CN103097776A

CN103097776A - Method for changing gears up for an automatic gearbox of a motor vehicle

Info

Publication number: CN103097776A
Application number: CN2011800435915A
Authority: CN
Inventors: B·博尔索托; K·罗伯特; S·普兰康
Original assignee: Renault SAS
Current assignee: Renault SAS
Priority date: 2010-09-13
Filing date: 2011-07-12
Publication date: 2013-05-08
Anticipated expiration: 2031-07-12
Also published as: FR2964714B1; EP2616716A1; WO2012035219A1; CN103097776B; FR2964714A1

Abstract

The invention relates to a method - the vehicle comprising a clutch (4) that enables torque (CM) of an engine shaft (2) driven by the engine of the vehicle to be transmitted to a primary shaft (3), and the gearbox (16) comprising at least two couplers, each one enabling torque to be transmitted from the primary shaft to a secondary shaft - whereby: a) the initial coupler and the end coupler are placed in the slip state thereof; b) the clutch is placed in the slip state thereof; c) the torque (CCI) transmitted by the initial coupler is reduced and the torque (CCF) transmitted by the end coupler is increased; d) when the torque transmitted by the initial coupler reaches a null value, the end coupler and the clutch are given two torque instructions designed to cause a reduction in the rotational speed of the primary shaft; e) the final coupler is placed in the locked state thereof; then f) the torque of the engine shaft is controlled so as to synchronise the engine shaft and the primary shaft, then the clutch is placed in the locked state thereof. According to said method, at least during a sub-step d1) of step d), the torque instruction given to the end coupler has a growth rate that decreases continuously over time.

Description

The method that is used for the upshift of motor vehicle automatic transmission case

The technical field of invention

the present invention relates to a kind of for carry out the method for upshift in the motor vehicle automatic transmission case, described vehicle comprises that a clutch is transferred to torque on a main shaft from an engine shaft that motor was driven by this vehicle with permission, and described gearbox comprises at least two Couplers, each Coupler allows torque is transferred to an auxiliary axle from this main shaft, this clutch and each Coupler are designed to transmit all torques when they are placed in lock state, or when being placed in sliding mode, they transmit an adjustable ratio of this torque, or when being placed in open mode, they do not transmit torque,

Said method comprising the steps of:

A) originally first Coupler that is called as initial Coupler in described Coupler is in its lock state, and the second Coupler that is called as final Coupler is in its open mode, and these two Couplers are placed in their sliding mode,

B) this clutch is placed in its sliding mode,

C) be reduced by the torque of described initial Coupler transmission and be increased by the torque of final Coupler transmission,

D) when the torque by initial Coupler transmission reaches null value, be introduced in two torque settings points on final Coupler and on this clutch, these two set points are designed such that spindle speed is reduced to a target speed value, then, when reaching this desired value

E) this final Coupler is placed in its lock state, then

F) torque of control engine axle, its mode is for making engine shaft and spindle synchronous, and then clutch is placed in its lock state.

Technical background

It should be noted that by file FR 1 050 957(not yet open in the applying date) known a kind of like this method, in this method, introduce an increase and the first linear torque settings point in step c) on final Coupler, this first torque settings point has one constant first and advances the speed.

In step d), in the phase I that has begun immediately after the torque by initial Coupler transmission has reached a null value, introducing has and the described first one second linear torque settings point that increases of advancing the speed of advancing the speed and equating on final Coupler, and keeps constant by the torque of clutch transmission by the 3rd set point.

In the process of this step d), the torque of being transmitted by final Coupler becomes higher than the torque by the clutch transmission, and this causes reducing of spindle speed.

Reduce spindle speed so as this step that reaches a target speed value in the text hereinafter referred to as the spindle synchronous step.

The angular acceleration of main shaft and by the torque of clutch transmission and proportional by the difference between the torque of final Coupler transmission, this is to be genuine relation according to following in the process of spindle synchronous:

Cemb–Cfin=Jp.ap

Wherein

-Cemb is the torque by the clutch transmission,

-Cfin is the torque by final Coupler transmission,

-Jp is the inertia constant for main shaft,

-ap is the angular acceleration of main shaft.

