DE10015296A1 - Procedure for starting car with double clutch gearbox has both clutches first only partly closed so that via first/second clutch, torque is transmitted to first/second gear - Google Patents

Procedure for starting car with double clutch gearbox has both clutches first only partly closed so that via first/second clutch, torque is transmitted to first/second gear

Info

Publication number
DE10015296A1
DE10015296A1 DE2000115296 DE10015296A DE10015296A1 DE 10015296 A1 DE10015296 A1 DE 10015296A1 DE 2000115296 DE2000115296 DE 2000115296 DE 10015296 A DE10015296 A DE 10015296A DE 10015296 A1 DE10015296 A1 DE 10015296A1
Authority
DE
Germany
Prior art keywords
clutch
torque
transmitted
gear
clutches
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.)
Withdrawn
Application number
DE2000115296
Other languages
German (de)
Inventor
Ferdinand Grob
Stefan Tumback
Martin-Peter Bolz
Klaus-Peter Schnelle
Karl-Heinz Hirschmann
Christoph Woernle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority to DE20002556 priority Critical
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to DE2000115296 priority patent/DE10015296A1/en
Publication of DE10015296A1 publication Critical patent/DE10015296A1/en
Withdrawn legal-status Critical Current

Links

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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/062—Control by electric or electronic means, e.g. of fluid pressure of a clutch system with a plurality of fluid actuated 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/08—Regulating clutch take-up on starting
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed of the input shaft
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30426—Speed of the output shaft
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50224—Drive-off
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50287—Torque control
    • 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
    • F16H2312/00—Driving activities
    • F16H2312/02—Driving off
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • 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

Abstract

A procedure for starting a car with a double clutch gearbox (10) where a torque is transmitted via both clutches upon starting, is described. Both clutches are first only partly closed so that via the first clutch a torque is transmitted to a first gear and via the second clutch, a torque to the second gear. The first clutch is gradually closed until the whole torque is transmitted by the first clutch and at the same time the second clutch is gradually opened until the torque transmitted by the second clutch is zero. The torque transmitted by the first clutch increases and that by the second clutch decreases for so long until the total torque is transmitted by the first clutch to the first gear.

Description

State of the art

The invention is based on a method for starting a motor vehicle with a dual clutch transmission according to Preamble of the main claim.

Such a method is for example from DE 35 46 454 C2 known. With this procedure, when starting up, both clutches have torque on first gear transfer. For this purpose, two hollow shafts on the input side via a toothed clutch arranged in a clutch housing non-rotatably connected. This will make the two Protected couplings when starting. Then if a certain one A driving state is reached, the clutch can be opened and the double clutch transmission in a known manner operate.

Through the additional tooth coupling with the associated one Clutch housing, however, the parts requirement and the necessary installation space.

Advantages of the invention

The inventive method for starting a Motor vehicle with dual clutch transmission with the has characteristic features of the main claim on the other hand the advantage that no additional parts, such as the tooth coupling, are required. It can continue with Gears with different ratios are approached, with one over the clutches of the two gears Torque is transmitted.

Further advantages and advantageous developments of the The inventive method result from the Subclaims and the description.

drawing

An embodiment of the invention is shown in the drawing and explained in more detail in the following description. In the drawings Fig. 1 is a partial schematic representation of a dual clutch transmission, and FIG. 2 is a diagram showing torque characteristics over time.

Description of the embodiment

In FIG. 1, 10 denotes a multi-speed manual transmission for a motor vehicle with a double clutch K1, K2, which is referred to below as the transmission. An input shaft 12 of the transmission 10 is arranged in alignment with an output shaft 14 of the transmission 10 . The input shaft 10 and the output shaft 12 can also be arranged offset to one another; however, the aligned arrangement enables a smaller radial installation space for the transmission 10 . The input shaft 12 is driven by an internal combustion engine, not shown. The input shaft 12 can also be the output shaft of the internal combustion engine.

