CN110553030A - 用于运行变速器的方法 - Google Patents

用于运行变速器的方法 Download PDF

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CN110553030A
CN110553030A CN201910265737.9A CN201910265737A CN110553030A CN 110553030 A CN110553030 A CN 110553030A CN 201910265737 A CN201910265737 A CN 201910265737A CN 110553030 A CN110553030 A CN 110553030A
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transmission
torque
motor vehicle
friction
clutches
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CN110553030B (zh
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A·文德策尔
M·赖施
G·施特尔克尔
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ZF Friedrichshafen AG
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    • 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
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Abstract

本发明涉及一种用于运行机动车变速器(G)的方法，其中，所述变速器(G)具有驱动轴(GW1)、能通过第一输入离合器(K1)与驱动轴(GW1)连接的第一输入轴(W1)、能通过第二输入离合器(K2)与驱动轴(GW1)连接的第二输入轴(W2)、多个换挡离合器(S1a、S2a、S3a、S4a、S5a)以及从动轴(GW2)，在所述输入轴(W1、W2)之间设置有两个转矩传递路径(L1、L2)，其能分别借助一个摩擦锁合式离合器(Z1、Z2)被切换，在变速器(G)的升挡过程的情况下在同步阶段期间，至少暂时地操纵这两个摩擦锁合式离合器(Z1、Z2)，用于传递转矩(MZ1、MZ2)。本发明还涉及一种用于控制所述方法的控制单元(ECU)，以及一种包括这种控制单元(ECU)的变速器(G)。

