WO2003074904A2 - Method for selecting a gear of an inactive partial transmission of a twin clutch system - Google Patents

Method for selecting a gear of an inactive partial transmission of a twin clutch system Download PDF

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Publication number
WO2003074904A2
WO2003074904A2 PCT/DE2003/000651 DE0300651W WO03074904A2 WO 2003074904 A2 WO2003074904 A2 WO 2003074904A2 DE 0300651 W DE0300651 W DE 0300651W WO 03074904 A2 WO03074904 A2 WO 03074904A2
Authority
WO
WIPO (PCT)
Prior art keywords
gear
clutch
vehicle speed
piston
neutral
Prior art date
Application number
PCT/DE2003/000651
Other languages
German (de)
French (fr)
Other versions
WO2003074904A3 (en
Inventor
Ole Jonny Waerp
Bard Vestgard
Lars Lein
Fred Roar Hemmingsen
Jan Gunnar Royland
Robert Fischer
Original Assignee
Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE10308698A external-priority patent/DE10308698A1/en
Priority claimed from DE10308699A external-priority patent/DE10308699A1/en
Priority claimed from DE10308697A external-priority patent/DE10308697A1/en
Priority to EP03711836A priority Critical patent/EP1485639A2/en
Priority to PCT/DE2003/000651 priority patent/WO2003074904A2/en
Priority to DE10390911T priority patent/DE10390911D2/en
Application filed by Luk Lamellen Und Kupplungsbau Beteiligungs Kg filed Critical Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority claimed from DE10308719A external-priority patent/DE10308719A1/en
Priority claimed from DE10308716A external-priority patent/DE10308716A1/en
Priority claimed from DE10308692A external-priority patent/DE10308692A1/en
Priority claimed from DE10308713.3A external-priority patent/DE10308713B4/en
Priority to AU2003218615A priority patent/AU2003218615A1/en
Priority claimed from DE10308700.1A external-priority patent/DE10308700B4/en
Priority claimed from DE10308714A external-priority patent/DE10308714A1/en
Priority claimed from DE10308689A external-priority patent/DE10308689A1/en
Priority claimed from DE10308690A external-priority patent/DE10308690A1/en
Priority to DE10308691A priority patent/DE10308691A1/en
Priority claimed from DE10308748A external-priority patent/DE10308748A1/en
Priority claimed from DE10308712.5A external-priority patent/DE10308712B4/en
Priority to FR0302753A priority patent/FR2840663A1/en
Publication of WO2003074904A2 publication Critical patent/WO2003074904A2/en
Publication of WO2003074904A3 publication Critical patent/WO2003074904A3/en

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    • 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
    • B60W10/04—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
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • 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
    • 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
    • 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
    • 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
    • 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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    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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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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    • 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
    • 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, 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
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • F16H61/02—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 the signals used
    • F16H61/0202—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 the signals used the signals being electric
    • F16H61/0204—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 the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • 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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    • B60W2050/0001—Details of the control system
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    • B60W2510/00—Input parameters relating to a particular sub-units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • 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
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F16D2500/1025—Electric motor with threaded transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1026—Hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • 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
    • 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
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0433—Bridging torque interruption by torque supply with an electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • 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
    • F16H2061/0496—Smoothing ratio shift for low engine torque, e.g. during coasting, sailing or engine braking
    • 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1232—Bringing the control into a predefined state, e.g. giving priority to particular actuators or gear ratios
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • 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
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/283—Adjustment or calibration of actuator positions, e.g. neutral 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
    • 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
    • F16H63/50—Signals to an engine or motor
    • F16H2063/506—Signals to an engine or motor for engine torque resume after shift transition, e.g. a resume adapted to the driving style
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
    • F16H2302/00—Determining the way or trajectory to new ratio, e.g. by determining speed, torque or time parameters for shift transition
    • F16H2302/04—Determining a modus for shifting
    • 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
    • F16H2306/00—Shifting
    • F16H2306/14—Skipping gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/18—Preparing coupling or engaging of future gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/42—Changing the input torque to the transmission
    • 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
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/44—Removing torque from current gears
    • 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
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/52—Applying torque to new gears
    • 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
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/54—Synchronizing engine speed to transmission input 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
    • 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
    • F16H2312/08—Rocking
    • 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
    • F16H2342/06—Determining which part to calibrate or timing of calibrations
    • 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
    • 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
    • F16H61/686—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 orbital gears
    • 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

Definitions

  • the present invention relates to methods for selecting a gear of a non-active sub-transmission of a double clutch system
  • Double clutch systems comprise two branches, a first clutch and a first partial transmission being arranged in series in the first branch and a second clutch and a second partial transmission being arranged in series in the second branch.
  • the drive machine of a motor vehicle is connected via a drive shaft to the first clutch of the first branch and the second clutch of the second branch.
  • the first partial transmission and the second partial transmission are connected to the drive wheels of the vehicle via an output shaft.
  • Part of the transmission of a branch is in gear at the same time, but only one branch is used to transmit a torque to the drive train.
  • the object of the present invention is to preselect the gears for the inactive sub-transmission.
  • This object is achieved by a method for preselecting a gear of an inactive sub-transmission of a double clutch system as a function of the gear of the active sub-transmission of the double clutch system, the dual clutch system in a first branch having a first clutch which is connected to a first sub-transmission, and in a second branch has a second clutch, which is connected to a second partial transmission, and the selection is made according to different criteria.