The input shaft 12 is connected to the first clutch K1 via a first gear pair Z1 and to the second clutch K2 via a second gear pair Z2. The input shaft 12 thus serves to drive the first and the second clutch K1, K2. In the present exemplary embodiment, the first gear pair Z1 has a first gear ratio i Z1 and the second gear pair Z2 has a second, different gear ratio i Z2 . However, the same gear ratios i Z1 , i Z2 can also be present.

Furthermore, a shaft originating from the first clutch K1 in the form of a countershaft 16 and a second shaft originating from the second clutch K2 in the form of a countershaft 18 are provided. The countershafts 16 , 18 are arranged parallel and at a distance from one another. Instead of the first and second countershafts 16 , 18 , it can also be a central shaft and a hollow shaft arranged concentrically around it. It is also possible that more than two countershafts 16 , 18 are provided.

The first countershaft 16 serves to drive a first group of transmission gears, only one gear G1 being shown. The second countershaft 18 is used to drive a second group of transmission gears, of which only one gear G2 is shown. The transmission gears G1, G2 etc. have the respectively assigned transmission ratios i G1 , i G2 etc. for determining the overall transmission ratios i 1 etc. between the input shaft 12 and the output shaft 14 via the first countershaft 16 or the branch of the transmission 10 , in the first clutch K1 is arranged, the gear ratios i G1 etc. must be multiplied by the gear ratio i Z1 of the first gear pair Z1. For the determination of the overall gear ratios i 2 etc. between the input shaft 12 and the output shaft 14 via the second countershaft 18 or the branch of the transmission 10 in which the second clutch K2 is arranged, the gear ratios i G2 etc. with the gear ratio i Z2 of the second gear pair Z2 are multiplied. In the present exemplary embodiment, the overall transmission ratios i 1 , i 2 are different. However, they can also be the same.

In the present exemplary embodiment, the distances between the countershafts 16 , 18 and the output shaft 14 are the same. As a result, the gears of the gears G1 and G2 and thus the ratios i G1 , i G2 are equal to i G.

On the countershafts 16, 18, switch units 20 are arranged to produce a rotationally fixed connection between the countershafts 16, 18 and the transmission gears G1, G2, etc. The switching units 20 can be conventional claw clutches or synchronizing units such as. B. Act sliding sleeves, etc.

In contrast to the gearwheels G1, G2, etc., which are loosely mounted on the countershafts 16 , 18 , a plurality of gearwheels are provided on the output shaft 14 , only one gearwheel A1 being shown, which are non-rotatably mounted on the output shaft 14 . The gear G1 of the first countershaft 16 and the gear G2 of the second countershaft 18 mesh together with the gear A1 on the output shaft 14 . The same applies to the other transmission gears. By correspondingly alternating actuation of the switching units 20 , the output shaft 14 can also be driven alternately by the transmission gears G1, G2 etc. of the first or second countershafts 16 or 18 .

The following applies to the torque generated by the internal combustion engine:

M VM = M K1 / i Z1 + M K2 / i Z2 .

Here is:
M VM the torque of the internal combustion engine,
M K1 the torque transmitted by clutch 1 and
M K2 the torque transmitted by clutch 2 .
In both cases, that is from the clutches K1 and K2 transmitted torque M K1 and K2 M, however, still depends on how strong the clutches K1 and K2 are closed or liable or how big the slip.

The following formula applies to the output torque on the output shaft:

M AB = (M K1 + M K2 ). i G ,

where i G = i G1 = i G2 .

In FIG. 2 torque curves M K1, M K2 are of the clutches K1, K2 and the output torque M AB to the output shaft 14 over the time t shown a motor vehicle when starting.

