CN111033073A - Estimation device and estimation method - Google Patents

Estimation device and estimation method Download PDF

Info

Publication number
CN111033073A
CN111033073A CN201880054359.3A CN201880054359A CN111033073A CN 111033073 A CN111033073 A CN 111033073A CN 201880054359 A CN201880054359 A CN 201880054359A CN 111033073 A CN111033073 A CN 111033073A
Authority
CN
China
Prior art keywords
synchronizer
wear
shift
synchronization
engagement
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.)
Granted
Application number
CN201880054359.3A
Other languages
Chinese (zh)
Other versions
CN111033073B (en
Inventor
镰田慎志
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.)
Isuzu Motors Ltd
Original Assignee
Isuzu Motors 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 Isuzu Motors Ltd filed Critical Isuzu Motors Ltd
Publication of CN111033073A publication Critical patent/CN111033073A/en
Application granted granted Critical
Publication of CN111033073B publication Critical patent/CN111033073B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/75—Features relating to adjustment, e.g. slack adjusters
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Mechanical Operated Clutches (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

An estimation device of a synchronization device including a dog gear, a synchronizer sleeve, and a synchronizer ring, the estimation device comprising: a stroke sensor capable of detecting a shift stroke amount of the synchronizer sleeve; a stroke difference calculation unit that calculates a stroke difference, which is a difference between a shift stroke amount at the start of synchronization and a shift stroke amount at the end of engagement, based on a detection value of a stroke sensor obtained when the engagement operation is started; and a wear estimation unit that estimates a wear amount or a wear degree of a synchronization element of the synchronization device based on the stroke difference.