Therefore a negative torque differences Cemb-Cfin introduces a negative angular acceleration ap, the main shaft that namely slows down rotation.

According to the method for setting forth in this piece file, when initial spindle synchronous, when namely speed discrepancy being detected greater than a threshold value between main shaft and engine shaft, introduce for the 4th a torque settings point that makes the spindle synchronous termination on final Coupler.

Originally this 4th set point equals to become higher than the estimation actual value that engraves during described threshold for the torque of being transmitted by final Coupler at these speed discrepancies, then increases linearly to advance the speed lower than the described first one second of advancing the speed.

Therefore step d) is to have the different linear set points that increases of constant these two of advancing the speed and carry out by introducing on final Coupler, and these different constant advance the speed to be engraved in when spindle synchronous begins have a kind of discontinuity between them.

This method has the shortcoming that the slow dynamic response of introducing the set point on it is associated with final Coupler.

Thereby, although having been applied the 4th set point and introduced the slower torque of introducing than the second set point, final Coupler increases, advanced the speed to increase with high first of this second set point by the torque continuation of final Coupler transmission.

The increase more quickly of being planned according to the 4th set point of introducing by the difference between these actual torques of final Coupler and clutch transmission so beguine.

Because the angular acceleration of main shaft is with proportional by this torque differences with being transmitted by clutch of final Coupler transmission, synchronous beguine is according to more promptly occuring that this 4th set point of introducing is planned.

Difference between these actual torques is also greater than planning the latter stage that spindle speed reduces, and the torque at this locked and wheel place at final Coupler is when being returned to rapidly the wheel numerical value that it has before synchronously beginning, and the place causes vibrations at wheel.

This vibrations at the wheel place are perceived as unhappy impression by the driver.

Purpose of the present invention

The objective of the invention is to improve the travelling comfort of driver in the gearbox shifting process.

For this reason, the present invention proposes a kind of as the upshift method that limits in foreword, wherein, at least at a sub-steps d1 of step d)) process in, the torque settings point of introducing on final Coupler has a kind of advancing the speed of reducing continuously in time.

And in the prior art, only introducing two increases and linear torque settings point on final Coupler in the process of the step of synchronous main shaft, they have constant advancing the speed separately, so a switching to another from these set points occurs discontinuously, according to the present invention, in the process of at least a portion of step d), a kind of torque settings point of non-linear increase is introduced on final Coupler, and this set point has a kind of advancing the speed of reducing continuously in time.

Thereby, because this set point increases in time more and more slowly, so it produces desirable increase to the actual value by the torque of final Coupler transmission, and simultaneously because the slow motion attitude response of the final Coupler increase to the actual torque value transmitted after this set point finishes is limited.

As explaining in more detail below in the text, the substep d1 that is therefore followed in step d) by the actual value of the torque of final Coupler transmission) the spindle synchronous set point of introducing afterwards.

By final Coupler and by the difference between these actual torques of clutch transmission thereby controlled better and meet these set points of introducing with EOS the time on these two parts.

According to this method of the present invention thereby make it to eliminate the vibrations that the driver experiences and therefore make it to improve driver's travelling comfort when spindle speed reduces to finish.

Other advantages of this method and indefiniteness feature according to the present invention,

-steps d 1) be torque in initial Coupler transmission by this rotating speed that reaches moment of a null value and this main shaft with the rotating speed of this engine shaft between one measure to differ between the moment that becomes higher than a predefined difference limen value and carry out;

-at a sub-steps d2 of step d)) process in, the torque settings point of introducing on this final Coupler has a kind of time-independent advancing the speed;

-steps d 2) be between the rotating speed of the rotating speed of this main shaft and this engine shaft one measure poor become initial in predefined difference limen value higher than one;

-in the process of step d), the described torque settings point of introducing on this clutch is a kind of constant torque settings point;

-be introduced on this final Coupler by will have first constant one first a torque settings point that increases of advancing the speed in the process of step c), in steps d 1) in, the advancing the speed to keep below or equal described first of this torque settings point of introducing on this final Coupler advanced the speed;

-in steps d 1) process in described the first torque settings point of introducing on this final Coupler in the described torque settings point of introducing on this final Coupler and process in step c) be continuous;

-be introduced on this final Coupler by will have first constant one first a torque settings point that increases of advancing the speed in the process of step c), in steps d 2) in, this of this torque settings point of introducing on this final Coupler advanced the speed and advanced the speed lower than described first.