  • a higher gear is always selected during normal driving.
  • No kick-down is taken into account in the preselection.
  • the detection of a downward or upward travel is advantageously taken into account.
  • gears are always preferred for the gears: reverse, neutral, first gear, second gear, third gear, fourth gear, fifth gear of the active sub-transmission: neutral, neutral, second gear, third gear, fourth gear, fifth gear, or fourth gear.
  • gears for the gears reverse, neutral, first gear, first gear, second gear, second gear, third gear, third gear, fourth gear, fourth gear, fifth gear: neutral always , Neutral always (gear lever in neutral), neutral at vehicle speed ⁇ X1A, second gear at vehicle speed> X1B, first gear at vehicle speed ⁇ X2A, third gear at vehicle speed> X2B, second gear at vehicle speed ⁇ X3A, fourth gear at vehicle speed> X3B, third gear at
  • gears reverse, neutral, first gear, first gear, second gear, second gear, second gear, third gear, third gear, fourth gear, fourth gear, fifth gear of the active sub-transmission
  • the gears are preferred: neutral always, neutral always (Gear lever in neutral), neutral at vehicle speed ⁇ X1A, second gear at vehicle speed> X1 B, neutral at vehicle speed ⁇ X1A, first gear at vehicle speed ⁇ X2A, third gear at
  • a problem with such a double clutch system is also that, in the event of a possible system failure, the first clutch and the second clutch are closed simultaneously, so that the first partial transmission and the second partial transmission are connected to the drive shaft and the drive machine simultaneously.
  • a further object of the present invention is therefore to provide a device for a double clutch system, with the aid of which a system failure reliably prevents the first clutch and the second clutch of the double clutch system from closing at the same time.
  • an emergency switching device for a double clutch system, in which a first clutch, which is operable by a first clutch actuator and is connected to a first partial transmission, is arranged in a first branch, and in which a through clutch is arranged in a second branch a second clutch actuator actuatable second clutch is arranged, which is connected to a second sub-transmission, an emergency switching valve being provided which opens automatically in the event of a system failure in order to simultaneously depressurize and open the first clutch and the second clutch.
  • the essential advantage of the emergency switching device according to the invention is that, in the event of a system failure, it reliably prevents the first clutch and the second clutch of the double clutch system from closing at the same time.
  • a preferred embodiment of the invention is characterized in that the emergency switching valve has a valve body which can be actuated by a holding magnet, which is de-energized in the event of a system failure and automatically actuates the valve body so that
  • Pressure medium from a piston / cylinder arrangement which actuates a first clutch actuating element which actuates the first clutch, and from one
  • Piston / cylinder arrangement which actuates a second clutch actuating element actuating the second clutch, can be released at the same time.
  • the holding magnet of the emergency switching device is connected to the valve body via a pull rod and, in the excited state, prestresses it against the force of an energy store in a position in which it connects a pressure medium line, which is connected to the cylinder space of the piston / Cylinder arrangement is connected, which actuates the first clutch actuator for the first clutch, and closes a pressure medium line, which is connected to the cylinder space of the piston / cylinder arrangement, which actuates the second clutch actuator for the second clutch.
  • the energy store preferably has the shape of a spring which is supported on the one hand on the housing of the holding magnet and on the other hand on the pull rod.
  • the emergency switching device and the clutch actuators for the two clutches are particularly preferably designed such that a first cylinder chamber of a further piston / cylinder arrangement, the piston of which can be actuated by a first clutch actuator, is connected to the cylinder chamber of the piston / cylinder arrangement assigned to the first clutch via a pressure medium line that a first cylinder chamber of a further piston / cylinder arrangement, the piston of which can be actuated by a second clutch actuator, is connected to the cylinder chamber of the piston / cylinder arrangement assigned to the second clutch via a pressure medium line.
  • pressure medium is expediently supplied from the pressure medium lines leading to the piston / cylinder arrangements via the actuated valve body to a pressure medium tank.
  • Cylinder chamber of the further piston / cylinder arrangement which can be actuated by the first clutch actuator is connected on the side of the piston thereof facing away from the first cylinder chamber and / or via a pressure medium line to the second cylinder chamber of the further piston / cylinder arrangement which is actuatable by the second clutch actuator on the side facing away from the first cylinder chamber
  • FIG. 2 is a block diagram of the invention
  • the drive machine of a vehicle is designated by M in FIG. Via the input shaft EW, the drive machine M is connected to the first clutch Ci arranged in a first branch of the double clutch system and to the second clutch C 2 arranged in a second branch of the double clutch system.
  • the first clutch C 1 is connected to the first partial transmission G
  • the second clutch C 2 is connected to the second partial transmission G 2 .
  • the first partial transmission G1 and the second partial transmission G2 act on the vehicle wheels on the output side.
  • the present emergency switching device which comprises an emergency switching valve EV, which with the first clutch actuators C1 A, C1 M, C1 S, C1 L and the second clutch actuator C2A, C2M, C2S, C2L is connected.
  • the emergency opening valve EV opens automatically in the event of a system failure, so that the first clutch Ci and the second clutch C 2 are simultaneously depressurized and opened.