Description

Estimation device and estimation method
Technical Field
The present disclosure relates to an estimation device and an estimation method, and more particularly to a technique for estimating the lifetime of a synchronization device.
Background
A general transmission synchronization device includes: a dog gear fixed to a transmission gear capable of rotating relative to the shaft; a synchronizer hub secured to the shaft opposite the dog teeth wheel; a synchronizer sleeve having inner peripheral teeth meshing with the outer peripheral teeth of the synchronizer hub; and a synchronizer ring disposed between the synchronizer hub and the dog teeth wheel.
This synchronization device is configured to: when the synchronizer ring is pressed by the shifting movement of the synchronizer sleeve, a synchronizing load is generated between the synchronizer ring and the dog gear, and the rotation of these elements is synchronized with the synchronizer sleeve further performing the shifting movement and engaging with the dog gear, thereby synchronously coupling (coming into engagement with) the transmission gear with the shaft.
[ Prior art documents ]
[ patent document ]
Patent document 1: japanese laid-open patent publication No. 2008-064228
Patent document 2: japanese unexamined patent publication No. 2006-329369
Disclosure of Invention
[ problems to be solved by the invention ]
In the above-described synchronization device, when a skip shift operation is performed in which a difference in input/output rotational speeds is large, or when an engagement operation is performed in a state in which the engine is over-rotated, a large load is applied to the synchronization element of the synchronization device, and early wear of the synchronization element is caused. If such wear progresses, an abnormal sound such as gear noise may be generated when the engagement is made, and the driver may feel uncomfortable. Further, if the synchronizing load is hard to be generated due to wear of the synchronizing member, the time for entering the engagement may be prolonged or the entering engagement may fail. Therefore, it is desirable to effectively predict the life of the synchronizing member and appropriately notify the driver.
An object of the present disclosure is to provide an estimation device and an estimation method capable of effectively estimating wear of a synchronization element of a synchronization device.
[ means for solving the problems ]
An estimation device of the present disclosure is an estimation device of a synchronization device including a dog gear fixed to a transmission gear that is rotatable relative to a shaft, a synchronizer sleeve engageable with a synchronizer hub fixed to the shaft and the dog gear, and a synchronizer lock ring provided between the synchronizer hub and the dog gear, the estimation device including:
a stroke sensor capable of detecting a shift stroke amount of the synchronizer sleeve,
a stroke difference calculation unit that calculates a stroke difference, which is a difference between a shift stroke amount at a start of synchronization when the synchronizer sleeve and the synchronizer ring come into contact with each other and a shift stroke amount at an end of engagement when the synchronizer sleeve and the dog gear come into engagement, based on a detection value of the stroke sensor obtained at the time of engagement operation, and
a wear estimation unit that estimates a wear amount or a wear degree of a synchronization element of the synchronization device based on the stroke difference.
Further, an estimation device of the present disclosure is an estimation device of a synchronization device including a dog gear fixed to a transmission gear that is rotatable relative to a shaft, a synchronizer sleeve engageable with a synchronizer hub fixed to the shaft and the dog gear, and a synchronizer ring provided between the synchronizer hub and the dog gear, the estimation device including:
a stroke sensor capable of detecting a shift stroke amount of the synchronizer sleeve,
a load sensor capable of detecting a shift thrust of the synchronizer sleeve,
a required time difference calculation unit that calculates a required time difference between an actual required time from a start of synchronization when the synchronizer sleeve comes into contact with the synchronizer ring to an end of engagement when the synchronizer sleeve engages with the dog gear and a reference required time from the start of synchronization to the end of engagement according to the shift thrust of a new synchronizer, based on detection values of the stroke sensor and the load sensor obtained at the time of engagement, and the required time difference is calculated
A wear estimation portion that estimates a wear amount or a degree of wear of a synchronization element of the synchronization device based on the required time difference.
Preferably, the vehicle further includes a life estimation unit that estimates a remaining life of the synchronization element based on a linear approximation line obtained by linearly approximating data relating to the vehicle travel amount or the number of times of engagement and the wear amount or the degree of wear.
Further, a method of the present disclosure is an estimation method of a synchronization device including a dog gear fixed to a transmission gear that is rotatable relative to a shaft, a synchronizer sleeve engageable with a synchronizer hub fixed to the shaft and the dog gear, and a synchronizer ring provided between the synchronizer hub and the dog gear, the estimation method including:
detecting a shift stroke amount of the synchronizer sleeve,
calculating a stroke difference, which is a difference between a shift stroke amount at a start of synchronization in which the synchronizer sleeve is in contact with the synchronizer ring and a shift stroke amount at an end of engagement in which the synchronizer sleeve is engaged with the dog gear, based on a detection value of the shift stroke amount obtained at the time of engagement action,
estimating an amount or degree of wear of a synchronizing element of the synchronizing device based on the stroke difference.
Further, a method of the present disclosure is an estimation method of a synchronization device including a dog gear fixed to a transmission gear that is rotatable relative to a shaft, a synchronizer sleeve engageable with a synchronizer hub fixed to the shaft and the dog gear, and a synchronizer ring provided between the synchronizer hub and the dog gear, the estimation method including:
detecting the shift stroke amount and the shift thrust of the synchronizer sleeve,
calculating a required time difference between an actual required time from a start of synchronization when the synchronizer sleeve is in contact with the synchronizer ring to an end of engagement when the synchronizer sleeve is engaged with the dog teeth wheel and a reference required time from the start of synchronization to the end of engagement according to a shift thrust of a new synchronizer, based on the detected values of the shift stroke amount and the shift thrust obtained at the time of engagement,
estimating an amount or degree of wear of a synchronizing element of the synchronizing device based on the required time difference.
