CN103097776B

CN103097776B - Method for changing gears up for an automatic gearbox of a motor vehicle

Info

Publication number: CN103097776B
Application number: CN201180043591.5A
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: 2015-05-06
Anticipated expiration: 2031-07-12
Also published as: FR2964714B1; FR2964714A1; WO2012035219A1; EP2616716A1; CN103097776A

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

For the method for the upshift of motor vehicle automatic transmission case

The technical field of invention

The present invention relates to a kind of method for carrying out upshift in motor vehicle automatic transmission case, described vehicle comprises a clutch to allow torque to be transferred to a main shaft from the engine shaft that is driven by the motor of this vehicle, and described gearbox comprises at least two Couplers, each Coupler allows torque to be 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 the ratio that transmit this torque when they are placed in sliding mode adjustable, or do not transmit torque when they are placed in open mode,

Said method comprising the steps of:

A) originally first Coupler being called as initial Coupler in described Coupler be in its lock state, and the second Coupler being 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 transfer and be increased by the torque of final coupler transfer,

D) when the torque by initial coupler transfer reaches null value, be introduced on final Coupler and on this clutch by two torque settings points, 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) control the torque of engine shaft, 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 so method, in this approach, introduce on final Coupler in step c) one increase and linear the first torque settings point, this first torque settings point has one constant first and advances the speed.

In step d), after having reached a null value by the torque of initial coupler transfer immediately a first stage in, final Coupler is introduced there is advance the speed one the second torque settings point linearly increased of advancing the speed equal with described first, and the torque transmitted by clutch keeps constant by the 3rd set point.

In the process of this step d), become the torque higher than being transmitted by clutch from the torque of final coupler transfer, and this causes the reduction of spindle speed.

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

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

Cemb–Cfin=Jp.ap

Wherein

-Cemb is the torque transmitted by clutch,

-Cfin is by the torque of final coupler transfer,

-Jp is the inertia constant for main shaft,

-ap is the angular acceleration of main shaft.

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

According to the method set forth in this section of file, when beginning spindle synchronous, when namely detecting that between main shaft and engine shaft speed discrepancy is greater than a threshold value, final Coupler is introduced a 4th torque settings point for making spindle synchronous terminate.

Originally this 4th set point equals to become the described threshold of estimation actual value higher than engraving during to(for) the torque by final coupler transfer at these speed discrepancies, then advances the speed with advance the speed lower than described first one second and increases linearly.

Therefore step d) is perform by introducing the set point having different constant these two of advancing the speed and linearly increase on final Coupler, and these different constant advancing the speed have a kind of discontinuity between which in the moment that spindle synchronous starts.

This method has the shortcoming be associated with the slow dynamic response of final Coupler to the set point introduced on it.

Thus, increase although be applied with the 4th set point to final Coupler and introduce the slower torque introduced than the second set point, continued to advance the speed with high first of this second set point to increase by the torque of final coupler transfer.

Difference between these actual torques transmitted by final Coupler and clutch is therefore than the increase more quickly that the set point introduced according to the 4th is planned.

Because proportional with this torque differences transmitted by clutch, synchronous than more promptly occurring of planning according to set point of this 4th introducing with by final coupler transfer of the angular acceleration of main shaft.

Difference between these actual torques be also be greater than spindle speed reduce latter stage plan, and this final Coupler be locked and the torque at wheel place be returned to rapidly wheel before synchronously starting its have numerical value time, at wheel, place causes vibrations.

Unhappy impression is perceived as by driver in this vibrations at wheel place.

Object of the present invention

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

For this reason, the present invention proposes a kind of as the upshift method that limits in introduction, wherein, at least at a sub-steps d1 of step d)) process in, the torque settings point that final Coupler is introduced have a kind of reduce continuously in time advancing the speed.

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

Thus, because this set point more and more slowly increases in time, so it the actual value of the torque by final coupler transfer is produced desired by increase, and simultaneously because the increase of slow dynamic response to the actual torque value transmitted after terminating at this set point of final Coupler is limited.

