DE102005042352A1 - Device and method for reducing traction interruption in drive trains with automated manual transmissions - Google Patents

Abstract

The The invention relates to a device for reducing a traction interruption in vehicles with an automated manual transmission (2) and a consequent shift shock and a method for its Application, wherein a compression, extension, twisting or other Deformation of the vehicle geometry by reducing the drive torque to wheels (8) driven by a main drive motor (1) and a simultaneous increase the drive torque to at least one auxiliary drive motor driven wheels (8) is avoided by the one or more auxiliary drive motors on wheels (8), which are also driven by the main drive motor (1) can.

Description

The The invention relates to a device for reducing a traction interruption in automated transmissions according to the preamble of the claim 1 and a method for its application according to the preamble of the claim 11th

automated Manual transmissions are for quite some time in different types of vehicles used. There are a lot of different variants known, which each have specific advantages and disadvantages.

One major disadvantage of many automated manual transmission exists in the interruption of traction during gear changes. Because a big part the manual transmission used, in particular passenger cars, can not be switched under load, requires a gear change an interruption or at least substantial reduction of the driven wheels effective drive power. This drive power reduction Depending on the design of the drive, this may be due to the fact that Changing the driving gear, the driving clutch or another clutch between a main drive motor and the automated manual transmission open must, and / or the automated manual transmission for the change from a first drive in another drive initially the first Disable drive gear before the other drive gear engaged can be brought and thus in the meantime in an idle switches, and / or that the drive power of the main drive motor is lowered to almost zero during the switching process. This has the consequence that for for a certain time no or at least no significant drive torque a main drive motor transmitted to the wheels of the vehicle can be.

When As a result, one of the vehicle occupants often as disturbing or under certain circumstances like switchbacks in fast cornering even considered a dangerous shift shock. This is especially true with automatically triggered Switching operations, because the shift shock here for the driver surprisingly occurs as well as generally in passenger cars, where by the occupants increased claims be placed on the ride comfort. In addition, the total acceleration capability of the vehicle adversely affected by this interruption of traction.

to Reduction of the perceived by the occupants shift shock can at an early stage the switching process by an intervention in the engine management of Main drive motor whose performance decreases and after activation of the target gear delivered to the automated transmission Performance with a lower than the technically possible Growth rate increased become. Through these measures let yourself Although the as unpleasant or dangerous reduce perceived shift shock by a temporal extension, However, this is due to a further time extension the break in power purchased and is therefore particularly in Passenger cars usually undesirable.

Alternatively, in the DE 199 16 926 A1 proposed to form the seat or seats of the vehicle in the direction of the vehicle longitudinal axis at least partially movable, and move the seats or their backs at a traction interruption forward and after the interruption of traction back to the starting position. However, this approach does not eliminate the actual shift shock of the vehicle, but only dampens its impact on the occupants. Unless these feel a shift in their sitting position relative to the vehicle interior even more unpleasant than the shift shock, this measure is certainly not suitable to counteract fears regarding a possible negative influence on the Fahrstabi quality or to improve the acceleration of a vehicle or even.

In contrast, the describes DE 103 16 862 A1 , which is considered as the closest prior art, a drive system for vehicles in which at least a first wheel is driven by an associated axle or Einzelradantriebsmotor, and at least a second wheel is provided in the drive train of a switchable between at least two speed transmission stages gearbox provided is.

at a switching command is by a controller of the first wheel driving engine stronger loaded, the gear change made and the load of the first wheel driving motor again lowered. A circuit-related power reduction on the second wheel is so through a corresponding Zugkrafterhöhung Partially or completely compensated on the first wheel. At or the motors acting on the first wheel or its axle, these are electric motors or hydraulic motors.