Effects of the invention
According to the estimation device and the estimation method of the present disclosure, the wear of the synchronization element of the synchronization device can be effectively estimated.
Drawings
Fig. 1 is a schematic cross-sectional view showing a part of a transmission of embodiment 1.
Fig. 2A is a diagram schematically illustrating a part of the process of entering the meshing operation by the synchronizer.
Fig. 2B is a diagram schematically illustrating a part of the process of entering the meshing operation by the synchronizer.
Fig. 2C is a diagram schematically illustrating a part of the process of entering the meshing operation by the synchronizer.
Fig. 2D is a diagram schematically illustrating a part of the process of entering the meshing operation by the synchronizer.
Fig. 3 is a functional block diagram of the electronic control unit of embodiment 1.
Fig. 4 is a schematic timing chart for explaining calculation of the stroke difference according to embodiment 1.
Fig. 5 is a schematic diagram illustrating an example of a wear setting map of embodiment 1.
Fig. 6 is a conceptual diagram showing an example of data on the correlation between the vehicle travel distance and the wear amount (or the degree of wear) used for estimating the lifetime of embodiment 1.
Fig. 7 is a schematic cross-sectional view showing a part of the transmission of embodiment 2.
Fig. 8 is a functional block diagram of the electronic control unit of embodiment 2.
Fig. 9 is a schematic diagram illustrating an example of a reference time setting map according to embodiment 2.
Fig. 10 is a schematic diagram illustrating an example of a wear setting map of embodiment 2.
Detailed Description
Hereinafter, an estimation device and an estimation method according to an embodiment of the present disclosure will be described with reference to the drawings. The same components are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.
[ embodiment 1 ]
Fig. 1 is a schematic cross-sectional view showing a part of a transmission of embodiment 1. The transmission of embodiment 1 is, for example, an Automatic Manual Transmission (AMT), and a main shaft 10 and a counter shaft 11 that are rotatably supported via bearings (not shown) are disposed in parallel with each other in a transmission case 2. The transmission according to embodiment 1 is mounted on a vehicle or the like.
A main gear (an example of a transmission gear) 20 is relatively rotatably supported on the main shaft 10 via a needle bearing 12. Further, the main shaft 10 is provided with a synchronizing device 40 which is disposed adjacent to a side portion of the main gear 20 and selectively and synchronously couples (enters into engagement with) the main gear 20 and the main shaft 10. The main gear 20 includes: an annular hub 21 whose inner circumferential surface is axially supported by the needle roller bearing 12; and a plurality of gear teeth 22 formed at a predetermined pitch on the outer circumference of the hub 21.
A counter gear 30 is provided on the counter shaft 11 so as to be integrally rotatable. The counter gear 30 includes: an annular hub 31 spline-coupled to the counter shaft 11; and gear teeth 32 formed at a predetermined pitch on the outer circumference of the hub 31 and constantly engaged with the gear teeth 22 of the main gear 20.
The synchronization device 40 includes: a synchronizer hub 41 spline-coupled with the main shaft 10; a synchronizer sleeve 42 having inner circumferential teeth 42G meshing with the outer circumferential teeth 41G of the synchronizer hub 41; a dog gear 43 spline-coupled with the hub 21 of the main gear 20; and a synchronizer ring 45 provided between the synchronizer hub 41 and the dog teeth wheel 43.
The synchronizer ring 45 is an example of a synchronizing element, and includes an outer ring 45A located radially outward, an inner ring 45B located radially inward, and an intermediate ring 45C sandwiched between the outer ring 45A and the inner ring 45B. On the outer periphery of the outer ring 45A, synchronizing teeth 45G are provided. A friction surface that can be brought into sliding contact with a tapered portion 43C described later is formed on the inner periphery of the inner ring 45B.
The dog gear 43 is an example of a synchronizing element, and includes an annular hub 43B having a tooth cog 43G on an outer peripheral portion thereof, and a tapered portion 43C formed to protrude from the hub 43B toward the synchronizer hub 41 side. A friction surface inclined with respect to the axial direction is formed on the tapered portion 43C. When the engagement operation is performed, a synchronization load is generated by sliding contact between the friction surface of the inner ring 45B of the synchronizer ring 45 and the friction surface of the tapered portion 43C.
The synchronizer sleeve 42 is an example of a synchronizing element, and a shift fork 50 is integrally movably engaged with an outer peripheral portion thereof. A shift lever 51 is integrally movably coupled to the shift fork 50. An actuator, not shown, for moving the shift lever 51 in the shift direction when the engagement operation is performed is connected to the shift lever 51. The driving of the actuator is controlled in accordance with an instruction signal input from an electronic control unit (hereinafter referred to as ECU)100 in correspondence with the operation of the shift operation device 90.
A shift stroke sensor 80 that detects a shift stroke amount S, a shift position sensor 81 that detects a shift position SP of the shift operation device 90, a vehicle speed sensor 82 that detects a running speed (vehicle speed) of a vehicle on which the transmission of the present embodiment is mounted based on a rotation speed of a propeller shaft (not shown), and the like are electrically connected to the ECU 100.
In the synchronization device 40 configured as described above, the main gear 20 and the main shaft 10 are engaged in synchronization in the sequence of fig. 2A to 2D.
First, as shown in fig. 2A, when the inner peripheral teeth 42G are brought into contact with the synchronizing teeth 45G of the synchronizer ring 45 by the shifting movement of the synchronizer sleeve 42, a synchronizing load is generated between the frictional surface of the dog gear 43 and the frictional surface of the synchronizer ring 45 (hereinafter, a state in which the inner peripheral teeth 42G are brought into contact with the synchronizing teeth 45G and the shifting movement of the synchronizer sleeve 42 is stopped is referred to as "synchronization start"). As described above, when the state in which the synchronization load is generated is maintained, the synchronizer sleeve 42 and the dog teeth 43 rotate in synchronization with each other as a result.
When the synchronizer sleeve 42 is synchronized with the rotation of the dog gear 43 (synchronization is completed), as shown in fig. 2B, the inner peripheral teeth 42G of the synchronizer sleeve 42 pull the synchronizing teeth 45G apart, and the synchronizer sleeve 42 starts moving in the shift direction again.