The invention still further relates to a kind of motor vehicle, comprising:

-one clutch, this clutch allow a torque is transferred to a main shaft from the engine-driven engine shaft by this vehicle, and

-one gearbox, this gearbox comprises at least two Couplers, each Coupler allows a torque is transferred on an auxiliary axle from this main shaft, this clutch and each Coupler are designed to transmit this all torques when they are placed in a kind of lock state, or when being placed in a kind of sliding mode, they transmit an adjustable ratio of this torque, or when being placed in a kind of open mode, they do not transmit torque, each Coupler is associated with a reducing gear, this reducing gear has a torque that is associated with a velocity ratio of described gearbox and reduces coefficient,

And comprise that a computer, this computer are programmed according to the above this method of setting forth in literary composition the gearshift in this gearbox is controlled.

The detailed description of a mode of execution

How the following explanation that mode by non-limiting example provides by the reference accompanying drawing, can implement to provide one to understand clearly to content and the present invention who the present invention includes.

In these accompanying drawings:

-Fig. 1 is transferred to engine torque the schematic depiction of device of these wheels of motor vehicle;

-Fig. 2 A illustrates engine speed R change (curve RM) and spindle speed change (curve RP) in time in time;

-Fig. 2 B illustrates clutch operating state E change (curve EE) in time, change (curve ECI) and the final Coupler serviceability change (curve ECF) in time in time of initial Coupler serviceability;

-Fig. 2 C illustrate by in time change (curve C E) of the torque C of clutch transmission, by the torque of initial Coupler transmission in time change (curve C CI) and by the torque change (curve C M) in time of motor transmission, and by theoretical torque change (curve C CFT) and the actual torque change (curve C CFR) in time in time of final Coupler transmission.

Device

Fig. 1 has schematically described an explosive motor 1 of motor vehicle, this explosive motor comprises an engine cylinder body 12, has stretched out in the text an end hereinafter referred to as the bent axle 2 of " engine shaft 2 " from this engine cylinder body.This engine shaft 2 drives rotatably around the launched machine cylinder block 12 of its axis.

Transmission device 15 provides and will arrive from the torque transfer of engine shaft 2 a plurality of driven wheel 11 of motor vehicle.

Situation about describing is the situation that a vehicle comprises two driven wheels 11 that rotate with both sides transmission shaft 13 one.

In practice, these two front wheels that driven wheel 11 is vehicles.

Torque transmission device 15 comprises a clutch 4, the input shaft of this clutch and engine shaft 2 one rotations; A computerized automatic transmission case 16, the input shaft 3(of this automatic transmission case is in the text hereinafter referred to as " main shaft 3 ") rotate with the output shaft one of clutch 4; And a differential mechanism 10, the output shaft 9(of the input shaft of this differential mechanism and gearbox 16 is in the text hereinafter referred to as " auxiliary axle ") the one rotation, and these output shafts 13 of this differential mechanism and the 13 one rotations of both sides transmission shaft.

Clutch 4 is a kind of temporary coupling devices that temporary transient coupling is provided between engine shaft 2 and main shaft 3.It comprises at least two dishes, and these at least two dishes are designed to come in contact each other in order to torque is transferred to main shaft 3 from engine shaft 2 cumulatively.

Automatic transmission case 16 comprises at least two Couplers 5,6.These Couplers 5,6 are the taper couplers that comprises separately the part of two complementations at this, and these parts are designed to come in contact each other in order to torque is transferred to auxiliary axle 9 from main shaft 3 cumulatively.

In practice, this gearbox comprises and the same a plurality of Couplers of existing velocity ratio.

Each Coupler 5,6 is associated with a reducing gear 7,8, and the torque that this reducing gear has as the feature of the gearbox velocity ratio corresponding with this Coupler reduces coefficient.