Explain in more detail as following in the text, therefore follow the sub-step d1 in step d) by the actual value of the torque of final coupler transfer) after the spindle synchronous set point of introducing.

Thus be better controlled by the difference between final Coupler and these actual torques of being transmitted by clutch and meet these set points introduced on these two parts at the end of synchronous.

Thus this method according to the present invention makes it likely to eliminate vibrations that driver experiences at the end of spindle speed reduces and therefore makes it likely to improve driver's travelling comfort.

According to other advantages and the non-limiting parameters of this method of the present invention,

-steps d 1) be reached from the torque of this initial coupler transfer the moment of a null value and between the rotating speed of this main shaft and the rotating speed of this engine shaft one measure moment that difference becomes the difference limen value preset higher than between perform;

-at a sub-steps d2 of step d)) process in, the torque settings point that this final Coupler is introduced has a kind of time-independently to advance the speed;

-steps d 2) to be that between the rotating speed and the rotating speed of this engine shaft of this main shaft one measures in difference becomes the difference limen value preset higher than initial;

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

-by being introduced on this final Coupler by having first constant advance the speed an one first torque settings point increased in the process of step c), in steps d 1) in, the advancing the speed of this torque settings point that this final Coupler is introduced keeps below or equals described first and advance the speed;

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

-by being introduced on this final Coupler by having first constant advance the speed an one first torque settings point increased in the process of step c), in steps d 2) in, this of this torque settings point that this final Coupler is introduced is advanced the speed and to be advanced the speed lower than described first.

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

-one clutch, this clutch allows a torque to be 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 to be transferred to 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 the ratio that transmit this torque when they are placed in a kind of sliding mode adjustable, or do not transmit torque when they are placed in a kind of open mode, each Coupler is associated with a reducing gear, this reducing gear has the torque be associated with described gearbox velocity ratio and reduces coefficient,

And comprising a computer, this computer is programmed and controls the gearshift in this gearbox according to this method set forth above in literary composition.

The detailed description of a mode of execution

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

In the drawings:

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

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

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

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

device

Fig. 1 schematically depict an explosive motor 1 of motor vehicle, and this explosive motor comprises an engine cylinder body 12, stretches out in the text hereinafter referred to as one end of the bent axle 2 of " engine shaft 2 " from this engine cylinder body.This engine shaft 2 is driven by engine cylinder body 12 rotatably around its axis.

Transmission device 15 provides the torque transfer from engine shaft 2 to multiple driven wheel 11 of motor vehicle.

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

In practice, these two driven wheels 11 are front wheels of vehicle.

Torque transmission device 15 comprises a clutch 4, and input shaft and the engine shaft 2 of this clutch rotate integrally; 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 integrally with the output shaft of clutch 4; And a differential mechanism 10, the input shaft of this differential mechanism and the output shaft 9(of gearbox 16 are in the text hereinafter referred to as " auxiliary axle ") rotate integrally, and these output shafts 13 of this differential mechanism rotate integrally with both sides transmission shaft 13.

Clutch 4 a kind ofly between engine shaft 2 with main shaft 3, provides the temporary coupling device be temporarily coupled.It comprises at least two dishes, and these at least two dishes are designed to come in contact each other increasingly torque is transferred to main shaft 3 from engine shaft 2.

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

In practice, this gearbox comprises multiple Coupler same with 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 transmission 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, is designated as V in fig. 2b; A kind of open mode, is designated as O in fig. 2b; And a kind of sliding mode, be designated as G in fig. 2b.

When one of clutch 4 or these Couplers 5,6 lock, all torques are transferred to its output shaft from its input shaft by it.

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

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

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

When one of clutch 4 or these Couplers 5,6 are in its sliding phase, the part of these dishes of clutch 4 or these complementations of each Coupler 5,6 slides relative to each other.In such state, possible is that the power be pressed against each other by these two of these two of solenoidoperated cluthes 4 dishes or each Coupler 5,6 complementary parts accurately changes transmitted amount of torque.

In order to controller motor vehicle 1 these different parts and it should be noted that clutch 4 and gearbox 16, provide a computer (description).