  • the first clutch actuator system which is assigned to the first clutch Ci of the first branch, comprises an actuator C-iA, which can actuate the piston of a first piston / cylinder arrangement C-iM, to a pressure in a first cylinder space of the first piston / cylinder arrangement To be able to generate C1 M, which is connected via a line Hu to the cylinder space of a second piston / cylinder arrangement C-iS.
  • the line Hu is connected via a line ⁇ to the emergency switching valve EV.
  • the piston of the second piston / cylinder arrangement C-iS acts on the clutch actuator CiL, which actuates the first clutch C1 of the first branch via a spring CiO.
  • the second clutch actuator assigned to clutch C 2 comprises a clutch actuator C 2 A, which actuates the piston of a first piston / cylinder arrangement C 2 M, the first cylinder space of which is connected via line H 21 to a cylinder space of a second piston / cylinder arrangement C 2 S and is also connected via line H 2 to the emergency switching valve EV.
  • the piston of the second piston / cylinder arrangement CS is connected to a clutch actuator C 2 L, which acts on the second clutch C 2 of the second branch via a spring C 2 0.
  • the emergency switching valve EV comprises a valve body VK, which in its position shown in FIG. 2 seals the lines H 1 and H 2 , so that the piston of the first piston / cylinder arrangement C 1 M or the piston of the second piston / cylinder arrangement C 2 M Actuation of the first or second Clutch actuator CiA, C 2 A a pressure medium, preferably a hydraulic medium, from the first cylinder space of the first piston / cylinder arrangement C-
  • the emergency switching valve EV has a space ED which is connected via a line H 3 to a pressure medium tank T, which in turn is preferably in turn via a line H 12 to the second cylinder space of the first piston / cylinder arrangement CiM on the side of the piston facing away from the line L n the same is arranged.
  • the space ED is connected via a line H 22 to the second cylinder space of the first piston / cylinder arrangement C 2 M arranged on the side of the piston facing away from the line H 2 .
  • an actuating device BE which comprises a holding magnet ER which is excited during normal operation of the emergency switching device and actuates the emergency switching valve EV in such a way that the lines Hi and H 2 are closed by the valve body VK.
  • the actuating device BE has a spring F, one end of which is supported on a housing wall W and the other end of which acts on the pull rod Z, for example on a flange part FT connected to the pull rod Z, in order to counteract the force of the
  • a method for shifting a gear in the inactive branch or the inactive shaft of a double clutch transmission of vehicles is explained below. If, in a dual clutch transmission according to FIG. 1, both partial transmissions Gi and G 2 are actuated simultaneously, only one shaft may be used at a time in order to transmit a torque to the output shaft AW. It must then be preselected which gears engage the inactive shaft. This may depend on various parameters such as the vehicle speed, the position of the accelerator pedal, the engine speed, etc. The area code can be limited using various assumptions.
  • a kick-down is not a problem because the time to increase the speed of the machine is always longer than the time to shift gears. This means that no kick-down has to be taken into account in the preselection.
  • Version 1 In the first version, the next higher gear above the currently active gear is selected according to the following table.
  • Version 2 By taking vehicle speed into account, the first version can be easily implemented and improved as follows.
  • XnA and XnB can be calibrated so that the best preselected gear is also determined with some hysteresis at speed limits.
  • the preselected gear should be neutral when the vehicle is stationary. In this way, dangerous situations can be avoided if a clutch (for example on the preselected partial transmission) becomes faulty and is inadvertently engaged.
  • a clutch for example on the preselected partial transmission
  • the preselected gear should be neutral to allow the battery to recover.
  • the gear selected should be neutral to allow the battery to be recharged.
  • XnA and XnB can also be calibrated so that the best preselected gear is also determined with some hysteresis at speed limits.
  • the vehicle speed can also be a predicted speed, taking into account vehicle acceleration.
  • a timer can be provided which counts or sets a time for changing the gear preselection before the preselection is requested.
  • a tip-in the position of the accelerator pedal or the movement thereof can be determined and a suitable gear for tip-in preselection can be preselected before a stored shift pattern or a stored shift image same tip-in detected. 3.
  • braking sharply emergency braking
  • Deviations from the drive mode The vehicle speeds and the hysteresis can be calibrated differently depending on the drive mode (normal, sport or winter). 5. Heavy load or uphill. For the best area code according to
  • Driveline torque should also consider and assess the driveline torque (active clutch torque) when defining the pre-selection gear.
  • the 2nd gear and the reverse gear can be preselected in order to make it possible to carry out a rocking function.
  • the vehicle can be driven out of an obstacle, for example a trench, by gently switching the drive train between the reverse gear and the 2nd gear for swinging (swinging).
  • Vehicle acceleration is taken into account. If the vehicle speed changes quickly when braking or accelerating, this should be taken into account in the preselection. This can be done if the vehicle speed used to determine the pre-selection gear is a speed based on the measured
  • Acceleration is predicted or estimated.

Abstract

The invention relates to a method for pre-selecting a gear of an inactive partial transmission of a twin clutch system according to the gear of the active partial transmission of the twin clutch system. According to the invention, the double clutch system has, in a first branch, a first clutch (C1), which is connected to a first partial transmission (G1), and has, in a second branch, a second partial transmission (G2) located down from a second clutch (C2). The pre-selection of gears occurs according to different criteria.

