EP1509710A1 - Boite de vitesses automatique et procede pour faire fonctionner un systeme de transmission - Google Patents

Boite de vitesses automatique et procede pour faire fonctionner un systeme de transmission

Info

Publication number
EP1509710A1
EP1509710A1 EP03752707A EP03752707A EP1509710A1 EP 1509710 A1 EP1509710 A1 EP 1509710A1 EP 03752707 A EP03752707 A EP 03752707A EP 03752707 A EP03752707 A EP 03752707A EP 1509710 A1 EP1509710 A1 EP 1509710A1
Authority
EP
European Patent Office
Prior art keywords
torque
gear
synchronous
manual transmission
automated manual
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Withdrawn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
EP03752707A
Other languages
German (de)
English (en)
Inventor
Minh Nam Nguyen
Holger Stork
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.)
Schaeffler Buehl Verwaltungs GmbH
LuK Lamellen und Kupplungsbau GmbH
Original Assignee
LuK Lamellen und Kupplungsbau Beteiligungs KG
LuK Lamellen und Kupplungsbau 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
Application filed by LuK Lamellen und Kupplungsbau Beteiligungs KG, LuK Lamellen und Kupplungsbau GmbH filed Critical LuK Lamellen und Kupplungsbau Beteiligungs KG
Publication of EP1509710A1 publication Critical patent/EP1509710A1/fr
Withdrawn legal-status Critical Current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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0275—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B60W2510/0652—Speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B60W2510/0661—Torque change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • B60W2510/102—Input speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H2059/6807—Status of gear-change operation, e.g. clutch fully engaged
    • 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
    • F16H2061/0075—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 characterised by a particular control method
    • F16H2061/0087—Adaptive control, e.g. the control parameters adapted by learning
    • 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
    • F16H2061/064—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means for calibration of pressure levels for friction members, e.g. by monitoring the speed change of transmission shafts
    • 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
    • F16H2342/00—Calibrating
    • F16H2342/04—Calibrating engagement of friction elements
    • 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
    • F16H2342/00—Calibrating
    • F16H2342/04—Calibrating engagement of friction elements
    • F16H2342/042—Point of engagement
    • 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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the 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
    • 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