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

In its memory, this computer comprises multiple vehicle parameter (such as vehicle mass), and to obtain from calibration operation, provide change along with the speed of vehicle and change multiple mapping graphs of the desired value of (that is, along with selected Coupler 5,6 change) vehicle startup arbor 2 speed and main shaft 3 speed along with used transmission ratio.

Use the parameter recorded by these sensors and the parameter stored in memory, this computer just can produce multiple output signal for often kind of vehicle operating condition, and these output signals are transferred to these different parts of vehicle 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 (curve RM) in " engine speed ", and in the speed of main shaft, in the text hereinafter referred to as the change (curve RP) in " principal velocity ",

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

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

Fig. 2 C also illustrates the theoretical torque change in time (curve C CFT) by final coupler transfer and the actual torque change in time (curve C CFR) by final coupler transfer.

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

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

Thus in this example, this initial Coupler is the Coupler 5 of gearbox and this final Coupler is Coupler 6.

Moment t1 corresponds to gearbox 16 and is triggered the moment of shifting gears.Before this moment t1, as in fig. 2b describe, initial Coupler 5 and clutch 4 lock and this final Coupler 6 is opened.

Result, as in fig. 2 c describe, the torque CCF transmitted by final Coupler 6 before t1 is zero, and initial Coupler 5 and clutch 4 transmit a torque CCI, the amplitude Cref of this torque be required with driver, consider the reference value that the torque phase of inertia loss and frictional loss is corresponding.

Herein in following this gearshift example elaborated, it is assumed that this value Cref is constant in shift process.

Indicating this moment t1 that gearshift starts, initial Coupler 5 and final Coupler 6 are placed in their sliding mode (Fig. 2 B) by this vehicle computer 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 perform evening a bit, explains as following in the text.

In this sliding mode, initial Coupler 5 and clutch 4 continue to transmit and identical torque CCI, CE(Fig. 2 C transmitted when they lock between moment t1 with moment t2).

Between moment t2 and moment t3, this computer is given an order and torque is changed between initial Coupler 5 and final Coupler 6 in the step c) of this method.For this reason, one the first torque settings point increased introduced by this computer 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.

Corresponding is on initial Coupler, introduce a torque settings point reduced.

This first torque settings point is in this case linear, this means to have first constant advancing the speed in this example that it is described in the accompanying drawings.But possible is the first torque settings point of imagination other types, such as, be linear then slowly increase gradually thus make a kind of torque settings point of the vanishing when torque conversion completes of advancing the speed of torque settings point in the first stage.

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

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

Thisly to advance the speed also corresponding to the gradient of straight line showing this set point.

This first is advanced the speed and presets.

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

These two torques transmitted by initial Coupler 5 and final Coupler 6 and thus keep equal reference value Cref.

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

The torque transmitted because of two Couplers (initial Coupler 5 and final Coupler 6) organized by this because of but keep constant, and because the torque CR be applied in the process of torque conversion on these wheels reduces to be level and smooth and continuous print, such as, so avoid driver to be found to be unhappy impression, the impression of any vibrations.

As in fig. 2 describe, in the process of above in the text step a), step b) and the step c) set forth, namely, between moment t1 and moment t3, engine speed RM and principal velocity RP follow the identical change in time of change determined with target velocity C1.

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

The target velocity C1 indicated in fig. 2 corresponds to the engine target speed of the speed ratio for being associated with initial Coupler 5 and the car speed for a kind of increase.

This torque conversion step c) moment t3 when the torque CCI vanishing transmitted by initial Coupler 5 time terminate, this shows that initial Coupler 5 is opened.So final Coupler 6 transmission equals a torque CCF of torque reference value Cref and is still in its sliding mode (Fig. 2 B and Fig. 2 C).Therefore also likely torque conversion is completed moment t3 to be defined as the torque CCF transmitted from final Coupler 6 and to become the moment equaling torque reference value Cref.

Occurring in the step d) between moment t3 and moment t5, the torque settings point being suitable for producing principal velocity reduction introduced by this computer on final Coupler 6 and on clutch 4, to make the value of principal velocity RP restrain (Fig. 2 A) towards the target velocity C2 that corresponding to the speed ratio be associated with final Coupler 6 is new.