To start, a torque M K1 , M K2 is first transmitted via both clutches K1, K2. via the first clutch K1, a torque M K1 to the first gear G1 and the second clutch K2 is transmitted torque M K2 to the second gear G2. For this purpose, the clutches K1, K2 are only partially closed and do not adhere perfectly to one another; so they still have hatching. This must be so in this case, because otherwise due to the different overall transmission ratios i 1 , i 2 of the two branches of the transmission 10 , in which the clutches K1, K2 are arranged and via which a torque M K1 , M K2 is transmitted for starting , Blocking of the transmission 10 and thus an unintentional shutdown of the internal combustion engine can take place. However, if the overall transmission ratios i 1 , 12 are the same, which would also be possible, this cannot occur. The transmitted torques M K1 , M K2 are preferably each selected such that, due to the different ratios i 1 , i 2 , no such high mechanical loads on the clutches K1, K2 and the gears of the gear pairs Z1, Z2 and the gears G1, G2 act, which lead to unnecessary wear.

In the present embodiment, of the two clutches K1, K2 transmitted torque M K1, M K2 initially equal, whereby also different torques M K1, M K2 are possible. The power flow is divided and runs on the one hand from the input shaft 12 via the gear pair Z1, the first clutch K1, the switching unit 20 , the first gear G1 to the output shaft 14 . On the other hand, part of the power flow runs from the input shaft 12 via the gear pair Z2, the second clutch K2, the switching unit 20 , the second gear G2 to the output shaft 14 .

Now the first clutch K1 is gradually closed further and at the same time the second clutch K2 is gradually opened. The first clutch K1 is gradually closed and the second clutch K2 is gradually opened until the first clutch K1 is completely closed and the second clutch K2 is fully open, so that the entire torque is transmitted via the first clutch K1 and that of second clutch K2 transmitted torque M K2 is zero. The differential speed of the two clutch halves of a completely closed clutch K1, K2 should also be zero in order to avoid unnecessary wear of the clutch halves. In the present embodiment, the signal transmitted from the first clutch K1 K1 torque M increases to the same extent as the signal transmitted from the second clutch K2 torque M K2 decreases. However, other courses are also possible. The change in the torques M K1 , M K2 is preferably chosen in such a way that, owing to different overall transmission ratios i 1 , i 2 of the branches of the transmission 10 in which the clutches K1, K2 are arranged, there is no unnecessary wear or even blocking of the transmission 10 occurs with an associated, unwanted shutdown of the internal combustion engine.

Alternatively, the first clutch K1 can be opened and the second clutch K2 are closed. It's important, that ultimately all of the torque from either one Transfer clutches K1 or K2 to a gear G1 or G2 becomes. However, it is because of the lower translation more sensible, after all, the entire torque through the to transmit first clutch K1 to first gear G1.

After the vehicle has reached a certain driving condition, the transmission 10 is used in the normal manner.

It is also possible to use other gears of the transmission 10 instead of the first and the second gears G1, G2, but it is more advantageous to use the first and second gears G1 and G2 due to the gear ratios.

Claims (6)

1. Method for starting a motor vehicle with a double clutch transmission ( 10 ), in which when starting via both clutches (K1, K2) a torque (M K1 , M K2 ) is transmitted, characterized in that both clutches (K1, K2) initially only are partially closed so that a torque (M K1 ) is transmitted to a first gear (G1) via the first clutch (K1) and a torque (M K2 ) is transmitted to a second gear (G2) via the second clutch (K2), and that the first clutch (K1) is gradually closed until all of the torque is transmitted from the first clutch (K1, K2), and at the same time the second clutch (K2) is gradually opened until that from the second clutch (K2) transmitted torque (M K2 ) is zero.
2. The method according to claim 1, characterized in that the transmitted via the first clutch (K1) torque (M K1 ) increases and that the transmitted via the second clutch (K2) torque (M K2 ) decreases until the total torque is transmitted from the first clutch (K1) to the first gear (G1).
3. The method according to claim 1 or 2, characterized in that the torque transmitted by the first clutch (K1) (M K1 ) increases to the same extent as the torque transmitted by the second clutch (K2) (M K2 ) decreases.
4. The method according to any one of claims 1 to 3, characterized in that the torque transmitted by the two clutches (K1, K2) (M K1 , M K2 ) is initially the same size.
5. The method according to any one of claims 1 to 4, characterized characterized in that the differential speed of the two Coupling halves of a fully closed coupling (K1, K2) is zero.
6. The method according to any one of claims 1 to 5, characterized in that the method is used in a double clutch transmission ( 10 ), the branches in which the first clutch (K1) and the second clutch (K2) are arranged, different overall gear ratios ( i1, i2).
DE2000115296 2000-02-12 2000-03-28 Procedure for starting car with double clutch gearbox has both clutches first only partly closed so that via first/second clutch, torque is transmitted to first/second gear Withdrawn DE10015296A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE20002556 2000-02-12
DE2000115296 DE10015296A1 (en) 2000-02-12 2000-03-28 Procedure for starting car with double clutch gearbox has both clutches first only partly closed so that via first/second clutch, torque is transmitted to first/second gear