Although the DE 103 16 862 A1 initially formally refers generally to a drive system for vehicles, this document deals consistently with heavy special vehicles, such as agricultural or industrial tractors. In addition, the document mainly refers to vehicles in which all driven wheels by axle drive motors or driven by Einzelradantriebsmotoren, wherein in the torque flow between these motors and the driven wheels, one or more manual transmission can be arranged. The doctrine of DE 103 16 862 A1 is therefore not aimed at passenger cars and light commercial vehicles for road traffic or readily transferable to a person skilled in the art.

Basically, according to the DE 103 16 862 A1 a shift shock is always reduced or avoided by an effective torque is increased at a different than the first wheel with a reduction of the effective torque on a first wheel by a switching operation. Thus, the compensation of a reduction of a drive torque to a first wheel by increasing the drive torque to another wheel inevitably causes a corresponding distortion of the vehicle. This applies both to an axle-related effect of the corresponding moments, in which, for example, the drive torque is suddenly redistributed from the front axle to the rear axle, as well as z. B. in a diagonal distribution, which instead of an extension or compression has a rotation of the vehicle body result.

This likes heavy tugs and especially a very stiff one and thus usually also heavy construction of the vehicle as well as at least at the usual here, be tolerable relatively low speeds. For passenger cars and light commercial vehicles, often speeds of 180 or reach more kilometers per hour, which is certainly at 100 kilometers per hour still a switching operation can take place and in addition as large series vehicles However, this is hardly tolerable.

In front In this background, the invention is based on the object Device for reducing traction interruption in drive trains with automated manual transmissions and a method for its use to present which the described disadvantages of the prior Technology avoids. In particular, it should be achieved that a Compression, stretching, twisting or other deformation of the vehicle geometry with a reduction in the interruption of traction during a switching operation not taking place.

The solution This object is apparent from the features of the main claim, while advantageous embodiments and developments of the invention the dependent claims are removable.

Of the Invention is based on the finding that the shift shock when changing a drive of an automated transmission without then reduce or avoid distortion of the vehicle when a reduction of the force acting on a wheel drive torque of a main drive motor by acting on the same wheel drive torque at least one Auxiliary drive motor is compensated in whole or in part.

Therefore the invention is based on a device for reducing a Traction interruption in vehicles with an automated manual transmission with a plurality of different gear ratios, the vehicle having a gear change control device and a preferably has exactly one, main drive motor, over the automated manual transmission on at least one driven wheel of the vehicle can act. To reduce the interruption of traction At least one auxiliary drive motor is provided.

The Gear change control device is designed so that at a Change of gear ratio the automated transmission, the power output of at least an auxiliary drive motor can be influenced such that a change from the main propulsion engine via the automated manual transmission on the at least one driven Wheel of the vehicle output torque at least partially, and prefers almost completely, can be compensated.

The change from the main propulsion engine via the automated manual transmission on the at least one driven Wheel of the vehicle abge given torque can both the reduction of a positive torque, for example, when an upshift while an acceleration phase, as well as the reduction of a negative torque when using an engine brake switched back and the braking action of the main drive motor during the Switching not to the wheels of the vehicle can be.

Under an automated gearbox is understood not only a fully automatic gearbox, but also gear in which a gear change can be triggered additionally or exclusively by an operator, but which make the actual internal gear shift with the help of power-operated actuators and the operator only the information to change gears. In the broadest sense, this also gearboxes are meant in which information about a planned or gear change initiated at least also in the form of an electrical or other information signal, which can serve for example to influence the engine control and which can serve as an input of the gear change control device used here. Thus, the invention is also applicable to purely manually connected transmissions, provided that a corresponding switching signal is available.

The Invention relates preferably to vehicles with automated Manual transmissions that can not be switched under load. There However, even under load switchable gearbox sometimes considerable Have shift shocks and also in these transmissions a circuit Without load may be preferred, the invention can also beneficial for this Transmission types are used.

to solution the task is according to the invention now provided that the at least one auxiliary drive motor arranged so is that he can act on at least one of the driven wheels, on which also the main drive motor can act.

