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WO2008104148A1 - Procédé et dispositif de commande des embrayages d'une boîte de vitesses à couplage parallèle lors d'un changement de vitesse - Google Patents

Procédé et dispositif de commande des embrayages d'une boîte de vitesses à couplage parallèle lors d'un changement de vitesse Download PDF

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Publication number
WO2008104148A1
WO2008104148A1 PCT/DE2008/000251 DE2008000251W WO2008104148A1 WO 2008104148 A1 WO2008104148 A1 WO 2008104148A1 DE 2008000251 W DE2008000251 W DE 2008000251W WO 2008104148 A1 WO2008104148 A1 WO 2008104148A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
clutch
power
gear
receiving
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/DE2008/000251
Other languages
German (de)
English (en)
Inventor
Jürgen BENZ
Marian Preisner
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.)
Schaeffler Buehl Verwaltungs GmbH
LuK Lamellen und Kupplungsbau GmbH
Original Assignee
LuK Lamellen und Kupplungsbau Beteiligungs KG
LuK Lamellen und Kupplungsbau GmbH
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 LuK Lamellen und Kupplungsbau Beteiligungs KG, LuK Lamellen und Kupplungsbau GmbH filed Critical LuK Lamellen und Kupplungsbau Beteiligungs KG
Priority to DE112008000375.0T priority Critical patent/DE112008000375B4/de
Priority to KR20097018137A priority patent/KR101510909B1/ko
Publication of WO2008104148A1 publication Critical patent/WO2008104148A1/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
    • F16H61/04—Smoothing ratio 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
    • 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
    • F16H61/0437—Smoothing ratio shift by using electrical signals
    • 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
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • 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
    • 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
    • F16H2306/44—Removing torque from current gears
    • 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
    • F16H2306/52—Applying torque to new gears
    • 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
    • F16H61/684—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 without interruption of drive
    • F16H61/688—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 without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches

Definitions

  • the application relates to a method and apparatus for controlling the clutches of a parallel shift transmission during a gearshift.
  • Such methods and devices are used to control clutches of automatic transmissions in automobiles.
  • Such parallel gearbox or dual-clutch gearbox find because of the possible driving comfort gain, the possible fuel savings and the possible traction interruption-free gear changes increasingly use in vehicles.
  • One example is, at the beginning of the gear change, the initially fully-engaged and power-outputting clutch associated with the old gear to be slipped into slipping operation, during which slipping operation progressively closes the load-accepting clutch associated with the new gear until it is approximately slip-free, and then fully open the power-outputting clutch.
  • the adjustment of the power-outputting clutch in slip operation usual, in addition, an engine intervention in order to avoid in particular a high rotation of the engine.
  • the engaging clutch builds torque capacity in the slip region and the power output clutch torque capacity off.
  • the power-outputting clutch has a higher torque capacity than is necessary to maintain its adhesive state, wherein the torque capacity of the power-outputting clutch before the torque capacity of the power-receiving clutch reaches the full drive torque is reduced so far that the power-outputting clutch and the load-accepting Clutch both torque slipping transmitted a certain time.
  • the gear change of an output gear in a target gear in which a torque transfer from a power-outputting clutch to a power-receiving clutch, increases the transmittable torque of the power-receiving clutch up to the instantaneous engine torque and simultaneously reduced the transmittable torque of the power-outputting clutch.
  • the total torque from the transmittable torques of the power-outputting clutch and the power-receiving clutch is at least temporarily greater than the instantaneous engine torque, wherein the power-receiving clutch is maintained in over-pressure. This ensures that no slippage occurs at one of the two clutches, for example, in Switzerlandrochscigenen or push downshifts on the power output clutch.
  • the load-accepting coupling is liable for train downshifts and shear upshifts.
  • it is then attempted to reduce the sum torque to approximately the instantaneous engine torque, so that through this Advantageous design can be controlled via emerging slip, whether the power-receiving coupling transmits the torque assumed by the controller.
  • This reduction to the instantaneous engine torque is preferably accomplished by increasing the transmissible torque of the power-receiving clutch less, that is, at a lower pitch rate than in the initial phase of the overlap, wherein the rate of reduction or degradation rate of the transmissible torque of the power-outputting clutch is kept essentially unchanged throughout the overlap.
  • Fig. 1 shows a schematic diagram of a dual-clutch transmission with control device
  • Fig. 2 is a diagram for explaining the method according to the invention, wherein a pull upshift is shown;
  • FIG. 3 shows an alternative shift strategy according to the method of the invention in a pull upshift
  • Fig. 4 shows a still further strategy in a pull upshift according to the inventive method.
  • a double-clutch or parallel-shift transmission known per se has a drive shaft 6 which is driven, for example, by an internal combustion engine and which is non-rotatably connected to two input shafts 8 and 10.
  • the torque flow from the drive shaft 6 in the input shafts 8 and 10 is selectively controllable via a respective clutch K1 and K2.
  • different ratios are switchable via pairs of wheels, of which only one is shown.
  • 12 different wheel pairs are switchable between the input shaft 10 and the output shaft, of which only one is shown.
  • To actuate the clutches K1 and K2 are actuators 14 and - A -
  • actuators 18 and 20 are provided.
  • the outputs each one of the actuators and control the inputs 28 are connected to unillustrated sensors of the vehicle or vehicle powertrain, such as a sensor for detecting the position of an accelerator pedal, a sensor for detecting the engine speed or the rotational speed of the drive shaft 6, a sensor for detecting the rotational speed of the output shaft 12 or sensors for detecting the rotational speed of the driven vehicle wheels, a sensor for detecting the position of Gereteichlhebels etc .
  • the illustrated control device 26 may be connected via a bus system with other control devices of the vehicle, such as an engine control unit with which a power actuator of the engine is controlled.
  • the actuators 14, 16, 18 and 20 may be designed, for example, as a hydraulic actuating cylinder, the pressure of which is controlled by a controlled by the control device 26 hydraulic system.
  • the actuators may include electric motors as needed to drive an actuator.
  • the position of the actuator can be advantageously detected by a sensor, so that the functional state is known in each case.
  • the torque which can be transmitted by the clutch is important for the function of a clutch and is stored as a curve in a memory of the control device 26, which indicates the transmittable clutch torque depending on the position of a clutch actuator, for example a clutch actuating lever.
  • a clutch actuator for example a clutch actuating lever.
  • the power-receiving clutch in the above example the clutch K2
  • the power-outputting clutch in the above example the clutch K1
  • reduces torque capacity at a rate which is between the initial state closed clutch and the final state with the clutch open is substantially constant.
  • the load-accepting clutch K2 continues to move as the power-outputting clutch K1 opens. This results in that the sum of the transmittable torques of the clutches K1, K2 is greater than an output torque MA of the drive or motor shaft 6.
  • Figure 2 shows an example of the design for a pull upshift. From a point in time t1, the load-accepting clutch K2 is initially closed further than would be necessary. This causes the clutch K2 to have a transmittable clutch torque MK2 that is greater than a limit torque MG at which the clutch K2 has a torque capacity increase rate that is constant between the initial and final state of the overlap. This also means that the total torque MS from the transferable clutch torque MK1 of the slipping state clutch K1 and the transferable torque MK2 of the clutch K2 is greater than the instantaneous engine torque MA.
  • the point at which the power-receiving clutch approaches or grinds to MG is characterized by the accuracy expectation that the controller 26 has of the torque estimate of the power-receiving clutch K2.
  • slip is generated and kept constant by means of a slip control of the load-receiving clutch K2 or the power-outputting clutch K1, so that the torque can be adjusted with it.
  • a control of the slip begins even before the actual grinding, namely at the instant t2 '. This is preferably done when a slip has already been detected before time t2, for example at time t2 'in FIG. 3.
  • the method according to the invention can also be used if there is already slip on the input shaft of the power-outputting clutch during the gear change at the beginning.
  • it may be first detected whether the input shaft of the power output clutch K1 is in the slipping state and, if so, the inventive strategy is applied. This is shown in FIG. 4.
  • this slip of the power-outputting clutch K1 is reduced by way of a slightly increased gradient of the load-accepting clutch K2.
  • the slip of the power-outputting clutch must not be too large, otherwise the time to reduce the slip tT would otherwise exceed the time required to reach the correct summation torque t2.
  • the torque change of the clutch torque MK1, MK2 is limited during the entire gear change operation with torque transfer between a power-outputting clutch K1 and a power-receiving clutch K2, so that influencing the output torque by the excessive application of the power-receiving clutch K2 not perceived by the driver becomes.