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE2000115296 DE10015296A1 (en) 2000-02-12 2000-03-28 Procedure for starting car with double clutch gearbox has both clutches first only partly closed so that via first/second clutch, torque is transmitted to first/second gear

Publications (1)

Publication Number Publication Date
DE10015296A1 true DE10015296A1 (en) 2001-08-16

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
DE2000115296 Withdrawn DE10015296A1 (en) 2000-02-12 2000-03-28 Procedure for starting car with double clutch gearbox has both clutches first only partly closed so that via first/second clutch, torque is transmitted to first/second gear

Country Status (1)

Country Link
DE (1) DE10015296A1 (en)

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2832476A1 (en) * 2001-11-20 2003-05-23 Zf Sachs Ag Method of starting motor vehicle movement involves controlling drive group output to medium speed range on stopping and summing torque from two clutches on starting off
EP1357309A2 (en) 2002-04-24 2003-10-29 ZF FRIEDRICHSHAFEN Aktiengesellschaft Method for controlling the starting procedure of a dual clutch transmission
EP1382479A2 (en) 2002-07-17 2004-01-21 ZF Sachs AG Method for driving off for a vehicle drive system containing a double clutch
WO2004010019A1 (en) 2002-07-19 2004-01-29 Zf Friedrichshafen Ag Starting method for a multi-clutch gearbox, especially a double-clutch gearbox
WO2004096597A1 (en) * 2003-05-02 2004-11-11 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Drive train comprising a dual clutch transmission and method for controlling the same
EP1507092A1 (en) * 2003-08-14 2005-02-16 Getrag Ford Transmissions GmbH Method for controlling a dual clutch transmission
US7488272B2 (en) 2004-02-17 2009-02-10 Volkswagen Ag Method for the actuation of at least two clutches transmitting torque in parallel in the drive train of a motor vehicle and transmission control unit
WO2010100280A1 (en) * 2009-03-06 2010-09-10 Ricardo Uk Ltd Multi clutch transmissions
DE102009015954A1 (en) 2009-03-27 2010-09-30 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Method for controlling start-up procedure for internal combustion engine, involves determining torque from current accelerator pedal position, where accelerator pedal torque is multiplied by translations of engaged gear
EP2578906A1 (en) * 2010-05-26 2013-04-10 Yamaha Hatsudoki Kabushiki Kaisha Dual clutch transmission, motorcycle, and start control method
EP2910821A1 (en) * 2014-02-20 2015-08-26 Transmisiones y Equipos Mecánicos, S.A. de C.V. Method for controlling a dual clutch transmission of a vehicle
EP2730816A4 (en) * 2011-07-04 2016-08-17 Isuzu Motors Ltd Dual clutch transmission control method, dual clutch transmission, and vehicle mounted therewith
DE102018203248A1 (en) 2018-03-05 2019-09-05 Volkswagen Aktiengesellschaft Method for controlling and / or regulating the double clutch of a dual-clutch transmission of a motor vehicle

