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WO2007028496A2 - Dispositif et procede pour reduire une interruption de la force de traction dans des transmissions a boite de vitesses automatisee - Google Patents

Dispositif et procede pour reduire une interruption de la force de traction dans des transmissions a boite de vitesses automatisee Download PDF

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Publication number
WO2007028496A2
WO2007028496A2 PCT/EP2006/008219 EP2006008219W WO2007028496A2 WO 2007028496 A2 WO2007028496 A2 WO 2007028496A2 EP 2006008219 W EP2006008219 W EP 2006008219W WO 2007028496 A2 WO2007028496 A2 WO 2007028496A2
Authority
WO
WIPO (PCT)
Prior art keywords
drive motor
auxiliary drive
driven
vehicle
transmission
Prior art date
Application number
PCT/EP2006/008219
Other languages
German (de)
English (en)
Other versions
WO2007028496A3 (fr
Inventor
Karl-Fritz Heinzelmann
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 WO2007028496A2 publication Critical patent/WO2007028496A2/fr
Publication of WO2007028496A3 publication Critical patent/WO2007028496A3/fr

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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • 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
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0433—Bridging torque interruption by torque supply with an electric motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a device for reducing a traction interruption in automated manual transmissions according to the preamble of patent claim 1 and a method for its application according to the preamble of patent claim 11.
  • a major disadvantage of many automated manual transmission is the interruption of traction during gear changes. Since a large part of the manual transmissions used, in particular in passenger cars, can not be switched under load, a gear change requires an interruption or at least substantial reduction of the drive power acting on the driven wheels. Depending on the design of the drive, this drive power reduction may be due to the fact that the drive clutch or another clutch between a main drive motor and the automated manual transmission must be opened to change the driving gear, and / or the automated gearbox for changing from a first drive to another First drive must disable the first drive before the other drive can be engaged and thus in the meantime switches to an idle, and / or that the drive power of the main drive motor is lowered in the course of the switching process to almost zero.
  • the seat or the vehicle in the direction of the vehicle longitudinal axis form at least partially movable, and the seats or their backs at a traction interruption forward and after the interruption of traction back to the starting position back to move.
  • this approach does not eliminate the actual shift shock of the vehicle, but only dampens its impact on the occupants. Insofar as they do not even perceive a displacement of their sitting position relative to the vehicle interior as being more unpleasant than the shift shock, this measure is certainly not suitable, fears relating to a possible negative influence on the driving stability counteract or improve the acceleration of a vehicle or equalize.
  • DE 103 16 862 A1 which is considered as the closest prior art, describes a drive system for vehicles in which at least one first wheel is driven by an associated axle or Einzelelradantriebsmotor, and at least one second wheel is provided the drive train of which is provided between at least two speed transmission stages switchable transmission.
  • the motor driving the first wheel is more heavily loaded by a controller, the switching of the transmission is made, and the load of the motor driving the first wheel is reduced again.
  • a circuit-related reduction in power on the second wheel is thus partially or completely compensated by a corresponding increase in tensile force on the first wheel.
  • the motor (s) acting on the first wheel or its axle are electric motors or hydraulic motors.
  • DE 103 16 862 A1 initially formally generally refers to a drive system for vehicles, this document is consistently concerned with heavy special vehicles, such as agricultural or industrial tractors.
  • the document mainly refers to vehicles in which all driven wheels are driven by Achsantriebsmotoren or by Einzelradantriebsmotoren, wherein one or more manual transmission can be arranged in the moment flow between these motors and the driven wheels.
  • the teaching of DE 103 16 862 A1 is thus not geared to passenger cars and light commercial vehicles for road traffic or readily transferable to those skilled in such.
  • a shift shock is always reduced or avoided by increasing an effective torque at a wheel other than the first wheel when the effective torque on a first wheel is reduced by a shifting operation.
  • This may be tolerable in heavy tractors and in particular in a very stiff and thus usually heavy construction of the vehicle and at least at the usual, relatively low driving speeds here.
  • passenger cars and light commercial vehicles which often reach speeds of 180 or more kilometers per hour, in which even at 100 kilometers per hour can still be done switching and which are also relatively easy to construct as a mass-produced vehicles, but this is hardly tolerable.
  • the invention has for its object to present a device for reducing a traction interruption in drive trains with automated manual transmissions and a method for its use, which avoids the disadvantages of the prior art described.
  • the invention is based on the finding that the shift shock can be reduced or avoided in the event of a change in a driving gear of an automated gearbox without distortion of the vehicle, if a reduction of the drive torque acting on a wheel of a main drive motor by at least one drive wheel acting on the same wheel an auxiliary drive motor is fully or partially compensated.
  • the invention is based on a device for reducing a traction interruption in vehicles with an automated manual transmission with a plurality of different ratios, wherein the vehicle has a gear change control device and a, preferably exactly one, main drive motor via the automated transmission on at least one driven wheel of the Vehicle can act.