Landscapes

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

Abstract

La présente invention concerne un procédé de commande des embrayages d'une boîte de vitesses à couplage parallèle lors d'un changement de vitesse d'une vitesse initiale à une vitesse cible, une transmission de couple de rotation ayant lieu lors du changement de vitesse de l'embrayage émetteur de charge à l'embrayage receveur de charge. Le procédé comprend les opérations suivantes : augmentation du couple de rotation transmissible de l'embrayage receveur de charge jusqu'à atteindre le couple moteur instantané; réduction du couple de rotation transmissible de l'embrayage émetteur de charge. Selon l'invention, au cours du changement de vitesse, le couple de rotation cumulé résultant des couples de rotation transmissibles de l'embrayage émetteur de charge et de l'embrayage receveur de charge est au moins par moments supérieur au couple moteur instantané, et l'embrayage receveur de charge a un couple de rotation transmissible supérieur à un couple de rotation limite, le couple de rotation de l'embrayage receveur de charge augmentant progressivement d'un état initial de la transmission de couple de rotation à un état final de la transmission de couple de rotation.
PCT/DE2008/000251 2007-03-01 2008-02-11 Procédé et dispositif de commande des embrayages d'une boîte de vitesses à couplage parallèle lors d'un changement de vitesse Ceased WO2008104148A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112008000375.0T DE112008000375B4 (de) 2007-03-01 2008-02-11 Verfahren und Vorrichtung zum Steuern der Kupplungen eines Parallelschaltgetriebes bei einem Gangwechsel
KR20097018137A KR101510909B1 (ko) 2007-03-01 2008-02-11 기어단 변경 시 병렬 변속기의 클러치 제어 방법 및 장치

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007009966 2007-03-01
DE102007009966.7 2007-03-01

Publications (1)

Publication Number Publication Date
WO2008104148A1 true WO2008104148A1 (fr) 2008-09-04

Family

ID=39494844

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2008/000251 Ceased WO2008104148A1 (fr) 2007-03-01 2008-02-11 Procédé et dispositif de commande des embrayages d'une boîte de vitesses à couplage parallèle lors d'un changement de vitesse

Country Status (3)

Country Link
KR (1) KR101510909B1 (fr)
DE (2) DE112008000375B4 (fr)
WO (1) WO2008104148A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9062761B2 (en) 2013-10-17 2015-06-23 Deere & Company Torque-based shifting

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8584823B2 (en) 2010-12-17 2013-11-19 GM Global Technology Operations LLC Torque transmitting assembly with dog clutch and plate clutch features
GB2544177B (en) * 2015-03-12 2018-04-04 Flybrid Automotive Ltd Transmission for energy storage device
DE102016111060B4 (de) 2016-06-16 2019-08-01 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Lastschaltung von hybridisierten Automatgetrieben durch eine Doppelkupplungsstrategie mit Transformation
EP3380759B1 (fr) 2015-11-27 2020-10-14 IAV GmbH Ingenieurgesellschaft Auto und Verkehr Procédé de commande sous charge de boîtes de vitesses automatiques hybrides grâce à une stratégie de double embrayage avec transformation
DE102015120599B4 (de) 2015-11-27 2017-06-22 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Lastschaltung von Automatgetrieben durch eine Doppelkupplungsstrategie mit Transformation

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19939334A1 (de) * 1999-08-19 2001-03-08 Daimler Chrysler Ag Verfahren zum Schalten eines Doppelkupplungsgetriebes und Doppelkupplungsgetriebe
EP1507103A1 (fr) * 2003-08-14 2005-02-16 Getrag Ford Transmissions GmbH Procédé de passage entre deux embrayages

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6832978B2 (en) * 2003-02-21 2004-12-21 Borgwarner, Inc. Method of controlling a dual clutch transmission
DE102005037515A1 (de) * 2004-09-03 2006-03-09 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren und Vorrichtung zum Steuern der Kupplungen eines Parallelschaltgetriebes bei einem Gangwechsel

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19939334A1 (de) * 1999-08-19 2001-03-08 Daimler Chrysler Ag Verfahren zum Schalten eines Doppelkupplungsgetriebes und Doppelkupplungsgetriebe
EP1507103A1 (fr) * 2003-08-14 2005-02-16 Getrag Ford Transmissions GmbH Procédé de passage entre deux embrayages

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9062761B2 (en) 2013-10-17 2015-06-23 Deere & Company Torque-based shifting

Also Published As

Publication number Publication date
DE112008000375B4 (de) 2017-02-09
DE112008000375A5 (de) 2009-11-12
KR101510909B1 (ko) 2015-04-10
DE102008008460A1 (de) 2008-09-04
KR20090114424A (ko) 2009-11-03

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