Description

Verfahren zum Auswählen eines Ganges eines nicht aktiven Teilgetriebes eines Method for selecting a gear of an inactive partial transmission of a
DoppelkupplungssvstemsDoppelkupplungssvstems
Die vorliegenden Erfindung betrifft Verfahren zum Auswählen eines Ganges eines nicht aktiven Teilgetriebes eines DoppelkupplungssystemsThe present invention relates to methods for selecting a gear of a non-active sub-transmission of a double clutch system
Doppelkupplungssysteme umfassen zwei Zweige, wobei in dem ersten Zweig eine erste Kupplung und ein erstes Teilgetriebe in Reihe und in dem zweiten Zweig eine zweite Kupplung und ein zweites Teilgetriebe in Reihe angeordnet sind. Die Antriebsmaschine eines Kraftfahrzeuges ist über eine Antriebswelle mit der ersten Kupplung des ersten Zweiges und der zweiten Kupplung des zweiten Zweiges verbunden. Das erste Teilgetriebe und das zweite Teilgetriebe sind über eine Abtriebswelle mit den Antriebsrädern des Fahrzeuges verbunden.Double clutch systems comprise two branches, a first clutch and a first partial transmission being arranged in series in the first branch and a second clutch and a second partial transmission being arranged in series in the second branch. The drive machine of a motor vehicle is connected via a drive shaft to the first clutch of the first branch and the second clutch of the second branch. The first partial transmission and the second partial transmission are connected to the drive wheels of the vehicle via an output shaft.
Ein Problem bei Doppelkupplungssystemen kann darin bestehen, dass an jedemA problem with dual clutch systems can be that on everyone
Teilgetriebe eines Zweiges gleichzeitig ein Gang eingelegt ist, jedoch nur ein Zweig zur Übertragung eines Momentes an den Antreibsstrang verwendet wird.Part of the transmission of a branch is in gear at the same time, but only one branch is used to transmit a torque to the drive train.
Die Aufgabe der vorliegenden Erfindung besteht darin, die Gänge für das nicht aktive Teilgetriebe vorzuwählen.The object of the present invention is to preselect the gears for the inactive sub-transmission.
Diese Aufgabe wird durch ein Verfahren zum Vorwählen eines Ganges eines nicht aktiven Teilgetriebes eines Doppelkupplungssystems in Abhängigkeit von dem Gang des aktiven Teilgetriebes des Doppelkupplungssystems gelöst, wobei das Doppelkupplungssystem in einem ersten Zweig eine erste Kupplung, die mit einem ersten Teilgetriebe in Verbindung steht, und in einem zweiten Zweig eine zweite Kupplung aufweist, die mit einem zweiten Teilgetriebe verbunden ist, und wobei die Auswahl nach verschiedenen Kriterien erfolgt. Vorzugsweise wird bei einer normalen Fahrt immer ein höherer Gang vorgewählt. Bei der Vorwahl wird kein Kick-Down berücksichtigt. Zur Vorwahl wird vorteilhafterweise die Detektierung einer Abwärts- bzw. Aufwärtsfahrt berücksichtigt. Bei der Abwärtsfahrt und bei der Übertragung eines negativen Drehmomentes zur Eingangswelle des Doppelkupplungssystems (Motorbremsung) erfolgt zweckmäßigerweise keine Vorwahl für einen Kick-Down.This object is achieved by a method for preselecting a gear of an inactive sub-transmission of a double clutch system as a function of the gear of the active sub-transmission of the double clutch system, the dual clutch system in a first branch having a first clutch which is connected to a first sub-transmission, and in a second branch has a second clutch, which is connected to a second partial transmission, and the selection is made according to different criteria. Preferably, a higher gear is always selected during normal driving. No kick-down is taken into account in the preselection. For the preselection, the detection of a downward or upward travel is advantageously taken into account. When descending and when transmitting a negative torque to the input shaft of the double clutch system (engine braking), it is advisable not to preselect a kick-down.
Besonders bevorzugt werden für die Gänge: Rückwärts, Neutral, erster Gang, zweiter Gang, dritter Gang, vierter Gang, fünfter Gang des aktiven Teilgetriebes die folgenden Gänge für das nicht aktive Teilgetriebe jeweils immer vorgewählt: Neutral, Neutral, zweiter Gang, dritter Gang, vierter Gang, fünfter Gang, bzw. vierter Gang.The following gears are always preferred for the gears: reverse, neutral, first gear, second gear, third gear, fourth gear, fifth gear of the active sub-transmission: neutral, neutral, second gear, third gear, fourth gear, fifth gear, or fourth gear.
