CN106438990A - Method for control vehicle drive unit - Google Patents
Method for control vehicle drive unit Download PDFInfo
- Publication number
- CN106438990A CN106438990A CN201610831160.XA CN201610831160A CN106438990A CN 106438990 A CN106438990 A CN 106438990A CN 201610831160 A CN201610831160 A CN 201610831160A CN 106438990 A CN106438990 A CN 106438990A
- Authority
- CN
- China
- Prior art keywords
- clutch
- torque
- drive
- transmission
- gear
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
- F16H2061/1276—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/44—Removing torque from current gears
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/52—Applying torque to new gears
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
- F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
- F16H63/502—Signals to an engine or motor for smoothing gear shifts
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention relates to a method for controlling a drive unit in a vehicle drive system. The drive unit has a vehicle transmission and a drive engine. The drive engine is connected to an output part via a plurality of different gears through a first clutch on a first transmission path and a second clutch on a second transmission path. At least during a shifting operation period, before a torque transmission from the first clutch to the second clutch, synchronization of the engine rotation speeds is performed. When the torque is shifted, by opening the first clutch, the drive connection between the drive engine and the first transmission path is disconnected; and by closing the second clutch, a drive connection between the drive engine and the second transmission path is established. In order to increase driving comfort during gear changes, the opening of the first clutch is monitored, if an error is detected when the first clutch is opened, the second clutch is closed until the second clutch reaches a defined slip limit, and the second clutch is opened again immediately as soon as reaching the slip limit.
Description
Technical field
The present invention relates to a kind of method for controlling vehicle drive unit, vehicle drive unit include transmission for vehicles and
Driving machine, wherein, driving machine passes through second on first clutch and the second variator path on the first variator path
Clutch is connected with output section via different gears, wherein, is shifted from first clutch in torque at least during shift process
The synchronization of engine speed is executed to before second clutch, wherein, in torque transferred, is made by opening first clutch
Drive connection between driving machine and the first variator path is separated, and is passed through to close second clutch and set up in driving machine and the
Drive connection between two variator path.
Background technology
A kind of known in 1 507 103 A1 of EP form is made for the side shifted gears of manual transmission of dual-clutch transmission
Method, wherein, the second clutch on first clutch and the second variator path on the first variator path is via difference
Gear electromotor is connected with output section.Before shift process, here is by motor torque via first clutch first
Output section is delivered on variator path, and wherein, the gear being linked into of the first variator path determines gear ratio.Considering the transmission
Than in the case of, the first output torque is provided on the axle of output section.Before shift process, second clutch is not transmitted and is turned
Square, the variator path for belonging to second clutch is correspondingly non-loaded.Due to non-loaded, it is possible to achieve, second
In variator path, it was linked into before shift process in other words and preselects a gear.In shift process, the gear of the pre-selection is target
Gear, and guide the gear being linked into of the variator path of load to keep off corresponding to source.
Among shift process, there is the stage with engine speed synchronization and torque is delivered to second from first clutch
The stage of clutch.During the synchronous stage, engine braking or acceleration is made, until engine speed corresponds to the second speed change
The rotating speed in device path.During the stage of torque transferred, second clutch is closed, so as to from zero-turn square by the second clutch
The torque of device transmission is risen in the way of following certain curvilinear motion.The torque transmitted by first clutch while decline, directly
It is zero to the torque.If the torque transferred stage terminates, motor torque is just transmitted by second clutch completely.
Shift process is upshift, and source gear has the gear ratio bigger than targeted gear.As long as motor torque keeps constant, lead to
Cross the torque that shift process is applied on the axle of output section correspondingly to reduce.
It is well known that, in shift process during, before torque is transferred to second clutch from first clutch or it
Afterwards, the synchronization of engine speed is executed.For towed upshift and push type move back gear, synchronous by correspondingly controling
The clutch of connection and carry out after the torque transferred that carries out.For pusher upshift and push type move back gear, synchronous logical
Carry out before crossing the torque transferred for correspondingly controling clutch to be separated and carrying out.
In towed upshift, during synchronization, adjust out on clutch sliding, having been turned in torque transferred
The torque higher than input torque, to reduce input speed in a controlled manner and to reduce the cunning in the clutch having been turned on
Dynamic.Move back in gear, during synchronization in push type, equally adjust out on clutch sliding, having been turned in torque transferred
The torque higher than the absolute value of input torque, to raise input speed and to reduce the slip in the clutch having been turned on.
