EP4058690A1 - Method for operating a dual clutch transmission of a motor vehicle and motor vehicle - Google Patents
Method for operating a dual clutch transmission of a motor vehicle and motor vehicleInfo
- Publication number
- EP4058690A1 EP4058690A1 EP20731835.3A EP20731835A EP4058690A1 EP 4058690 A1 EP4058690 A1 EP 4058690A1 EP 20731835 A EP20731835 A EP 20731835A EP 4058690 A1 EP4058690 A1 EP 4058690A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- transmission
- motor vehicle
- sub
- clutch
- torque
- 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.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 123
- 238000000034 method Methods 0.000 title claims abstract description 38
- 230000009977 dual effect Effects 0.000 title claims abstract description 35
- 238000002485 combustion reaction Methods 0.000 description 7
- 238000011161 development Methods 0.000 description 4
- 230000018109 developmental process Effects 0.000 description 4
- 238000005096 rolling process Methods 0.000 description 3
- 238000009434 installation Methods 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 108090000623 proteins and genes Proteins 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
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
- F16H61/0059—Braking of gear output shaft using simultaneous engagement of friction devices applied for different gear ratios
-
- 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
- F16H3/087—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 characterised by the disposition of the gears
- F16H3/093—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 characterised by the disposition of the gears with two or more countershafts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
- F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- 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
- F16H3/087—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 characterised by the disposition of the gears
- F16H3/093—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 characterised by the disposition of the gears with two or more countershafts
- F16H2003/0931—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 characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on 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
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
-
- 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
- F16H2312/00—Driving activities
- F16H2312/12—Parking
-
- 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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Definitions
- the invention relates to a method for operating a dual clutch transmission of a motor vehicle according to the preamble of patent claim 1.
- the invention also relates to a motor vehicle.
- DE 10 2010 028 026 A1 discloses a method for operating a hybrid drive train for a vehicle, with an internal combustion engine for internal combustion engine driving and several electric machines for electrical driving and starting.
- at least one switchable operative connection is established between the internal combustion engine and the partial transmissions of a gear transmission for driving without interruption of tractive effort.
- each switchable active connection between one of the sub-transmissions and the internal combustion engine is established without slipping.
- a gear shift element assigned to an even gear step can be closed and / or a first shift element and a gear shift element assigned to an uneven gear step can be closed. Furthermore, it can be provided that a first shift element and a gear shift element assigned to an odd gear step are closed to implement the parking lock function and / or that a second shift element and a gear shift element assigned to an even gear step are closed to implement the parking lock function.
- DE 199 50 696 A1 shows a double clutch transmission for a motor vehicle as known.
- the dual clutch transmission has a first transmission input shaft having a starting gear and connected to a first clutch, a second transmission input shaft having a driving gear and connected to a second clutch, and a common transmission output shaft. It is provided that at least one of the transmission input shafts is assigned several transmissions, with two gears assigned to one of the transmission input shafts being shiftable at the same time in a parking lock function.
- the object of the present invention is to provide a method for operating a dual clutch transmission of a motor vehicle and a motor vehicle, so that particularly comfortable operation of the motor vehicle can be implemented.
- a first aspect of the invention relates to a method for operating a dual clutch transmission of a motor vehicle preferably designed as a motor vehicle, in particular as a passenger vehicle.
- a motor vehicle preferably designed as a motor vehicle, in particular as a passenger vehicle.
- at least one wheel of the motor vehicle can be driven via the dual clutch transmission.
- at least or exactly two wheels of the motor vehicle can be driven via the dual clutch transmission, whereby the motor vehicle as a whole can be driven, for example.
- the respective wheel is, for example, a ground contact element, by means of which the motor vehicle is supported or can be supported on a ground in the vertical direction of the vehicle downwards. If the motor vehicle is driven along the ground while the motor vehicle is supported on the ground in the upright direction downwards, the wheel rolls on the ground.
- the dual clutch transmission has a first partial transmission and a second partial transmission.
- the dual clutch transmission also has a first clutch assigned to the first sub-transmission and a second clutch assigned to the second sub-transmission.
- the motor vehicle has a drive motor by which the motor vehicle can be driven via the dual clutch transmission.
- the drive motor comprises an output shaft designed, for example, as a crankshaft.
- first clutch is assigned to the first sub-transmission
- first sub-transmission in particular a transmission input shaft of the first sub-transmission
- second clutch is assigned to the second sub-transmission
- the second sub-transmission in particular be understood to mean that the second sub-transmission, in particular a second transmission input shaft of the second sub-transmission, is coupled to the output shaft via the second clutch or by means of the second clutch in a torque-transmitting manner can, especially while the first clutch is open.
- the motor vehicle can be driven by the drive motor via the dual clutch transmission and in particular via the first Generalge transmission, while a drive caused by the drive motor of the motor vehicle via the second part transmission is omitted.
- the motor vehicle can be driven by the drive motor via the double clutch transmission and thereby via the second sub-transmission, while the drive motor does not drive the motor vehicle via the first sub-transmission.
- the respective clutch is preferably designed as a friction clutch, in particular as a multi-plate clutch, whereby a particularly high level of comfort, in particular driving comfort, of the motor vehicle can be achieved.
- the dual clutch transmission is, in particular initially, in a parking lock state, in which a parking lock or a parking lock function of the dual clutch transmission is activated.
- the parking lock state in particular at least or precisely, two gears of one of the subtransmissions are engaged at the same time.
- the clutch assigned to the one partial transmission, the two gears of which are engaged at the same time is closed.
- the respective other clutch is open in the parking lock state.
- only one gear of the other partial transmission is engaged in the parking lock state.
- all gears of the other sub-transmission are designed in the parking lock state.
- the clutches are preferably opened at the same time in the parking lock state.
- the dual clutch transmission can be braced or braced, for example by one on the Motor vehicle we kende downhill force or by a downhill drive force caused by the downhill drive force, which is introduced for example via a transmission output shaft of the double clutch transmission in the double clutch transmission, in particular in one and / or the other sub-transmission.
- the downhill force and the resulting downhill torque occur, for example, when the motor vehicle is parked on a slope, that is, on a downward gradient.
- the parking lock state can prevent the vehicle from rolling away undesirably.
- one sub-transmission is also referred to as a locked sub-transmission, and the other sub-transmission is preferably referred to as an unlocked sub-transmission.
- all gears of other sub-transmissions are designed, or in the parking lock state, at least or exactly one gear of the other partial transmission is engaged.
- a torque caused or provided by a drive element of the motor vehicle is introduced into one and / or the other sub-transmission via the clutch assigned to one sub-transmission and in particular, while the two gears of one sub-transmission are engaged and preferably the one sub-transmission assigned clutch is closed.
- a second step of the method also denoted by b, at least one of the gears of one sub-transmission that was simultaneously engaged in the first step is disengaged.
- the second step is preferably carried out after the introduction of the torque into one and / or the other sub-transmission has begun and in particular while the torque is still being introduced into one and / or the other sub-transmission.
- the torque into one and / or the other sub-transmission By introducing the torque into one and / or the other sub-transmission, the previously described tensioning of the double clutch transmission can at least be reduced or canceled, so that the at least one gear can then be disengaged without causing excessive and, for example, occupants of the motor vehicle noticeable jolt comes.
- the method according to the invention thus makes it possible to end the parking lock state, that is to say to disengage or deactivate the aforementioned parking lock, without causing an excessive jolt that can be felt by the occupants of the motor vehicle.
- the dual clutch transmission is preferably an automatic transmission which can automatically engage and disengage its gears.
- a mechanical parking lock can be implemented by simultaneously engaging the gears of one sub-transmission.
- the parking lock or the parking lock state is preferably engaged when the motor vehicle is at a standstill in order to secure the motor vehicle against unwanted rolling away regardless of its parking brake, for example in addition to the dual clutch transmission and thus in addition to the parking lock.
- the aforementioned downhill force results from the weight of the motor vehicle.
- a strong jolt also referred to as a relief jolt
- the introduction of the torque into one and / or the other sub-transmission is also referred to as moment input, which takes place via the clutch assigned to the one sub-transmission.
- the respective clutch is also referred to as a travel clutch.
- the downhill drive torque is a tensioning torque which can be reduced or at least canceled by the torque.
- the parking lock can be designed without excessive pressure relief and thus low-noise.
- the inven tion enables the parking lock to be designed on at least almost all inclines without excessive pressure relief and without annoying noises.
- the method can be carried out particularly inexpensively, in terms of weight and installation space, since, for example, starting from conventional double clutch transmissions, no further component adaptations are required in order to implement the method according to the invention.
- the method according to the invention can be implemented particularly advantageously via an existing actuator control or by means of already existing actuators.
- the parking lock can be designed, that is, deactivated, particularly conveniently and quickly.
- the method in a standstill of the motor vehicle is carried out. It is therefore preferably provided that at least steps a and b are carried out when the motor vehicle is at a standstill.
- the other gear which is or remains engaged in the second step, is used for starting the motor vehicle following the standstill and the ending of the parking lock state becomes.
- a further embodiment of the invention provides that the aforementioned drive motor, by means of which the motor vehicle can be driven, is used as the drive element.
- the drive element is an electrical machine.
- the drive motor can be an electrical machine by means of which the motor vehicle can be driven electrically, in particular purely.
- the drive motor is an internal combustion engine, in particular designed as a reciprocating piston engine, by means of which the motor vehicle can be driven, in particular purely, by an internal combustion engine.
- the motor vehicle is driven by means of the drive motor in order to start the motor vehicle. It has also been shown to be particularly advantageous if the torque is provided and fed into one and / or the other partial transmission in such a way that the motor vehicle does not move in the longitudinal direction of the vehicle when the torque is provided and initiated. As a result, excessive movement of the motor vehicle caused by the torque, unexpected for example by occupants of the motor vehicle, can be avoided so that the parking lock can be designed particularly comfortably without the occupants of the motor vehicle noticing it.
- the torque is provided and introduced into one and / or the other sub-transmission in such a way that the torque corresponds to the aforementioned, through the downhill force acting on the motor vehicle caused and introduced into one and / or the other sub-transmission counteracts downhill drive torque.
- the tension of the double clutch transmission in particular of the one sub-transmission, can at least be reduced or eliminated before the at least one gear is disengaged. After reducing or releasing the tension, the at least one gear is disengaged and deactivated particularly comfortably by the parking lock so that it can be disengaged.
- both, in particular all, gears of one sub-transmission are disengaged, that of one sub-transmission assigned clutch is opened, at least or exactly one gear of the other sub-transmission is engaged and the clutch assigned to the other sub-transmission is closed.
- the motor vehicle can be driven by the drive motor via the other sub-transmission and in particular the engaged gear of the other sub-transmission and thus started without causing unexpected behavior or unexpected behavior Movement of the motor vehicle as well as without there being an excessive relief jolt.
- the torque, in particular from or via the clutch assigned to one sub-transmission is set, i.e. introduced into one and / or the other sub-transmission, in such a way that the introduced torque corresponds to the bracing torque that results from the downhill force , counteracts.
- an advantageous gear, in particular a starting gear is engaged, for example, on the other, non-locked sub-transmission.
- the level or the amount of the torque, in particular at the clutch assigned to a partial transmission is preferably selected so that the torque ideally corresponds exactly to the bracing torque. For example, if a driving direction request by the driver of the motor vehicle does not correspond to the clutch assigned to a sub-transmission, i.e.
- the clutch assigned to a sub-transmission cannot drive or start the motor vehicle in a direction desired by the driver of the motor vehicle, it is It is advantageous to avoid that the torque is significantly higher than the bracing torque in order to avoid movement or travel of the motor vehicle in a direction opposite to the direction desired by the driver.
- the tensioning torque is canceled or reduced in such a way that the tensioning torque is greater than zero and falls below a threshold value, for example, the at least one gear, also known as the locking gear, of one sub-transmission can be disengaged become. This deactivates the parking lock without causing an excessive pressure relief.
- a second aspect of the invention relates to a motor vehicle, preferably designed as a motor vehicle, in particular as a passenger car, which is designed to carry out a method according to the first aspect of the invention.
- Advantages and advantageous configurations of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention and vice versa.
- the invention also includes further developments of the motor vehicle according to the invention which have features as they have already been described in connection with the further developments of the method according to the invention. For this reason, the corresponding developments of the motor vehicle according to the invention are not described again here.
- the motor vehicle according to the invention is preferably designed as a motor vehicle, in particular special as a passenger car or truck, or as a passenger bus or motorcycle.
- the invention also encompasses the combinations of the features of the described embodiments.
- FIGURE shows a schematic representation of a dual clutch transmission of a motor vehicle, the dual clutch transmission being operated according to a method according to the invention.
- the only figure. Shows a schematic representation of a Doppelkupp treatment transmission 10 of a motor vehicle, which is preferably designed as a Kraftwa gene or preferably as a passenger car.
- the power The vehicle has at least one drive motor, by means of which at least two wheels of the motor vehicle can be driven via the dual clutch transmission 10. By driving the wheels, the motor vehicle as a whole can be or is driven.
- the wheels are ground contact elements via which the motor vehicle can be supported or supported der on a ground in the vertical direction of the vehicle.
- the wheels are also referred to as vehicle wheels and roll on the ground when the motor vehicle is driven along the ground while it is supported in the vertical direction of the vehicle downwards on the ground via the wheels.
- the drive motor is shown particularly schematically in the figure and is designated there by 12.
- the drive motor 12 can be an internal combustion engine designed, for example, as a floating piston machine, or it can be an electrical machine.
- the drive motor 12 has an output shaft 14 designed, for example, as a crankshaft.
- the dual clutch transmission 10 has a first partial transmission 16, which includes, for example, three first gears 18a-c.
- the first partial transmission 16 has a first transmission input shaft 20.
- the dual clutch transmission 10 also includes a second partial transmission 22, which has a second transmission input shaft 24 and second gears 26a-c.
- Gears 18a-c are, for example, odd gears or who are also referred to as odd gears, whereby, for example, gear 18a may be the so-called first gear, gear 18b may be the so-called third gear and gear 18c may be the so-called fifth gear of the dual clutch transmission 10.
- Gears 26a-c are, for example, also referred to as even gears or are so-called straight gears of double clutch transmission 10, with gear 26a being the second gear, gear 26b being the fourth gear and gear 26c being the sixth gear of double clutch transmission 10, for example can.
- the dual clutch transmission 10 has a first clutch 28 which is assigned to the sub-transmission 16 and which, for example, in relation to the sub-transmissions 16 and 22, in particular in relation to the transmission input shaft. len 20 and 24, exclusively the sub-transmission 16 or from finally the transmission input shaft 20, but not the sub-transmission 22 and not the transmission input shaft 24 is assigned.
- the double clutch transmission 10 also includes a second clutch 30 assigned to the sub-transmission 22, which, for example, relates to the sub-gears 16 and 22, in particular to the transmission input shafts 20 and 24, exclusively to the sub-transmission 22 or exclusively to the transmission input shaft 24, but not the sub-transmission 16 or se, however, is not assigned to the transmission input shaft 20.
- the transmission input shaft 24 is designed as a hollow shaft, which in the present case is at least partially, in particular at least predominantly or completely, penetrated by the transmission input shaft 20, which is designed, for example, as a solid shaft.
- the respective partial transmission 16 or 22 also has a side shaft 32 or 34.
- the Doppelkupplungsge transmission 10 has the partial transmissions 16 and 22, in particular the side shafts 32 and 34, common transmission output shaft 36 which can be driven by the side shafts 32 and 34.
- the drive motor 12 can provide at least one drive torque via its output shaft 14, which is initiated via the respective clutch 28 or 30 into the respective sub-transmission 16 or 22 and transmitted via it to the transmission output shaft 36 who can. In this way, the aforementioned wheels can be driven by the drive motor 12 via the dual clutch transmission 10.
- the clutch 30 is opened when the clutch 28 is closed.
- the clutch 28 is opened when the clutch 30 is closed. So with preferably only one of the partial transmissions 16 and 22 via the respective The respective clutch 28 or 30 is connected to the output shaft 14 in a torque-transmitting manner.
- the dual clutch transmission 10 is at least temporarily in a parking lock state in which, for example, the gears 18a and 18b of the partial transmission 16 are simultaneously engaged and the clutch 28 is preferably closed.
- the clutch 30 is preferably open in the parking lock state and / or in the parking lock state the or all gears 26a-c of the partial transmission 22 are preferably designed.
- a mechanical parking lock is activated, by means of which it can be secured against undesired rolling away, especially when the motor vehicle is placed on a slope or downhill gradient. In particular when the motor vehicle is parked on or on a slope, a downhill force resulting from the weight of the motor vehicle acts on the motor vehicle.
- This downhill driving force results in a downhill driving torque which, for example, in the parking lock state, is introduced into the dual clutch transmission 10, in particular in the partial transmission 16, via the wheels and the transmission output shaft 36, and thus acts on the dual clutch transmission 10, in particular on the partial transmission 16 . Since, for example, the gears 18a, b are engaged at the same time, the partial transmission 16 is braced. In other words, the downhill drive torque acts as a bracing torque by which the partial transmission 16 is braced. As a result, the aforementioned mechanical parking lock is implemented and activated.
- a second step of the method at least one of the gears 18a, b of the sub-transmission 16 engaged in the first step is disengaged.
- the torque is provided and the partial transmission 16 or 22 initiated in such a way that the torque counteracts the downhill torque.
- the downhill torque is at least reduced or canceled ben.
- this at least reduces or eliminates the previously described tensioning of the partial transmission 16 so that the at least one gear 18a or 18b can be disengaged without causing an excessive jolt, also referred to as a relief jolt.
- the mechanical parking lock is deactivated, that is to say disengaged. Since the tension of the partial transmission 16 is at least reduced or canceled beforehand, the parking lock can be deactivated without causing a jolt that is perceptible to the occupants in the interior of the motor vehicle. It is furthermore preferably provided that the torque is provided and introduced into the partial transmission 16 or 22 in such a way that the motor vehicle does not move in the longitudinal direction of the vehicle due to the provision and introduction of the torque.
- gear 18a is disengaged in the second step, while the other gear 18b engaged in the first step remains engaged.
- the first step and the second step are carried out, for example, while the motor vehicle is at a standstill. It has been shown to be particularly advantageous if the other gear 18b, which remains engaged in the second step, is used for starting the motor vehicle following the standstill and the ending of the parking lock state.
- the drive motor 12 is preferably used as the aforementioned drive element by means of which the torque is brought about or provided. It is provided, for example, that the motor vehicle is started by means of the drive motor in order to start the motor vehicle 12, in particular via the partial transmission 16 and thereby via the gear 18b.
- both gears 18a and 18b are disengaged in the second step.
- the drive element is preferably an electrical machine which can provide the torque, in particular as a drive torque, using electrical energy or electrical current.
- the electric machine thus provides the torque for unlocking the partial transmission 16.
- the electrical machine in particular its rotor, can for example be connected or connected to the output shaft 14 in a rotationally fixed manner, so that the drive element can exert the torque, in particular directly, on the output shaft 14.
- the rotor can be rotated about an axis of rotation in a first direction of rotation and in a second direction of rotation opposite to the first direction of rotation.
- the electrical machine can, for example, rotate the rotor or the output shaft 14 either in the first direction of rotation or in the second direction of rotation, so that the electrical machine applies the torque to unlock the partial transmission 16 in either the first direction of rotation or in the second direction of rotation. provide direction or exert on the output shaft 14.
- the electrical machine or its rotor is arranged at an input of the dual clutch transmission 10, also referred to as the transmission input.
- the electrical machine, in particular its rotor is placed, for example, on the output shaft 14, in particular coupled or can be coupled to the output shaft 14 in a rotationally fixed manner.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102019130481.4A DE102019130481B4 (en) | 2019-11-12 | 2019-11-12 | Method for operating a double clutch transmission of a motor vehicle and motor vehicle |
PCT/EP2020/065683 WO2021094002A1 (en) | 2019-11-12 | 2020-06-05 | Method for operating a dual clutch transmission of a motor vehicle and motor vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
EP4058690A1 true EP4058690A1 (en) | 2022-09-21 |
Family
ID=71078510
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20731835.3A Pending EP4058690A1 (en) | 2019-11-12 | 2020-06-05 | Method for operating a dual clutch transmission of a motor vehicle and motor vehicle |
Country Status (4)
Country | Link |
---|---|
US (1) | US20220373079A1 (en) |
EP (1) | EP4058690A1 (en) |
DE (1) | DE102019130481B4 (en) |
WO (1) | WO2021094002A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102021115632A1 (en) | 2021-06-17 | 2022-12-22 | Audi Aktiengesellschaft | Procedure for testing a parking lock function in a dual clutch transmission |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19950696A1 (en) * | 1999-10-21 | 2001-04-26 | Volkswagen Ag | Double clutch gearbox esp. for motor vehicle with 1st gearbox input shaft having low gear and connecting with 1st clutch with 2nd gearbox input shaft connected with 2nd clutch having travel gear also common gearbox driven shaft |
DE102007019241A1 (en) * | 2007-04-24 | 2008-10-30 | Zf Friedrichshafen Ag | Controlling dual clutch transmission involves simultaneously engaging starting gear of one of two driving gears of same stage of transmission to activate parking lock function |
DE102010028026A1 (en) * | 2010-04-21 | 2011-10-27 | Zf Friedrichshafen Ag | Hybrid drive train, particular multi-gear hybrid drive train for vehicle, has combustion engine and gear with two partial gears for traction interruption-free switching, where electric machines are arranged to partial gears |
DE102017117079A1 (en) * | 2017-07-28 | 2019-01-31 | GETRAG B.V. & Co. KG | Motor vehicle immobilization method and dual-clutch transmission |
EP3467353A1 (en) * | 2017-10-04 | 2019-04-10 | Ningbo Geely Automobile Research & Development Co. Ltd. | A method for controlling a transmission |
-
2019
- 2019-11-12 DE DE102019130481.4A patent/DE102019130481B4/en active Active
-
2020
- 2020-06-05 EP EP20731835.3A patent/EP4058690A1/en active Pending
- 2020-06-05 WO PCT/EP2020/065683 patent/WO2021094002A1/en unknown
- 2020-06-05 US US17/772,307 patent/US20220373079A1/en active Pending
Also Published As
Publication number | Publication date |
---|---|
CN114729692A (en) | 2022-07-08 |
US20220373079A1 (en) | 2022-11-24 |
DE102019130481B4 (en) | 2022-11-03 |
WO2021094002A1 (en) | 2021-05-20 |
DE102019130481A1 (en) | 2021-05-12 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP2524155B1 (en) | Method for operating a vehicle drive train having a driving machine and having a transmission apparatus having a plurality of shift elements | |
EP2708400B1 (en) | Method for controlling a hybrid power train | |
DE102020202788B3 (en) | Drive train for a vehicle and a method for operating a drive train with a two-speed transmission | |
EP1835204B1 (en) | Method for controlling of an automated double clutch gearbox | |
EP2757005A2 (en) | Method for holding hill holding a motor vehicle | |
WO2011054637A1 (en) | Hybrid vehicle transmission | |
DE102013210010A1 (en) | Powertrain for a vehicle as well as vehicle with the driveline and method | |
DE102017117079A1 (en) | Motor vehicle immobilization method and dual-clutch transmission | |
EP4058690A1 (en) | Method for operating a dual clutch transmission of a motor vehicle and motor vehicle | |
DE102019132591B4 (en) | Drive device for a vehicle axle of a vehicle | |
EP3775628B1 (en) | Method for controlling a vehicle | |
WO2011054326A1 (en) | Method for controlling a dual clutch transmission | |
DE102019130482B3 (en) | Method for operating a dual clutch transmission of a motor vehicle and motor vehicle | |
EP3808587B1 (en) | Method for deactivating a parking lock mechanism of a hybrid drive train for a motor vehicle | |
DE102020110610B4 (en) | Method for operating a double clutch transmission of a motor vehicle and motor vehicle | |
WO2012143022A1 (en) | Method for operating a motor vehicle in overrun mode | |
DE102019130483B4 (en) | Dual clutch transmission for a motor vehicle, in particular for a motor vehicle, method for operating such a dual clutch transmission and motor vehicle | |
DE102019123619B4 (en) | Method for operating a dual clutch transmission for a motor vehicle | |
EP3771583B1 (en) | Method for starting a combustion engine in a drive train with hybridized dual clutch transmission | |
DE102021111607A1 (en) | Motor vehicle with a linkage and linkage for a motor vehicle | |
DE102021109199A1 (en) | Motor vehicle with a linkage and linkage for a motor vehicle | |
WO2023160738A1 (en) | Hybrid transmission, drive train for a hybrid vehicle, and method for operating a drive train | |
WO2020249338A1 (en) | Transmission for a hybrid drive assembly, hybrid drive assembly, vehicle, and method for operating the hybrid drive assembly | |
DE102013109664A1 (en) | Powertrain drive method and apparatus | |
WO2018069213A1 (en) | Method for implementing a creep charging mode and hybrid drive train therefor |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: UNKNOWN |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE |
|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE |
|
17P | Request for examination filed |
Effective date: 20220613 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
DAV | Request for validation of the european patent (deleted) | ||
DAX | Request for extension of the european patent (deleted) | ||
P01 | Opt-out of the competence of the unified patent court (upc) registered |
Effective date: 20230529 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: EXAMINATION IS IN PROGRESS |
|
17Q | First examination report despatched |
Effective date: 20231215 |