Thereafter, as shown in fig. 2C, the engagement of the inner peripheral teeth 42G of the synchronizer sleeve 42 with the dog teeth 43G of the dog gear 43 is started, and as shown in fig. 2D, the engagement operation is ended by completely engaging the inner peripheral teeth 42G with the dog teeth 43G (hereinafter, a state in which the inner peripheral teeth 42G and the dog teeth 43G are completely engaged and the shifting movement of the synchronizer sleeve 42 is stopped is referred to as "engagement end").
The ECU100 performs various controls of the vehicle, and is configured to include a known CPU, ROM, RAM, input ports, output ports, and the like. As shown in fig. 3, the ECU100 includes a stroke difference calculation unit 110, a wear estimation unit 120, a life estimation unit 130, and a notification processing unit 140 as partial functional elements. These functional elements are described as elements included in the ECU100 as integrated hardware, but any part of these functional elements may be provided in separate hardware.
The stroke difference calculation unit 110 calculates a stroke difference Δ S, which is a difference between the shift stroke amount S1 at the start of synchronization and the shift stroke amount S2 at the end of engagement, based on the shift stroke amount S input from the shift stroke sensor 80 at the time of engagement operation.
More specifically, as shown in fig. 4, when the synchronization start time t1 is reached from the time t0 at which the engagement operation is started, the stroke difference calculation unit 110 temporarily stores the shift stroke amount S1 acquired by the shift stroke sensor 80 at the start of synchronization. After that, when the rotation synchronization is ended at time t2 and the synchronizer sleeve 42 starts the shift movement again and reaches time t3 at which the engagement is ended, the stroke difference calculation unit 110 calculates the stroke difference Δ S by subtracting the shift stroke amount S1 at the start of synchronization from the shift stroke amount S2 acquired by the shift stroke sensor 80 at the end of the engagement (i.e., S2 to S1). The synchronization start and the engagement completion may be determined based on the sensor value of the shift stroke sensor 80.
The stroke difference Δ S obtained in this way decreases as the wear (degree of wear) of the synchronizing member progresses. That is, as shown by the broken line in fig. 4, the shift stroke amount from the time t0 when the shift movement starts to the time t1 when the synchronization starts increases, and the stroke difference Δ S gradually decreases. This is because, in the synchronizing member, especially when the friction surface of the synchronizer ring 45, which is liable to wear, is worn, the synchronizer ring 45 is relatively moved to the dog teeth wheel 43 side therewith.
When the stroke difference Δ S becomes smaller as the wear of the synchronizing member progresses, the inner peripheral teeth 42G of the synchronizer sleeve 42 abut against the dog teeth 43G of the dog teeth gear 43 before the rotational synchronization, thereby generating gear noise; or a synchronization load generated between the synchronizer ring 45 and the dog teeth wheel 43 is decreased, so that a time required for entering into engagement is prolonged, or the like, to cause a failure in entering into engagement.
The wear estimation unit 120 estimates a wear amount (or a wear degree) W of the synchronization element based on the stroke difference Δ S calculated by the stroke difference calculation unit 110. More specifically, a wear setting map M1 (see fig. 5) showing a relationship between a predetermined stroke difference Δ S and a wear amount (or degree of wear) W of the synchronization element, which is previously created through experiments or the like, is stored in the memory of the ECU 100. In the wear setting map M1, the wear amount (or wear degree) W is set to be larger as the stroke difference Δ S decreases. The wear estimation portion 120 estimates the amount of wear (or the degree of wear) W of the synchronization element by referring to the wear setting map M1 based on the stroke difference Δ S input from the shift stroke amount calculation portion 110.
The life estimation unit 130 estimates that the amount (or degree) W of wear of the synchronization element reaches a predetermined upper threshold W based on the relationship between the amount (or degree) W of wear of the synchronization element estimated by the wear estimation unit 120 and the vehicle travel distance DLim(e.g., 90 to 95% wear amount or degree of wear with respect to a new product) to the remaining life, i.e., the travelable distance DMax。
More specifically, the lifetime estimation unit 130 processes data of the vehicle travel distance D obtained from the sensor value of the vehicle speed sensor 82 and the wear amount (or degree of wear) W of the synchronization element input from the wear estimation unit 120, calculates data on the travel distance D and the wear amount (or degree of wear) W, and stores the data in the memory of the ECU 100.
FIG. 6 is an example of calculated correlation data. The lifetime estimating unit 130 calculates a linear approximation line S1 by linearly approximating the correlation data shown in fig. 6, and calculates the amount of wear (or the degree of wear) reaching the upper threshold W based on the linear approximation line S1LimUpper limit driving distance D ofLim. Further, the lifetime estimation unit 130 estimates the distance D by traveling from the upper limitLimMinus the current driving distance DCurTo calculate the distance D to be travelled until the synchronizing elements of the synchronizing device 40 need to be replacedMax。
The correlation data does not necessarily need to be graphed as shown in fig. 6, and may be stored as numerical data. The correlation data is not limited to the relationship between the wear amount W and the vehicle travel distance, but may be a relationship between the wear amount W and the number of times of engagement entering, or a relationship between the wear amount W and the vehicle travel time. The linear approximation line S1 need not be calculated based on the entire region from the initial stage of wear to the present stage, but may be calculated based on a region E1 from an inflection point C at which the slope of the linear approximation line changes by a predetermined amount or more to the present stage, as shown by a linear approximation line S2 in fig. 6. Alternatively, the linear approximation line S3 may be calculated based on the area E2 from the present to the predetermined travel distance sufficient for evaluating the degree of progress of wear.
Returning to fig. 3, the notification processing unit 140 outputs the distance D to be traveled, which is the remaining life, input from the life estimation unit 130MaxAn indication signal of the display 300 displayed in the cab. Note that the notification method is not limited to display on the display 300, and may be performed by sound from a speaker or the like, not shown.
According to the present embodiment described in detail above, the wear amount (or wear degree) W of the synchronizing elements of the synchronizer 40 is estimated based on the stroke difference Δ S between the shift stroke amount S1 at the start of synchronization and the shift stroke amount S2 at the end of engagement. This makes it possible to estimate the degree of wear of the synchronization element with high accuracy.