By this introduction of the drive torque of the auxiliary drive motor in at least one of the normal or immediately before the switching operation driven by the main drive motor wheels can twist the Vehicle with a reduction in the drive torque of the main drive motor and a simultaneous increase in the drive torque the at least one auxiliary drive motor avoided or at least compared to the State of the art are greatly reduced.

Especially It is advantageous if the one or more auxiliary drive motors on all previously acted by the main drive motor wheels. Around the construction costs as possible For example, it can be small for vehicles with several powered axles also suffice, if the auxiliary drive motors only on one or some of the previously driven by the main drive motor axes act.

The Invention is basically for vehicles applicable with any main drive motors. While, however, in vehicles With several main propulsion engines the shackle truck often by a skilled Control e.g. the individual services of electric machines mitigated can not be most of the solutions known from this area or difficult to conventional Transmit vehicles with a single internal combustion internal combustion calf engine. Therefore, the application of the invention to these vehicles is particular beneficial.

The application of the invention offers particular advantages for certain vehicle categories:
Modern passenger cars are on the one hand to achieve good performance and to achieve the lowest possible fuel consumption easily constructed and also must be easily deformed in essential parts in order to reduce energy in the event of an accident as much energy through deformation work can. Under these conditions, the rigidity of the vehicle is necessarily limited. In addition, the demands of the occupants of passenger cars on ride comfort are particularly high and a shift shock is perceived as particularly disturbing.

By the described device according to the invention Is it possible, not only to minimize the shift load related to the overall vehicle, but also to avoid twisting the vehicle at least as far as possible. In addition to the increased ride comfort is due to the high speeds These vehicles also gain safety through the improvement the roadside situation emphasized.

Very similar applies to Light commercial vehicles, here due to the significantly higher vehicle weights and payloads are still very high compared to tugs Speeds the benefits in terms of road holding relatively higher to be assessed as the benefits in terms of ride comfort.

at heavy, preferably designed for road use Commercial vehicles are in contrast to the Advantages in terms of ride comfort in the foreground, as these vehicles due to the tendency to lower speeds and the high Payloads rarely be driven in the physical boundary area. By contrast, the shift jerks are often particularly high due to the large inert masses. she to lead also tends to be one compared to passenger cars and lighter commercial vehicles Compression and extension of the vehicle. The benefit of a comfort increase is in terms of the usual long driving times by professional drivers here particularly evident.

at Buses or in general for vehicles carrying a larger number of persons, the application of the invention is therefore very special makes sense, because the number of beneficiaries is particularly large. In addition is at least for big ones Buses without compensation of shift shock due to vehicle mass relatively pronounced.

Certain types of drive of the auxiliary drive motor offer particular advantages, which will be discussed below:
If the auxiliary drive motor is an electric machine, the integration into an existing drive concept is particularly simple, since the supply lines can be laid easily and in compliance with only a few restrictions at any location of the vehicle. Electric machines are also low maintenance and at the same time offer a good ratio between deliverable power, in particular between the briefly deliverable power on the one hand, and costs and weight on the other. In addition, the electric machine can often be used as part of a functional integration for other purposes such as recuperation, electric braking or electric driving and maneuvering, or use an existing anyway for this purpose electric motor.

Especially It should be emphasized the fact that electric engines briefly a significantly higher performance than their nominal performance. That's the way it is possible, the same engine, for example, to support the main drive motor operate at full rated power while driving, and in the case a switching operation to double this performance again briefly. Alternatively, you can Electric motors for a given short-term nominal power especially small and easy to build.

Of the Use of pneumatic or hydraulic motors as auxiliary drive motor On the other hand, it is particularly suitable for vehicles that already have a powerful pneumatic or hydraulic system.