Definitions

  • the invention relates to an automated manual transmission, a drive train, a method for controlling an automated manual transmission and a method for operating a transmission device of a motor vehicle.
  • the invention has for its object to provide a reliable automated manual transmission as well as a reliable method for controlling an automated manual transmission and a reliable method for operating a transmission device of a motor vehicle.
  • the task is solved with an automated manual transmission
  • At least one drive device which is in signal connection with the electronic control unit and loads at least one switching element for switching;
  • Synchronization devices which can effect an adjustment of the speed of the respective rotatably mounted gear to the speed of the shaft on which this gear is mounted, these synchronization devices being designed so that the automated manual transmission during normal operation during the entire switching process Traction interruption is switched;
  • At least one position detection device the position of these synchronization devices and / or an actuating device and / or one Component of an actuator of the automated manual transmission detected;
  • a memory device in which an assignment characteristic is stored, which assigns the actuating positions of the synchronization devices and / or an actuating device and / or a component of an actuating device (synchronous) torques which can be transmitted by the synchronization device at the respective actuating position;
  • the object is further achieved by a drive train which contains the automated manual transmission and by a method for operating the drive train comprising the automated manual transmission in accordance with the inventive concept which
  • an automated manual transmission which has several switching stages or gears. At least one driving and at least one driven gear is assigned to each of these switching stages. Such a gear can also be assigned to several gear stages or gears. At least one of these gears, which are assigned to a respective shift stage or a respective gear, is rotatably mounted on a shaft.
  • the other or the other gearwheels can, for example, be rotatably mounted on a shaft. However, they can also be rotatably mounted and can be coupled to the shaft on which they are arranged via corresponding coupling devices.
  • the rotatably mounted gear of a respective gear stage or gear ges can be non-rotatably coupled to the shaft on which it is rotatably arranged, so that a torque can be transmitted via the shaft and this gearwheel or the relevant switching stage.
  • the automated manual transmission has an electronic control unit which controls the switching operations of the automated manual transmission and, if necessary, can carry out further functionalities.
  • At least one drive device is provided which is in signal connection with the electronic control unit and which loads at least one switching element for switching the automated manual transmission.
  • a drive device can be an electric motor, for example.
  • Such an electric motor can be a BLDC motor or a differently designed electric motor.
  • several electric motors are provided. This can, for example, be such that an electric motor is provided which can load a switching element in the direction of a winding lane of the automated manual transmission, and an electric motor which can load a switching element or the switching element in the direction of a switching lane of the automated manual transmission.
  • an electric motor is provided which can load a switching element in the direction of a winding lane of the automated manual transmission
  • an electric motor which can load a switching element or the switching element in the direction of a switching lane of the automated manual transmission can also be designed differently.
  • synchronization devices are provided which, when shifting, can bring about an adaptation of the speed of the respective rotatably mounted gear to the speed of the shaft on which this gear is mounted.
  • These synchronization devices can be designed in such a way that the automated manual transmission is switched in normal operation during the entire switching process without interrupting the tractive force.
  • At least one position detection device is provided, which detects or can detect the positions of these synchronization devices or an actuating device of this synchronization device or of the automated gearbox.
  • This position can also be the position of a switching actuator or another actuating element, and in particular the position of an output shaft of an electric motor acting as a drive device or an actuating device of the synchronization device or the automated manual transmission.
  • position detection devices can also be provided.
  • a memory device in which an assignment characteristic is stored or can be stored, which assigns the actuating positions of the synchronization device to synchronous torques that can be transmitted by the synchronization device at the respective actuation position.
  • an adaptation device for adapting the assignment characteristic to actual (synchronous) torque position value pairs.
  • This adaptation device can, for example, be such that it can be used to check whether the value pairs of (synchronous) torques and positions of the respective synchronization device provided in the stored assignment characteristic match the actual ones.
  • the adaptation device can be, for example, the electronic control device. However, it can also include additional elements or be another device.
  • the connecting device by means of which a gear wheel rotatably mounted on a shaft can be coupled to this shaft in a rotationally fixed or essentially rotationally fixed manner, can be a synchronization device, for example. Additionally or alternatively, a differently designed device can also be provided.
  • the synchronization device has a friction device. It should be noted that each switching stage can be assigned a synchronization device or a part of these switching stages or only one switching stage.
  • the synchronization device preferably has a friction device. It is further preferred that the synchronization device is a friction device.
  • the synchronization device can also be designed in such a way that it has a friction device and additionally a device via which a positive connection can be generated so that the shaft in question can be positively coupled to the gear in question.
  • this can also be designed differently.
  • the friction device has conical or conical or truncated cone elements.