Each Coupler in these Couplers 5,6 of clutch 4 and gearbox 16 can be placed in three kinds of different serviceability, and namely a kind of lock state, be shown V at Fig. 2 B middle finger; A kind of open mode is shown O at Fig. 2 B middle finger; And a kind of sliding mode, be shown G at Fig. 2 B middle finger.

When clutch 4 or these Couplers 5, one of 6 locking, it is transferred to its output shaft with all torques from its input shaft.

Thereby when clutch 4 and this Coupler 5 of being selected by automatic transmission case 16,6 locking, the torque that is provided by motor 1 all is transferred to these wheels 11 of vehicle.

When one of clutch 4 or these Couplers were opened, this clutch 4 or this Coupler 5,6 did not transmit torque.

Thereby when clutch 4 or all these Couplers 5,6 were opened, the Transmission of torque this means that vehicle just slides at freewheel.

When clutch 4 or these Couplers 5, one of 6 were in its sliding phase, these dishes of clutch 4 or each Coupler 5, these complementary parts of 6 slided relative to each other.In this state, the possible power that is the part of these two dishes by solenoidoperated cluthes 4 or each Coupler 5, these two complementations of 6 presses each other accurately changes the amount of torque that transmits.

For these different parts of controller motor vehicle 1 and it should be noted that clutch 4 and gearbox 16, provide a computer (not describing).

This computer is designed to receive the input signal from a plurality of different sensors.These input signals make it to determine the relevant parameter of operation a plurality of and vehicle, for example as, the speed V of vehicle, or the rotating speed of alternative engine shaft 2, the rotating speed of main shaft 3, the rotating speed of auxiliary axle 9 and the rotating speed (in the text hereinafter referred to as " speed " and angular acceleration) of these side shafts 13.

In its storage, this computer comprises a plurality of vehicle parameters (for example as vehicle mass), and obtain from calibration operation, provide change along with the speed of vehicle and along with the gearbox velocity ratio that uses change (that is, along with selected Coupler 5,6 and change) a plurality of mapping graphs of the desired value of vehicle startup arbor 2 speed and main shaft 3 speed.

The parameter that use is recorded by these sensors and be stored in parameter in storage, this computer can be just that every kind of vehicle operating situation produces a plurality of output signals, these output signals are transferred to these different parts of vehicle in order to control them.

Method

Fig. 2 A, Fig. 2 B and Fig. 2 C show following change abreast:

-at the speed R of engine shaft, in the text hereinafter referred to as the change in " engine speed " (curve RM), and in the speed of main shaft, in the text hereinafter referred to as the change in " principal velocity " (curve RP),

-change (curve EE), the change in the serviceability of an initial Coupler (curve ECI) and the change in the serviceability of a final Coupler (curve ECF) in the serviceability E of clutch, and

-by in time change (curve C E) of the torque C of clutch transmission, by the torque of initial Coupler transmission in time change (curve C CI) and by the torque change (curve C M) in time of motor transmission.

Fig. 2 C also illustrates by the theoretical torque change (curve C CFT) in time of final Coupler transmission and the actual torque change (curve C CFR) in time of being transmitted by final Coupler.

This Coupler that is called as initial Coupler is the Coupler of gearbox 16 transmission torque before gearshift, and this Coupler that is called as final Coupler is that gearbox transmits the Coupler of torque after gearshift.

This method set forth herein relates to a kind of upshift.The reducing gear 8 that is associated with Coupler 6 has for example torque reduction coefficient at this, and this torque reduces coefficient lower than the torque reduction coefficient of the reducing gear 7 that is associated with Coupler 5.

Thereby in this example, the Coupler 5 that this initial Coupler is gearbox and this final Coupler are Couplers 6.

The moment that moment t1 is triggered and shifts gears corresponding to gearbox 16.At this constantly before t1, as describing in Fig. 2 B, initial Coupler 5 and clutch 4 lockings and this final Coupler 6 are opened.

Result, as describing in Fig. 2 C, torque CCF by final Coupler 6 transmission before t1 is zero, and initial Coupler 5 and torque CCI of clutch 4 transmission, the amplitude Cref of this torque is a reference value corresponding to torque phase required with the driver, that consider inertia loss and frictional loss.