Description

用于运行变速器的方法
技术领域
本发明涉及一种用于运行机动车变速器的方法，所述变速器尤其是双离合器变速器。本发明还涉及一种控制单元，其用于控制上面提到的方法，以及一种包括这样的控制单元的机动车变速器。
背景技术
专利申请DE 102 25 331 A1描述一种包括中央同步装置的负载控制变速器(Lastschaltgetriebe)。所述负载控制变速器具有两个输入轴、一个副轴和一个辅助轴。为了以非同步方式实施的换挡元件的中央同步，设置两个同步元件，所述同步元件设置在辅助轴上。所述两个同步元件设置用于建立输入轴之间的转矩传递。通过操控同步元件，换挡元件的同步可以不仅在升挡过程而且在回挡过程中实施，其方式为能量在变速器的引导负载的功率路径和变速器的不引导负载的功率路径之间转移。然而，该能量转移通过引导负载的功率路径作用于变速器的从动部。特别是在小的车辆速度和小的驱动功率时，这可能不利地影响换挡舒适性。
发明内容
因此，本发明的任务是提出一种方法，借助该方法能够改善用于包括这种中央同步的负载控制变速器的换挡舒适性。
该任务通过权利要求1的特征解决。有利的构型由从属权利要求、说明书以及附图得出。
建议一种用于运行机动车变速器的方法，所述变速器包括驱动轴、第一和第二输入离合器、第一和第二输入轴、多个换挡离合器以及从动轴。通过闭合第一输入离合器，驱动轴能与第一输入轴连接。通过闭合第二输入离合器，驱动轴能与第二输入轴连接。通过选择性地闭合换挡离合器和输入离合器，能在驱动轴和从动轴之间形成不同挡位。此外，在两个输入轴之间至少设置由可切换的第一和第二转矩传递路径。为了建立转矩传递，这两个转矩传递路径分别具有一个摩擦锁合式离合器。在此，其明确不是所述两个输入离合器之一。
按照本发明现在设置，在机动车变速器的升挡过程的情况下在同步阶段期间，不是操纵仅一个摩擦锁合式离合器、而是操纵这两个摩擦锁合式离合器，用于传递转矩。因为在升挡过程中为了同步，能量从不引导负载的功率路径取走。通过操纵这两个摩擦锁合式离合器，所述能量可作为无功功率以热量的形式导出，代替将所述能量导向引导负载的功率路径。由此，可至少这样降低至引导负载的功率路径的能量转移，使得所述能量转移对于机动车的驾驶员而言不再可察觉。
优选地，在升挡的同步阶段开始时这两个摩擦锁合式离合器已经被操纵，使得到引导负载的功率路径中的能量输入在换挡过程开始的同时就被最小化或完全避免。
对此代替地，在升挡的同步阶段开始时这两个摩擦锁合式离合器的仅一个摩擦锁合式离合器可被操纵。这特别是在挡位序列中相邻的挡位被跳过的升挡过程中可为有益的。在挡位序列中相邻的挡位例如是第一挡位和第二挡位；或第二挡位和第三挡位等。因为操纵这两个摩擦锁合式离合器的补偿作用由于所述转矩传递路径的传动比而受限。如果要同步的转速差大于所述转矩传递路径的传动比，则提出，在同步阶段开始时这两个摩擦锁合式离合器中的仅一个摩擦锁合式离合器被操纵，其中，出现到引导负载的功率路径中的能量转移。如果在输入轴之间的转速差达到限定的界限值，则附加地激活所述摩擦锁合式离合器中的另一个摩擦锁合式离合器，使得至少对于该换挡过程的一部分，避免或减少到引导负载的功率路径中的能量转移。然而，为了可确保舒适的换挡过程，所述摩擦锁合式离合器中的已经在同步阶段开始时被激活的那个摩擦锁合式离合器的转矩可首先仍保持小。由此，同步阶段在时间上延长，使得到引导负载的功率路径中的能量转移以较小的量发生。如果达到转速差的所述限定的界限值，并且因此激活所述摩擦锁合式离合器中的另一个摩擦锁合式离合器，则最初同步的那个摩擦锁合式离合器的转矩可被提高。
如开头说明的那样，所建议的方法首先用于改善换挡舒适性。在如下行驶状况中，其中在到引导负载的功率路径中的能量转移不是干扰的或甚至是希望的，则可设想在升挡过程的情况下操纵这两个摩擦锁合式离合器中的仅一个摩擦锁合式离合器。例如所建议的方法在升挡的情况下在机动车的惯性运行(Schubbetrieb)中被实施，但在牵引运行(Zugbetrieb)中不被实施。也可设想与当前驱动力矩的相关性，使得按照本发明的方法仅在驱动力矩小于一界限值时被实施。用于实施所述方法的另一可行的相关性是机动车的速度，使得所述方法只在速度小于或等于一界限值时被实施。
按照所述方法的一种可行的构型，在同步阶段期间降低机动车的驱动力矩。由此可实现，将在同步过程中释放的能量引入变速器的引导负载的功率路径中，而不会由此导致在从动轴上存在的转矩的改变。然而，因为驱动力矩的改变的动力学和精确性是受限的，所以按照本发明的方法通常不可以通过该措施完全被代替。然而，可以通过该措施降低所述摩擦锁合式离合器的功率界限，因为仅还要将能量转移的一部分转化为无功功率。
可设置有控制单元，所述控制单元设计用于控制上述方法和其优选的实施方式。尤其是其在此可涉及电子的控制单元，所述控制单元优选与液压的控制单元处于通讯连接中。所述电子的控制单元和所述液压的控制单元可以是该机动车变速器的组成部分。
附图说明
接着借助附图详细说明本发明的实施例。附图中：
图1示出变速器的示意图；
图2和图3示出变速器的不同参量随时间的变化过程；以及
图4示出用于机动车的动力传动系。
具体实施方式
图1示出变速器G的示意图。变速器G具有驱动轴GW1、第一和第二子变速器TG1、TG2、非同步的形锁合的换挡离合器S1a、S2a、S3a、S4a、S5a和从动轴GW2。第一输入轴W1配置给第一子变速器TG1，所述第一输入轴通过闭合第一输入离合器K1能与驱动轴GW1连接。第二输入轴W2配置给第二子变速器TG2，所述第二输入轴通过闭合第二输入离合器K2能与驱动轴GW1连接。两个子变速器TG1、TG2在输出端与从动轴GW2连接。
传动级i1、i2配置给第一子变速器TG1。传动级i3、i4配置给第二子变速器TG2。传动级i1、i2、i3、i4例如以圆柱齿轮级构造，并且具有彼此不同的传动比。通过选择性地闭合换挡离合器S1a、S2a、S3a、S4a、S5a和输入离合器K1、K2，在驱动轴GW1和从动轴GW2之间的形成不同挡位。换挡离合器S5a连接两个子变速器TG1、TG2，从而从驱动轴GW1至从动轴GW2的功率流延伸经过两个子变速器TG1、TG2的传动级i2、i3。这样形成的挡位也称为回旋挡位(Windungsgang)。