  • the friction device in each case has an inner frustoconical friction element and an outer frustoconical friction element, which can be increasingly inserted into the inner frustoconical element, so that an increasing frictional engagement or a stronger frictional engagement is generated.
  • the (synchronous) torque is generated or transmitted by friction.
  • the assignment characteristic can be a characteristic curve, for example. However, other mapping characteristics are also preferred.
  • the friction device has at least one friction element which is connected in a rotationally fixed manner to a gearwheel of the switching stage which is rotatably mounted on a shaft, and a friction element which is connected in a rotationally fixed manner to the associated shaft.
  • at least one of these friction elements is arranged to be axially displaceable or that the corresponding de gear is axially displaceable relative to the corresponding shaft.
  • At least one or more friction elements of the friction device are arranged concentrically to the shaft on which the gear wheel is rotatably mounted.
  • configurations in which such a friction element is arranged non-concentrically with the shaft in question are also preferred.
  • At least temporarily two synchronization devices which are assigned to different shifting stages, can transmit or transmit a (synchronous) torque at the same time, in particular in the context of shifting operations in normal operation of the automated system transmission.
  • an actuating device which enables an actuating movement in a state in which two different gears or gear stages simultaneously transmit a torque.
  • This torque can preferably be transmitted such that it acts on the same drive axle of the motor vehicle.
  • the drive train is in particular a motor vehicle drive train.
  • a preferred embodiment provides that a starting clutch is provided in this drive train.
  • This starting clutch can be a friction clutch or a differently designed clutch.
  • the starting clutch is an electronically controlled clutch device.
  • an assignment characteristic is provided, the positioning positions on a respective synchronization device or a component of a control device or an actuating device torque values or (syn chron) assigns torque values which are intended to indicate which torque can be transmitted by the respective synchronization device in this actuating position.
  • an adaptation process is carried out in order to adapt the assignment characteristic, in particular to actual (synchronous) torque-position value pairs that are present in the automated manual transmission.
  • the actual torque position value pairs are determined as a function of at least one operating characteristic value of a motor vehicle in which the automated manual transmission can be arranged or is arranged.
  • Such operating parameters can be, for example, a calculated or measured engine torque or the engine speed or wheel speeds or the speeds of a transmission input shaft. It can also be provided that several transmission input shafts are provided and the speeds of different transmission input shafts are made available as operating characteristic values.
  • a CAN bus is provided and an engine torque is provided via this CAN bus, which is used to determine the actual torque position value pairs.
  • a (synchronous) torque value of an actual torque position value pair is determined with a substantially constant synchronous torque.
  • the (synchronous) torque is not constant during the determination of a (synchronous) torque value of an actual pair of torque and position values. It is preferably provided that the (synchronous) torque of an actual pair of torque values is determined during a shift from a starting gear to a target gear.
  • the starting gear can be the neutral gear or another gear.
  • the synchronization device of the starting gear at least if this is not the neutral gear, is completely open during the determination of the (synchronous) torque of an actual torque position value pair.
  • exactly one synchronization device transmits a torque during the determination of the (synchronous) torque of an actual torque position value pair. It is particularly preferably provided that the synchronization device in question slips when determining the (synchronous) torque of an actual torque position value pair.
  • the automated manual transmission is preferably arranged in a drive train which can be loaded by an internal combustion engine, this internal combustion engine running when determining the (synchronous) torque of an actual pair of torque-position values.
  • the (synchronous) torque of an actual pair of torque and position values is preferably determined in a driving situation which is (in any case) given during normal operation of the motor vehicle. Another preferred embodiment provides that a specific situation is generated in which this (synchronous) torque is determined.
  • measurement values are used to determine an actual torque position value pair.
  • such measured values can be, for example, operating parameters of a motor vehicle. It is preferably provided that the (synchronous) torque of an actual pair of torque-position values is determined, and furthermore it is determined which position of the synchronization device or the actuating device or a component of the actuating device is given at the time when this (synchronous ) Torque is determined.
  • a (synchronous) torque of an actual pair of torque and position values is determined by means of an automatically generated torque balance of a drive train section or a region of the motor vehicle that has an automated manual transmission.
  • a torque balance can be automatically drawn up for a subsystem having an internal combustion engine and a transmission input shaft of a motor vehicle. It is also preferred that such a torque balance is drawn up for the transmission input shaft of a motor vehicle. It is further preferred that such a torque balance is automatically created for a motor vehicle.
  • a torque balance can be automatically drawn up for a subsystem having an internal combustion engine and a transmission input shaft of a motor vehicle. It is also preferred that such a torque balance is drawn up for the transmission input shaft of a motor vehicle. It is further preferred that such a torque balance is automatically created for a motor vehicle.
  • an automatically set torque balance is created for the motor vehicle, wheel speeds being used for adaptation. It can be provided here that load torques acting on the motor vehicle during operation, which are caused, for example, by air resistance or road resistance torques or the like, are taken into account or are neglected or estimated. It is particularly preferably provided in such a design that the moment of inertia of the motor vehicle is taken into account at the time of the adaptation.
