratio represented by the term "RTS”.
  • the first ring gear 308 is operably coupled to the first traction ring assembly 305.
  • the first planet carrier 309 is operably coupled to the first rotatable shaft 178.
  • the second planetary gear set 185 has a second ring gear 186, a second planet carrier 187, and a second sun gear 188.
  • the second sun gear 188 is coupled to the third-and-fourth mode clutch 184 through a one-way clutch 194.
  • the third-and-fourth mode clutch 184 is operably coupled to the forward mode clutch 180.
  • the second ring gear 186 is coupled to the third-and-fourth mode clutch 184.
  • the multiple speed gear box 177 includes a third planetary gear set 189 having a third ring gear 190, a third planet carrier 191, and a third sun gear 192.
  • the third sun gear 192 is coupled to the second-and-fourth mode clutch 183 and the reverse clutch 181.
  • the clutch pressure is controlled to shape the desired transmission output torque while the variator speed ratio is reduced to cover the main part of the clutch synchronization.
  • the engine provides extra torque during the shift if no loss of acceleration is allowed. This method allows for seamless shifts as long as the engine has sufficient torque capacity left to compensate for the complete transmission torque ratio variation during the torque phase.
  • the variator If the variator is pushed to full overdrive, the variator is allowed to begin the return to underdrive as long as the off-going slip speed is not reversed. This decreases the necessary engine torque to compensate for the output torque loss.
  • the variator continues to move toward an underdrive ratio (inertia/sync phase). This method provides a range of conditions for which a seamless shift is achievable is increased.
  • a mode shift process 140 is implemented in the transmission control module 104.
  • the mode shift process 140 starts at a start state 141 and proceeds to a block 142 where a number of signals are received.
  • the block 142 receives a CVP speed ratio, a first clutch pressure, a second clutch pressure, an engine torque, and output torque, and a transmission speed ratio, among others.
  • the mode shift process 140 proceeds to a first evaluation block 143 where the CVP speed ratio is compared to an upper shift threshold parameter.
  • the upper shift threshold parameter is a calibrateable parameter stored in memory and is indicative of a CVP speed ratio at which a shift to another operating mode is desirable.
  • a mode shift process 160 is implemented in the transmission control module 104.
  • the mode shift process 160 starts at a start state 161 and proceeds to a block 162 where a number of signals are received.
  • the block 162 receives a CVP speed ratio, a first clutch pressure, a second clutch pressure, an engine torque, and a transmission speed ratio, among others.
  • the mode shift process 160 proceeds to a first evaluation block 163 where the CVP speed ratio is compared to an upper shift threshold parameter.
  • the upper shift threshold parameter is a calibrateable parameter stored in memory and is indicative of a CVP speed ratio at which a shift to another operating mode is desirable.
  • the upper shift threshold parameter is stored in a variety of look-up tables corresponding to upshift and downshift conditions. If the first evaluation block 163 returns a false result, indicating that the CVP speed ratio is not at the upper shift threshold, then the mode shift process 160 proceeds back to the block 162. If the first evaluation block 163 returns a true result, indicating that the CVP speed ratio is at the upper shift threshold, then the mode shift process 160 proceeds to a block 164.
  • the mode shift process 160 commands an increase in pressure for the on-coming clutch at the block 164.
  • the mode shift process 160 proceeds to a block 165 where a command to decrease the pressure in the off-going clutch is issued. The command to decrease the pressure in the off-going clutch results in slipping of the off-going clutch.
  • the lower shift threshold parameter is a calibrateable parameter stored in memory and is indicative of a CVP speed ratio at which the change in the CVP speed ratio is complete. In some embodiments, the lower shift threshold parameter is indicative of a lower limit of the CVP speed ratio of the on-coming mode. For example, in a shift from mode 1 to mode 2, the lower shift threshold parameter is optionally set as an underdrive speed ratio. In some embodiments, for a downshift from mode 2 to mode 1, the lower shift threshold parameter is an overdrive speed ratio. In some embodiments, the lower shift threshold parameter is stored in a variety of look-up tables corresponding to upshift and downshift conditions. If the third evaluation block 171 returns a false result, the mode-shift process 160 returns to the block 169. If the third evaluation block 171 returns a true result, the mode-shift process 160 proceeds to an end state 172. Thereafter, the transmission controller 104 is optionally configured to command pressure to the on-coming clutch to smoothly synchronize the on-coming clutch.
  • the downshift process 210 proceeds back to the block 212. If the first evaluation block 213 returns a true result, indicating that the CVP speed ratio is at the lower shift threshold, then the downshift process 210 proceeds to a second evaluation block 214 where a torque direction of the off-going clutch is compared to the torque direction of the on-coming clutch. If the second evaluation block 214 returns a true result indicating that the torque direction of the on-coming clutch is the same as the direction of the off-going clutch, the downshift process 210 proceeds to a block 215.
  • the block 215 is configured to execute a braking downshift process.
  • the slip speed of the clutch is the difference between the speed into the clutch and the speed out of the clutch.
  • torque direction is the product of the sign of the speed into the clutch and the sign of the slip speed.
  • the braking downshift process 215 begins at a start state 230 and proceeds to a block 231 where a command is sent to increase pressure in the on-coming clutch.
  • the braking downshift process 215 proceeds to a first evaluation block 232 where engagement of the on-coming clutch is evaluated. If the first evaluation block 232 returns a false result indicating that the on-coming clutch is not engaged, the braking downshift process 215 returns to the block 231. If the first evaluation block 232 returns a true result indicating that the on-coming clutch is engaged, the braking downshift process 215 proceeds to a block 233 where a command is send to disengage the off-going clutch.
  • the braking downshift process 215 proceeds to a third evaluation block 248 where the CVP speed ratio is compared to a lower shift threshold. If the third evaluation block 248 returns a false result indicating that the CVP speed ratio is below the lower shift threshold, the braking downshift process 215 returns to the block 244. If the third evaluation block 248 returns a true result indicating that the CVP speed ratio is at the upper shift threshold, the braking downshift process 215 proceeds to an end state 249.
  • the output torque control process 218 begins at a start state 260 and proceeds to a first evaluation block 261 where a desired kick-down is determined.
  • a desired kick-down refers to the condition when there is a sudden increase in output torque demand, for example when the accelerator or throttle pedal is pushed completely to the floor in an instant.
  • coastdown refers to the condition when there is a less severe torque demand, for example driving from a flat road up a hill, a downshift to be able to maintain to the same output speed. If the first evaluation block 261 returns a true result indicating that a kick-down is desired, the output torque control process 218 proceeds to a block 262 where a command is sent to decrease the pressure in the off-going clutch.
  • the output torque control process 2.18 then proceeds to an end state 263. If the first evaluation: block 261 returns a false result indicating that a coastdown is desired, the output torque control process 218 proceeds to a second evaluation block 264 to evaluate available engine torque. If the second evaluation block 264 returns a false result indicating that there is no engine torque available, the output torque control process 218 proceeds to a block 265 configured to issue two simultaneous commands: a command to change the CVP speed ratio towards overdrive and a command to decrease pressure in the off-going clutch. The output torque control process 218 proceeds to the end state 263. If the second evaluation block 264 returns a true result indicating that engine torque is available, the output torque control process 218 proceeds to a block 266. The block 266 is configured to issue simultaneous commands to change the CVP speed ratio toward overdrive and use engine torque to control the output torque. The output torque control process 218 proceeds to an end state 263.
  • closed loop output torque disturbance tracking is possible if torque sensor is equipped for production, or used during development and calibration to develop open loop control tables to execute shift if sensor is thrifted.
  • a control actuator for closed loop can be variator ratio and/or slip speed profile of oncoming/off-going clutch.
  • a method to reduce inertia "bump" when ongoing clutch transitions from slow to zero slip should allow a small margin or "safety margin" between the corresponding ratio angle and the ratio angle where the ratio mechanism is physically limited from further shift.
  • the safety margin is optionally selected to correspond to any mechanical or physical backlash in a shift actuator equipped on the variator or on the shift stop of the variator.
  • the pressure supply to the ratio control valve should be limited to a very small percentage greater than the actual control pressure, for example the ratio control valve supply pressure is set to less than 1% above the actual control pressure.
  • the limiting device should have a bypass or "blow off function and a definable time response.
  • the CVD further includes a CVD input planetary gear set having a ring gear, a planet carrier, and a sun gear, wherein the planet carrier is operably coupled to the first rotatable shaft, the ring gear is coupled to the first traction ring assembly, and the sun gear is coupled to the second traction ring assembly.
  • the CVD further includes a multiple speed gearbox having a plurality of selectable operating modes, wherein the multiple speed gearbox is operably coupled to the second traction ring assembly and the sun gear.
  • the controller is configured to control a CVP speed ratio, the plurality of selectable operating modes, and an output torque of the multiple speed gearbox within a calibrateable range.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

La présente invention concerne un système de commande d'une transmission à variation continue à modes multiples munie d'un variateur planétaire à billes. Le système de commande comprend un module de commande de transmission configuré pour recevoir une pluralité de signaux d'entrée électroniques et pour déterminer un mode de fonctionnement parmi une pluralité de plages de commande sur la base, au moins en partie, de la pluralité de signaux d'entrée électroniques. Le système de commande met en œuvre un procédé destiné à commander un changement d'embrayage à embrayage d'un entraînement à variation continue (CVD) ayant un variateur planétaire à bille (CVP), le CVP étant accouplé fonctionnellement à une boîte de vitesses à vitesses multiples ayant un premier embrayage correspondant à un premier mode de fonctionnement sélectionnable et un second embrayage correspondant à un second mode de fonctionnement sélectionnable.
PCT/US2018/012768 2017-01-09 2018-01-08 Procédés de changement de mode non synchrone multi-mode pour transmission planétaire de type à billes Ceased WO2018129444A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US201762444015P 2017-01-09 2017-01-09
US62/444,015 2017-01-09
US201762450355P 2017-01-25 2017-01-25
US62/450,355 2017-01-25

Publications (1)

Publication Number Publication Date
WO2018129444A1 true WO2018129444A1 (fr) 2018-07-12

Family

ID=61074557

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2018/012768 Ceased WO2018129444A1 (fr) 2017-01-09 2018-01-08 Procédés de changement de mode non synchrone multi-mode pour transmission planétaire de type à billes

Country Status (1)

Country Link
WO (1) WO2018129444A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20250018386A (ko) * 2022-05-03 2025-02-05 엔비올로 비.브이. 지속 가변 유성(cvp) 허브에 정합된 메카트로닉 장치의 수동 교정

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3406597A (en) * 1964-12-01 1968-10-22 Nat Res Dev Continuously variable ratio transmission system and control system therefor
US8469856B2 (en) 2008-08-26 2013-06-25 Fallbrook Intellectual Property Company Llc Continuously variable transmission
US8870711B2 (en) 2008-10-14 2014-10-28 Fallbrook Intellectual Property Company Llc Continuously variable transmission
WO2016182838A1 (fr) * 2015-05-08 2016-11-17 Dana Limited Procédé de commande pour changement de vitesse synchrone d'une transmission comprenant un mécanisme planétaire à variation continue

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3406597A (en) * 1964-12-01 1968-10-22 Nat Res Dev Continuously variable ratio transmission system and control system therefor
US8469856B2 (en) 2008-08-26 2013-06-25 Fallbrook Intellectual Property Company Llc Continuously variable transmission
US8870711B2 (en) 2008-10-14 2014-10-28 Fallbrook Intellectual Property Company Llc Continuously variable transmission
WO2016182838A1 (fr) * 2015-05-08 2016-11-17 Dana Limited Procédé de commande pour changement de vitesse synchrone d'une transmission comprenant un mécanisme planétaire à variation continue

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20250018386A (ko) * 2022-05-03 2025-02-05 엔비올로 비.브이. 지속 가변 유성(cvp) 허브에 정합된 메카트로닉 장치의 수동 교정
KR102855498B1 (ko) 2022-05-03 2025-09-04 엔비올로 비.브이. 지속 가변 유성(cvp) 허브에 정합된 메카트로닉 장치의 수동 교정

Similar Documents

Publication Publication Date Title
US10428915B2 (en) Infinitely variable transmissions, continuously variable transmissions, methods, assemblies, subassemblies, and components therefor
US10030594B2 (en) Abuse mode torque limiting control method for a ball-type continuously variable transmission
US20170284508A1 (en) Planetary Powertrain Configuration with a Ball Variator Continuously Variable Transmission Used as a Powersplit
US10689001B2 (en) Method for non-microslip based dual clutch transmission power on up shift
US20180363777A1 (en) A method of making a synchronous shift between two modes of a mutli-mode continously variable transmission
US8568271B2 (en) System and method to prevent shift hunting in a powertrain
US20170082193A1 (en) Simulated stepped gear ratio control method for a ball-type continuously variable transmission
WO2018129444A1 (fr) Procédés de changement de mode non synchrone multi-mode pour transmission planétaire de type à billes
US20180328473A1 (en) Fixed Mode Clutch Control Methods For A Multi-Mode Ball-Type Continuously Variable Transmission
US20190063602A1 (en) Control Method For Torque Vectoring Using A Ball-Type Continuously Variable Transmission
US20190154147A1 (en) Non-synchronous shift control method and assemblies for continuously variable transmissions
US20180186358A1 (en) Method For Control Of A Ball Planetary Type Continuously Variable Transmission Using Fuzzy Logic
CN109695680B (zh) 用于车辆推进系统中无级变速器的控制系统
US20180372199A1 (en) Multi-mode cvp transmission with geared launch and reverse modes
WO2018160360A1 (fr) Procédés de commande de changement de vitesse annulé et de changement de vitesse de transition pour une transmission à variation continue du type à billes à modes multiples
US9964203B2 (en) Passive method of preventing ball axle movement during a rollback event in a ball-planetary type continuously variable transmission
WO2018128829A1 (fr) Procédé de diagnostic de commande d'un entraînement à variation continue ayant une transmission à variation continue de type planétaire à billes
US20180187624A1 (en) Method For Control Of A Ball Planetary Type Continuously Variable Transmission During Engine Braking
WO2017196787A1 (fr) Transmission à variation continue à trajets de puissance fixe et variable
US20190063588A1 (en) Control Methods During Over Temperature Operation Of A Ball-Type Continuously Variable Transmission
WO2017201355A1 (fr) Configurations de groupe motopropulseur planétaire dotées d'une transmission à variation continue munie d'un variateur à billes, utilisées comme répartition de puissance
US20190136969A1 (en) Control method for prediction, detection, and compensation of torque reversal during synchronous shifting of a ball-type continuously variable planetary
US20180335137A1 (en) Control Method For A Ball-Type CVT At Unity Speed Ratio
WO2018013750A1 (fr) Procédé de détection du saut de came dans une transmission à variation continue planétaire du type à billes
WO2017075225A1 (fr) Configurations de groupe motopropulseur multimode dotées de transmission à variation de vitesse continue munie de variateur à bille, utilisées comme répartition de puissance

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18701975

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 18701975

Country of ref document: EP

Kind code of ref document: A1