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WO2017211343A1 - Procédé pour la commande d'une boîte de vitesses à double embrayage - Google Patents

Procédé pour la commande d'une boîte de vitesses à double embrayage Download PDF

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Publication number
WO2017211343A1
WO2017211343A1 PCT/DE2017/100414 DE2017100414W WO2017211343A1 WO 2017211343 A1 WO2017211343 A1 WO 2017211343A1 DE 2017100414 W DE2017100414 W DE 2017100414W WO 2017211343 A1 WO2017211343 A1 WO 2017211343A1
Authority
WO
WIPO (PCT)
Prior art keywords
friction clutch
transmission
gear
engaged
iii
Prior art date
Application number
PCT/DE2017/100414
Other languages
German (de)
English (en)
Other versions
WO2017211343A9 (fr
Inventor
Jürgen BENZ
Yunfan Wei
Pierre MILLITHALER
Markus Baehr
Original Assignee
Schaeffler Technologies AG & Co. KG
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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to CN201780035552.8A priority Critical patent/CN109312855B/zh
Publication of WO2017211343A1 publication Critical patent/WO2017211343A1/fr
Publication of WO2017211343A9 publication Critical patent/WO2017211343A9/fr

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
    • F16H61/68—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
    • 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
    • F16H2306/00—Shifting
    • F16H2306/18—Preparing coupling or engaging of future gear

