Method for controlling shifts in a vehicle transmission
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
B60W-010/02
B60W-010/06
B60W-010/10
F16H-061/04
F16H-037/04
F16H-061/688
F16H-061/70
출원번호
US-0825667
(2011-08-03)
등록번호
US-8909447
(2014-12-09)
우선권정보
DE-10 2010 041 322 (2010-09-24)
국제출원번호
PCT/EP2011/063345
(2011-08-03)
§371/§102 date
20130322
(20130322)
국제공개번호
WO2012/038137
(2012-03-29)
발명자
/ 주소
Schneider, Florian
Mair, Roland
출원인 / 주소
ZF Friedrichshafen AG
대리인 / 주소
Davis & Bujold, PLLC
인용정보
피인용 횟수 :
0인용 특허 :
7
초록▼
A method of controlling shifts in a vehicle transmission, for example a utility vehicle, having a transmission or partial transmission designed as a dual-clutch transmission that shifts as a without traction force interruption. The transmission comprises a dual clutch having a first clutch and a sec
A method of controlling shifts in a vehicle transmission, for example a utility vehicle, having a transmission or partial transmission designed as a dual-clutch transmission that shifts as a without traction force interruption. The transmission comprises a dual clutch having a first clutch and a second clutch that are functionally connected to a drive engine, and a transmission or partial transmission comprises a main transmission that shifts with traction force interruption and is connected to a drive-train downstream from the dual-clutch transmission. During shifts in the main transmission that is connected downstream from the dual-clutch transmission, the dual clutch is operated, by pre-loading the two clutches, as a transmission brake and/or an engine brake for adapting the speed of components to be shifted so as to enable short shifting times and ensure comfortable and reliable driving operation.
대표청구항▼
1. A method of controlling shifts in a vehicle transmission with either a transmission or a partial transmission made as a dual-clutch transmission (DKG) that shifts without traction force interruption and which comprises a dual clutch (DK) having a first clutch (K1) and a second clutch (K2) that ar
1. A method of controlling shifts in a vehicle transmission with either a transmission or a partial transmission made as a dual-clutch transmission (DKG) that shifts without traction force interruption and which comprises a dual clutch (DK) having a first clutch (K1) and a second clutch (K2) that are functionally connected to a drive engine (M), and a transmission or partial transmission being made as a main transmission (HG) that shifts with traction force interruption and is connected in a drive-train downstream from the dual-clutch transmission (DKG), the method comprising the steps of: operating the dual clutch (DK) as at least one of a transmission brake and an engine brake by pre-loading the first and the second clutches (K1, K2), during shifts of the main transmission (HG) connected downstream from the dual-clutch transmission (DKG), to adapt the rotational speed of components to be shifted. 2. The method according to claim 1, further comprising the step of making a distinction between a first shift sequence, in which at a beginning of a speed adaptation, both first and the second clutches (K1, K2) are at least, to a large extent, free from torque, and a second shift sequence in which, at the beginning of the speed adaptation, one of the first and the second clutches (K1, K2) is free from torque and the other of the first and the second two clutches (K1, K2) is engaged and transmitting torque. 3. The method according to claim 1, further comprising the step of operating, during the speed adaptation, one of the first and the second clutches (K1, K2) and operating the other of the first and the second clutches with slip. 4. The method according to claim 1, further comprising the step of with regard to relevant gear ratio considerations, the clutch (K1, K2) that is to be operated engaged either is, or remains, engaged at least far enough so that the clutch (K1, K2) can transmit a certain pre-load torque without slipping. 5. The method according to claim 1, further comprising the step of with regard to relevant gear ratio considerations, the clutch (K1, K2) that is to be operated with slip is only engaged far enough so that a certain pre-load torque is still transmitted by the engaged clutch (K1, K2), without the engaged clutch (K1, K2) slipping. 6. The method according to claim 1, further comprising the step of providing at least one dual-clutch transmission branch (DKG1, DKG2) of the dual-clutch transmission (DKG) with more than one gear, and determining a faster-running and a slower-running of the first and the second clutches (K1, K2) to carry out a shift in the main transmission (HG), and otherwise storing in advance the faster-running and the slower-running of the first and the second clutches (K1, K2) in a control unit. 7. The method according to claim 1, further comprising the step of categorizing shifts at least in accordance with the following criteria: a) gearshift in the dual-clutch transmission (DKG) and in the main transmission (HG) with change of the load-transmitting clutch, or gearshift in the main transmission (HG) alone,b) change of the first and the second clutches (K1, K2) from the faster to the slower clutch (K1, K2) or vice-versa, andc) degree of engagement of the first clutch (K1) and of the second clutch (K2). 8. The method according to claim 1, further comprising the step of controlling the dual clutch (DK) as a function of a target criteria of at least one of performance, comfort, wear and further criteria. 9. The method according to claim 1, further comprising the step of selecting, for performance-orientated shifts, the clutch (K1, K2) that should operate with slip and the clutch (K1, K2) that should operate engaged so as to obtain as short as possible a time for the speed adaptation. 10. The method according to claim 1, further comprising the step of, for performance-orientated shifts in which the same clutch (K1, K2) of the dual-clutch transmission branch (DKG1, DKG2) is load-transmitting both before and after the shift, if the other, currently unused dual-clutch transmission branch (DKG1, DKG2) has more than one gear, selecting a gear therein so as to obtain as short as possible a time for the speed adaptation. 