In this gearshift example that elaborates below this paper, what suppose is that this value Cref is constant in shift process.

Indicating this moment t1 of gearshift beginning, this vehicle computer is placed in initial Coupler 5 and final Coupler 6 their sliding mode (Fig. 2 B) in step a).

At this, this vehicle computer also with step a) step b) simultaneously in clutch 4 is placed in its sliding mode (Fig. 2 B).

As an alternative, this step b) can be carried out evening a bit, as following in the text explanation.

In this sliding mode, initial Coupler 5 and clutch 4 are at moment t1 and the identical torque CCI, the CE(Fig. 2 C that constantly continue transmission and transmit when they lock between t2).

Between moment t2 and moment t3, this computer is given an order in the step c) of this method and is made torque conversion between initial Coupler 5 and final Coupler 6.For this reason, this computer is introduced one first torque settings point that increases on final Coupler 6.This first torque settings point is indicated by the curve C CRT between moment t2 and moment t3 in Fig. 2 C.

Correspondingly be to introduce a torque settings point that reduces on initial Coupler.

This first torque settings point is linear at this, this means in this example that it describes in the accompanying drawings to have first constant advancing the speed.Yet possible is the first torque settings point of imagination other types, thereby is for example the linear a kind of torque settings point of the vanishing when torque conversion is completed of advancing the speed that makes torque settings point that then slowly increases gradually in the phase I.

Advance the speed is that to give the speed that changes along with the time that is associated with the related setting point be the title of timing at this rate of change.

Thereby, the difference of the TX that advances the speed (CCF) of the torque settings point of final Coupler between the torque value of this torque value that equals t2 constantly and moment t1 is divided by the time difference between moment t2 and moment t1, that is: TX (CCF)=(CCF (t2) – CCF (t1))/(t2-t1).

This advancing the speed also corresponding to the gradient of the straight line that shows this set point.

First to advance the speed be predefined for this.

This computer that is preferred for this torque conversion is implemented control in a torque shift process: this computer is given an order and is made the torque CCI by 5 transmission of initial Coupler reduce and make the torque CCF by final Coupler 6 transmission increase, thus make these torques of being transmitted by these two (initial Coupler 5 and final Coupler 6) and keep constant in the process of this step c).

By this two torques of initial Coupler 5 and final Coupler 6 transmission and thereby keep equaling reference value Cref.

The torque CR that is applied on these wheels of vehicle equals these torque sums that each Coupler transmits, and the torque of each transmission comes weighting with the reduction coefficient of the reducing gear that is associated.Because the reduction coefficient of the reducing gear 8 that is associated with final Coupler 6 is lower than the reducing gear 7 that is associated with initial Coupler 5, so the torque CR that is applied on these wheels of vehicle reduces in the process of step c) consistently.

Because by the torque of two Couplers of this group (initial Coupler 5 and final Coupler 6) transmission thereby be to keep constant, and be level and smooth and continuous because be applied in the process of torque conversion that torque CR on these wheels reduces, so avoided the driver to be found to be unhappy impression, for example the impression of any vibrations.

As describing in Fig. 2 A, in the text in the process of above step a), step b) and the step c) of setting forth, namely between moment t1 and moment t3, engine speed RM follows in time the change identical with the determined change of target velocity C1 with principal velocity RP.

This target velocity C1 is preset into along with the speed of the speed ratio of gearbox 16 and vehicle and is changed.

At the target velocity C1 of Fig. 2 A indicating corresponding to the speed ratio that is used for being associated with initial Coupler 5 and the engine target speed that is used for a kind of car speed of increase.

This torque conversion step c) finishes when by the torque CCI vanishing of initial Coupler 5 transmission at moment t3, and this shows that initial Coupler 5 opens.So final Coupler 6 transmission equal the torque CCF of torque reference value Cref and still are in its sliding mode (Fig. 2 B and Fig. 2 C).Therefore also torque conversion might be completed the torque CCF that t3 constantly is defined as by final Coupler 6 transmission and become the moment that equals torque reference value Cref.