变速器G还具有在输入轴W1、W2之间的可切换的第一和第二转矩传递路径L1、L2。第一转矩传递路径L1具有第一离合器Z1和第一传动比iZ1。第二转矩传递路径L2具有第二离合器Z2和第二传动比iZ2。第一离合器Z1和第二离合器Z2分别构造为摩擦锁合式离合器。
两个转矩传递路径L1、L2用于对换挡离合器S1a、S2a、S3a、S4a、S5a进行同步。如果例如第一输入离合器K1和换挡离合器S1a闭合以及第二输入离合器K2打开，则可通过对第一离合器Z1或第二离合器Z2的合适的操控将转矩MZ1、MZ2从第一输入轴W1传递到第二输入轴W2上，以便将第二输入轴W2按照需要加速或制动到目标转速，以便在打开的输入离合器K2的情况下例如可闭合换挡离合器S3a。在此，两个传动比iZ1、iZ2彼此不同。示例性地，第一转矩传递路径L1用于相关于第一输入轴W1的转速对第二输入轴W2加速，并且第二转矩传递路径L2用于相关于第一输入轴W1的转速对第二输入轴W2减速。如果第二输入轴W2达到其目标转速，则可闭合换挡离合器S3a。挡位变换现在可通过同时打开第一输入离合器K1并且闭合第二输入离合器K2进行，而不会中断在驱动轴GW1和从动轴GW2之间的牵引力。转矩MZ1、MZ2的在图1中给出的箭头方向仅用于图解说明，并且不是限制性的。
以相同的方式，两个转矩传递路径L1、L2用于将第一输入轴W1加速或制动到目标转速。第一转矩传递路径L1现在用于相关于第二输入轴W2的转速对第一输入轴W1减速，并且第二转矩传递路径L2现在用于相关于第二输入轴W2的转速对第一输入轴W1加速。这样分别要闭合的换挡离合器S1a、S2a、S3a、S4a、S5a可不仅在升挡过程而且在回挡过程中被同步。两个转矩传递路径L1、L2在这里示例性地不用于挡位形成。然而，在离合器Z1、Z2的相应设计中，至少一个所述转矩传递路径L1、L2也可用于挡位形成。
施加到相应的子变速器TG1、TG2上的同步力矩称为MS1、MS2。同步力矩MS1、MS2的沿图1给出的箭头方向仅用于图解说明，并且不是限制性的。同步力矩MS1、MS2依赖于离合器Z1、Z2的转矩MZ1、MZ2以及依赖于传动比iZ1、iZ2。该相关性在方程(1)，(2)中呈现。
MS2＝MZ1+MZ2 (2)
如果现在例如在第一子变速器TG1中挂入一挡位，并且要在升挡的过程中将第二输入轴W2制动到目标转速，则第二输入轴W2的减速不应该作用于第一输入轴W1的转矩。换句话说，同步力矩MS2应该等于零。在离合器Z1、Z2上的为此目的需要的转矩MZ1、MZ2在方程(3)，(4)中呈现。
MZ1＝MS2-MZ2 (3)
图2示出变速器G的不同状态参量随时间的变化过程，其中包括第一输入轴W1的转速n_W1、第二输入轴W2的转速n_W2、第一极限转速n1、第二极限转速n2、在离合器Z1、Z2上的转矩MZ1、MZ2以及同步力矩MS1、MS2。极限转速n1、n2的量依赖于传动比iZ1、iZ2。
在时刻T1，转速n_W2为了升挡要被制动，则转速n_W1示例性地应该保持恒定。转速n_W2在时刻T1小于第一极限转速n1，从而两个摩擦锁合式离合器Z1、Z2被操控用于传递转矩MZ1、MZ2。转矩MZ1、MZ2的量在此这样选择，使得同步力矩MS1保持等于零。在时刻T2，转速n_W2达到其目标转速，于是打开离合器Z1、Z2。转速n_W2的目标转速对应于第二子变速器TG2的用于升挡要闭合的换挡离合器(亦即例如所述换挡离合器S3a、S4a之一)的同步转速。在时刻T2之后，要闭合的换挡离合器S3a或S4a被闭合。
图3示出如图2中的相同状态参量随时间的变化过程。在时刻T3，转速n_W2为了升挡要被制动，而转速n_W1示例性地应该保持恒定。然而，在时刻T3，转速n_W2大于第一极限转速n1，从而首先仅仅离合器Z1被操控用于传递转矩MZ1。这导致到第一子变速器TG1上的反作用力矩，因为同步力矩MS1大于零。在时刻T4，转速n_W2达到极限转速n1，于是离合器Z2也被操控用于传递转矩MZ2。同时，转矩MZ1的量也提高。由此，同步力矩MS1再次为零，从而没有同步过程的反作用力矩作用于第一子变速器TG1。在时刻T5，转速n_W2达到其目标转速，于是打开离合器Z1、Z2。转速n_W2的目标转速对应于在第二子变速器TG2的用于升挡要闭合的换挡离合器(亦即例如所述换挡离合器S3a、S4a之一)的同步转速。在时刻T5之后，要闭合的换挡离合器S3a或S4a被闭合。
图4示出用于机动车的动力传动系。其中，内燃机VKM与变速器G通过处于之间的扭转振动减振器TS连接。变速器G在从动侧有差速器AG连接于下游，通过所述差速器，驱动功率分布到机动车的驱动车桥的驱动车轮DW上。变速器G和扭转振动减振器TS在此设置在变速器G的一个共同的壳体中，差速器AG也可以集成到所述壳体中。如此外在图4中可看出的，内燃机VKM、扭转振动减振器TS、变速器G并且还有差速器AG横向于机动车的行驶方向定向。
变速器G具有控制单元ECU，所述控制单元至少设计用于控制摩擦锁合式离合器Z1、Z2。在控制单元ECU上可存储综合特性曲线，所述综合特性曲线用于控制摩擦锁合式离合器Z1、Z2。优选地，控制单元ECU也设计用于控制变速器G的其他功能。
附图标记列表
G 变速器
GW1 驱动轴
GW2 从动轴
TG1 第一子变速器
TG2 第二子变速器
K1 第一输入离合器
K2 第二输入离合器
W1 第一输入轴
n_W1 第一输入轴的转速
W2 第二输入轴
n_W2 第二输入轴的转速
S1a-S5a 换挡离合器
i1-i4 传动级
L1、L2 转矩传递路径
iZ1、iZ2 转矩传递路径的传动比
n1、n2 极限转速
Z1、Z2 摩擦锁合式离合器
MZ1、MZ2 转矩
MS1、MS2 同步力矩
ECU 控制单元
VKM 内燃机
TS 扭转振动减振器
AG 差速器
DW 驱动车轮