11. The method according to claim 1, further comprising the step of for selecting the slipping and the engaged clutch (K1, K2) and the gear in a multi-gear, currently unused dual-clutch transmission branch (DKG1, DKG2), carrying out a time estimation with reference to at least one of the following predetermined, measured parameters and parameters calculated using either algorithms or magnitudes derived therefrom:a) relevant gear ratio conditions in the dual-clutch transmission (DKG),b) a speed reduction due to gearshift in the dual-clutch transmission (DKG),c) a speed change at the output of the dual-clutch transmission (DKG),d) maximum torques that can be transmitted by the first and the second clutches (K1, K2),e) an effective active mass moment of inertia,f) a engine speed difference at the drive engine (M) to be reduced, andg) a braking torque that can be provided at the drive engine (M). 12. The method according to claim 1, further comprising the step of determining a time duration of the speed adaptation by pre-loading the dual clutch (DK) with one engaging and one slipping clutch (K1, K2), including a gearshift in the dual-clutch transmission (DKG), until synchronous rotation of the components to be shifted is reached, when a target gear can be engaged in the main transmission (HG), from the following equation: Δt=Δω—M/tq—M·J—M_Red,with Δω_M being an angular speed change at the drive engine,tq_M being a braking torque produced at the drive engine, andJ_M_Red being a total mass moment of inertia reduced to the engine level. 13. The method according to claim 1, further comprising the step of taking into account, when determining the effective mass moment of inertia, auxiliary drive output components that can be coupled and decoupled in accordance with their operating condition. 14. The method according to claim 1, further comprising the step of taking into account, when determining the effective mass moment of inertia, determined current wear conditions of the first and the second clutches (K1, K2). 15. The method according to claim 1, further comprising the step of taking into account a predicted change of the vehicle's speed, in determining the engine speed difference to be reduced by the speed adaptation until engagement of a target gear. 16. The method according to claim 1, further comprising the step of taking into account, in determining engine speed difference, a speed change of the drive engine (M) during a time delay caused by a gearshift in the currently unused dual-clutch transmission branch (DKG1, DKG2), and then taking into account the time delay when determining the time required for the speed adaptation. 17. The method according to claim 1, further comprising the step of taking into account maximum clutch torques, which cannot or must not be exceeded, or to exceed which would take a disproportionately long time, in determining the engine braking torque. 18. The method according to claim 1, further comprising the step of assuming an average clutch torque of the slipping clutch (K1, K2) in determining the engine braking torque. 19. The method according to claim 18, further comprising the step of defining the average clutch torque assumed, is closer to a final value, the larger the speed difference to be overcome for the speed adaptation is. 20. The method according to claim 1, further comprising the step of predictively carrying out a gearshift in the currently unused dual-clutch transmission branch (DKG1, DKG2), if the load-transmitting clutch (K1, K2) remains unchanged by the next shift to be expected. 21. The method according to claim 1, further comprising the step of engaging, for comfort-orientated shifts, the clutch (K1, K2) during the speed adaptation, which will be the load-transmitting clutch following the shift. 22. The method according to claim 1, further comprising the step of for wear-orientated shifts, only actuating whichever clutch (K1, K2) is selected in each case as the slipping clutch as the transmission brake if, with a currently determined load, this is permitted by a previously determined load reserve of the clutch (K1, K2), and if necessary actuating the other of the first and the second clutches (K1, K2) as the slipping clutch. 23. The method according to claim 22, further comprising the step of taking into account, in determining the load reserve of the clutch (K1, K2), in each case, shortly to be expected subsequent to the shift process of the clutch. 24. The method according to claim 22, further comprising the step of taking into account, in determining the load reserve of the clutch (K1, K2), in each case at least one of clutch-specific and environment-specific parameters and parameters pertaining to the specific field of use of the vehicle. 25. The method according to claim 1, further comprising the step of operating the dual clutch (DK) as at least one of the transmission brake and the engine brake, if either a predicted relevant clutch load is below a limit value or if an actual clutch load, increased by a predicted additional frictional energy input, is below a limit value. 26. The method according to claim 1, further comprising the step of operating the dual clutch (DK) as at least one of the transmission brake and the engine brake, if a rapid shift is deemed necessary and this is indicated by either a driver's wish or an active kick-down position of an accelerator pedal and a current driving resistance is comparatively high. 27. The method according to claim 1, further comprising the step of operating the dual clutch (DK) as at least one of the transmission brake and the engine brake if this is recognized as appropriate with regard to either a predefined comfort level or a performance level. 28. The method according to claim 1, further comprising the step of operating the dual clutch (DK) as at least one of the transmission brake and the engine brake if a target speed of the speed adaptation is either greater than or equal to an idling speed of the drive engine. 29. The method according to claim 1, further comprising the step of operating the dual clutch (DK) as at least one of the transmission brake and the engine brake when, if the speed falls below the idling speed, an idling regulation system in an engine control unit is temporarily suppressed. 30. The method according to claim 1, further comprising the step of operating the dual clutch (DK) as at least one of the transmission brake and the engine brake, if the actuation of the dual clutch (DK), as a brake, is terminated when the speed either reaches or at most falls slightly below the idling speed.
Masberg Ullrich,DEX ; Pels Thomas,DEX ; Zeyen Klaus-Peter,DEX ; Grundl Andreas,DEX ; Hoffmann Bernhard,DEX, Drive system, especially for a motor vehicle, and method of operating same.
Salecker Michael,DEX ; Wagner Uwe,DEX ; Reuschel Michael,DEX ; Rauser Martin,DEX ; Muller Bruno,DEX ; Wagner Alfons,DEX, Method and apparatus for regulating the transmission of torque in power trains.
※ AI-Helper는 부적절한 답변을 할 수 있습니다.