Definitions

  • the invention relates to a method for controlling a dual-clutch transmission with two partial transmissions each having a plurality of switchable gears and arranged between an internal combustion engine and the dual clutch transmission dual clutch with two friction clutches, in particular wet clutches, wherein between each sub-transmission and the crankshaft an automatically operable friction clutch is arranged and a switching operation between the partial transmissions takes place by means of an overlapping circuit, in which a closed friction clutch and an open friction clutch are intermittently opened and closed in each case in the partial transmissions and after intersecting shift the engaged gear of the partial transmission is designed with an open friction clutch and before a renewed Overlapping circuit of the driving situation corresponding next gear is engaged.
  • Double clutch transmissions - as known for example from DE 103 08 748 A1 - are used in drive trains of motor vehicles to allow uninterrupted switching.
  • a dual-clutch transmission has two essentially independent partial transmissions, which are operated alternately.
  • both partial transmissions have a transmission input shaft and a countershaft, between which several gears by means of switching devices automatically switchable, that is off and can be inserted.
  • a double clutch which contains two separately operable friction clutches, each individual partial transmission can be connected to the internal combustion engine.
  • a gear change takes place by means of a load switching, that is uninterrupted, over- Cutting circuit in which the closed friction clutch of the active sub-transmission is opened, while the open friction clutch of the inactive transmission is closed when gear engaged.
  • the circuit therefore does not take place in the actual dual-clutch transmission but on the friction clutches.
  • the engaged gear of the now inactive subtransmission is designed with an open friction clutch and inserted according to a preselection strategy on the gear of the active subtransmission depending on an expected upshift or downshifting subsequent gear.
  • the object of the invention is the development of a method for controlling a dual-clutch transmission, in particular to increase its efficiency.
  • the object of the invention is to minimize undesirable drag torques of the inactive partial transmissions.
  • the object is achieved by the method having the features of claim 1.
  • the dependent from the claim 1 claims give advantageous embodiments of the method of claim 1 again.
  • the proposed method is used to control a dual-clutch transmission.
  • the dual-clutch transmission includes two partial transmissions each having a transmission input shaft and a countershaft, between each of which a plurality of shiftable gears, for example in the form of gear pairs with a synchronized with the associated shaft idler gear and a fixed gear are effectively arranged.
  • a wet clutch contains, for example, a disk pack that comes into contact with a fluid, for example oil, with disks that are alternately layered on the input side and on the output side, each receiving a disk carrier.
  • the wet clutch is opened and closed by axial clamping of the plate pack.
  • a switching operation between gears arranged on both partial transmissions takes place in a load-switching manner, by means of an overlapping circuit, in which a closed friction clutch and an open friction clutch are intersectingly opened and closed in each case in the partial transmissions.
  • Circuits between gears of a partial transmission can be provided.
  • the engaged gear of the sub-transmission is designed with now open friction clutch and inserted in front of a new overlapping circuit of the driving situation corresponding next gear.
  • the timing of engagement of the gear may be varied in the proposed method to achieve a trade-off between fast sequential circuits and optimum energy efficiency.
  • This will be the next course of the Partial transmission with open friction clutch depending on a drag torque occurring at the open friction clutch inserted. It has been shown that the drag torque, in particular of a friction clutch designed as a wet clutch, makes a not inconsiderable contribution to the energy consumption of the double clutch transmission if the next gear adapted to the determined driving situation is engaged already at an early stage, ie immediately after completion of the overlapping circuit becomes.
  • the transmission input shaft of the partial transmission with open friction clutch is forcibly driven via the engaged gear and it turns on the friction clutch, in particular between the input side and output side arranged fins of a wet clutch by the translation of the two in the active part transmission with closed friction clutch and inactive part with open friction clutch forcibly a speed difference, which significantly affects the drag torque.
  • the next gear can only be engaged in a switching request of an overlapping circuit.
  • Drag torque of the friction clutch is greater than the drag torque of a storage and synchronization of the next gear, the next gear is delayed, that is are not inserted immediately after laying out the previously engaged gear after a crossover circuit. If the drag torque of the friction clutch, for example, smaller than the drag torque of the next gear synchronization is negligible and a preselection as inserting the next gear can be done immediately after the overlap circuit or at least before a renewed switching request a renewed overlap circuit.
  • the delay of engagement of the next gear can be done in addition to the dependence on the drag torque depending on the driving situation.
  • the driving situation that is, for example, how fast a gear change takes place, which gear is to be engaged and the like, is determined by a superordinated control unit based on determined sensor data of the motor vehicle such as speed, acceleration, switching cycles, adaptations of the driver to the motor vehicle and the like.
  • the next gear depending on a currently engaged gear in the partial transmission with closed friction clutch can be inserted delayed.
  • the next gear depending on an operating time of the currently engaged gear of the partial transmission with closed friction clutch can be inserted delayed.
  • a decision may be made to delay a preselection of the next gear depending on a driving mode selected, for example, by the driver. For example, a delay in a driver-selected sport mode can be avoided while in an economy mode the deceleration is activated.
  • adaptable modes for example, which can be adapted to the driver, may be provided, with a delay in the preselection of the next gear in the case of sporting adaptation. activated and in an economic adaptation, the delay is activated. It is understood that the delay time of the preselection of the next gear can be continuously adapted.
  • next gear can be engaged depending on a speed curve of a transmission input shaft of the partial transmission with an open friction clutch.
  • This can be understood as the course of the absolute speed of the transmission input shaft of the inactive part of the transmission or a speed difference between the two transmission input shafts of the partial transmission.
  • This speed information can be derived directly by detecting the rotational speeds of the transmission input shaft (s) or indirectly from other information, for example wheel speeds or the like.
  • the determination of the drag torque can be determined empirically depending on an operation of a drive train with the dual-clutch transmission.
  • the determined data for example, depending on the characteristics of the friction clutch, the fluid used in wet clutches, the temperature of the operating life of the drive train, its stress and / or the like stored in a non-volatile memory and to determine a delayed filing of the next gear be read out.
  • the drag torque can be determined based on sensor signals from sensors of the drive train.
  • Figure 1 is a diagram with a delayed interpretation of the inserted gear
  • Figure 2 is a diagram with an immediate preselection of the next gear
  • Figures 1 to 3 show diagrams 1, 2, 3 with different switching curves of an overlapping circuit of a dual-clutch transmission with two partial transmissions, wherein the gears I, III are arranged on the first partial transmission and the gear II on the second partial transmission. At the beginning of the shift, gear I is engaged and gear II preselected.
  • FIG. 1 shows the diagram 1 with the partial diagram a with the torque curve Mivi (t) of the internal combustion engine, the torque curve ⁇ ( ⁇ ) of the first friction clutch of the first partial transmission and the torque curve ⁇ 2 ( ⁇ ) of the second friction clutch of the second partial transmission over time.
  • the partial diagram b shows the speed curve nivi (t) of the internal combustion engine or the input parts of the friction clutches, the speed curve nGi (t) of the transmission input shaft of the first subgear or the output part of the first friction clutch when gear I, the speed curve nG3 (t) of the transmission input shaft of the first partial transmission or of the output part of the first friction clutch when gear III is engaged and the speed curve nG2 (t) of the second partial transmission or of the output part of the second friction clutch when gear II is engaged over time.
  • gear I Before the time ti, the transitional shift from gear I to gear II is initiated by opening the first friction clutch and closing the second friction clutch. At time ti, the overlap is completed with a torque intervention in the torque curve ⁇ ( ⁇ ) of the internal combustion engine.
  • the second friction clutch now transmits the full clutch torque and the second Partial gearbox with gear II is active while the first friction clutch is open and the first part gearbox is inactive.
  • gear I remains engaged until it is designed at time t3 and gear II is engaged immediately to have completed the preselection of gear III before the next overlap circuit at time t2 from gear II to gear III.
  • FIG. 2 shows the diagram 2 with a switching course of an overlapping circuit, in which, in contrast to the switching course of Figure 1 immediately after the overlap circuit at the time of gear I designed and the gear III is engaged.
  • the speed curve ⁇ - ⁇ ( ⁇ ) shows the development of the speed of the first transmission input shaft when the first friction is open. clutch and according to the inventive idea not immediately engaged gear III.
  • the speed of the thereby not necessarily driven by an engaged gear first transmission input shaft falls continuously and without building a drag torque, for example, to a speed of the gear V.
  • FIG. 3 shows the diagram 3 with a switching profile according to the proposed method.
  • the partial diagram a shows the torque curve ⁇ ( ⁇ ) of the internal combustion engine, the torque curve ⁇ ( ⁇ ) and the torque curve ⁇ 2 ( ⁇ ) over time.
  • the partial diagram shows the rotational speed curves nGi (t), nG3 (t) of the first transmission input shaft of the first partial transmission with engaged gear I or engaged gear II and the speed curve nG2 (t) of the second transmission input shaft of the second subtransmission with engaged gear II to the diagrams 1, 2 of Figures 1 and 2 according to the invention immediately after the overlap circuit of the gear I is designed at the time ti and shortly before the initiation of an overlap circuit at the time .2 the gear III.