  • a (synchronous) torque is preferably determined as a function of at least one moment of inertia as part of the adaptation.
  • This mass moment of inertia can, to name examples, be the mass moment of inertia of the motor of a motor vehicle or of the transmission input shaft or of the motor vehicle itself, and possibly including parts connected to the motor or the transmission input shaft or the motor vehicle in a rotationally fixed manner.
  • the (synchronous) torque is determined as part of the adaptation as a function of at least one gear ratio.
  • This can be the case, for example Gear and / or differential gear ratio of a starting gear. It can also be the gear or differential gear ratio of a target gear, whereby the terms start gear and target gear are to be understood in such a way that the gear is switched from the start gear to the target gear, possibly with an interruption, in order to adapt a (synchronous) torque position value pair of the target gear. It can also be switched from "neutral" to the target gear.
  • the automated manual transmission and a starting clutch are arranged in a drive train of a motor vehicle, and this starting clutch is closed during the determination of the (synchronous) torque of an actual pair of torque-position values.
  • the synchronous torque of an actual torque position value pair is determined as a function of the engine torque and the engine or the transmission speed. In particular, a dependency on the change over time of one or more of the specified operating parameters can be taken into account when determining or adapting.
  • the synchronous torque is determined as the difference between the engine torque and the product of the time derivative of the angular velocity of the transmission input shaft or the transmission input speed with the sum of the moments of inertia of the motor and transmission input shaft and, if applicable, parts connected to them in a rotationally fixed manner. It is particularly preferably provided that the difference mentioned is multiplied by a factor. This factor can be gear ratio and / or differential gear ratio of the target gear in particular.
  • the synchronous torque is constant or is kept constant in the time interval between these times.
  • a corresponding temporal integral which is determined or used in this preferred configuration for determining the synchronous torque, is approximated.
  • an integral can be approximated by means of a trapezoidal integration.
  • other designs are also Trains t.
  • the automated manual transmission is arranged in a drive train of a vehicle provided with a starting clutch and with a brake.
  • the brake can in particular be a parking brake and / or a service brake.
  • a predetermined synchronization device of a gear or a gear stage starting from the neutral gear and a fully open position of this synchronization device, is closed up to a predetermined position or a predetermined torque level in which this synchronization device slips.
  • this position corresponds to a predetermined torque level in accordance with the assignment characteristic.
  • the synchronization device is held in its position for a predetermined time at this moment level or this position.
  • the synchronous torque is determined as a function of or from the difference between the engine torque that is given in this position and the engine torque that was given in the open position. If necessary, this difference is multiplied by the gear and / or differential gear ratio of the target gear.
  • the predetermined position is a position that is displayed by a position detection device. It is also possible for the position to be controlled in such a way that the engine torque is oriented. For example, it can be provided that the engine torque, which is given when the synchronization device is fully open, is stored, and the position is controlled such that the difference between the engine torque given in the respective current position and the engine torque when the synchronization device is open (possibly multiplied by the translation of the target gear) reaches a predetermined value. However, this is not intended to limit the invention. It is preferably provided in this exemplary preferred embodiment that the synchronization torque varies during its determination.
  • the starting clutch is actuated or adjusted when determining a synchronous torque of an actual torque position value pair.
  • this can be such that it is controlled in a predetermined manner, in particular electronically.
  • a synchronous torque of an actual pair of torque and position values is determined if the torque transmitted by a starting clutch essentially corresponds to the torque that can be transmitted by this starting clutch. This means in particular that the starting clutch is in the transition area between sticking and slipping, or in a position in which there is a tear.
  • the synchronous torque is calculated as the sum of the torque currently transmitted or transferable by the starting clutch, on the one hand, and the product of the difference between this moment that is transferable or currently transmitted by the starting clutch and the engine torque with the quotient the moment of inertia of the transmission input shaft (and, if necessary, parts connected to it in a rotationally fixed manner) and the moment of inertia of the motor, on the other hand, are determined. If necessary, it is provided that this sum is multiplied by the translation of the gear concerned or target gear for the determination.
  • the synchronous torque is essentially constant during its determination.
  • the synchronization device is not determined directly as a function of the torque transmitted or transmissible by the starting clutch, but indirectly.
  • This can be such that, instead of a value for the starting clutch torque mentioned, the difference between the engine torque, on the one hand, and the product of the moment of inertia of the engine with the time derivative of the engine speed or the time derivative of the corresponding rotational speed dtechnik, on the other hand, is used to determine the synchronous torque in the above context.
  • This can also be the case with other preferred configurations which take into account a starting clutch torque when determining the synchronous torque.
  • the automated manual transmission is arranged in a drive train of a motor vehicle provided with a starting clutch and with a parking and / or service brake.