In the step d) that occurs between moment t3 and moment t5, this computer is introduced on final Coupler 6 and on clutch 4 and is suitable for producing the torque settings point that principal velocity reduces, so that the value that makes principal velocity RP is towards corresponding to one of the speed ratio that is associated with final Coupler 6 new target velocity C2 convergence (Fig. 2 A).

This target velocity C2 be instructed in Fig. 2 A for increasing car speed and corresponding to these desired values for the rotating speed of the main shaft 3 of final speed ratio.This step d) is synchronous corresponding to main shaft 3.

Therefore clutch 4 has and can be placed in its sliding mode before the moment t3 that this spindle synchronous begins.During it can be placed in this sliding mode in any moment between moment t1 and moment t3.It is favourable before moment t3, clutch 4 being placed in its sliding mode, and this is because this has guaranteed that it is placed in immediately this state and does not postpone when moment t3 arrives.

According to concerning Cemb – Cfin=CE – CCF=Jp.ap, wherein Jp represents main shaft 3 inertia constants (using) in the synchronous process of main shaft 3, and when the difference of the torque of transmitting between clutch 4 and final Coupler 6 is negative, the angular acceleration ap of main shaft 3 is for negative.

Therefore this computer is given an order and is introduced the 3rd a torque settings point by introducing second a torque settings point and pass through on final Coupler 6 on clutch 4, thereby forces the torque CCF by final Coupler 6 transmission to reduce principal velocity RP higher than the torque CE by clutch 4 transmission in the process of this step d).

Torque CE by the clutch transmission preferably keeps equaling reference value Cref and thereby keeps constant at this in whole shift process at this.Introduce this 3rd set point on it thereby be constant at this.

It should be noted that according to the present invention, at least at a sub-steps d1 of step d)) process in, this second torque settings point of introducing on final Coupler 6 has a kind of advancing the speed of reducing continuously in time.

Steps d 1) be that the difference measured between moment t3 that the torque CCI by 5 transmission of initial Coupler reaches a null value and spindle speed and engine shaft rotating speed becomes between a moment t4 higher than a predefined difference limen value and carries out.

This second torque settings point thus in Fig. 2 C by moment t3 and the constantly indication of the curve C CRT between t4.

More properly, this second torque settings point of introducing on final Coupler 6 carried out will by the theoretical torque of these final Coupler 6 transmission from described reference value Cref be increased to a torque value higher than this reference value Cref (Fig. 2 C) and therefore higher than a steps d 1 of the value of the torque transmitted by clutch 4).

Selective is, in steps d 1) in, the advancing the speed to keep below or equal described first of this second torque settings point of introducing on final Coupler 6 advanced the speed.

And at this, in steps d 1) process in the described first torque settings point of introducing on final Coupler 6 in this second torque settings point of introducing on final Coupler 6 and process in step c) be continuous.

Refer to arithmetic single order continuity between the first set point and the second set point at this by " continuously " meaning, thereby to have caused at a given time be level and smooth and there is no a curve of torque jump.

And, described the second set point this moment t3 that is indicating that torque conversion finishes and step d) begins show with process in step c) in identical the advancing the speed of the first torque settings point introduced on final Coupler, and therefore show the arithmetic Second Order Continuous of the first set point together.Constantly after t3, advancing the speed of the second set point reduces continuously at this, this means evenly and is worth to another from a value without step ground.

As describing in Fig. 2 C, by 6 transmission of final Coupler and by the actual torque of curve C CFR indication moment t2 with constantly following between t4 with by the theoretical torque of the first torque settings point and the introducing of the second torque settings point parallel, with a kind of change of a slightly of short duration delay, this delay is due to the final slow dynamic response of Coupler 6.

So final Coupler 6 for the response of the variation of the torque settings point of introducing thereon in fact and be instant.

The difference of measuring between spindle speed and engine shaft rotating speed becomes the moment t4 higher than predefined difference limen value, principal velocity RP also keeps off engine speed RM, and can think main shaft 3 synchronously beginning to the target velocity C2 corresponding with this new speed ratio of gearbox 16.