Claims (13)

1.用于运行机动车变速器(G)的方法，其中，所述变速器(G)具有驱动轴(GW1)、能通过第一输入离合器(K1)与所述驱动轴(GW1)连接的第一输入轴(W1)、能通过第二输入离合器(K2)与所述驱动轴(GW1)连接的第二输入轴(W2)、多个换挡离合器(S1a、S2a、S3a、S4a、S5a)以及从动轴(GW2)，
其中，通过选择性地操纵换挡离合器(S1a、S2a、S3a、S4a、S5a)和输入离合器(K1、K2)，能在所述驱动轴(GW1)和所述从动轴(GW2)之间形成不同挡位，
其中，在所述第一输入轴(W1)和所述第二输入轴(W2)之间设置有第一和第二转矩传递路径(L1、L2)，所述第一和第二转矩传递路径能分别借助一个摩擦锁合式离合器(Z1、Z2)被切换，
其特征在于，在该变速器(G)升挡过程的情况下在同步阶段期间，至少暂时地操纵这两个摩擦锁合式离合器(Z1、Z2)，用于传递转矩(MZ1、MZ2)。
2.按照权利要求1所述的方法，其特征在于，这两个摩擦锁合式离合器(Z1、Z2)被这样操控，使得在所述从动轴(GW2)上存在的转矩通过对离合器(Z1、Z2)的操控不受影响或仅仅轻微受影响。
3.按照权利要求1或权利要求2所述的方法，其特征在于，在同步阶段开始时这两个摩擦锁合式离合器(Z1、Z2)已经被操纵用于转矩传递。
4.按照权利要求1或权利要求2所述的方法，其特征在于，在同步阶段开始时这两个摩擦锁合式离合器(Z1、Z2)中的仅一个摩擦锁合式离合器被操纵用于传递转矩。
5.按照权利要求4所述的方法，其特征在于，在达到或低于所述输入轴(W1、W2)的限定的转速差的情况下，附加地这两个摩擦锁合式离合器(Z1、Z2)中的另一个摩擦锁合式离合器被操纵用于传递转矩。
6.按照权利要求5所述的方法，其特征在于，在达到或低于所述限定的转速差之后在所述另一个摩擦锁合式离合器(Z1、Z2)被操纵用于传递转矩之后，在该同步阶段开始时被操纵的那个摩擦锁合式离合器(Z1、Z2)的转矩(MZ1、MZ2)被提高。
7.按照上述权利要求之一所述的方法，其特征在于，在升挡情况下在机动车的惯性运行中实施所述方法，其中，在升挡情况下在机动车的牵引运行中在同步阶段期间，这两个摩擦锁合式离合器(Z1、Z2)中的仅一个摩擦锁合式离合器被操纵。
8.按照权利要求1至7之一所述的方法，其特征在于，依赖于该机动车的当前驱动力矩实施所述方法。
9.按照权利要求8所述的方法，其特征在于，当该机动车的当前驱动力矩达到或超过一界限值时，在升挡情况下在机动车的牵引运行中在同步阶段期间，这两个摩擦锁合式离合器(Z1、Z2)中的仅一个摩擦锁合式离合器被操纵。
10.按照权利要求1至9之一所述的方法，其特征在于，所述方法依赖于该机动车变速器(G)的当前挡位和/或该机动车的速度实施。
11.按照上述权利要求之一所述的方法，其特征在于，在同步阶段期间降低该机动车的驱动力矩。
12.用于机动车变速器(G)的控制单元(ECU)，其特征在于，所述控制单元(ECU)设计用于控制按照权利要求1至11之一所述的方法。
13.机动车变速器(G)，其包括按照权利要求12所述的控制单元(ECU)，以用于控制该机动车变速器(G)。
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US20190368603A1 (en) 2019-12-05
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