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WO2007071300A1 - Procede de commutation d'une boite de vitesses automatisee - Google Patents

Procede de commutation d'une boite de vitesses automatisee Download PDF

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Publication number
WO2007071300A1
WO2007071300A1 PCT/EP2006/010974 EP2006010974W WO2007071300A1 WO 2007071300 A1 WO2007071300 A1 WO 2007071300A1 EP 2006010974 W EP2006010974 W EP 2006010974W WO 2007071300 A1 WO2007071300 A1 WO 2007071300A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
gear
target
speed
transmission
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/EP2006/010974
Other languages
German (de)
English (en)
Inventor
Karl-Fritz Heinzelmann
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of WO2007071300A1 publication Critical patent/WO2007071300A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • F16H63/502—Signals to an engine or motor for smoothing gear shifts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/023—Clutch engagement rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • 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
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/48—Synchronising of new gear
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • 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
    • F16H61/68—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 stepped gearings
    • F16H61/682—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 stepped gearings with interruption of drive

Definitions

  • the invention relates to a method for switching an automated gearbox according to the preamble of claim 1.
  • Automated manual transmissions correspond in their construction to essentially manual transmissions, but all operations performed by the manual transmissions of the drivers are handled by electronically controlled actuators. This means that, for example, during a downshift, a clutch is opened or the transmission is switched to a neutral position and thus the tractive force or a braking force applied by the engine is interrupted. In the neutral position, a synchronization process is then performed, for example, by conventional synchronous clutches and / or by adjusting the speed of the engine to a target speed corresponding target speed and brief engagement of the clutch, at which speed equality of the gear elements to be switched is made.
  • a traction interruption has in addition to a general impairment of ride comfort, especially in vehicles with high acceleration capacity and especially when switching back on the train, so when switching back on a slope the disadvantage that a loss of speed occurs, which should be avoided.
  • This transmission concept has the advantage that due to the interplay of a clutch and said shift brake clutch in a transmission shift operation, the traction drop, which is usually caused by the opening phase of the clutch, is applied to the transmission output via the operative connection of the shift brake clutch to the main output shaft. Accordingly, the torque of the drive motor is supported during the switching operation at the transmission output.
  • the two clutches are operated overlapping, which is advantageously reduced by the torque support the drive engine torque to a transferable by the shift brake clutch.
  • the shift brake clutch is opened again, and the propulsion of the vehicle is then again via the transmission.
  • Another modern powertrain of a vehicle has a dual-clutch transmission with two parallel, acting on a transmission output shaft part transmissions, which can be alternately coupled via its own coupling with the drive motor.
  • the next gear is preselected in the sub-transmission which is currently not performing, and subsequently the drive load is transmitted to this sub-transmission.
  • the invention has the object to provide a method for switching an automated manual transmission, in which can be kept as short as possible with simple technical means, the period of traction interruption or brake power interruption in the drive train of a vehicle.
  • the invention is based on the finding that it is possible to transmit a driving or braking torque also via a clutch operated during the shifting process with slip.
  • the invention is therefore based on a method for switching an automated gearbox, in which after the interpretation of the current gear and before inserting the target gear in grinding clutch by adjusting the speed of the drive motor to a target gear at least largely corresponding target speed synchronization of the switching Transmission elements takes place.
  • the method comprises the following method steps: a) partially opening the clutch such that a part of the previously introduced torque is transmitted; b) if the current gear is still engaged while the clutch is being engaged, adjusting the speed of the drive motor to the target speed; c) at least substantially reaching the target speed laying out the current gear and inserting the target gear; d) complete engagement of the clutch.
  • the inventive method has a special meaning when switching back in the train operation, so for example when switching back the transmission on a slope.
  • the invention will therefore be explained in more detail using the example of such a switching operation.
  • the traction should remain as possible without significant interruption, so that the vehicle is not slowed down and the engine speed is increased to the higher speed required for the lower gear.
  • switching operation namely when upshifting in overrun, it might be useful to maintain a force applied by the drive motor braking force while the engine speed is reduced to the required for the higher gear lower speed.
  • the clutch is only so far opened before switching to a new gear that it still transmits a required for maintaining a propulsion or a deceleration of the vehicle torque, but at the same time allowed to change the engine speed to a value such in that it at least largely corresponds to the target rotational speed for the gear to be shifted.
  • switching back is to a speed increase, when upshifting a speed reduction of the drive motor required.
  • the transmission Upon reaching the target speed of the drive motor of the current gear is designed so the transmission therefore switched to its neutral position. Once this neutral position is reached, the synchronization of the transmission speed is performed on the at least partially closed clutch. Once this synchronization process is completed, the target gear is engaged and the clutch fully engaged again, whereby the switching operation is completed.
  • the clutch is not fully disengaged at any time.
  • a train or braking force interruption thus arises only in the short period of time in which the transmission is actually in the neutral position and the synchronization of the transmission speed is performed. In this way, the train or brake power interruption can be reduced to an extremely short period of time.
  • the clutch is fully or largely opened to facilitate this process mechanically. Accordingly, according to a further embodiment of the invention, the clutch can also be completely or largely opened shortly when inserting the target gear in order to facilitate this process.
  • Fig. 1 a the time course of the engine speed during a
  • Fig. 1 b shows a relevant course of the coupling position and Fig. 1c the corresponding course of the gear position.
  • Fig. 1 a to 1c illustrate a switching operation of an automated transmission, as it occurs for example when switching back on a slope.
  • the engine speed n has a value n ⁇ the clutch is closed (closed) and in the transmission, the current gear is engaged.
  • the clutch is opened so far that it can slip at least transfer a part of the previously applied torque.
  • the current gear remains switched.
  • the engine speed n is raised by a relevant control command until a speed n 2 is reached at the time t 2 , which at least approximately corresponds to the target speed for the target gear.
  • the current gear is designed so that at time t 3, the transmission assumes a neutral position.
  • the neutral position is reached (t 3 )
  • the synchronization of the transmission speed is achieved via the still partially closed clutch (solid line), which is reached at time t 4 .
  • the target gear is mechanically inserted from the time t 4 ; this process is completed at time ts.
  • the clutch is then fully engaged again. The switching process is then completed.
  • the clutch during the time intervals t 2 to t 3 and t 4 to 5 5 also completely (dashed line) or partially (dash-dotted line ). In any case, in the time interval of the neutral position (t 3 to t 4 ), the clutch must remain closed so far that it can transmit the torque required for the synchronization of the transmission speed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un procédé de commutation d'une boîte de vitesses automatisée selon lequel, après avoir déconnecter le rapport momentané et avant d'introduire le rapport cible, lors du patinage de l'embrayage, les éléments de commutation de la boîte sont synchronisés par réglage du régime du moteur d'entraînement sur un régime cible correspondant au moins sensiblement au rapport cible. Selon l'invention, en début de commutation, l'embrayage est partiellement ouvert pour qu'une partie au moins du couple précédemment induit soit transmise et que la force de traction ne soit pas interrompue. Lorsque le rapport momentané reste enclenché et lors du patinage de l'embrayage, le régime du moteur d'entraînement est réglé au moins approximativement sur le régime cible. Lorsque le régime cible est pratiquement atteint, le rapport momentané est déconnecté, puis l'embrayage partiellement fermé permet de synchroniser le régime de la boîte avant l'introduction du rapport cible. Enfin, l'embrayage est entièrement fermé et la force de traction est intégralement transmise.
PCT/EP2006/010974 2005-12-20 2006-11-16 Procede de commutation d'une boite de vitesses automatisee Ceased WO2007071300A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005060877A DE102005060877A1 (de) 2005-12-20 2005-12-20 Verfahren zum Schalten eines automatisierten Schaltgetriebes
DE102005060877.9 2005-12-20