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

Therefore clutch 4 has being prepended in its sliding mode of the moment t3 that can start at this spindle synchronous.It can be placed in this sliding mode in any moment between moment t1 and moment t3.It is favourable for before a time t 3 clutch 4 being placed in its sliding mode, this is because which ensure that it is placed in this state immediately when moment t3 arrives and does not postpone.

According to relation Cemb – Cfin=CE – CCF=Jp.ap, wherein Jp represents main shaft 3 inertia constant (applying in the process that main shaft 3 is synchronous), and when the difference of the torque transmitted between clutch 4 and final Coupler 6 is negative, the angular acceleration ap of main shaft 3 is negative.

Therefore this computer gives an order by introducing a second torque settings point and by introducing a 3rd torque settings point on clutch 4 on final Coupler 6, thus in the process of this step d), forces the torque CCF that transmitted by final Coupler 6 higher than the torque CE transmitted by clutch 4 to reduce principal velocity RP.

The torque CE transmitted by clutch preferably keeps equaling reference value Cref at this and thus in whole shift process, keeps constant at this.Thus introduce this 3rd set point on it is 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 that final Coupler 6 is introduced have a kind of reduce continuously in time advancing the speed.

Steps d 1) be perform between the torque CCI transmitted from initial Coupler 5 reaches a moment t4 that the difference measured between the moment t3 of a null value and spindle speed and engine shaft rotating speed becomes the difference limen value preset higher than.

Thus this second torque settings point is indicated by the curve C CRT between moment t3 and moment t4 in fig. 2 c.

More properly, on final Coupler 6 introduce this second torque settings point perform by the theoretical torque transmitted by this final Coupler 6 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, in steps d 1) in, the advancing the speed of this second torque settings point that final Coupler 6 is introduced keeps below or equals described first and advance the speed.

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

This by " continuously " it is intended that arithmetic single order continuity between the first set point and the second set point, thus to result at a given time be level and smooth and curve that is that do not have torque to jump.

And, at this, described second set point is indicating that the moment t3 that torque conversion terminates and step d) starts shows and identical the advancing the speed of the first torque settings point introduced on final Coupler in the process in step c), and therefore show the arithmetic second order continuity with the first set point.After this moment t3, advancing the speed of the second set point reduces continuously, this means evenly and without stepwise from a value to another value.

As in fig. 2 c describe, by final Coupler 6 transmit and the actual torque indicated by curve C CFR follow between moment t2 with moment t4 with by the first torque settings point parallel with the theoretical torque that the second torque settings point is introduced, change with the one of a slightly of short duration delay, this delay is the slow dynamic response due to final Coupler 6.

So, final Coupler 6 for the change of the torque settings point introduced thereon response in fact and be instant.

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

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

At moment t4, the actual torque that this computer forces the 4th torque settings point to equal to be transmitted by final Coupler 6 is in the value in this moment.

Therefore be congenital just discontinuous from the second torque settings o'clock to this switching of the 4th torque settings point, because the actual torque value in this moment is different from the 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 that final Coupler 6 is introduced also preferably is advanced the speed lower than described first of the first torque settings point.

As indicated in fig. 2 c, because this low the advancing the speed of this reduction and the 4th set point gradually of advancing the speed of the second set point, the dynamic response of final Coupler 6 just allow for this final Coupler and follows described 4th set point.

Therefore the actual torque (curve C CFR) transmitted by final Coupler 6 between t4 and t5 close proximity follows the 4th introduced torque settings point (curve C CRT in fig. 2 c).

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

As a result, the change of the torque transmitted by final Coupler 6 and the reduction of principal velocity RP accurately controlled, and the torque be applied on these wheels of vehicle can not be experienced and sharply changes.Thus these vibrations occurred at wheel place in prior art are eliminated.

Target velocity C2(Fig. 2 A is reached) at moment t5, principal velocity RP.So main shaft 3 is synchronized in the target velocity corresponding to the speed ratio be associated with final Coupler 6.