  • the internal combustion engine of the motor vehicle is running, one or both of the named brakes are actuated and / or the vehicle is stationary.
  • the internal combustion engine is operated in idle mode.
  • the synchronous torque may vary when carrying out this exemplary method and / or when determining the synchronous torque.
  • the starting clutch is switched to a predetermined position in which it sticks.
  • the starting clutch is first completely opened before it is switched to a predetermined position in which it sticks.
  • the position into which the starting clutch is switched and in which it is liable can in particular be one in which a predetermined torque value is given or can be transmitted by the starting clutch.
  • the synchronous torque is subsequently increased or the synchronization device is increasingly closed, in particular in such a way that the transmission input shaft is braked.
  • This increasing closing is carried out in particular in such a way that the starting clutch begins to slip.
  • the synchronous torque is determined.
  • the synchronous torque is determined as a function of the transmittable or currently transmittable clutch torque and the engine torque.
  • the engine torque and the engine speed are used for the determination instead of the clutch torque transmitted or transferable by the clutch.
  • the synchronous torque is calculated as the sum of the torque that can be transmitted or transmitted by the clutch, on the one hand, and the product of the difference between the moment currently transmitted or transmitted by the starting clutch and the engine torque with the quotient the mass moment of inertia of the transmission input shaft and the motor moment of inertia, on the other hand, is determined or calculated. It is also preferred in this configuration that this sum is multiplied by the gear ratio (of the target gear) to determine the synchronous torque.
  • gear ratio of the target gear or the gear ratio of the target gear in the present invention is also (but not only) to be understood that this is the gear differential gear ratio of the target gear.
  • This can be achieved, for example, by holding the starting clutch and ramping down the synchronization device so that it can transmit a lower torque, or by ramping up the starting clutch so that it can transmit a higher torque and synchronizing ons planned is held.
  • Other designs are also possible.
  • the synchronous torque of an actual pair of torque-position values when the starting clutch slips is determined from a torque balance of the transmission input shaft.
  • the synchronous torque as the difference between the torque that can be transmitted by the clutch, on the one hand, and the product of the time derivative of the rotational speed or the speed of the transmission input shaft with the moment of inertia of the transmission input shaft - and, if appropriate non-rotatably coupled parts - on the other hand, is determined.
  • the synchronization torque can be determined particularly preferably in such a way that the said difference is multiplied by the gear and / or differential gear ratio of the gear concerned or of the target gear.
  • the difference between the engine torque and the product of the time derivative of the rotational speed of the motor or the motor speed with the mass moment of inertia of the motor is used to determine the synchronous torque instead of the torque that can be transmitted by the clutch.
  • the adaptation or the determination of the synchronous torque with a slipping clutch is carried out during a shifting of the automated transmission. It is also particularly preferred that in this preferred embodiment of a method according to the invention the synchronous torque during the determination this moment is essentially constant or is kept constant.
  • the automated manual transmission is arranged in a drive train that has a starting clutch, and that the starting clutch slips when determining a synchronous torque of an actual pair of torque-position values.
  • the automated manual transmission is arranged in a drive train of the starting clutch and that the starting clutch is in an open or completely open position during the determination of the synchronous torque of an actual torque position value pair.
  • a synchronous torque to be determined when the starting clutch is disengaged, in particular as a negative product from the time derivative of the speed or rotational speed of the transmission input shaft, on the one hand, with the mass moment of inertia of this transmission input shaft and, if appropriate, rotationally coupled therewith Components, on the other hand.
  • this product is multiplied by the gear and / or differential gear ratio of the shift stage in question in order to determine the synchronous torque.
  • this preferred exemplary method according to the invention can be carried out with a "normal" shift of the automated transmission or in normal operation. This is to be understood in particular in such a way that this exemplary method is carried out in the case of circuits which are carried out during normal operation of a motor vehicle, that is to say without producing a special situation which only serves to determine the synchronous torque.
  • the synchronous torque is kept constant or constant during its determination.
  • the automated manual transmission is arranged in a motor vehicle and the synchronous torque is determined when the vehicle is rolling, the starting clutch is open and the engine is switched off or is idling.
  • the automated manual transmission is initially switched to "neutral", a predetermined synchronization device, starting from this situation, in particular slowly, being increasingly closed and then being held in a predetermined position in which it grinds.
  • the synchronous torque is then determined as a negative product from the time derivative of the gearbox input speed or the rotational speed of the gearbox input shaft with the moment of inertia of the gearbox input shaft and, if necessary, components that are coupled in a rotationally fixed manner.
  • this product is multiplied by the gear and / or differential gear ratio of the shift stage in question to determine the synchronous torque.
  • this method is used in the course of production, in particular the assembly of a motor vehicle, for example at the end of the line.
  • the ascertained synchronous torques or the ascertained synchronous torque position value pairs are preferably compared instead of with one of the assignment characteristics or a predetermined value pair of this assignment characteristic. It is further preferred that the determined gear selection thresholds are stored, in particular instead of a pair of values of the assignment characteristic.