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

Abstract

L'invention concerne un procédé de commande d'une boîte de vitesse à double embrayage comprenant deux parties de boîte de vitesse qui comportant chacune une pluralité de rapports commutables (I, II, III) et un double embrayage disposé entre un moteur à combustion interne et la boîte à double embrayage et comportant deux embrayages à friction, en particulier des embrayages humides. Un embrayage à friction, qui peut être actionné de façon automatique, est disposé entre chaque partie de boîte de vitesse et l'arbre de manivelle, et une opération de commutation est effectuée entre les parties de boîte de vitesse par une commutation à chevauchement dans laquelle un embrayage à friction fermé et un embrayage à friction ouvert sont ouverts et fermés par chevauchement lors de rapports (I, II) engagés à chaque fois dans les parties de boîte de vitesse et, après une commutation à chevauchement, le rapport engagé (I) de la partie de boîte de vitesse est conçu avec un embrayage à friction ouvert et, avant une nouveau commutation à chevauchement, un engrenage suivant (III) correspondant à la situation de conduite est engagé. Pour améliorer le bilan énergétique de la boîte de vitesse à double embrayage, l'engrenage suivant (III) de la partie de boîte de vitesse comportant un embrayage à friction ouvert est engagé en fonction d'un couple de traînée (Ms(t)) apparaissant au niveau de l'embrayage à friction.
PCT/DE2017/100414 2016-06-10 2017-05-16 Procédé pour la commande d'une boîte de vitesses à double embrayage WO2017211343A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201780035552.8A CN109312855B (zh) 2016-06-10 2017-05-16 用于控制双离合器变速器的方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016210340.7 2016-06-10
DE102016210340.7A DE102016210340B4 (de) 2016-06-10 2016-06-10 Verfahren zur Steuerung eines Doppelkupplungsgetriebes

Publications (2)

Publication Number Publication Date
WO2017211343A1 true WO2017211343A1 (fr) 2017-12-14
WO2017211343A9 WO2017211343A9 (fr) 2018-02-01

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2017/100414 WO2017211343A1 (fr) 2016-06-10 2017-05-16 Procédé pour la commande d'une boîte de vitesses à double embrayage