Then in step e), final Coupler 6 locks (Fig. 2 B) and transmit the required all torque reference Cref of driver from this moment t4.

After main shaft 3 has been synchronized on new target velocity C2, this computer has made engine shaft 2 synchronous with main shaft 3 from giving an order before moment t5.For this reason, make clutch 4 be in its sliding mode to make engine torque CM gradually little, thus allow engine speed RM to reduce to target velocity C2.

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

In this gradually little process, the engine torque that followed by that engine torque CM drops to one of a lower torque value sharply reduction from reference value Cref rises to it and equals the slower increase of of the initial value of reference value Cref.

At moment t5, COMPUTER DETECTION equals the new value of target velocity C2 and engine shaft synchronously completes to engine speed RM.Clutch 4 is placed in its lock state with computer and the gearshift of gearbox 16 completes.

Because engine torque CM this gradually little because of but by making clutch 4 instead of final Coupler 6 slide to realize, so the vibrations avoiding generation are spread by transmission device 15 and are caused occupant's experience of vehicle to make us unhappy sensation and noise.

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

Therefore this process for gear proposed allows gearbox to be shifted gears by the mode improving driver's travelling comfort, thus avoids noise and vibrations.

The present invention limit never in any form these embodiments of setting forth and describing, and those skilled in the art can know and change the present invention by any mode according to spirit of the present invention.

Situation about considering at this is that wherein reference value Cref keeps constant in shift process.

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

Claims

1. one kind for carrying out the method for upshift in motor vehicle automatic transmission case (16), described vehicle comprises a clutch (4) to allow a torque (CM) to be transferred to a main shaft (3) from the engine shaft (2) that the motor (1) by this vehicle drives, and described gearbox (16) comprises at least two Couplers (5, 6), each Coupler allows a torque to be transferred to 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 the ratio that transmit this torque when they are placed in a kind of sliding mode adjustable, or do not transmit torque when they are placed in a kind of open mode,

Said method comprising the steps of:

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

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

C) torque (CCI) transmitted by described initial Coupler (5) is reduced and the torque (CCF) transmitted by this final Coupler (6) is increased,

D) when the torque (CCI) transmitted by this initial Coupler (5) reaches a null value, two torque settings points are introduced on this final Coupler (6) and on this clutch (4), 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) synchronous with this main shaft (3), and then this clutch (4) is placed in its lock state,

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

2. method according to claim 1, wherein, steps d 1) be reach the moment of a null value and between the rotating speed of this main shaft and the rotating speed of this engine shaft one in the torque (CCI) transmitted from this initial Coupler (5) to measure between moment that difference becomes the difference limen value preset higher than and perform.

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

4. method according to claim 3, wherein, in steps d 1) process in the upper described torque settings point introduced of this final Coupler (6) with in step c) process in be continuous print at upper the described first torque settings point increased introduced of this final Coupler (6).

5. method according to claim 1 and 2, wherein, in steps d) a sub-steps d2) process in, the torque settings point that this final Coupler is introduced has a kind of time-independently to advance the speed.

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

7. method according to claim 5, wherein, by in step c) process in the torque settings point having constant first one first of advancing the speed and increase is introduced on this final Coupler (6), in steps d 2) in, advance the speed at this of upper this torque settings point introduced of this final Coupler (6) and to advance the speed lower than described first.

8. method according to claim 1 and 2, wherein, in steps d) process in, be a kind of constant torque settings point at the upper described torque settings point introduced of this clutch (4).

9. motor vehicle, comprising:

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

-one gearbox (16), this gearbox comprises at least two Couplers (5, 6), each Coupler allows a torque to be transferred to 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 the ratio that transmit this torque when they are placed in a kind of sliding mode adjustable, or do not transmit torque when they are placed in a kind of open mode, each Coupler (5, 6) with a reducing gear (7, 8) be associated, this reducing gear has the torque be associated with described gearbox velocity ratio and reduces coefficient, it is characterized in that it comprises a computer, this computer is programmed and controls the gearshift in this gearbox (16) according to the method one of claim 1 to 8 Suo Shu.