  • a method for operating a transmission device of a motor vehicle is provided in particular.
  • This transmission device is arranged in a drive train provided with at least one starting clutch and has a plurality of switchable gear stages which can be engaged and disengaged by means of an actuating device.
  • This gear selection threshold is a respective position of an actuating device of the transmission or of the transmission device itself, in which the respective gear is no longer engaged - at least partially - or is no longer positively engaged.
  • the motor vehicle has wheels and an internal combustion engine that can load the drive train.
  • the wheels of the motor vehicle are blocked.
  • this can be such that they are braked by means of a brake.
  • a brake can be a hand brake or a foot brake.
  • the method according to the invention is used in the production of a motor vehicle, in particular at the end of the line.
  • the wheels are blocked in a manner other than via a brake arranged on the motor vehicle.
  • This method according to the invention can also be used in workshop operation. This is not intended to limit the uses.
  • the starting clutch is opened or a check is carried out to determine whether the starting clutch is in an open position.
  • a predetermined gear is then engaged, the gear selection threshold of which is to be ascertained or learned or adapted.
  • the starting clutch is then closed, in such a way that a predetermined, in particular relatively small, torque can be transmitted via this starting clutch.
  • a predetermined, in particular relatively small, torque can be transmitted via this starting clutch.
  • Such a moment can be, for example, in the range between 4 and 20 Nm, without the invention being restricted thereby. Since the wheels are braked and a gear is engaged, the transmission input shaft does not essentially rotate, although the starting clutch can transmit torque. In particular, it can be provided that an idle controller of the engine has to deliver more torque.
  • the gear is designed, particularly slowly, with the transmission input speed of the transmission shaft being monitored. If an increase, in particular a predetermined increase, in the transmission input speed of the transmission input shaft is detected, the position of the actuating device given during this increase is determined as the gear selection threshold of the gear concerned.
  • the increase in the speed of the transmission input shaft occurs when a positive engagement of a gear clutch is released. It can be provided that the transmission input shaft is accelerated quickly, for example within 50 ms or another period, to or in the direction of the engine speed.
  • the actuating device has a shift drum which is rotated or pivoted about its longitudinal axis for shifting into or out of a gear.
  • the position which corresponds to or is assigned to a gear selection threshold is a shift drum angle.
  • the position of the actuating device or the shift drum angle is determined as the gear selection threshold which is applied at the beginning of the acceleration process. ses the transmission input shaft is given.
  • the starting or partial closing of the starting clutch is carried out within a short period of time, for example within two seconds or less. However, other time periods are also possible and preferred.
  • the determined gear selection thresholds are stored, for example in a storage device.
  • a storage device can be provided in an electronic control unit or in another location.
  • the method according to the invention is preferably started via a command.
  • a command can be issued, for example, via a diagnostic interface.
  • Other designs are also preferred.
  • the transmission device is switched to a neutral position at the beginning of the method, or it is ensured that the transmission device is in such a position.
  • the method is repeated several times, namely for different gears, so that different gear design thresholds, in particular all gear design thresholds of the transmission, can be learned or are learned and, if appropriate, stored.
  • the transmission device is preferably an automated manual transmission.
  • Such an automated manual transmission can be such that it is possible to switch back and forth between different gears with an interruption in tractive force, or so that it is possible to switch between different gears without an interruption in tractive force.
  • the automated manual transmission preferably has an electronic control unit which controls the method according to the invention.
  • This can, for example, be such that the electronic control unit automates shifting through several gears and controls or effects the execution of a method according to the invention.
  • a differently designed transmission device can also be provided, such as, for example, one which has a plurality of input shafts and is arranged in a drive train which may have a plurality of starting clutches.
  • said actuation of the clutch relates to one clutch while the other clutch is open.
  • Other designs are also possible.
  • the actuating device has a shift finger.
  • a shift finger can be actuated via a shift drum.
  • taxes in the sense of the present invention is to be understood in particular as “rules” and / or “taxes” in the sense of DIN. The same applies to terms derived from the term “taxes”.
  • FIG. 1 shows an exemplary three-mass model of an exemplary drive train according to the invention with an exemplary automated manual transmission according to the invention
  • Fig. 3 shows the sequence of an exemplary method according to the invention in a schematic representation.
  • a starting clutch 12 is arranged in the drive train 10.
  • a transmission input shaft 14 is provided on the output side of the starting clutch 10.
  • An automated manual transmission 16 is again arranged on the output side of this transmission input shaft 14.
  • the drive train can be loaded on the drive side by a motor or an internal combustion engine, which is illustrated schematically in FIG. 1 by the engine torque M E.
  • the internal combustion engine has a moment of inertia, which is schematically illustrated by J E in FIG. 1.
  • the starting clutch 12 can be opened and closed. In particular, the starting clutch can also be brought into a position in which it slips or can transmit a specific torque. If a torque is transmitted via the starting clutch 12, the motor shaft or the motor is loaded with a torque on the one hand, as indicated by the arrow 18, and on the other hand, the transmission input shaft 14, as indicated by the arrow 20.