Bei einer weiteren Ausgestaltung der Erfindung werde für die Gänge: Rückwärts, Neutral, erster Gang, erster Gang, zweiter Gang, zweiter Gang, dritter Gang, dritter Gang, vierter Gang, vierter Gang, fünfter Gang des aktiven Teilgetriebes jeweils die Gänge: Neutral immer, Neutral immer (Ganghebel in Neutral), Neutral bei Fahrzeuggeschwindigkeit < X1A, zweiter Gang bei Fahrzeuggeschwindigkeit > X1B , erster Gang bei Fahrzeuggeschwindigkeit < X2A , dritter Gang bei Fahrzeuggeschwindigkeit > X2B, zweiter Gang bei Fahrzeuggeschwindigkeit < X3A , vierter Gang bei Fahrzeuggeschwindigkeit > X3B, dritter Gang beiIn a further embodiment of the invention, the following gears for the gears: reverse, neutral, first gear, first gear, second gear, second gear, third gear, third gear, fourth gear, fourth gear, fifth gear: neutral always , Neutral always (gear lever in neutral), neutral at vehicle speed <X1A, second gear at vehicle speed> X1B, first gear at vehicle speed <X2A, third gear at vehicle speed> X2B, second gear at vehicle speed <X3A, fourth gear at vehicle speed> X3B, third gear at
Fahrzeuggeschwindigkeit < X4A, fünfter Gang bei Fahrzeuggeschwindigkeit > X4B bzw. vierter Gang immer des nicht aktiven Teilgetriebes vorgewählt, wobei XnA und XnB zum Definieren des besten vorgewählten Ganges festgelegt werden.Vehicle speed <X4A, fifth gear at vehicle speed> X4B or fourth gear always preselected for the inactive sub-transmission, with XnA and XnB being defined to define the best preselected gear.
Für die Gänge: Rückwärts, Neutral, erster Gang, erster Gang, zweiter Gang, zweiter Gang, zweiter Gang, dritter Gang, dritter Gang, vierter Gang, vierter Gang, fünfter Gang des aktiven Teilgetriebes werden bevorzugt die Gänge: Neutral immer, Neutral immer (Ganghebel in Neutral), Neutral bei Fahrzeuggeschwindigkeit < X1A, zweiter Gang bei Fahrzeuggeschwindigkeit > X1 B , Neutral bei Fahrzeuggeschwindigkeit < X1A , erster Gang bei Fahrzeuggeschwindigkeit < X2A , dritter Gang beiFor the gears: reverse, neutral, first gear, first gear, second gear, second gear, second gear, third gear, third gear, fourth gear, fourth gear, fifth gear of the active sub-transmission, the gears are preferred: neutral always, neutral always (Gear lever in neutral), neutral at vehicle speed <X1A, second gear at vehicle speed> X1 B, neutral at vehicle speed <X1A, first gear at vehicle speed <X2A, third gear at
Fahrzeuggeschwindigkeit > X2B, zweiter Gang bei Fahrzeuggeschwindigkeit < X3A , vierter Gang bei Fahrzeuggeschwindigkeit > X3B, dritter Gang bei Fahrzeuggeschwindigkeit < X4A, fünfter Gang bei Fahrzeuggeschwindigkeit > X4B bzw. vierter Gang immer des nicht aktiven Teilgetriebes vorgewählt, wobei XnA und XnB zum Definieren des besten vorgewählten Ganges festgelegt werden.Vehicle speed> X2B, second gear at vehicle speed <X3A, fourth gear at vehicle speed> X3B, third gear at Vehicle speed <X4A, fifth gear at vehicle speed> X4B or fourth gear always preselected for the inactive sub-transmission, with XnA and XnB being defined to define the best preselected gear.
Ein Problem eines solchen Doppelkupplungssystems besteht auch darin, dass bei einem möglichen Systemausfall die erste Kupplung und die zweite Kupplung gleichzeitig geschlossen werden, so dass das erste Teilgetriebe und das zweite Teilgetriebe gleichzeitig mit der Antriebswelle und der Antriebsmaschine verbunden werden.A problem with such a double clutch system is also that, in the event of a possible system failure, the first clutch and the second clutch are closed simultaneously, so that the first partial transmission and the second partial transmission are connected to the drive shaft and the drive machine simultaneously.
Eine weitere Aufgabe der vorliegenden Erfindung besteht daher darin, eine Einrichtung für ein Doppelkupplungssystem zu schaffen, mit deren Hilfe bei einem Systemausfall zuverlässig vermieden wird, dass die erste Kupplung und die zweite Kupplung des Doppelkupplungssystems gleichzeitig schließen.A further object of the present invention is therefore to provide a device for a double clutch system, with the aid of which a system failure reliably prevents the first clutch and the second clutch of the double clutch system from closing at the same time.
Diese weitere Aufgabe wird durch eine Notschalteinrichtung für ein Doppelkupplungssystem gelöst, bei dem in einem ersten Zweig eine erste, durch eine erste Kupplungsaktorik betätigbare erste Kupplung , die mit einem ersten Teilgetriebe in Verbindung steht, angeordnet ist, und bei dem in einem zweiten Zweig eine durch eine zweite Kupplungsaktorik betätigbare zweite Kupplung angeordnet ist, die mit einem zweiten Teilgetriebe in Verbindung steht, wobei ein Notschaltventil vorgesehen ist, das bei Systemausfall automatisch öffnet, um die erste Kupplung und die zweite Kupplung gleichzeitig drucklos zu schalten und zu öffnen.This further object is achieved by an emergency switching device for a double clutch system, in which a first clutch, which is operable by a first clutch actuator and is connected to a first partial transmission, is arranged in a first branch, and in which a through clutch is arranged in a second branch a second clutch actuator actuatable second clutch is arranged, which is connected to a second sub-transmission, an emergency switching valve being provided which opens automatically in the event of a system failure in order to simultaneously depressurize and open the first clutch and the second clutch.