Country Status (3)

Country Link
CN (1) CN109312855B (fr)
DE (1) DE102016210340B4 (fr)
WO (1) WO2017211343A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US12152670B2 (en) 2019-11-14 2024-11-26 Cummins Inc. Clutch assembly for automated manual transmission

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018209481B4 (de) * 2018-06-13 2021-11-04 Zf Friedrichshafen Ag Verfahren und Steuergerät zum Betreiben eines Doppelkupplungsgetriebes
DE102020115131A1 (de) 2020-06-08 2021-12-09 Bayerische Motoren Werke Aktiengesellschaft Doppelkupplungssteuerungsverfahren und Doppelkupplungsgetriebe
DE102020120988B3 (de) * 2020-07-08 2021-11-04 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung einer Überschneidungsschaltung einer hydraulisch betätigten Doppelkupplung
CN114151540A (zh) * 2021-12-01 2022-03-08 中国第一汽车股份有限公司 一种双离合自动变速器预挂挡控制方法及系统、车辆
CN114838121B (zh) * 2022-05-31 2024-06-04 重庆长安汽车股份有限公司 一种湿式双离合器同步器辅助挂挡的控制方法、系统及汽车

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10308748A1 (de) 2002-03-07 2003-12-04 Luk Lamellen & Kupplungsbau Verfahren, Vorrichtung und deren Verwendung zum Betrieb eines Kraftfahrzeuges, insbesondere zur Ansteuerung eines Parallelschaltgetriebes
EP1375978A2 (fr) * 2002-06-21 2004-01-02 Toyota Jidosha Kabushiki Kaisha Appareil et procédé pour la commande des passages de vitesse de transmission à plusieurs arbres parallèles pour une véhicule
EP2068047A2 (fr) * 2007-12-05 2009-06-10 Nissan Motor Co., Ltd. Système de commande de vitesse
DE102013212152A1 (de) * 2013-06-26 2014-12-31 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Doppelkupplungsgetriebes

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DE10308517B4 (de) 2003-02-26 2015-02-05 Volkswagen Ag Verfahren zur Kupplungskennlinienadaption
JP5251318B2 (ja) * 2007-12-05 2013-07-31 日産自動車株式会社 自動マニュアルトランスミッションの変速制御装置
KR101316314B1 (ko) * 2011-06-09 2013-10-08 기아자동차주식회사 차량의 ｄｃｔ 제어방법
WO2013020538A1 (fr) 2011-08-08 2013-02-14 Schaeffler Technologies AG & Co. KG Procédé pour la commande d'une boîte de vitesses à double embrayage
DE102012210512A1 (de) 2012-06-21 2013-12-24 Zf Friedrichshafen Ag Verfahren zur Steuerung eines Doppelkupplungsgetriebes
EP3008360B1 (fr) * 2013-06-12 2017-09-06 Volvo Truck Corporation Procédé de sélection d'un engrenage
DE112014004582B4 (de) * 2013-10-04 2023-10-26 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung eines Antriebsstrangs mit einem Doppelkupplungsgetriebe

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10308748A1 (de) 2002-03-07 2003-12-04 Luk Lamellen & Kupplungsbau Verfahren, Vorrichtung und deren Verwendung zum Betrieb eines Kraftfahrzeuges, insbesondere zur Ansteuerung eines Parallelschaltgetriebes
EP1375978A2 (fr) * 2002-06-21 2004-01-02 Toyota Jidosha Kabushiki Kaisha Appareil et procédé pour la commande des passages de vitesse de transmission à plusieurs arbres parallèles pour une véhicule
EP2068047A2 (fr) * 2007-12-05 2009-06-10 Nissan Motor Co., Ltd. Système de commande de vitesse
DE102013212152A1 (de) * 2013-06-26 2014-12-31 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Doppelkupplungsgetriebes

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US12152670B2 (en) 2019-11-14 2024-11-26 Cummins Inc. Clutch assembly for automated manual transmission

Also Published As

Publication number Publication date
DE102016210340B4 (de) 2022-05-19
WO2017211343A9 (fr) 2018-02-01
CN109312855B (zh) 2020-09-08
CN109312855A (zh) 2019-02-05
DE102016210340A1 (de) 2017-12-14

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