Publications (1)

Publication Number Publication Date
WO2007071300A1 true WO2007071300A1 (fr) 2007-06-28

Family

ID=37831435

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2006/010974 Ceased WO2007071300A1 (fr) 2005-12-20 2006-11-16 Procede de commutation d'une boite de vitesses automatisee

Country Status (2)

Country Link
DE (1) DE102005060877A1 (fr)
WO (1) WO2007071300A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111946810A (zh) * 2019-05-16 2020-11-17 Zf 腓德烈斯哈芬股份公司 微动时的平稳换挡

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006060285A1 (de) 2006-12-20 2008-06-26 Zf Friedrichshafen Ag Verfahren zur Minimierung einer Zugkraftunterbrechung bei Hochschaltvorgängen
FR2927970B1 (fr) * 2008-02-27 2010-05-07 Peugeot Citroen Automobiles Sa Procede de passage descendant avec couple moteur positif, pour boite de vitesses a crabots
FR2927969B1 (fr) * 2008-02-27 2010-05-07 Peugeot Citroen Automobiles Sa Procede de passage descendant avec couple moteur negatif, pour boite de vitesses a crabots

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0150583A2 (fr) * 1983-12-05 1985-08-07 Industries Development Corporation (International Services) Co. Ltd. Transmission automatique
FR2794512A1 (fr) * 1999-06-04 2000-12-08 Renault Procede de controle de changement de vitesses sous couple
US20010011484A1 (en) * 1999-12-17 2001-08-09 Gunter Ruhle Automated drive train for a motor vehicle and method of controlling a drive train
DE10135327A1 (de) * 2001-07-19 2003-01-30 Daimler Chrysler Ag Automatisiertes Zahnräderwechselgetriebe und Verfahren zum Gangwechsel bei einem solchen

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3334710A1 (de) * 1983-09-26 1985-04-04 Wabco Westinghouse Fahrzeug Einrichtung zum schalten eines stufenwechselgetriebes
SE502807C2 (sv) * 1994-05-13 1996-01-22 Scania Cv Ab Förfarande för styrning av motormomentet vid växling
DE19908602A1 (de) * 1999-02-27 2000-09-14 Getrag Getriebe Zahnrad Automatisierter Antriebsstrang für ein Kraftfahrzeug und Verfahren zum Steuern eines Antriebsstranges
DE102004002283A1 (de) * 2004-01-16 2005-08-18 Zf Friedrichshafen Ag Antriebsvorrichtung mit einem Schaltgetriebe

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0150583A2 (fr) * 1983-12-05 1985-08-07 Industries Development Corporation (International Services) Co. Ltd. Transmission automatique
FR2794512A1 (fr) * 1999-06-04 2000-12-08 Renault Procede de controle de changement de vitesses sous couple
US20010011484A1 (en) * 1999-12-17 2001-08-09 Gunter Ruhle Automated drive train for a motor vehicle and method of controlling a drive train
DE10135327A1 (de) * 2001-07-19 2003-01-30 Daimler Chrysler Ag Automatisiertes Zahnräderwechselgetriebe und Verfahren zum Gangwechsel bei einem solchen

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111946810A (zh) * 2019-05-16 2020-11-17 Zf 腓德烈斯哈芬股份公司 微动时的平稳换挡
CN111946810B (zh) * 2019-05-16 2023-10-31 Zf 腓德烈斯哈芬股份公司 微动时的平稳换挡

Also Published As

Publication number Publication date
DE102005060877A1 (de) 2007-06-21

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