  • a gear change control device and a, preferably exactly one, main drive motor via the automated transmission on at least one driven wheel of the Vehicle can act.
  • at least one auxiliary drive motor is provided.
  • the speed change control device is designed so that when changing the transmission ratio of the automated transmission, the power output of the at least one auxiliary drive motor can be influenced such that a change in the output from the main drive motor via the automated transmission to the at least one driven wheel of the vehicle drive torque at least partially, and preferably almost completely, can be compensated.
  • the change in the output from the main drive motor via the automated transmission to the at least one driven wheel of the vehicle torque can thereby both the reduction of a positive Be torque, for example, if there is an upshift during an acceleration phase, as well as the reduction of a negative torque, for example, when using an engine brake is switched back and the braking effect of the main drive motor during the switching operation can not be transmitted to the wheels of the vehicle.
  • an automated gearbox is understood not only a fully automatic gearbox, but also gear in which a gear change can be triggered additionally or exclusively by an operator, but which make the actual internal gear shift with the help of power-operated actuators and the operator only the information to change gears.
  • this also refers to manual transmissions in which there is information about a planned or initiated gear change, at least also in the form of an electrical or other information signal, which can serve for influencing the engine control and which can serve as the input variable of the gear change control device used here.
  • the invention is also applicable to purely manually connected transmissions, provided that a corresponding switching signal is available.
  • the invention preferably relates to vehicles with automated manual transmissions that can not be switched under load.
  • a circuit without load may be preferred, the invention can be beneficial used for these types of transmissions.
  • the at least one auxiliary drive motor is arranged so that it can act on at least one of the driven wheels, on which also the main drive motor can act.
  • the one or more auxiliary drive motors act on all wheels previously driven by the main drive motor.
  • the invention is basically applicable to vehicles with any main propulsion engines.
  • the shift shock is often controlled by skillful control of e.g. can be mitigated the individual achievements of electric machines, most of the known from this area solutions can not or only with difficulty transferred to conventional vehicles with a single internal combustion internal combustion piston engine. Therefore, the application of the invention to these vehicles is particularly beneficial.
  • Modern passenger cars are on the one hand to achieve good performance and to achieve the lowest possible fuel consumption easily constructed and also must be easily deformed in essential parts be able to reduce energy in the event of an accident by deformation work. Under these conditions, the rigidity of the vehicle is necessarily limited. In addition, the demands of the occupants of passenger cars on ride comfort are particularly high and a shift shock is perceived as particularly disturbing.
  • auxiliary drive motor is an electric machine
  • the integration into an existing drive concept is particularly simple, since the supply lines can be laid easily and in compliance with only a few restrictions at any location of the vehicle.
  • Electric machines are also low maintenance and at the same time offer a good ratio between deliverable power, in particular between the briefly deliverable power on the one hand, and costs and weight on the other.
  • the electric machine can often be used as part of a functional integration for other purposes such as recuperation, electric braking or electric driving and maneuvering, or use an existing anyway for this purpose electric motor.
  • electric motors can deliver a significantly higher power than their nominal power for a short time. In this way, it is possible to operate the same engine, for example, to support the main drive motor while driving at full rated power, and in the case of a switching operation to double this power again briefly.
  • electric motors can be made very small and lightweight for a given short-term nominal power.
  • pneumatic or hydraulic motors as an auxiliary drive motor is particularly suitable for vehicles that already have a powerful pneumatic or hydraulic system.
  • auxiliary drive motor is a motor that is driven by mechanically stored energy
  • this can be particularly advantageous for heavy commercial vehicles, since it is less on small footprint and low weight, but all the more on longevity and value for money arrives.
  • a strong spring element can be provided as an energy store that is tensioned via a clamping mechanism, for example, during braking operations, and, if required, transmits torque to a vehicle wheel via any transmission means.
  • the auxiliary drive motor is integrated in the automated manual transmission.
  • it is particularly easy to offer different vehicle variants with and without means for reducing the interruption of traction in otherwise identical transmissions within an assembly process.
  • it is possible to use certain data and power lines about the on-board network and the gear change control device twice.
  • auxiliary drive motor is adapted to the automated manual transmission. In this way, the space conditions outside the gearbox optimal billing can be borne, and the auxiliary drive motor is for possible service work without disassembly of the gear housing easily accessible.
  • the auxiliary drive motor acts directly on the cardan shaft strand.
  • the gearbox for example, for a subsequent equipment of vehicles and in particular of commercial vehicles often better room conditions than directly on the gearbox.
  • the auxiliary drive motor can also be arranged so that it can act on the additional transfer case.