In addition, a linear approximation line S is calculated by linearly approximating data relating the amount of wear (or degree of wear) W of the synchronizing member and the vehicle travel distance D, and the distance D to which travel is possible as the remaining life is estimated based on the linear approximation line SMax. This makes it possible to effectively estimate the remaining life of the synchronization element of the synchronization device 40 that changes in accordance with the driving conditions of the vehicle (driving frequency, magnitude of load, etc.), and to grasp an appropriate component replacement timing in advance.
[ 2 nd embodiment ]
Fig. 7 is a schematic cross-sectional view showing a part of the transmission of embodiment 2. The transmission according to embodiment 2 is a Manual Transmission (MT), and the shift operation device 90 is coupled to the shift lever 51 via a link mechanism, a shift paddle, and the like, which are not shown. The transmission according to embodiment 2 is mounted on a vehicle or the like. It is constituted as follows: when the driver selects the shift operation device 90, an arbitrary shift block, not shown, is selected, and the driver shifts the shift operation device 90, so that the shift lever 51 and the shift fork 50 shift integrally. The other basic structure is substantially the same as that of embodiment 1, and therefore, detailed description thereof is omitted.
The diagnostic device according to embodiment 2 includes a load sensor 84 capable of acquiring a shift thrust force F of the shift lever 51 according to the operation force of the driver on the shift operation device 90. The shift propulsion force F detected by the load sensor 84 is input into the ECU200 that is electrically connected.
As shown in fig. 8, ECU200 of embodiment 2 includes a required time difference calculation unit 210, a wear estimation unit 220, a life estimation unit 230, and a notification processing unit 240 as partial functional elements. These functional elements are described as elements included in the ECU200 as integrated hardware, but any part of these functional elements may be provided in separate hardware.
The required time difference calculation unit 210 calculates an actual required time T from the start of synchronization, which varies in accordance with the shift propulsion force F (the operation force of the shift operation device 90 by the driver) at the time of the engagement operation, to the end of engagementActAnd a reference required time T required from the start of synchronization by the new synchronization device 40 to the end of engagementStdThe required time difference Δ T.
More specifically, the memory of the ECU200 stores a predetermined shift propulsion force F and a reference required time T of the new synchronization device 40, which are previously created through experiments or the likeStdReference time setting map M2 (see fig. 9) relating to (a) and (b). In the reference time setting map M2, the reference required time TStdIs set to be shortened as the shift advancing force F becomes larger.
First, when the driver performs a shift operation, required time difference calculation unit 210 uses a timer built in ECU200 to determine an actual required time T from the start of synchronization to the end of engagementActAnd (6) timing. The synchronization start and the engagement completion may be determined based on the sensor value of the shift stroke sensor 80. Then, the required time difference calculation unit 210 calculates the required time T by subtracting the actual required time T from the actual required time TActThe reference required time T read from the reference time setting map M2 in accordance with the shift propulsion force F detected by the load sensor 84 is subtractedStdTo calculate the required time difference Δ T (═ T)Act-TStd)。
The wear estimation section 220 estimates a wear amount (or a degree of wear) W of the synchronization element based on the required time difference Δ T calculated by the required time difference calculation section 210. More specifically, a wear setting map M3 (see fig. 10) showing a relationship between a predetermined required time difference Δ T and a wear amount (or degree of wear) W of the synchronization element, which is previously created through experiments or the like, is stored in the memory of the ECU 200. In the wear setting map M3, the wear amount (or wear degree) W is set to increase as the required time difference Δ T becomes longer. The wear estimation section 220 estimates the amount of wear (or the degree of wear) W of the synchronization element based on the required time difference Δ T input from the required time difference calculation section 210 and with reference to the wear setting map M3.
The lifetime estimation unit 230 and the notification processing unit 240 function in the same manner as the lifetime estimation unit 130 and the notification processing unit 140 of embodiment 1, and therefore, detailed description thereof is omitted.
According to embodiment 2 described in detail above, the shift control device is configured based on the actual required time T from the start of synchronization to the end of engagement based on the shift propulsion force F at the time of engagement operationActAnd a reference required time T required from the start of synchronization of a new product to the end of engagementStdThe required time difference Δ T is used to estimate the amount (or degree) W of wear of the synchronizing elements of the synchronizer 40. Thus, the degree of wear of the synchronization element corresponding to the shift operation force of the driver can be estimated with high accuracy, and the appropriate component replacement timing can be grasped effectively.
The present disclosure is not limited to the above-described embodiments, and can be implemented by being appropriately modified within a scope not departing from the gist of the present disclosure.
For example, the position of the synchronizer 40 is not limited to the main shaft 10 side, and may be the auxiliary shaft 11 side.
The transmission is not limited to the AMT or MT shown in the illustrated example, and may be widely applied to other types of transmissions in which a transmission gear is engaged with a shaft by the synchronizer 40.
The present application is based on japanese patent application published on 8/22/2017 (japanese patent application 2017-159811), the contents of which are hereby incorporated by reference.
[ Industrial availability ]
The estimation device and the estimation method of the present disclosure are useful in estimating the life of the synchronization element of the synchronization device.
[ description of reference numerals ]
10 spindle
11 auxiliary shaft
20 master gear
30 countershaft gear
40 synchronization device
41 synchronizer hub
42 synchronizer sleeve
43 dog teeth wheel
45 synchronizer locking ring
50 shift fork
51 gear shift lever
80 shift stroke sensor
81 shift position sensor
82 vehicle speed sensor
90 shift operating device
100 ECU