Move back in gear, during synchronization towed, lower than input torque turning targetedly is transmitted on clutch to be separated
Square, to raise input speed and to cause clutch slip (to its objective is：The clutch for reducing clutch to be connected is slided
Dynamic).Move back in gear in push type, during synchronization, targetedly transmit on clutch to be separated more exhausted than input torque
To being worth lower torque, to reduce input speed and to cause clutch slip (to its objective is：Reduce clutch to be connected
Clutch slip).Thus, it is possible to realize shock-free gear switching.
However, being occurred that in pusher upshift sometimes, clutch to be separated is not free of errors opened, this be because
Still it is attached to each other and transmits exhausted higher than input torque in the state of entirely without pressure for coefficient clutch surface
To the torque being worth.Due to the slip that thus can not construct between coefficient clutch surface, first clutch because
This cannot be used for synchronization.In the case of synchronizing process before not having, drive motor and second clutch path it
Between have larger speed discrepancy in the case of, gear switching when occur obvious can perceive strong shock, this is for driving comfort
Property has a negative impact.
Content of the invention
Therefore, the task of the present invention is, improves in the driver comfort during handoff procedure.
According to the present invention, this is by realization of such as getting off, i.e. opening for first clutch is monitored, and ought beat
When confirming wrong (synchronization not starts as desired like that) when opening first clutch, close second clutch, directly
To slip (trackslipping) boundary for reaching restriction.
According to advantageous manner, when slip (Schlupf trackslips) of restriction is met or exceeded, preferably immediately beat again
Open second clutch.
The torque for being introduced by second clutch is delivered to first clutch via variator path, and cause first from
The getting loose of the clutch surface of the attachment of clutch.
After just second clutch is fully opened again, for the synchronization of engine speed, on first clutch
Torque be adjusted.
Even if if it is determined that first clutch do not fully opened in the case of closing force is released completely yet and because
This slip (trackslipping) that cannot realize first clutch runs to execute engine synchronization, then just change operation reserve, its side
Formula is to close as intermediate steps the second clutch short time, until measuring the clutch slip of the restriction on first clutch
(trackslipping).Subsequently, the clutch torque of second clutch is again decreased to zero.The measure be enough to make the attachment of first clutch
(adhesion) disengages.Therefore, first clutch can be again used to the synchronization of driving machine now.
The method according to the invention is suitable for different types of transmission for vehicles with advantageous approach, wherein, realize from
One friction clutch is shifted gears to the intersection of another friction clutch.In pull strength being realized not using such variator
Disconnected gearshift.Dual-clutch transmission or the fluid drive with torque converter or starting clutch can for example be used
Device is used as transmission for vehicles.But the method is not limited to these transmission types.
Description of the drawings
The embodiment not being construed as limiting for illustrating in below in conjunction with the accompanying drawings describes the present invention in detail.Wherein：
Fig. 1 is shown schematically for executing the manual transmission of the present invention；
Fig. 2 a be shown in using the shift process of the method according to the invention during rotation speed change curve；
Fig. 2 b be shown in using the shift process of the method according to the invention during torque change curve.
Specific embodiment
Fig. 1 illustrates that the vehicle with present construction for the driving machine 2, dual-clutch transmission 3 and output section 4 of internal combustion engine drives
Dynamic is 1.In the region of two variator path 5,6 of dual-clutch transmission 3, by be switched on and off can hydraulic operation and
The shifting element for being preferably implemented as lazy-tongs and not being shown specifically in the accompanying drawings can realize multiple gear ratios.First gearshift road
The transmission input shaft 7 or 8 in footpath 5 or the second gearshift path 6 (is locked via the frictional engagement that is embodied as of double clutch device 11 respectively
Close) the first clutch 9 (normal-close clutch device in the illustrated embodiment) of shifting element or second clutch 10 (illustrating
Embodiment in normally disengaged clutch) can be with driving machine effectively connection.In transmission output, variator path 5 and 6 and speed change
12 effectively connection of device output shaft, and the transmission output shaft is connected with output section 4.
Driving machine 2 via the first clutch 9 on the first variator path 5 and on the second variator path 6
Two clutches 10 can be connected with output section 4 by different gears.Before shift process, by the first variator path 5
Motor torque is transmitted to output section 4 via first clutch 9, and wherein, the gear being linked into of the first variator path 5 determines transmission
Than.In the case of the gear ratio is considered, on the transmission output shaft 12 of output section 4, it is applied with the first output torque.Changing
Before gear process, second clutch 10 does not transmit torque, and the variator path 6 for being associated with second clutch 10 is non-loaded.
Due to non-loaded, it is possible to achieve, in the second variator path 6, it was linked into before shift process and preselects one in other words
Gear.In the shift process that waiting is processed, the gear of the pre-selection is targeted gear, and guides the gear being linked into of the variator path of load
Keep off corresponding to source.