Der wesentliche Vorteil der erfindungsgemäßen Notschalteinrichtung besteht darin, dass sie bei einem Systemausfall zuverlässig verhindert, dass die erste Kupplung und die zweite Kupplung des Doppelkupplungssystems gleichzeitig schließen.The essential advantage of the emergency switching device according to the invention is that, in the event of a system failure, it reliably prevents the first clutch and the second clutch of the double clutch system from closing at the same time.
Eine bevorzugte Ausgestaltung der Erfindung ist dadurch gekennzeichnet, dass das Notschaltventil einen durch einen Haltemagneten betätigbaren Ventilkörper aufweist, der bei Systemausfall entregt wird und den Ventilkörper automatisch betätigt, so dassA preferred embodiment of the invention is characterized in that the emergency switching valve has a valve body which can be actuated by a holding magnet, which is de-energized in the event of a system failure and automatically actuates the valve body so that
Druckmittel aus einer Kolben/Zylinderanordnung, die ein die erste Kupplung betätigendes erstes Kupplungsstellglied betätigt, und aus einer einerPressure medium from a piston / cylinder arrangement which actuates a first clutch actuating element which actuates the first clutch, and from one
Kolben/Zylinderanordnung, die ein die zweite Kupplung betätigendes zweites Kupplungsstellglied betätigt, gleichzeitig ablassbar ist.Piston / cylinder arrangement, which actuates a second clutch actuating element actuating the second clutch, can be released at the same time.
Der Haltemagnet der erfindungsgemäßen Notschalteinrichtung ist bei einer bevorzugten und vorteilhaften Ausführungsform der Erfindung über eine Zugstange mit dem Ventilkörper verbunden und spannt diesen im erregten Zustand gegen die Kraft eines Energiespeichers in eine Position vor, in der er eine Druckmittelleitung, die mit dem Zylinderraum der Kolben/Zylinderanordnung verbunden ist, die das erste Kupplungsstellglied für die erste Kupplung betätigt, und eine Druckmittelleitung verschließt, die mit dem Zylinderraum der Kolben/Zylinderanordnung verbunden ist, die das zweite Kupplungsstellglied für die zweite Kupplung betätigt.In a preferred and advantageous embodiment of the invention, the holding magnet of the emergency switching device according to the invention is connected to the valve body via a pull rod and, in the excited state, prestresses it against the force of an energy store in a position in which it connects a pressure medium line, which is connected to the cylinder space of the piston / Cylinder arrangement is connected, which actuates the first clutch actuator for the first clutch, and closes a pressure medium line, which is connected to the cylinder space of the piston / cylinder arrangement, which actuates the second clutch actuator for the second clutch.
Vorzugsweise besitzt der Energiespeicher die Form einer Feder, die sich einerseits am Gehäuse des Haltemagneten und andererseits an der Zugstange abstützt.The energy store preferably has the shape of a spring which is supported on the one hand on the housing of the holding magnet and on the other hand on the pull rod.
Die Notschalteinrichtung und die Kupplungsaktorikien für die beiden Kupplungen sind besonders bevorzugt so ausgestaltet, dass ein erster Zylinderraum einer weiteren Kolben/Zylinderanordnung, deren Kolben durch einen ersten Kupplungsaktor betätigbar ist, mit dem Zylinderraum der der ersten Kupplung zugeordneten Kolben/Zylinderanordnung über eine Druckmittelleitung verbunden ist, dass ein erster Zylinderraum einer weiteren Kolben/Zylinderanordnung deren Kolben durch einen zweiten Kupplungsaktor betätigbar ist, mit dem Zylinderraum der der zweiten Kupplung zugeordneten Kolben/Zylinderanordnung über eine Druckmittelleitung verbunden ist. Zweckmäßigerweise wird bei Systemausfall Druckmittel aus den zu den Kolben/Zylinderanordnungen führenden Druckmittelleitungen über den betätigten Ventilkörper zu einem Druckmitteltank zugeführt. Insbesondere nach einem Systemabfall, wenn das System wieder lebensfähig wird, besteht vorteilhafterweise die Möglichkeit das Notschaltventil nach Ausführen eines Schnüffel-Vorganges durch Erregen des Haltemagneten wieder zu schließen und zumindest ein Kupplungsstellglied und die zugeordnete Kupplung wieder zu betätigen. Der Druckmitteltank ist über eine Druckmittelleitung mit einem zweitenThe emergency switching device and the clutch actuators for the two clutches are particularly preferably designed such that a first cylinder chamber of a further piston / cylinder arrangement, the piston of which can be actuated by a first clutch actuator, is connected to the cylinder chamber of the piston / cylinder arrangement assigned to the first clutch via a pressure medium line that a first cylinder chamber of a further piston / cylinder arrangement, the piston of which can be actuated by a second clutch actuator, is connected to the cylinder chamber of the piston / cylinder arrangement assigned to the second clutch via a pressure medium line. In the event of a system failure, pressure medium is expediently supplied from the pressure medium lines leading to the piston / cylinder arrangements via the actuated valve body to a pressure medium tank. In particular after a system drop, when the system becomes viable again, there is advantageously the possibility of closing the emergency switching valve again by executing a sniffing process by exciting the holding magnet and actuating at least one clutch actuator and the associated clutch again. The pressure medium tank is connected to a second via a pressure medium line
Zylinderraum der durch den ersten Kupplungsaktor betätigbaren weiteren Kolben/Zylinderanordnung an der dem ersten Zylinderraum derselben abgewandten Seite des Kolbens derselben verbunden und/oder über eine Druckmittelleitung mit dem zweiten Zylinderraum der durch den zweiten Kupplungsaktor betätigbaren weiteren Kolben/Zylinderanordnung an der dem ersten Zylinderraum abgewandtenCylinder chamber of the further piston / cylinder arrangement which can be actuated by the first clutch actuator is connected on the side of the piston thereof facing away from the first cylinder chamber and / or via a pressure medium line to the second cylinder chamber of the further piston / cylinder arrangement which is actuatable by the second clutch actuator on the side facing away from the first cylinder chamber
Seite derselben verbunden.Side of the same connected.