A sub-steps d2 in step d)) initial this moment t4, this computer is introduced the 4th a torque settings point on final Coupler 6 in the process of this substep, and the 4th torque settings point has a kind of time-independent advancing the speed.This 4th torque settings point is indicated by curve C CFT between moment t4 and moment t5.

At moment t4, this computer forces the 4th torque settings point to equal actual torque by 6 transmission of final Coupler in this value constantly.

Therefore this switching from the second torque settings o'clock to the 4th torque settings point is congenital just discontinuous, because this actual torque value constantly is different from theoretical value that it is introduced by the second set point due to this slow dynamic response of final Coupler.

This advancing the speed of this 4th torque settings point of introducing on final Coupler 6 also preferably advanced the speed lower than described first of the first torque settings point.

As at Fig. 2 C indicating, because this this low the advancing the speed that reduces gradually with the 4th set point of advancing the speed of the second set point, the dynamic response of final Coupler 6 has just allowed this final Coupler to follow described the 4th set point.

Therefore very closely following by the actual torque (curve C CFR) of final Coupler 6 transmission the 4th torque settings point (the curve C CRT in Fig. 2 C) of introducing between t4 and t5.

So the value of actual torque CCFR between t4 and t5 by final Coupler 6 transmission is substantially equal to its theoretical value CCFT.By the actual torque of final Coupler 6 transmission no longer as it in the prior art moment t4 with constantly between t5 (that is, in the process at spindle synchronous) increase over its theoretical value.

As a result, by the change of the torque of final Coupler 6 transmission and principal velocity RP reduce accurately controlledly, and be applied to torque on these wheels of vehicle and can not experience sharply and change.These vibrations that occur at the wheel place in prior art thereby eliminated.

At moment t5, principal velocity RP reaches target velocity C2(Fig. 2 A).So main shaft 3 is synchronized on target velocity corresponding to the speed ratio that is associated with final Coupler 6.

Then lock (Fig. 2 B) and required all torque reference Cref of transmission driver from this moment t4 at final Coupler 6 in step e).

After main shaft 3 was synchronously to the new target velocity C2, this computer was given an order before the moment t5 and is made engine shaft 2 synchronize with main shaft 3.For this reason, make clutch 4 be in its sliding mode and make engine torque CM gradually little, thereby allow engine speed RM to reduce to target velocity C2.

Engine torque CM causes synchronous this gradually little of engine shaft 2 at moment t4 and constantly carries out (Fig. 2 A to Fig. 2 C) between t5.

In this gradually little process, engine torque CM from reference value Cref drop to of a lower torque value sharply reduce after and then engine torque rise to a slower increase of its initial value that equals reference value Cref.

At moment t5, COMPUTER DETECTION is synchronously completed to new value and engine shaft that engine speed RM equals target velocity C2.Computer is completed the gearshift that clutch 4 is placed in its lock state and gearbox 16.

Because engine torque CM this gradually little thereby realize by making clutch 4 rather than final Coupler 6 slide, so avoided the vibrations that produce by transmission device 15 diffusions and caused occupant's experience of vehicle to make us unhappy sensation and noise.

And this final Coupler thereby the slip that can not be extended damage: clutch can bear the energy dissipation that is caused by this slip better.

Therefore this process for gear that proposes allows gearbox to shift gears by the mode of improving driver's travelling comfort, thereby has avoided noise and vibrations.

The present invention limits these embodiments that set forth and describe of institute never in any form, and those skilled in the art can know and use any mode of the spirit according to the present invention to change the present invention.

Situation in this consideration is that wherein reference value Cref keeps constant in shift process.

If reference value Cref can change in shift process, be applied to and force this torque to keep equaling reference value Cref and change by the 3rd set point on the torque CE of clutch transmission to be applied to the second torque settings point on final Coupler.The mode that the second torque settings point of this change is conditioned be make torque differences CE-CCF keep with should be for one be before constant reference value Cref produce when the second torque settings point that originally is intended to applies identical.