Generally when the gear in pusher upshift for illustrating switches, driving torque is put from the first variator path 5
On the second variator path 6, wherein, first clutch 9 is slowly opened and as the slip (trackslipping) of first clutch 9 is transported
Row executes the synchronization of driving machine 2.Here, the first clutch 9 that opens with running with trackslipping, in order to realize driving machine 2 and the
The synchronization of two variator path 6.Subsequently, second clutch 10 is closed and first clutch 9 is fully opened, in order to terminate from
The torque transmission of one the 5 to the second variator path of variator path 6.
If although clutch clossing pressure reduces, the clutch surface of first clutch 9 is appointed so and is attached to each other, then
Synchronization cannot just be executed.
According to present invention provide that, for example at an appropriate location sensor or by monitor engine speed to first from
Opening for clutch 9 is monitored.If it is determined that clutch surface is attached to each other, just change the operation for normal shift process
Strategy, its mode is：Closure second clutch 10 is until reaching the slip boundary (limit of trackslipping) for limiting and sliding reaching
It is again turned on after boundary (limit of trackslipping) at once.The torque for applying on second clutch 10 causes, and makes the first clutch
The attachment of the clutch surface of device 9 is disengaged, and thus, engine synchronization can be in a conventional manner by controlling first clutch 9
On torque executing.As long as synchronizing process terminates, in order to torque is delivered to the second variator road from the first variator path 5
On footpath 6, with regard to of completely closed second clutch 10 and first clutch 9 is fully opened.
Fig. 2 a and 2b show the rotating speed n during the gear switching for example from second gear to third gear with regard to time t and turn
The change curve of square Tq.Here, gear switching is divided into preparatory stage P1, rotating speed stage P2, torque phase P3 and resettles the stage
P4.
Fig. 2 a illustrates the change curve of the rotating speed n of drive shaft 2a of driving machine 2, wherein, in rotating speed stage P2, it is achieved that
The rotating speed n of drive shaft is from the rotating speed n5 of the gear level of (the first variator path 5) second gear to (the second variator path 6)
The adjustment of the rotating speed n6 of three gears.
Show in Fig. 2 b the change curve of torque of the torque Tq9 of first clutch 9 for gear switching and second from
The change curve of the torque Tq10 of clutch 10.The driving torque of drive shaft 2a is denoted as Tq2, and its absolute value is denoted as
Tq2′.
In preparatory stage P1, second clutch 10 is loaded and is prepared for subsequent use.First clutch
The clossing pressure of device 9 is decreased to attachment point A.Attachment point A is the torque Tq9 point equal with the absolute value Tq2 ' of driving torque Tq2.
If clossing pressure drops to below attachment point A, then clutch starts to slide (trackslipping) in theory.Terminate in preparatory stage P1
Afterwards, start synchronization stage P2, in this stage, first clutch 9 is run with the slip of restriction.The synchronization stage
P2 has partial sector P21, P22 and P23 when starting.In the Part I section P21 of synchronization stage P2, by control
The torque of first clutch processed 9 is attempted causing slip on first clutch 9, and its mode is to make first clutch 9 continue to open.
If the trial is attached without success each other due to the clutch surface of first clutch 9, then just in Part I section
At the end of change operation reserve, to promote first clutch 9 to disengage as impulse force using second clutch 10.For this purpose,
In Part II section P22, the short time closes second clutch 10, until producing and measure the slip of restriction (defined)
(trackslipping).Subsequently in Part III section P23, second clutch 10 is again turned on up to contact point (" abutment "), so as to
Can realize in Part IV section P24 executing drive shaft 2a and the second speed change by correspondingly driving first clutch 9
The synchronization of the rotating speed of target n6 in device path 6.After synchronization stage P2, achieve in torque phase P3 from first
Clutch 9 is transmitted to the torque of second clutch 10.In stage P4 is resettled, terminate torque transmission and of completely closed the
Two clutches.
The method according to the invention is suitable for different types of transmission for vehicles with advantageous approach, and such as double clutch becomes
Fast device, automatic transmission or other variators (for example also have the automatic transmission with torque converter and starting clutch
Or other transmission types, such as double-clutch speed changer, jackshaft in corresponding version or
A11wheel drive device with low gear gear ratio), in these variators, realize from a friction clutch to another rub from
The intersection gearshift of clutch.The unbroken gearshift of pull strength can be realized using such variator.