Im folgenden wird die Erfindung im Zusammenhang mit den Figuren näher erläutert. Es zeigen:The invention is explained in more detail below in connection with the figures. Show it:
Figur 1 in schematischer Darstellung ein an sich bekanntesFigure 1 in a schematic representation of a known
Doppelkupplungssystem undDouble clutch system and
Figur 2 ein Blockschaltbild der erfindungsgemäßenFigure 2 is a block diagram of the invention
Notschalteinrichtung.Emergency engagement.
In der Figur 1 ist die Antriebsmaschine eines Fahrzeuges mit M bezeichnet. Über die Eingangswelle EW ist die Antriebsmaschine M mit der in einem ersten Zweig des Doppelkupplungssystems angeordneten ersten Kupplung Ci und der in einem zweiten Zweig des Doppelkupplungssystems angeordneten zweiten Kupplung C2 verbunden. In dem ersten Zweig steht die erste Kupplung C1 mit dem ersten Teilgetriebe G in Verbindung, während in dem zweiten Zeig die zweite Kupplung C2 mit dem zweiten Teilgetriebe G2 verbunden ist. An der Ausgangsseite wirken das erste Teilgetriebe G1 und das zweite Teilgetriebe G2 auf die Fahrzeugräder ein. Um bei Systemausfall bzw. bei Vorliegen eines Fehlers zu verhindern, das beide Kupplungen C1 und C2 gleichzeitig schließen, ist die vorliegende Notschalteinrichtung vorgesehen, die ein Notschaltventil EV umfasst, das mit der ersten Kupplungsaktorik C1 A, C1 M, C1 S, C1 L und der zweiten Kupplungsaktorik C2A , C2M, C2S, C2L verbunden ist. Das Notschaltventil EV Öffner bei Systemausfall automatisch, so dass die erste Kupplung Ci und die zweite Kupplung C2 gleichzeitig drucklos geschaltet und geöffnet werden.The drive machine of a vehicle is designated by M in FIG. Via the input shaft EW, the drive machine M is connected to the first clutch Ci arranged in a first branch of the double clutch system and to the second clutch C 2 arranged in a second branch of the double clutch system. In the first branch, the first clutch C 1 is connected to the first partial transmission G, while in the second branch the second clutch C 2 is connected to the second partial transmission G 2 . The first partial transmission G1 and the second partial transmission G2 act on the vehicle wheels on the output side. In order to prevent both clutches C1 and C2 from closing at the same time in the event of a system failure or in the event of a fault, the present emergency switching device is provided, which comprises an emergency switching valve EV, which with the first clutch actuators C1 A, C1 M, C1 S, C1 L and the second clutch actuator C2A, C2M, C2S, C2L is connected. The emergency opening valve EV opens automatically in the event of a system failure, so that the first clutch Ci and the second clutch C 2 are simultaneously depressurized and opened.
Genauer gesagt umfasst die erste Kupplungsaktorik, die der ersten Kupplung Ci des ersten Zweiges zugeordnet ist, einen Aktuator C-iA, der den Kolben einer ersten Kolben/Zylinderanordnung C-iM betätigen kann, um einen Druck in einem ersten Zylinderraum der ersten Kolben/Zylinderanordnung C1 M erzeugen zu können, der über eine Leitung Hu mit dem Zylinderraum einer zweiten Kolben/Zylinderanordnung C-iS verbunden ist. Die Leitung Hu ist über eine Leitung ^ mit dem Notschaltventil EV verbunden. Der Kolben der zweiten Kolben/Zylinderanordnung C-iS wirkt auf das Kupplungsstellglied CiL ein, das über eine Feder CiO die erste Kupplung C1 des ersten Zweiges betätigt.More specifically, the first clutch actuator system, which is assigned to the first clutch Ci of the first branch, comprises an actuator C-iA, which can actuate the piston of a first piston / cylinder arrangement C-iM, to a pressure in a first cylinder space of the first piston / cylinder arrangement To be able to generate C1 M, which is connected via a line Hu to the cylinder space of a second piston / cylinder arrangement C-iS. The line Hu is connected via a line ^ to the emergency switching valve EV. The piston of the second piston / cylinder arrangement C-iS acts on the clutch actuator CiL, which actuates the first clutch C1 of the first branch via a spring CiO.