If the auxiliary drive motor is a motor that is mechanically stored Energy is driven, this can be especially with heavy commercial vehicles be advantageous, since there is less on small footprint and low weight, for that but all the more to longevity and value for money arrives. So can as Energy storage be provided for example a strong spring element, that over a tensioning mechanism, for example, during braking operations stretched will, and if necessary over any transmission means transmits a torque to a vehicle wheel.

Although it is merely critical to the invention in its basic form that the torque of the auxiliary drive or drives acts on those wheels that were previously driven by the main drive, different mounting positions of the auxiliary drive motor or motors offer particular advantages, which are presented in detail below:
According to a first related embodiment, it is provided that the auxiliary drive motor is integrated in the automated manual transmission. In this way, it is particularly easy to offer different vehicle variants with and without means for reducing the interruption of traction in otherwise identical transmissions within an assembly process. In addition, it is possible to use certain data and power lines about the on-board network and the gear change control device twice.

ever However, after design of the transmission, it may be even more advantageous be when the auxiliary drive motor to the automated manual transmission adapted. In this way, the space outside the gearbox optimally billed, and the auxiliary drive motor is for eventual Servicing without disassembly of the gear housing easily accessible.

at two previously presented embodiments is particularly advantageous for long powertrains that through the close-to-start introduction of the torque of the auxiliary drive motor the subsequent elements of the drive train largely uniformly loaded become and unwanted Effects caused by a torsional vibration of the drive shaft can occur by changing load, largely avoided become.

In a further embodiment the auxiliary drive motor acts directly on the cardan shaft strand. Here, for example, provide for a subsequent equipment of Vehicles and in particular of commercial vehicles often better spatial conditions as directly on the manual transmission.

Provided an additional Transfer case in the moment flow from the main drive motor to driven wheels is provided, the auxiliary drive motor can also be arranged so that he's on the extra Transfer case can act. This allows a single auxiliary drive motor, For example, in vehicles with switchable four-wheel drive, depending on Shift position of the transfer case optionally on the wheels only act on one or both axes, without requiring a modification of manual transmission or propeller shaft must be made. Regarding the Advantages of integration in a gearbox or adaptation to a transmission is essentially that already stated above.

Alternatively, the auxiliary drive motor can also act directly on an axle to be driven, wherein, of course, an integration in an axle differential is possible. The term of the axle is to be understood here in the sense of front axle or rear axle and includes both shafts and axles, it being only important that a connection is made from the chassis to a wheel. In so far, drive shafts of individually suspended wheels in this sense represent an axis. By placing close to the ange Driven wheels arise even with large torque changes only relatively small torsions of the transmission links and thus a fast and accurate transmission of the introduced torque to the wheels.

Finally, can the auxiliary drive motor also be arranged so that it directly acts on a drivable by the main drive motor wheel or directly is arranged in or on this. This variant offers in particular the possibility, the auxiliary drive motor not only with respect to the respective axis, but separate for to steer a single wheel. It goes without saying that this variant the equipment but not at least one wheel on each side of the axle mandatory, but usually required in practice. at such equipment it is also possible the auxiliary drive motors not only in the context of Schaltruckvermeidung to use, but also for a targeted deceleration or acceleration of individual wheels, for example within an ESP (Electronic Stability Program) system.

After this the device according to the invention explained above The following is a method for reducing traction interruption in vehicles with an automated manual transmission with a Plurality of different gear ratios presented next to a gear change control device and a main propulsion engine that over the automated transmission on at least one driven Wheel of the vehicle can act, also on at least one auxiliary drive motor feature.

The Gear change control device determines or estimates an initiated and / or to be initiated gear change due from read-in data and / or stored data and / or Programs the size of the actual or assumed torque reduction on the driven wheels or as well their timing. On the basis of this data and if necessary Taking into account further data, it will determine at least one Target torque curve, which is suitable, the actual or suspected torque drop across the driven wheel (s) Size and temporal Course completely or at least partially compensate. It sends output signals to the at least one auxiliary drive motor, which is a corresponding Torque output of the or the auxiliary drive motors cause.