  • a single auxiliary drive motor for example, in vehicles with switchable four-wheel drive, depending on the shift position of the transfer case optionally act on the wheels only one or both axes, without requiring a modification of manual or propeller shaft must be made.
  • the auxiliary drive motor can also act directly on an axle to be driven, wherein, of course, an integration in an axle differential is possible.
  • axle is to be understood here as meaning the front axle or rear axle and includes both shafts and axles, it being only necessary for a connection to be made from the vehicle frame to a wheel is made. In this case also provide drive shafts of individually suspended wheels in this sense an axis.
  • the auxiliary drive motor can also be arranged so that it acts directly on a driven by the main drive motor wheel or is arranged directly in or on this.
  • this variant offers the possibility of controlling the auxiliary drive motor not only in relation to the respective axle but separately for a single wheel. It goes without saying that although this variant does not necessarily require the equipment of at least one wheel on each side of the axle, it is usually required in practice. With such an equipment, it is also possible to use the auxiliary drive motors not only in the context of Wegruckvermeidung, but also for targeted braking or acceleration of individual wheels, for example in the context of an ESP system (Electronic Stability Program) use.
  • ESP system Electronic Stability Program
  • a method for reducing traction interruption in vehicles with an automated transmission with a plurality of different ratios is presented below, in addition to a gear change control device and a main drive motor via the automated transmission to at least one driven wheel of the Vehicle may also have at least one auxiliary drive motor.
  • the gear change control device determines or estimates at an initiated and / or to be initiated gear change due to read Data and / or stored data and / or programs, the size of the actual or suspected torque reduction on the driven wheels and their timing. On the basis of these data and possibly with the inclusion of further data, it determines at least one setpoint torque curve which is suitable for compensating the actual or assumed torque drop at the driven wheel (s) in terms of size and chronological progression, or at least partially. It sends output signals to the at least one auxiliary drive motor which cause a corresponding torque output of the auxiliary drive motor or motors.
  • Vehicle with a longitudinally installed main drive motor and a side of the transmission arranged additional transfer case and
  • Fig. 3 shows a drive train of an inventively equipped vehicle with a transversely mounted main drive motor.
  • the powertrain shown in FIG. 1 includes a main drive motor 1, which is preferably an internal combustion type piston internal combustion engine.
  • the drive torque of the main drive motor 1 is introduced into an automated transmission 2, from where it is transmitted via a propeller shaft 5 to an axle differential 6 of the rear axle 7 and finally brought to the road via the wheels 8 for driving the vehicle.
  • the propeller shaft 5 carries an additional transfer case 4, which divides the propeller shaft 5 into a front part 5a and a rear part 5b. Finally, leads from the additional transfer case 4, a front-wheel drive train 3 to the not shown and optionally driven front wheels.
  • one or more auxiliary drive motors which in this example are intended to be electric motors and are each braced against a fixed vehicle part, are located at the sites of action or points M2 and / or M5a and / or M4 and / or M5b and / or M6 and / or M7 and / or M8 and / or M9 arranged, wherein the number in the respective reference numerals refers to the respective drive train element.
  • the auxiliary drive motors at the point M8 (at the vehicle wheels 8) and preferably also at the point M7 (at the rear axles 7) in pairs symmetrically to the longitudinal axis of the vehicle at least two auxiliary drive motors not shown here should be arranged.
  • auxiliary drive motors such as the front wheel drive train 3, the front axle, not shown, or on the front wheels, not shown.
  • a gear change control device 10 is always provided which is in communication with the one or more auxiliary drive motors, the transmission 2 and other sensors.
  • the data lines, sensor lines and control lines to various sensors, control devices and the auxiliary drive motors are indicated merely by arrows on the gear change control device 10.
  • the speed change control device 10 uses read or estimated data to determine the actual, imminent or assumed amount and time course of the torque drop at a reference point.
  • This reference point may be, for example, the transmission output shaft or even a wheel 8 of the vehicle, but preferably the location M2, M4, M5a, M5b, M6, M7, M8 or M9 at which the one or more auxiliary drive motors are located.
  • this at least one auxiliary drive motor is controlled by the gear change control device 10 in such a way that it or these deliver a torque that is proportional to the amount and temporal The course of the change in torque caused by the switching process is completely or at least partially compensated.
  • Fig. 2 shows a drive train of a vehicle equipped according to the invention, wherein parts of the same function are provided with the same reference numerals.
  • the front axle 9 is driven in this example via an integrated differential directly from the automated transmission, while the propeller shaft 5 to the rear axle (not shown) of an arranged in this case laterally next to the automated transmission 2, additional transfer case 4 goes off.
  • FIG. 3 shows an arrangement according to the invention for a drive train of a vehicle with a transversely mounted main drive motor 1.
  • An automated manual transmission 2 is arranged on it, which carries an additional transfer case 4, which in this case only fulfills the function of an axle differential gear.
  • M2 M2, M4, possible mounting or mounting locations or M5a, M5b, action locations of the auxiliary drive motor or motors M6, M7, M8.
  • M9