Claims

1. method that is used for carrying out in motor vehicle automatic transmission case (16) upshift, described vehicle comprises that a clutch (4) is transferred to a torque (CM) on a main shaft (3) from the engine shaft (2) that the motor (1) by this vehicle drives with permission, and described gearbox (16) comprises at least two Couplers (5, 6), each Coupler allows a torque is transferred on an auxiliary axle (9) from this main shaft (3), this clutch (4) and each Coupler (5, 6) be designed to transmit this all torques when they are placed in a kind of lock state, or when being placed in a kind of sliding mode, they transmit an adjustable ratio of this torque, or when being placed in a kind of open mode, they do not transmit torque,

Said method comprising the steps of:

A) originally first Coupler (5) that is called as initial Coupler (5) in described Coupler is in its lock state, and this second Coupler (6) that is called as final Coupler (6) is in its open mode, these two Couplers (5,6) are placed in their sliding mode

B) this clutch (4) is placed in its sliding mode,

C) be reduced by the torque (CCI) of described initial Coupler (5) transmission and be increased by the torque (CCF) of this final Coupler (6) transmission,

D) when the torque (CCI) by this initial Coupler (5) transmission reaches a null value, two torque settings points are introduced on upper and this clutch (4) of this final Coupler (6), these two set points are designed such that the rotating speed (RP) of this main shaft (3) is reduced to a target speed value (C2), then, when reaching this desired value (C2)

E) this final Coupler (6) is placed in its lock state, then

F) control the torque of this engine shaft, its mode is for making this engine shaft (2) synchronize with this main shaft (3), and then this clutch (4) is placed in its lock state,

It is characterized in that, at least at a sub-steps d1 of step d)) process in, have a kind of advancing the speed of reducing continuously in time at the upper torque settings point of introducing of this final Coupler (6).

2. method according to claim 1, wherein steps d 1) be torque (CCI) in initial Coupler (5) transmission by this rotating speed that reaches moment of a null value and this main shaft with the rotating speed of this engine shaft between one measure to differ between the moment that becomes higher than a predefined difference limen value and carry out.

3. the described method of any one according to claim 1 with 2, wherein be introduced on this final Coupler (6) by will have first constant one first a torque settings point that increases of advancing the speed in the process of step c), in steps d 1) in, advancing the speed to keep below or equal described first and advance the speed at upper this torque settings point introduced of this final Coupler (6).

4. method according to claim 3 is wherein in steps d 1) process in the upper described torque settings point of introducing of this final Coupler (6) and process in step c) described the first torque settings point in the upper introducing of this final Coupler (6) be continuous.

One of according to claim 1 to 4 described method, wherein, at a sub-steps d2 of step d)) process in, the torque settings point of introducing on this final Coupler has a kind of time-independent advancing the speed.

6. method according to claim 5, wherein steps d 2) be between the rotating speed of the rotating speed of this main shaft and this engine shaft one measure poor become initial in predefined difference limen value higher than one.

7. the described method of any one according to claim 5 with 6, wherein be introduced on this final Coupler (6) by will have first constant one first a torque settings point that increases of advancing the speed in the process of step c), in steps d 2) in, this of this torque settings point of introducing on this final Coupler (6) advanced the speed and advanced the speed lower than described first.

One of according to claim 1 to 7 described method, wherein, in the process of step d), be a kind of constant torque settings point at the upper described torque settings point of introducing of this clutch (4).

9. motor vehicle comprise:

-one clutch (4), this clutch allow a torque (CM) is transferred to a main shaft (3) from the engine shaft (2) that the motor (1) by this vehicle drives, and

-one gearbox (16), this gearbox comprises at least two Couplers (5, 6), each Coupler allows a torque is transferred on an auxiliary axle (9) from this main shaft (3), this clutch (4) and each Coupler (5, 6) be designed to transmit this all torques when they are placed in a kind of lock state, or when being placed in a kind of sliding mode, they transmit an adjustable ratio of this torque, or when being placed in a kind of open mode, they do not transmit torque, each Coupler (5, 6) with a reducing gear (7, 8) be associated, this reducing gear has a torque that is associated with a velocity ratio of described gearbox and reduces coefficient, it is characterized in that it comprises a computer, this computer is programmed one of according to claim 1 to 8 described method that the gearshift in this gearbox (16) is controlled.