By this method can undesirable Shift jerk completely avoided by a traction interruption or at least strongly weakened be, without causing a twisting of the vehicle by one Torque change between by the main drive motor and an auxiliary drive motor driven wheels the vehicle is coming.

The Invention leaves itself with reference to an embodiment further explain. For this purpose, three drawing figures are attached to the description.

In this shows

1 a drive train of a vehicle equipped according to the invention with a longitudinally installed main drive motor and an additional transfer case arranged on the drive shaft strand,

2 a drive train of a vehicle according to the invention equipped with a longitudinally installed main drive motor and a laterally arranged on the transmission additional transfer case and

3 a drive train of an inventively equipped vehicle with a transversely mounted main drive motor.

In detail belongs to the in 1 shown drive train a main drive motor 1 , which is preferably a combustion internal combustion engine. The drive torque of the main drive motor 1 gets into an automated manual transmission 2 initiated from where it has a cardan shaft strand 5 to an axle differential 6 the rear axle 7 transferred and finally over the wheels 8th is brought to the drive of the vehicle on the road.

In this case, it is a vehicle with shiftable four-wheel drive, which is why the cardan shaft strand 5 an additional transfer case 4 that carries the cardan shaft strand 5 in a front part 5a and a back part 5b divides. Finally, leads from the additional transfer case 4 a front wheel drive train 3 to the not shown and optionally driven front wheels.

According to the invention, one or more auxiliary drive motors, which should be in this example electric motors and are each supported against a festste existing vehicle part, at the sites of action or points M2 and / or M5a and / or M4 and / or M5b and / or M6 and / or M7 and / or M8 and / or M9 arranged, wherein the number in the respective reference numerals refers to the respective drive train element. In the case of an arrangement of the auxiliary drive motors at the point M8 (at the vehicle wheels 8th ) and preferably at the point M7 (on the rear axles 7 ) a few each be arranged symmetrically to the longitudinal axis of the vehicle at least two auxiliary drive motors not shown here.

Not shown are possible other sites of action of auxiliary drive motors, such as the front-wheel drive train 3 , not shown front axle, or on the front wheels, not shown.

Regardless of the number and distribution of the auxiliary drive motors is always a gear change control device 10 provided, which with the one or more auxiliary drive motors, the transmission 2 and other sensors in connection. The data lines, sensor lines and control lines to various sensors, control units and the auxiliary drive motors are for reasons of clarity only by arrows on the gear change control device 10 indicated.

When the gear change control device 10 detects an onset or imminent gear change, it uses read or estimated data to determine the actual, forthcoming or assumed amount and time course of the torque drop at a reference point. This reference point, for example, the transmission output shaft or a wheel 8th of the vehicle, but preferably be the location M2, M4, M5a, M5b, M6, M7, M8 or M9, at which the one or more auxiliary drive motors are located. This at least one auxiliary drive motor is so on the basis of the determined data from the gear change control device 10 controlled that this or this deliver a torque that completely or at least partially compensates for the amount and timing of the shift due to the torque drop.

2 shows a drive train of a vehicle according to the invention equipped, parts of the same function are provided with the same reference numerals. The front axle 9 is driven in this example via an integrated differential directly from the automated manual transmission, while the propeller shaft 5 to the rear axle (not shown) of one in this case laterally next to the automated manual transmission 2 arranged, additional transfer case 4 going on.

3 Finally, shows an inventive arrangement for a drive train of a vehicle with a transversely mounted main drive motor 1 , At this is an automated manual transmission 2 arranged, which is an additional transfer case 4 carries, but in this case only fulfills the function of a axle differential.

Of course, in place of in the 1 to 3 shown drive trains with front main drive motor 1 also in each case a corresponding structure with rear main drive motor 1 possible and is therefore encompassed by the invention.