  • the moment of inertia of the transmission input shaft is schematically represented by J ⁇ .
  • the automated manual transmission has a plurality of gear stages or gear stages or gears, which are represented schematically by i 2 and i 4 .
  • this exemplary representation does not mean that only four gears can be given. Rather, the number of gears can be arbitrary, that is, larger or smaller.
  • Synchronization devices 22, 24 are assigned to the gears or gear stages.
  • At least one gearwheel of the respective gear which is rotatably arranged on a shaft, can be coupled to this shaft, so that a torque can be transmitted to the output side via the respective gear stage h, i 2 , i ⁇ or i 4 vice versa.
  • MQ symbolizes in Fig. 1 the moment transmitting a current gear.
  • a corresponding synchronization device can either be open or fully always be closed.
  • M K RE in FIG. 1 symbolizes the synchronous torque of the target gear, that is to say the moment of a gear into which gearshifting is to take place in order to determine an actual synchronous torque position value pair.
  • the mass moment of inertia of the motor vehicle is shown schematically in FIG. 1 by Jv. ML illustrates a load moment of the motor vehicle. This can be, for example, an air resistance moment or a road resistance moment or the like.
  • FIG. 2 shows the steps of an exemplary method according to the invention for controlling an automated manual transmission in a schematic representation.
  • the automated manual transmission to be controlled has several switching stages, each of which has at least one driving and one driven gear.
  • one of these gear wheels of the respective gears is rotatably mounted on a shaft and can be coupled in a rotationally fixed manner to this shaft by means of a connecting device, so that a torque can be transmitted via this gear or shift stage.
  • the automated manual transmission has synchronization devices which, when shifting, can bring about an adaptation of the speed of the respective rotatably mounted gear to the speed of the shaft on which this gear is rotatably mounted.
  • the synchronization devices are designed in such a way that the automated manual transmission is switched during the entire switching process without interruption of tractive power.
  • an assignment characteristic is provided which, for example, was originally implemented once or can be stored in a storage device.
  • This assignment characteristic arranges the actuating positions of the respective synchronization device or an actuating device of this synchronization device, torques which can be transmitted by the synchronization device in the respective position.
  • This assignment can, however, for example as a result of wear or the like, have errors that can be corrected by means of an adaptation.
  • This assignment characteristic can be a kind of characteristic, for example.
  • step 32 an adaptation process is carried out in order to adapt the assignment characteristic to the actual torque position value pairs that are given in the respective synchronization device or the automated manual transmission.
  • This adaptation process can, in particular, be such that an actual synchronous torque is ascertained, and a position detection device and other means are used to check which position of the actuating device or the synchronization device is given at these respective synchronous torques.
  • a corresponding value pair of the assignment characteristic and also different value pairs of the assignment characteristic can be replaced by this determined synchronous torque position value pair.
  • the synchronous torque can be the decisive (guiding) criterion or the position.
  • a pair of values of the assignment characteristic can be replaced, in which the synchronous torque matches the determined synchronous torque, or a pair of values in which the position matches that of the determined pair of values. It is also possible to include determined pairs of values in the assignment characteristic. Subsequent evaluation is also preferred.
  • the adaptation process can, for example, be as described in the present application, and in particular also in accordance with the described examples and preferred embodiments.
  • FIG 3 shows an exemplary design of a method according to the invention for Operating a transmission device of a motor vehicle.
  • the transmission device can be an automated manual transmission, for example, or another designed transmission.
  • step 40 it is ensured that there is a predetermined start situation or that such a predetermined start situation is generated.
  • the starting situation is such that the transmission of a motor vehicle is switched to "neutral", the internal combustion engine or the motor of this motor vehicle is running, the starting clutch of the motor vehicle is open and the wheels of the motor vehicle are braked ,
  • step 42 it is checked whether a start command to carry out the method has been issued.
  • step 42 If it turns out in step 42 that a start command has been issued, a gear counter is set to "1" in step 44.
  • step 46 the starting clutch is opened and the gear indicated by the gear counter, for example here first gear, is engaged.
  • step 48 the starting clutch is ramped to a specific torque or a predetermined torque that can be transmitted by the starting clutch is set.
  • the engine control or control device of the internal combustion engine is informed of the clutch torque to be expected. This can be done, for example, to prevent a brief drop in the engine speed. But there can be other reasons.
  • step 50 it is checked whether the wheels are rotating. If this is the case, the method is terminated in step 52.
  • a switching device such as, for example, a shift drum, is slowly moved in the "gear shift" direction or, in the case of the shift drum, rotated.
  • step 56 it is checked whether the input speed or the speed of the transmission input shaft increases. If this is not the case, the process continues in step 50.
  • step 56 if it turns out in step 56 that the input speed or the speed of the transmission input shaft increases, the position of the actuating device or, in the case of a shift drum, the shift drum angle is stored as a gear selection threshold in step 58.
  • step 60 it is checked whether all gears have been learned.
  • step 52 If this is the case, the method is ended in step 52.
  • step 60 if it turns out in step 60 that not all gears have been learned, the gear counter is increased by "1" in step 62 and then continued in step 46.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)