Claims (5)

1. An estimation device of a synchronizer provided with a dog gear fixed to a transmission gear that is rotatable relative to a shaft, a synchronizer sleeve engageable with a synchronizer hub and the dog gear fixed to the shaft, and a synchronizer ring provided between the synchronizer hub and the dog gear, the estimation device comprising:
a stroke sensor capable of detecting a shift stroke amount of the synchronizer sleeve,
a stroke difference calculation unit that calculates a stroke difference, which is a difference between a shift stroke amount at a start of synchronization when the synchronizer sleeve and the synchronizer ring come into contact with each other and a shift stroke amount at an end of engagement when the synchronizer sleeve and the dog gear come into engagement, based on a detection value of the stroke sensor obtained at the time of engagement operation, and
a wear estimation unit that estimates a wear amount or a wear degree of a synchronization element of the synchronization device based on the stroke difference.
2. An estimation device of a synchronizer provided with a dog gear fixed to a transmission gear that is rotatable relative to a shaft, a synchronizer sleeve engageable with a synchronizer hub and the dog gear fixed to the shaft, and a synchronizer ring provided between the synchronizer hub and the dog gear, the estimation device comprising:
a stroke sensor capable of detecting a shift stroke amount of the synchronizer sleeve,
a load sensor capable of detecting a shift thrust of the synchronizer sleeve,
a required time difference calculation unit that calculates a required time difference between an actual required time from a start of synchronization when the synchronizer sleeve comes into contact with the synchronizer ring to an end of engagement when the synchronizer sleeve engages with the dog gear and a reference required time from the start of synchronization to the end of engagement according to the shift thrust of a new synchronizer, based on detection values of the stroke sensor and the load sensor obtained at the time of engagement, and calculates a required time difference between the actual required time and the reference required time based on the detection values of the stroke sensor and the load sensor obtained at the time of engagement, and
a wear estimation portion that estimates a wear amount or a degree of wear of a synchronization element of the synchronization device based on the required time difference.
3. The estimation device according to claim 1 or 2, wherein,
the vehicle further includes a life estimation unit that estimates a remaining life of the synchronization element based on a linear approximation line obtained by linearly approximating data relating to the vehicle travel amount or the number of times of engagement and the wear amount or the degree of wear.
4. A method of estimating a synchronizer including a dog gear fixed to a transmission gear that is rotatable relative to a shaft, a synchronizer sleeve engageable with a synchronizer hub and the dog gear fixed to the shaft, and a synchronizer ring provided between the synchronizer hub and the dog gear, the method comprising:
detecting a shift stroke amount of the synchronizer sleeve,
calculating a stroke difference, which is a difference between a shift stroke amount at a start of synchronization in which the synchronizer sleeve is in contact with the synchronizer ring and a shift stroke amount at an end of engagement in which the synchronizer sleeve is engaged with the dog gear, based on a detection value of the shift stroke amount obtained at the time of engagement action,
estimating an amount or degree of wear of a synchronizing element of the synchronizing device based on the stroke difference.
5. A method of estimating a synchronizer including a dog gear fixed to a transmission gear that is rotatable relative to a shaft, a synchronizer sleeve engageable with a synchronizer hub and the dog gear fixed to the shaft, and a synchronizer ring provided between the synchronizer hub and the dog gear, the method comprising:
detecting the shift stroke amount and the shift thrust of the synchronizer sleeve,
calculating a required time difference, which is a difference between an actual required time from a start of synchronization when the synchronizer sleeve is in contact with the synchronizer ring to an end of engagement when the synchronizer sleeve is engaged with the dog teeth wheel and a reference required time from the start of synchronization to the end of engagement according to a shift thrust of a new synchronizer, based on the detected values of the shift stroke amount and the shift thrust obtained at the time of engagement,
estimating an amount or degree of wear of a synchronizing element of the synchronizing device based on the required time difference.
CN201880054359.3A 2017-08-22 2018-08-09 Estimation device and estimation method Active CN111033073B (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2017-159811 2017-08-22
JP2017159811A JP6930286B2 (en) 2017-08-22 2017-08-22 Estimator and estimation method
PCT/JP2018/029867 WO2019039295A1 (en) 2017-08-22 2018-08-09 Estimation apparatus and estimation method