Cited By (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2832476A1 (en) * 2001-11-20 2003-05-23 Zf Sachs Ag Method of starting motor vehicle movement involves controlling drive group output to medium speed range on stopping and summing torque from two clutches on starting off
EP1357309A2 (en) 2002-04-24 2003-10-29 ZF FRIEDRICHSHAFEN Aktiengesellschaft Method for controlling the starting procedure of a dual clutch transmission
DE10218186A1 (en) * 2002-04-24 2003-11-13 Zahnradfabrik Friedrichshafen Method for controlling a starting process with a double clutch transmission
EP1382479A2 (en) 2002-07-17 2004-01-21 ZF Sachs AG Method for driving off for a vehicle drive system containing a double clutch
WO2004010019A1 (en) 2002-07-19 2004-01-29 Zf Friedrichshafen Ag Starting method for a multi-clutch gearbox, especially a double-clutch gearbox
DE10232832A1 (en) * 2002-07-19 2004-02-05 Zf Friedrichshafen Ag Method for starting off in a multiple clutch transmission, in particular in a double clutch transmission
WO2004096597A1 (en) * 2003-05-02 2004-11-11 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Drive train comprising a dual clutch transmission and method for controlling the same
US7329205B2 (en) 2003-05-02 2008-02-12 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Drive train having a twin-clutch transmission and a method for controlling the same
EP1507092A1 (en) * 2003-08-14 2005-02-16 Getrag Ford Transmissions GmbH Method for controlling a dual clutch transmission
WO2005019676A1 (en) * 2003-08-14 2005-03-03 Getrag Ford Transmissions Gmbh Method for controlling a twin-clutch transmission
US7409885B2 (en) 2003-08-14 2008-08-12 Getrag Ford Transmissions Gmbh Method for controlling a twin-clutch transmission
US7488272B2 (en) 2004-02-17 2009-02-10 Volkswagen Ag Method for the actuation of at least two clutches transmitting torque in parallel in the drive train of a motor vehicle and transmission control unit
GB2480206A (en) * 2009-03-06 2011-11-09 Ricardo Uk Ltd Multi clutch transmissions
GB2480206B (en) * 2009-03-06 2013-11-13 Ricardo Uk Ltd Multi clutch transmissions
WO2010100280A1 (en) * 2009-03-06 2010-09-10 Ricardo Uk Ltd Multi clutch transmissions
DE102009015954A1 (en) 2009-03-27 2010-09-30 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Method for controlling start-up procedure for internal combustion engine, involves determining torque from current accelerator pedal position, where accelerator pedal torque is multiplied by translations of engaged gear
EP2578906A1 (en) * 2010-05-26 2013-04-10 Yamaha Hatsudoki Kabushiki Kaisha Dual clutch transmission, motorcycle, and start control method
EP2578906A4 (en) * 2010-05-26 2013-11-13 Yamaha Motor Co Ltd Dual clutch transmission, motorcycle, and start control method
US8935966B2 (en) 2010-05-26 2015-01-20 Yamaha Hatsudoki Kabushiki Kaisha Dual clutch transmission apparatus, motorcycle, and start control method
EP2730816A4 (en) * 2011-07-04 2016-08-17 Isuzu Motors Ltd Dual clutch transmission control method, dual clutch transmission, and vehicle mounted therewith
US9556934B2 (en) 2011-07-04 2017-01-31 Isuzu Motors Limited Dual clutch transmission control method, dual clutch transmission, and vehicle mounted therewith
EP2910821A1 (en) * 2014-02-20 2015-08-26 Transmisiones y Equipos Mecánicos, S.A. de C.V. Method for controlling a dual clutch transmission of a vehicle
US9638319B2 (en) 2014-02-20 2017-05-02 Transmisiones Y Equipos Mecanicos, S.A. De C.V. Method for controlling a dual clutch transmission of a vehicle
DE102018203248A1 (en) 2018-03-05 2019-09-05 Volkswagen Aktiengesellschaft Method for controlling and / or regulating the double clutch of a dual-clutch transmission of a motor vehicle
EP3550169A1 (en) 2018-03-05 2019-10-09 Volkswagen Aktiengesellschaft Method for controlling and/or regulating the dual clutch of a dual clutch transmission of a motor vehicle

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