Claims (3)
1. one kind is used for the method for controlling the driver element in vehicle drive train (1), and the driver element has transmission for vehicles
With driving machine (2), wherein, described driving machine (2) pass through the first clutch (9) and second on the first variator path (5)
Second clutch (10) on variator path (6) is connected with output section (4) via different gears, wherein, is at least being shifted gears
The same of engine speed is executed during journey before torque is transferred to the second clutch (10) from the first clutch (9)
Step, and wherein, in torque transferred, made in the driving machine (2) and described first by opening the first clutch (9)
Drive connection between variator path (5) separates, and passes through to close the second clutch (10) foundation in the driving machine
(2) with drive connection between the second variator path (6), it is characterised in that for pusher upshift, to described first
Opening for clutch (9) is monitored, and when confirming wrong when the first clutch (9) are opened, makes described
Two clutches (10) are closed, until it reaches the slip boundary of restriction.
2. method according to claim 1, it is characterised in that when the slip of restriction is met or exceeded, preferably at once
Be again turned on the second clutch (10).
3. method according to claim 1, it is characterised in that after the second clutch (10) is fully opened, institute
State the synchronization that first clutch (9) is used for engine speed.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ATA50701/2015 | 2015-08-03 | ||
| ATA50701/2015A AT517078B1 (en) | 2015-08-03 | 2015-08-03 | METHOD FOR CONTROLLING A VEHICLE DRIVE UNIT |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106438990A true CN106438990A (en) | 2017-02-22 |
| CN106438990B CN106438990B (en) | 2020-03-03 |
Family
ID=57227231
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610831160.XA Active CN106438990B (en) | 2015-08-03 | 2016-08-02 | Method for controlling a vehicle drive unit |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN106438990B (en) |
| AT (1) | AT517078B1 (en) |
| DE (1) | DE102016114088A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108150642A (en) * | 2017-11-27 | 2018-06-12 | 同济大学 | Six Quick-drying type DCT upshift process clutch start electrical fault fault tolerant control methods |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19939334A1 (en) * | 1999-08-19 | 2001-03-08 | Daimler Chrysler Ag | Method for shifting double-clutch gearbox without tractive force interruption has two lay shafts connected to output shaft through shiftable gear stages and associated with friction clutch for connection to drive motor |
| DE10308689A1 (en) * | 2002-03-07 | 2003-10-02 | Luk Lamellen & Kupplungsbau | Gear changing method for dual-clutch gearbox uses torque control of clutches dependent on gearbox loading and/or gear changing mode |
| CN1523253A (en) * | 2003-02-21 | 2004-08-25 | �ӳɹ� | Method of controlling a dual clutch transmission |
| EP1507103A1 (en) * | 2003-08-14 | 2005-02-16 | Getrag Ford Transmissions GmbH | Method for shifting dual clutches |
| DE102014110530A1 (en) * | 2013-12-18 | 2015-06-18 | Hyundai Motor Company | Dual clutch transmission control method for a vehicle |
| CN104755805A (en) * | 2012-10-30 | 2015-07-01 | 奥迪股份公司 | Dual clutch transmission |
-
2015
- 2015-08-03 AT ATA50701/2015A patent/AT517078B1/en not_active IP Right Cessation
-
2016
- 2016-07-29 DE DE102016114088.0A patent/DE102016114088A1/en not_active Withdrawn
- 2016-08-02 CN CN201610831160.XA patent/CN106438990B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19939334A1 (en) * | 1999-08-19 | 2001-03-08 | Daimler Chrysler Ag | Method for shifting double-clutch gearbox without tractive force interruption has two lay shafts connected to output shaft through shiftable gear stages and associated with friction clutch for connection to drive motor |
| DE10308689A1 (en) * | 2002-03-07 | 2003-10-02 | Luk Lamellen & Kupplungsbau | Gear changing method for dual-clutch gearbox uses torque control of clutches dependent on gearbox loading and/or gear changing mode |
| CN1523253A (en) * | 2003-02-21 | 2004-08-25 | �ӳɹ� | Method of controlling a dual clutch transmission |
| EP1507103A1 (en) * | 2003-08-14 | 2005-02-16 | Getrag Ford Transmissions GmbH | Method for shifting dual clutches |
| CN104755805A (en) * | 2012-10-30 | 2015-07-01 | 奥迪股份公司 | Dual clutch transmission |
| DE102014110530A1 (en) * | 2013-12-18 | 2015-06-18 | Hyundai Motor Company | Dual clutch transmission control method for a vehicle |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108150642A (en) * | 2017-11-27 | 2018-06-12 | 同济大学 | Six Quick-drying type DCT upshift process clutch start electrical fault fault tolerant control methods |
Also Published As
| Publication number | Publication date |
|---|---|
| DE102016114088A1 (en) | 2017-02-09 |
| CN106438990B (en) | 2020-03-03 |
| AT517078B1 (en) | 2016-11-15 |
| AT517078A4 (en) | 2016-11-15 |
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