Publications (2)

Publication Number Publication Date
CN111033073A true CN111033073A (en) 2020-04-17
CN111033073B CN111033073B (en) 2021-07-27

Family

ID=65438748

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201880054359.3A Active CN111033073B (en) 2017-08-22 2018-08-09 Estimation device and estimation method

Country Status (3)

Country Link
JP (1) JP6930286B2 (en)
CN (1) CN111033073B (en)
WO (1) WO2019039295A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111536289A (en) * 2020-04-29 2020-08-14 中国核动力研究设计院 Intelligent valve position indicator and automatic compensation control method

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2021110393A (en) 2020-01-10 2021-08-02 トヨタ自動車株式会社 On-vehicle control device
IT202000021697A1 (en) * 2020-09-14 2022-03-14 Cnh Ind Italia Spa METHOD AND SYSTEM FOR MONITORING THE WEAR OF A SYNCHRONIZER DEVICE
CN114674551B (en) * 2022-03-08 2023-10-13 广州机械科学研究院有限公司 Gear abrasion energy monitoring method, device and system and electronic equipment

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002130327A (en) * 2000-10-20 2002-05-09 Isuzu Motors Ltd Synchronizer for speed change gear
CN101055031A (en) * 2006-04-14 2007-10-17 本田技研工业株式会社 Gear shift device for transmission
JP2008064228A (en) * 2006-09-08 2008-03-21 Aisin Ai Co Ltd Synchronizing device
CN201062640Y (en) * 2007-04-06 2008-05-21 洪涛 Stitching type tooth-embedding overrun clutch
JP2008128438A (en) * 2006-11-24 2008-06-05 Toyota Motor Corp Shift control device for transmission
CN201428760Y (en) * 2009-04-20 2010-03-24 洪涛 Self-support press-fit type jaw overrunning clutch
US20120298468A1 (en) * 2008-12-31 2012-11-29 Caterpillar Inc. Piston Actuated Split Input Transmission Synchronizer
CN103511612A (en) * 2012-06-27 2014-01-15 本田技研工业株式会社 Control unit for synchronous engaging device
CN105980740A (en) * 2014-02-06 2016-09-28 丰田自动车株式会社 Vehicle driving system, control apparatus for vehicle driving system and control method for vehicle driving system
JP2017003080A (en) * 2015-06-15 2017-01-05 いすゞ自動車株式会社 Control device of transmission
JP2017129245A (en) * 2016-01-22 2017-07-27 いすゞ自動車株式会社 Control device of transmission