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Control Of Transmission Device (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un dispositif destiné à réduire une interruption de la force de traction dans des véhicules à boîte de vitesses automatisée (2) et un à-coup provoqué par cette interruption ainsi qu'un procédé d'application associé. L'objectif de cette invention est d'éviter un écrasement, un allongement, un voilage ou toute autre déformation de la géométrie du véhicule par une réduction du couple d'entraînement au niveau de roues (8) entraînées par un moteur d'entraînement principal et une augmentation simultanée du couple d'entraînement au niveau de roues (8) entraînées par au moins un moteur d'entraînement auxiliaire. A cet effet, le ou les moteurs d'entraînement auxiliaires agissent sur des roues (8) qui peuvent être entraînées également par le moteur d'entraînement principal (1).
PCT/EP2006/008219 2005-09-07 2006-08-21 Dispositif et procede pour reduire une interruption de la force de traction dans des transmissions a boite de vitesses automatisee WO2007028496A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005042352.3 2005-09-07
DE102005042352A DE102005042352A1 (de) 2005-09-07 2005-09-07 Vorrichtung und Verfahren zur Reduzierung einer Zugkraftunterbrechung bei Antriebssträngen mit automatisierten Schaltgetrieben

Publications (2)

Publication Number Publication Date
WO2007028496A2 true WO2007028496A2 (fr) 2007-03-15
WO2007028496A3 WO2007028496A3 (fr) 2007-11-22

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Country Link
DE (1) DE102005042352A1 (fr)
WO (1) WO2007028496A2 (fr)

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JP3815456B2 (ja) * 2003-04-09 2006-08-30 トヨタ自動車株式会社 ハイブリッド車両における高圧電線の配策構造

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TWI814772B (zh) * 2018-01-23 2023-09-11 德商愛思強歐洲公司 用於連接基座與驅動軸之裝置

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