1

Main drive motor

2

automated manual transmission

3

Front-wheel drive train

4

additional Transfer Case

5

Driveline

5a

front Part of the cardan shaft strand

5b

rear Part of the cardan shaft strand

6

axle differential

7

rear axle

8th

wheel

9

Front

10

Gear change control device

M2, M4,

possible entry or places of cultivation or

M5a, M5b,

sites of action the one or more auxiliary drive motors

M6, M7,

M8, M9

Claims (11)

Device for reducing traction interruption in vehicles with an automated manual transmission ( 2 ) with a plurality of different gear ratios, a gear change control device ( 10 ), a main propulsion engine ( 1 ) via the automated manual transmission ( 2 ) on at least one driven wheel ( 8th ) of the vehicle, and at least one auxiliary drive motor, wherein the gear change control device ( 10 ) is designed such that when changing the transmission ratio of the automated transmission ( 2 ) the power output of the at least one auxiliary drive motor can be influenced in such a way that a reduction in the speed of the main drive motor ( 1 ) via the automated manual transmission ( 2 ) on the at least one driven wheel ( 8th ) is at least partially compensated for, characterized in that the at least one auxiliary drive motor is arranged (positions M2, M4, M5a, M5b, M6, M7, M8, M9) on at least one of the driven wheels ( 8th ), to which the main drive motor ( 1 ) can act. Device according to claim 1, characterized in that the main drive motor ( 1 ) is a combustion engine with internal combustion. Device according to one of claims 1 or 2, characterized in that the vehicle is a passenger car, a light commercial vehicle, a heavy commercial vehicle or a bus. Device according to at least one of claims 1 to 3, characterized in that the auxiliary drive motor is an electric machine, a pneumatic motor, a hydraulic motor or a motor is, which is driven by mechanically stored energy. Device according to at least one of the preceding claims, characterized gekennzeichne that the auxiliary drive motor in the automated manual transmission ( 2 ) is integrated (site of action M2). Device according to at least one of claims 1 to 4, characterized gekennzeichne that the auxiliary drive motor to the automated manual transmission ( 2 ) is adapted (action site M2). Device according to at least one of claims 1 to 4, characterized in that the auxiliary drive motor is arranged (M5, M5a, M5b) in such a way that it acts directly on the cardan shaft strand ( 5 . 5a . 5b ) can act. Device according to at least one of claims 1 to 4, characterized in that an additional transfer case ( 4 ) in the torque flow from the main drive motor ( 1 ) to at least one driven wheel ( 8th ) is provided, and the auxiliary drive motor on or in the additional transfer case ( 4 ) is arranged (M4). Device according to at least one of claims 1 to 4, characterized in that the auxiliary drive motor is arranged (M7, M9) such that it bears directly on an axle ( 7 . 9 ) or wave can act. Device according to at least one of claims 1 to 4, characterized in that the auxiliary drive motor is arranged (M8) so that it directly adjoins also one of the main drive motor (M8). 1 ) drivable wheel ( 8th ) can act. Method for reducing traction interruption in vehicles with an automated manual transmission ( 2 ) with a plurality of different gear ratios, a gear change control device ( 10 ), a main propulsion engine ( 1 ) via the automated manual transmission ( 2 ) on at least one driven wheel ( 8th ) of the vehicle, and at least one auxiliary drive motor, which on at least one of the main drive motor ( 1 ) drivable wheel ( 8th ), characterized in that the speed change control device ( 10 ) at an initiated and / or to be initiated gear change due to read data and / or stored data and / or programs, the size of the actual or suspected torque drop at the driven wheels or wheels ( 8th ) as well as its time course is determined or estimated, on the basis of these data and optionally with the inclusion of further data, at least one setpoint torque curve which is suitable for determining the actual or assumed torque drop at the driven wheel or wheels (FIG. 8th ) to compensate for the size and timing completely or at least partially and sends output signals to the at least one auxiliary drive motor, which cause a corresponding torque output of the auxiliary drive motor or motors.