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09280348A (en) * 1996-04-10 1997-10-28 Komatsu Ltd Method and device for detecting wear of clutch of transmission
JP2002071016A (en) * 2000-08-28 2002-03-08 Aisin Ai Co Ltd Gear box for synchromesh transmission
JP4105015B2 (en) * 2003-03-28 2008-06-18 株式会社日立製作所 Control device and control method for automobile

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002130327A (en) * 2000-10-20 2002-05-09 Isuzu Motors Ltd Synchronizer for speed change gear
CN101055031A (en) * 2006-04-14 2007-10-17 本田技研工业株式会社 Gear shift device for transmission
JP2008064228A (en) * 2006-09-08 2008-03-21 Aisin Ai Co Ltd Synchronizing device
JP2008128438A (en) * 2006-11-24 2008-06-05 Toyota Motor Corp Shift control device for transmission
CN201062640Y (en) * 2007-04-06 2008-05-21 洪涛 Stitching type tooth-embedding overrun clutch
US20120298468A1 (en) * 2008-12-31 2012-11-29 Caterpillar Inc. Piston Actuated Split Input Transmission Synchronizer
CN201428760Y (en) * 2009-04-20 2010-03-24 洪涛 Self-support press-fit type jaw overrunning clutch
CN103511612A (en) * 2012-06-27 2014-01-15 本田技研工业株式会社 Control unit for synchronous engaging device
CN105980740A (en) * 2014-02-06 2016-09-28 丰田自动车株式会社 Vehicle driving system, control apparatus for vehicle driving system and control method for vehicle driving system
JP2017003080A (en) * 2015-06-15 2017-01-05 いすゞ自動車株式会社 Control device of transmission
JP2017129245A (en) * 2016-01-22 2017-07-27 いすゞ自動車株式会社 Control device of transmission

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
李兴忠: "自同步牙嵌式离合器啮合机理建模及其啮合成功概率分析", 《传动技术》 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111536289A (en) * 2020-04-29 2020-08-14 中国核动力研究设计院 Intelligent valve position indicator and automatic compensation control method

Also Published As

Publication number Publication date
JP6930286B2 (en) 2021-09-01
JP2019039453A (en) 2019-03-14
CN111033073B (en) 2021-07-27
WO2019039295A1 (en) 2019-02-28

Similar Documents

Publication Publication Date Title
CN111033073B (en) Estimation device and estimation method
CN107076227B (en) Method for adapting a half-engagement point of at least one clutch of a dual clutch
KR20140142665A (en) Method for determining a wear of a clutch
EP1662184A2 (en) Automated manual transmission control apparatus
US11353069B2 (en) Transmission for a vehicle
JP6101217B2 (en) Vehicle hydraulic oil deterioration estimation device
JP5047088B2 (en) Clutch control device
US10245949B2 (en) Method for operating a motor vehicle including an all-wheel drive that can be enabled and disabled by determining an angular acceleration of components, which are uncoupled when the all-wheel drive is disabled
CN108700133B (en) Clutch deterioration detection device and clutch deterioration detection method
JP2011099530A (en) Control device and synchronism start timing acquisition device of mechanical automatic transmission
JP2002071005A (en) Speed change control device for synchronous meshing transmission gear
JP6926758B2 (en) Estimator and estimation method
JP2002106710A (en) Control device for synchronous meshing type automatic transmission
JP4776764B2 (en) Control device for synchronous mesh transmission
CN110139993B (en) Estimation device and estimation method
US11840237B2 (en) Control device and method for controlling a vehicle powertrain to overcome, or avoid, a cog-to-cog condition, computer program, computer-readable medium and vehicle
JP2010223351A (en) Transmission and method of shift control for transmission
US20130053216A1 (en) Method for carrying out a gear shifting operation in automated transmissions
JP5821492B2 (en) Vehicle transmission
EP2428701B1 (en) Method for monitoring a gear-change operation in a motor vehicle provided with a dual-clutch transmission
JP4242189B2 (en) Shift control device
JP2002071016A (en) Gear box for synchromesh transmission
WO2018233757A1 (en) Method for the correct determination of friction energy arising in a clutch as a vehicle fitted with a manual gearbox pulls away
CN114945757B (en) Determination device and determination method
JP7243473B2 (en) Estimation device, estimation method and estimation program

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant