FR2836870A1 - GEARBOX AND STARTING STRATEGY FOR A GEARBOX OF A VEHICLE, PARTICULARLY FOR A DOUBLE CLUTCH GEARBOX - Google Patents

GEARBOX AND STARTING STRATEGY FOR A GEARBOX OF A VEHICLE, PARTICULARLY FOR A DOUBLE CLUTCH GEARBOX Download PDF

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Publication number
FR2836870A1
FR2836870A1 FR0302756A FR0302756A FR2836870A1 FR 2836870 A1 FR2836870 A1 FR 2836870A1 FR 0302756 A FR0302756 A FR 0302756A FR 0302756 A FR0302756 A FR 0302756A FR 2836870 A1 FR2836870 A1 FR 2836870A1
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FR
France
Prior art keywords
clutch
starting
gearbox
vehicle
strategy
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.)
Granted
Application number
FR0302756A
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French (fr)
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FR2836870B1 (en
Inventor
Reinhard Berger
Carsten Bunder
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
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Publication date
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Publication of FR2836870A1 publication Critical patent/FR2836870A1/en
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Publication of FR2836870B1 publication Critical patent/FR2836870B1/en
Anticipated expiration legal-status Critical
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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
    • F16H61/0437—Smoothing ratio shift by using electrical signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
    • 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
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    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • 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
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    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D29/00—Clutches and systems of clutches involving both fluid and magnetic actuation
    • F16D29/005—Clutches and systems of clutches involving both fluid and magnetic actuation with a fluid pressure piston driven by an electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/062—Control by electric or electronic means, e.g. of fluid pressure of a clutch system with a plurality of fluid actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/08—Regulating clutch take-up on starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30404—Clutch temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3108—Vehicle speed
    • F16D2500/3111—Standing still, i.e. signal detecting when the vehicle is standing still or bellow a certain limit speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/312—External to the vehicle
    • F16D2500/3125—Driving resistance, i.e. external factors having an influence in the traction force, e.g. road friction, air resistance, road slope
    • F16D2500/3127—Road slope
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50224—Drive-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/508—Relating driving conditions
    • F16D2500/50825—Hill climbing or descending
    • 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
    • F16H57/00—General details of gearing
    • F16H57/01—Monitoring wear or stress of gearing elements, e.g. for triggering maintenance
    • F16H2057/016—Monitoring of overload conditions
    • 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
    • F16H2312/04—Holding or hillholding
    • 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
    • F16H35/00—Gearings or mechanisms with other special functional features
    • F16H35/10—Arrangements or devices for absorbing overload or preventing damage by overload
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/46—Signals to a clutch outside the gearbox

Abstract

Il est présenté une stratégie de démarrage pour une boîte de vitesses d'un véhicule, en particulier pour une boite de vitesse à double embrayage, avec un premier embrayage pour le démarrage, moyennant quoi au moins un deuxième embrayage est utilisé en plus lors du démarrage en fonction d'une température limite d'embrayage prédéfinie pour la transmission des moments. En outre, est proposée une boîte de vitesses, en particulier une boîte de vitesses à double embrayage, pour un véhicule avec au moins un premier embrayage prévu comme embrayage de démarrage et un deuxième embrayage, en particulier pour l'exécution de la stratégie de démarrage, moyennant quoi au moins le deuxième embrayage est conçu en plus comme embrayage de démarrage en fonction d'une température limite d'embrayage prédéfinie.A starting strategy is presented for a gearbox of a vehicle, in particular for a dual-clutch gearbox, with a first clutch for starting, whereby at least a second clutch is additionally used when starting according to a predefined clutch limit temperature for moment transmission. In addition, there is provided a gearbox, in particular a dual-clutch gearbox, for a vehicle with at least a first clutch provided as a starter clutch and a second clutch, in particular for executing the starter strategy. whereby at least the second clutch is additionally designed as a starting clutch according to a predefined clutch limit temperature.

Description

<Desc/Clms Page number 1> <Desc / Clms Page number 1>

BOITE DE VITESSES ET STRATEGIE DE DEMARRAGE POUR UNE BOITE DE VITESSES D'UN VEHICULE, EN PARTICULIER POUR UNE
BOITE DE VITESSES A DOUBLE EMBRAYAGE
La présente invention concerne une boîte de vitesses et une stratégie de démarrage pour une boîte de vitesses d'un véhicule, en particulier pour une boîte de vitesses à double embrayage, avec un premier embrayage pour le démarrage. GEARBOX AND STARTING STRATEGY FOR A GEARBOX OF A VEHICLE, PARTICULARLY FOR A
DOUBLE CLUTCH GEARBOX
The present invention relates to a gearbox and a starting strategy for a vehicle gearbox, in particular for a double clutch gearbox, with a first clutch for starting.

Des boîtes de vitesses et des stratégies de démarrage pour ces boîtes de vitesses sont connues. En particulier dans une stratégie de démarrage connue pour une boîte de vitesses à double embrayage est utilisé un premier embrayage d'un embrayage double comme embrayage de démarrage. L'embrayage double comprend généralement deux embrayages secs.  Gearboxes and start-up strategies for these gearboxes are known. In particular, in a known starting strategy for a double clutch gearbox, a first clutch of a double clutch is used as the starting clutch. The double clutch generally includes two dry clutches.

Il s'est avéré, qu'en particulier lors de démarrages répétés à l'intérieur d'un court intervalle de temps et/ou par exemple lors de l'arrêt du véhicule en montagne ou dans une montée, l'embrayage utilisé comme embrayage de démarrage est fortement sollicité thermiquement, de telle sorte que l'embrayage peut tomber en panne à cause d'une surchauffe.  It has been found that, in particular during repeated starts within a short time interval and / or for example when stopping the vehicle in the mountains or on an ascent, the clutch used as a clutch The starting point is highly thermally stressed, so that the clutch can fail due to overheating.

La présente invention a pour objectif de proposer une boîte de vitesses et une stratégie de démarrage pour une boîte de vitesses d'un véhicule, en particulier pour une boîte de vitesses à double embrayage, pour diminuer la sollicitation thermique, notamment celle de l'embrayage de démarrage.  The object of the present invention is to propose a gearbox and a starting strategy for a gearbox of a vehicle, in particular for a gearbox with double clutch, in order to reduce the thermal stress, in particular that of the clutch. starting.

Cet objectif est atteint dans ce procédé par une stratégie de démarrage pour une boîte de vitesses d'un véhicule, en particulier pour une boîte de vitesses à double embrayage, dans laquelle au moins un deuxième embrayage est utilisé en plus pour la transmission des moments en fonction d'une température limite d'embrayage.  This objective is achieved in this process by a starting strategy for a gearbox of a vehicle, in particular for a double clutch gearbox, in which at least a second clutch is used in addition for the transmission of moments in clutch temperature limit function.

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Avec cette stratégie de démarrage, objet de la présente invention, au moins le deuxième embrayage peut, en plus du premier embrayage, être utilisé comme embrayage de démarrage, de telle sorte que la capacité thermique du deuxième embrayage peut être utilisée à augmenter la charge thermique acceptée par le système complet. De cette manière, la capacité thermique complète en particulier celle d'un double embrayage avec des embrayages secs peut être augmentée de façon avantageuse.  With this starting strategy, object of the present invention, at least the second clutch can, in addition to the first clutch, be used as a starting clutch, so that the thermal capacity of the second clutch can be used to increase the thermal load accepted by the complete system. In this way, the complete thermal capacity, in particular that of a double clutch with dry clutches, can be advantageously increased.

Ainsi la durée maximale possible de l'arrêt en montagne ou le nombre maximum possible de cycles de démarrage peut être augmenté jusqu'à ce que soit atteinte la température d'embrayage maximale admise. Thus the maximum possible duration of the mountain stop or the maximum possible number of starting cycles can be increased until the maximum permitted clutch temperature is reached.

Une autre exécution de la présente invention peut prévoir que toute la transmission des moments lors du démarrage soit répartie sur le premier embrayage et le deuxième embrayage dans un rapport à déterminer, quand par exemple une température limite d'embrayage prédéfinie es atteinte de préférence au premier embrayage. Il est aussi possible que d'autres paramètres ou des paramètres supplémentaires soient utilisés, en fonction desquels la répartition du moment à transmettre est réalisée sur les embrayages.  Another embodiment of the present invention can provide that the entire transmission of moments during start-up is distributed over the first clutch and the second clutch in a ratio to be determined, when for example a predefined clutch limit temperature is preferably reached at the first clutch. It is also possible that other parameters or additional parameters are used, according to which the distribution of the moment to be transmitted is carried out on the clutches.

La présente invention prévoit par exemple comme température limite d'embrayage environ 200 C, moyennant quoi il peut être aussi envisagé de choisir une autre température ou un autre intervalle de température pour la température limite d'embrayage.  The present invention provides for example as a clutch limit temperature of approximately 200 ° C., whereby it can also be envisaged to choose another temperature or another temperature interval for the clutch limit temperature.

Selon une autre exécution de la présente invention le moment complet à transmettre peut de préférence être réparti sur les embrayages de telle sorte que les deux embrayages atteignent approximativement en même temps leur température limite d'embrayage maximale admise. Il est aussi possible que d'autres stratégies de commande et/ou de régulation appropriées soient utilisées pour répartir le moment à transmettre.  According to another embodiment of the present invention, the complete moment to be transmitted can preferably be distributed over the clutches so that the two clutches reach approximately at the same time their maximum permitted clutch limit temperature. It is also possible that other appropriate control and / or regulation strategies are used to distribute the moment to be transmitted.

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Dans le cadre d'une exécution de la présente invention, la stratégie de démarrage d'origine peut par exemple être de nouveau utilisée après qu'on passe en dessous de la température limite d'embrayage évoquée plus haut à la suite d'une phase de refroidissement. Cela signifie que seul le premier embrayage est utilisé pour le démarrage. D'autres modifications sont également possibles dans la stratégie de démarrage présentée ici pour diminuer la sollicitation thermique du double embrayage.  In the context of an implementation of the present invention, the original starting strategy can for example be used again after passing below the limit clutch temperature mentioned above following a phase cooling. This means that only the first clutch is used for starting. Other modifications are also possible in the starting strategy presented here to reduce the thermal stress on the double clutch.

De façon privilégiée, la stratégie de démarrage, objet de la présente invention, peut être utilisée pour des démarrages multiples ou pour l'arrêt du véhicule dans une montée, moyennant quoi l'utilisation de la stratégie de démarrage n'est pas limitée à une boîte de vitesses à double embrayage ou boîte de vitesses en parallèle.  Preferably, the starting strategy, object of the present invention, can be used for multiple starts or for stopping the vehicle on a climb, whereby the use of the starting strategy is not limited to a double clutch gearbox or parallel gearbox.

En outre, l'objectif sur lequel se fonde l'invention est atteint par une boîte de vitesses, en particulier une boîte de vitesses à double embrayage, pour un véhicule, avec au moins un premier embrayage prévu comme embrayage de démarrage et un deuxième embrayage, en particulier pour l'exécution de la stratégie de démarrage, dans lequel, de préférence en fonction d'une température limite d'embrayage prédéfinie ou similaire, au moins le deuxième embrayage est conçu comme embrayage de démarrage.  In addition, the objective on which the invention is based is achieved by a gearbox, in particular a double clutch gearbox, for a vehicle, with at least a first clutch provided as a starter clutch and a second clutch. , in particular for the execution of the starting strategy, in which, preferably as a function of a predefined clutch limit temperature or the like, at least the second clutch is designed as a starting clutch.

Ainsi, dans la boîte de vitesses, objet de la présente invention, la capacité thermique peut être augmentée de façon avantageuse, en particulier lors de l'utilisation d'un embrayage double avec embrayages secs.  Thus, in the gearbox, object of the present invention, the thermal capacity can be advantageously increased, in particular when using a double clutch with dry clutches.

Ainsi la durée maximale de l'arrêt en montagne, ou le nombre maximum de cycles de démarrage est augmenté jusqu'à ce que soit atteinte la température d'embrayage maximale admise. Thus the maximum duration of the stop in the mountains, or the maximum number of starting cycles is increased until the maximum permitted clutch temperature is reached.

En outre, la boîte de vitesses proposée peut, selon une autre exécution de la présente invention, comprendre au moins un dispositif de commande ou similaire pour la  In addition, the proposed gearbox may, according to another embodiment of the present invention, comprise at least one control device or the like for the

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répartition du moment à transmettre sur les deux embrayages.  distribution of the moment to be transmitted on the two clutches.

D'autres avantages et caractéristiques avantageuses résultent des sous-revendications et des figures décrites ci-dessous. Il est montré : Figure 1 les différents parcours des températures réelles d'embrayage des deux embrayages selon une stratégie de démarrage usuelle et selon une stratégie de démarrage, objet de la présente invention, lors de l'arrêt en montagne ; Figure 2 les parcours des températures réelles d'embrayage des deux embrayages selon la stratégie de démarrage usuelle lors de démarrages multiples ; et Figure 3 les parcours des températures réelles d'embrayage des deux embrayages selon la stratégie de démarrage, objet de la présente invention, lors de démarrages multiples.  Other advantages and advantageous characteristics result from the subclaims and the figures described below. It is shown: FIG. 1 the different paths of the actual clutch temperatures of the two clutches according to a usual starting strategy and according to a starting strategy, object of the present invention, when stopping in the mountains; Figure 2 the actual clutch temperatures of the two clutches according to the usual starting strategy during multiple starts; and Figure 3 the actual clutch temperatures of the two clutches according to the starting strategy, object of the present invention, during multiple starts.

Sur la figure 1 est représentée la stratégie d'embrayage 1 usuelle, avec laquelle seul le premier embrayage (embrayage 1) est utilisé comme embrayage de démarrage, et la stratégie d'embrayage 2, objet de la présente invention, avec laquelle deux embrayages sont utilisés pour le démarrage lors de l'arrêt du véhicule dans une montée. Les températures réelles d'embrayage peuvent livrer comme valeur d'entrée de préférence le modèle de température d'embrayage de la commande d'embrayage.  In Figure 1 is shown the usual clutch strategy 1, with which only the first clutch (clutch 1) is used as the starting clutch, and the clutch strategy 2, object of the present invention, with which two clutches are used for starting when stopping the vehicle on a climb. Actual clutch temperatures can preferably deliver the clutch temperature model of the clutch control as the input value.

A partir d'une comparaison des parcours, il résulte que, dans les stratégies de démarrage usuelles, la  From a comparison of paths, it follows that, in the usual start-up strategies, the

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température d'embrayage maximale admise de par exemple 3000C est déjà atteinte après 18 s. En revanche, la température d'embrayage maximale admise dans la stratégie de démarrage, objet de la présente invention, n'est atteinte qu'à environ 30 s. Cela est réalisé de façon avantageuse grâce à l'association du deuxième embrayage (embrayage 2) lors du démarrage, étant donné que la capacité thermique en totalité est augmentée et ainsi est accrue la durée maximale possible de l'arrêt en montagne.  maximum allowable clutch temperature of for example 3000C is already reached after 18 s. On the other hand, the maximum clutch temperature allowed in the starting strategy, object of the present invention, is reached only around 30 s. This is advantageously achieved thanks to the association of the second clutch (clutch 2) during start-up, since the total thermal capacity is increased and thus the maximum possible duration of the mountain stop is increased.

Sur la figure 2 sont représentés les parcours des températures réelles d'embrayage des deux embrayages selon la stratégie de démarrage usuelle lors de démarrages multiples. En comparaison, la figure 3 montre les parcours des températures réelles d'embrayage des deux embrayages selon la stratégie de démarrage, objet de la présente invention, également lors de démarrages multiples.  In FIG. 2 are shown the paths of the actual clutch temperatures of the two clutches according to the usual starting strategy during multiple starts. In comparison, FIG. 3 shows the paths of the actual clutch temperatures of the two clutches according to the starting strategy, object of the present invention, also during multiple starts.

En tout, il est clair que, même en cas de démarrages multiples, la température d'embrayage maximale admise de par exemple 300 C est atteinte dans la stratégie de démarrage (stratégie d'embrayage 2), objet de la présente invention, plus tard que dans la stratégie d'embrayage 1 usuelle, c'est à dire après environ 365 s. Ceci parce que la charge thermique est aussi augmentée par la répartition du moment à transmettre sur les deux embrayages. Ainsi le nombre maximum possible des cycles de démarrage est accru jusqu'à ce que la température d'embrayage admise soit atteinte.  In all, it is clear that, even in the event of multiple starts, the maximum permitted clutch temperature of for example 300 ° C. is reached in the starting strategy (clutch strategy 2), object of the present invention, later than in the usual clutch strategy 1, that is to say after approximately 365 s. This is because the thermal load is also increased by the distribution of the moment to be transmitted on the two clutches. Thus the maximum possible number of starting cycles is increased until the permitted clutch temperature is reached.

Dans la présente invention, la performance de l'embrayage double est ainsi augmentée par l'association du deuxième embrayage de l'embrayage double pour la transmission du couple en particulier lors de démarrages répétés ou lors de l'arrêt en montagne.  In the present invention, the performance of the double clutch is thus increased by the association of the second clutch of the double clutch for the transmission of the torque, in particular during repeated starts or when stopping in the mountains.

<Desc/Clms Page number 6> <Desc / Clms Page number 6>

LEGENDES Figur 1 Zeit [s] Temperatur Kupplung 1 Temperatur Kupplung 2 1-Kupplungs-Strategie 2-Kupplungs-Strategie Figur 2 1-Kupplungs-Strategie Temperatur Kupplung 1 Temperatur Kupplung 2 Figur 3 2-Kupplungs-Strategie Temperatur Kupplung 1 Temperatur Kupplung 2 Figure 1 Temps [s] Température d'embrayage 1 Température d'embrayage 2 Stratégie d'embrayage 1 Stratégie d'embrayage 2 Figure 2 Stratégie d'embrayage 1 Température d'embrayage 1 Température d'embrayage 2 Figure 3 Stratégie d'embrayage 2 Température d'embrayage 1 Température d'embrayage 2LEGENDS Figur 1 Zeit [s] Temperatur Kupplung 1 Temperatur Kupplung 2 1-Kupplungs-Strategie 2-Kupplungs-Strategie Figur 2 1-Kupplungs-Strategie Temperatur Kupplung 1 Temperatur Kupplung 2 Figur 3 2-Kupplungs-Strategie Temperurur 1 Temperatur 1 Time [s] Clutch temperature 1 Clutch temperature 2 Clutch strategy 1 Clutch strategy 2 Figure 2 Clutch strategy 1 Clutch temperature 1 Clutch temperature 2 Figure 3 Clutch strategy 2 Temperature clutch 1 Clutch temperature 2

Claims (9)

REVENDICATIONS 1. Stratégie de démarrage pour une boîte de vitesses d'un véhicule, en particulier pour une boîte de vitesses à double embrayage, avec un premier embrayage pour le démarrage, caractérisée en ce qu'au moins un deuxième embrayage est utilisé en plus lors du démarrage pour la transmission des moments en fonction d'une température limite d'embrayage prédéfinie. 1. Starting strategy for a vehicle gearbox, in particular for a double clutch gearbox, with a first clutch for starting, characterized in that at least one second clutch is used in addition during the starting for the transmission of moments according to a predefined clutch limit temperature. 2. Stratégie de démarrage selon la revendication 1, caractérisée en ce que la transmission des moments est répartie, lors du démarrage, sur le premier embrayage et le deuxième embrayage, quand la température limite d'embrayage prédéfinie est atteinte au premier embrayage.  2. Starting strategy according to claim 1, characterized in that the transmission of moments is distributed, during starting, on the first clutch and the second clutch, when the predefined clutch limit temperature is reached at the first clutch. 3. Stratégie de démarrage selon la revendication 1 ou 2, caractérisée en ce qu'est choisie comme température limite d'embrayage la température d'environ 200 C.  3. Starting strategy according to claim 1 or 2, characterized in that the temperature of approximately 200 ° C. is chosen as the clutch limit temperature. 4. Stratégie de démarrage selon l'une quelconque des revendications précédentes, caractérisée en ce que le moment à transmettre lors du démarrage est réparti de telle sorte que les deux embrayages atteignent approximativement en même temps leur température maximale admise.  4. Starting strategy according to any one of the preceding claims, characterized in that the moment to be transmitted during starting is distributed so that the two clutches reach approximately at the same time their maximum permitted temperature. 5. Stratégie de démarrage selon l'une quelconque des revendications précédentes, caractérisée en ce qu'après une phase de refroidissement seul le premier embrayage est utilisé pour le démarrage, quand le premier embrayage passe de nouveau en dessous de la température limite prédéfinie.  5. Starting strategy according to any one of the preceding claims, characterized in that after a cooling phase only the first clutch is used for starting, when the first clutch again falls below the predefined limit temperature. 6. Stratégie de démarrage selon l'une quelconque des revendications précédentes, caractérisée en ce qu'elle est utilisée lors de démarrages multiples.  6. Start-up strategy according to any one of the preceding claims, characterized in that it is used during multiple starts. 7. Stratégie de démarrage selon l'une quelconque des revendications précédentes, caractérisée en ce qu'elle est utilisée lors de l'arrêt d'un véhicule dans une montée.  7. Starting strategy according to any one of the preceding claims, characterized in that it is used when stopping a vehicle on a climb. <Desc/Clms Page number 8> <Desc / Clms Page number 8> 8. Boîte de vitesses, en particulier boîte de vitesses à double embrayage, pour un véhicule avec au moins un embrayage prévu comme embrayage de démarrage et un deuxième embrayage, en particulier pour exécuter la stratégie de démarrage selon l'une des revendications 1 à 7, caractérisée en ce qu'est conçu en plus, en fonction d'une température limite prédéfinie, au moins le deuxième embrayage comme embrayage de démarrage.  8. Gearbox, in particular double clutch gearbox, for a vehicle with at least one clutch provided as a starting clutch and a second clutch, in particular for executing the starting strategy according to one of claims 1 to 7 , characterized in that at least the second clutch is designed as a starting clutch, depending on a predefined limit temperature. 9. Boite de vitesses selon la revendication 8, caractérisée en ce qu'au moins un dispositif de commande est prévu pour la répartition du moment à transmettre sur les deux embrayages. 9. Gearbox according to claim 8, characterized in that at least one control device is provided for the distribution of the moment to be transmitted on the two clutches.
FR0302756A 2002-03-07 2003-03-06 GEARBOX AND STARTING STRATEGY FOR A GEARBOX OF A VEHICLE, ESPECIALLY FOR A DOUBLE CLUTCH GEARBOX Expired - Fee Related FR2836870B1 (en)

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DE10209917 2002-03-07
PCT/DE2003/000648 WO2003074894A2 (en) 2002-03-07 2003-02-28 Gearbox and starting strategy for a gearbox, especially for a twin-clutch gearbox of a motor vehicle

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FR2836870B1 FR2836870B1 (en) 2007-01-19

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DE (1) DE10390907D2 (en)
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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1447583A1 (en) * 2003-02-12 2004-08-18 LuK Lamellen und Kupplungsbau Beteiligungs KG Method for performing a clutch protection strategy for an automatic gearbox clutch
EP1357309A3 (en) * 2002-04-24 2004-10-13 ZF FRIEDRICHSHAFEN Aktiengesellschaft Method for controlling the starting procedure of a dual clutch transmission
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EP1447583A1 (en) * 2003-02-12 2004-08-18 LuK Lamellen und Kupplungsbau Beteiligungs KG Method for performing a clutch protection strategy for an automatic gearbox clutch
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AU2003222720A1 (en) 2003-09-16
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FR2836870B1 (en) 2007-01-19
WO2003074894A3 (en) 2003-12-04

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