Abstract

La présente invention concerne une boîte de vitesses automatique comprenant plusieurs rapports auxquels sont associées respectivement au moins une roue dentée menante et au moins une roue dentée menée, l'une de ces roues dentées pouvant respectivement tourner sur un arbre et pouvant être couplée à cet arbre de façon à résister sensiblement à la torsion, par l'intermédiaire d'un système de liaison, de sorte que cette roue dentée peut transmettre un moment de rotation. L'invention a également pour objet une chaîne d'entraînement, telle qu'une chaîne d'entraînement de véhicule automobile, comprenant une boîte de vitesses automatique; un procédé pour commander une boîte de vitesses automatique; et un procédé pour faire fonctionner un système de transmission, tel qu'une boîte de vitesses automatique, d'un véhicule automobile.
EP03752707A 2002-05-21 2003-05-20 Boite de vitesses automatique et procede pour faire fonctionner un systeme de transmission Withdrawn EP1509710A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10222340 2002-05-21
DE10222340 2002-05-21
PCT/DE2003/001632 WO2003098076A1 (fr) 2002-05-21 2003-05-20 Boite de vitesses automatique et procede pour faire fonctionner un systeme de transmission

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EP1509710A1 true EP1509710A1 (fr) 2005-03-02

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EP03752707A Withdrawn EP1509710A1 (fr) 2002-05-21 2003-05-20 Boite de vitesses automatique et procede pour faire fonctionner un systeme de transmission

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EP (1) EP1509710A1 (fr)
AU (1) AU2003243895A1 (fr)
DE (2) DE10392621D2 (fr)
FR (1) FR2840044A1 (fr)
IT (1) ITMI20031008A1 (fr)
WO (1) WO2003098076A1 (fr)

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DE102005007273A1 (de) * 2004-03-03 2005-09-22 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren zur Tastpunktermittlung bei der Erst- oder Wiederinbetriebnahme der Kupplung eines automatisierten Getriebes und System hierzu
DE112007002600A5 (de) * 2006-11-27 2009-08-06 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren und Vorrichtung zum Adaptieren einer Trennkupplung in einem Fahrzeughybridantriebsstrang
DE102008041897A1 (de) * 2008-09-09 2010-03-11 Robert Bosch Gmbh Verfahren zum Betreiben eines Antriebs eines Kraftfahrzeugs sowie Antriebsvorrichtung und elektronisches Steuergerät
DE102014206149A1 (de) 2014-04-01 2015-10-01 Volkswagen Aktiengesellschaft Verfahren zur Schaltung eines Kraftfahrzeuggetriebes

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JPH0625593B2 (ja) * 1987-09-29 1994-04-06 いすゞ自動車株式会社 変速機制御装置
US5842375A (en) * 1997-02-18 1998-12-01 Deere & Company Calibration method for transmission control clutches
DE19914394A1 (de) * 1998-12-28 2000-06-29 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung eines Schaltmechanismus bei einem automatisierten Schaltgetriebe
DE19931160A1 (de) * 1999-07-06 2001-01-11 Volkswagen Ag Verfahren und Vorrichtung zur Kupplungskennlinienadaption und zur Bestimmung eines kupplungsabhängigen Drehzahlgradienten
DE10034744B4 (de) * 1999-08-26 2012-05-24 Schaeffler Technologies Gmbh & Co. Kg Verfahren zur Bestimmung des von einer Reibungskupplung eines mit einem Antriebsmotor gekoppelten Lastschaltgetriebes übertragenen Moments
DE19953937A1 (de) * 1999-11-10 2001-05-17 Daimler Chrysler Ag Verfahren zum Betrieb eines Zahnräderwechselgetriebes mit einem ersten und einem zweiten Teilgetriebe

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See references of WO03098076A1 *

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Publication number Publication date
DE10322619A1 (de) 2003-12-11
FR2840044A1 (fr) 2003-11-28
DE10392621D2 (de) 2005-02-03
AU2003243895A1 (en) 2003-12-02
ITMI20031008A1 (it) 2003-11-22
WO2003098076A1 (fr) 2003-11-27

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