Entsprechend umfasst im zweiten Zweig die der Kupplung C2 zugeordnete zweite Kupplungsaktorik einen Kupplungsaktuator C2A, der den Kolben einer ersten Kolben/Zylinderanordnung C2M betätigt, deren erster Zylinderraum über die Leitung H21 mit einem Zylinderraum einer zweiten Kolben/Zylinderanordnung C2S und zudem über die Leitung H2 mit dem Notschaltventil EV verbunden ist. Der Kolben der zweiten Kolben/Zylinderanordnung C S ist mit einem Kupplungsstellglied C2L verbunden, das über eine Feder C20 auf die zweite Kupplung C2 des zweiten Zweiges einwirkt.Correspondingly, in the second branch, the second clutch actuator assigned to clutch C 2 comprises a clutch actuator C 2 A, which actuates the piston of a first piston / cylinder arrangement C 2 M, the first cylinder space of which is connected via line H 21 to a cylinder space of a second piston / cylinder arrangement C 2 S and is also connected via line H 2 to the emergency switching valve EV. The piston of the second piston / cylinder arrangement CS is connected to a clutch actuator C 2 L, which acts on the second clutch C 2 of the second branch via a spring C 2 0.
Das Notschaltventil EV umfasst einen Ventilkörper VK, der in seiner in Figur 2 dargestellten Stellung die Leitungen H1 und H2 jeweils abdichtet, so dass der Kolben der ersten Kolben/Zylinderanordnung C1M oder der Kolben der zweiten Kolben/Zylinderanordnung C2M bei Betätigung des ersten oder zweiten Kupplungsaktuators CiA , C2A ein Druckmittel, vorzugsweise ein Hydraulikmittel, aus dem ersten Zylinderraum der ersten Kolben/Zylinderanordnung C-|M über die Leitung Hu in den Zylinderraum der zweiten Kolben/Zylinderanordnung CiS oder aus dem ersten Zylinderraum der zweiten Kolben/Zylinderanordnung C2M über die Leitung H2ι dem Zylinderraum der zweiten Kolben/Zylinderanordnung C2S zur Betätigung des Stellgliedes CiL bzw. C2L fördern kann. Dies entspricht dem normalen Betrieb, in dem, wie schon gesagt, der Dichtkörper VK die Leitungen Hi und H2 abdichtet.The emergency switching valve EV comprises a valve body VK, which in its position shown in FIG. 2 seals the lines H 1 and H 2 , so that the piston of the first piston / cylinder arrangement C 1 M or the piston of the second piston / cylinder arrangement C 2 M Actuation of the first or second Clutch actuator CiA, C 2 A a pressure medium, preferably a hydraulic medium, from the first cylinder space of the first piston / cylinder arrangement C- | M via the line Hu into the cylinder space of the second piston / cylinder arrangement CiS or from the first cylinder space of the second piston / cylinder arrangement C. 2 M via the line H 2 ι the cylinder space of the second piston / cylinder arrangement C 2 S to actuate the actuator CiL or C 2 L can promote. This corresponds to normal operation, in which, as already mentioned, the sealing body VK seals the lines Hi and H 2 .
Das Notschaltventil EV weist einen Raum ED auf, der über eine Leitung H3 mit einem Druckmitteltank T verbunden ist, der vorzugsweise wiederum über eine Leitung H12 mit dem zweiten Zylinderraum der ersten Kolben/Zylinderanordnung CiM auf der der Leitung L n abgewandten Seite des Kolbens derselben angeordnet ist. Entsprechend ist der Raum ED und über eine Leitung H22 mit dem auf der der Leitung H2ι abgewandten Seite des Kolbens derselben angeordneten zweiten Zylinderraum der ersten Kolben/Zylinderanordnung C2M verbunden.The emergency switching valve EV has a space ED which is connected via a line H 3 to a pressure medium tank T, which in turn is preferably in turn via a line H 12 to the second cylinder space of the first piston / cylinder arrangement CiM on the side of the piston facing away from the line L n the same is arranged. Correspondingly, the space ED is connected via a line H 22 to the second cylinder space of the first piston / cylinder arrangement C 2 M arranged on the side of the piston facing away from the line H 2 .
Auf diese Weise wird erreicht, dass beim Öffnen des Notschaltventils EV, d.h. also dann, wenn der Ventilkörper VK die Enden der Leitungen Hi und H2 gleichzeitig freigibt, Druckmittel über die Leitung Hi und die Leitung H2 aus den ersten Zylinderräumen der ersten Kolben/Zylinderanordnungen C-|M und C2M und aus den Zylinderräumen der zweiten Kolben/Zylinderanordnungen CiS und C2M über die Leitung H3 zum Druckmitteltank T abfließen kann und vorzugsweise von diesem über die Leitungen Hι2 bzw. H22zu den zweiten Zylinderräumen der ersten Kolben/Zylinderanordnungen CiM bzw. C2M strömen kann. Auf diese Weise werden die zweiten Kolben/Zylinderanordnungen CiS und C2S gleichzeitig drucklos geschaltet und es wird der Druck von den Stellgliedern CiL und C2L genommen, so dass die Kupplungen Ci und C2 gleichzeitig geöffnet werden.In this way it is achieved that when the emergency switching valve EV is opened, that is to say when the valve body VK simultaneously releases the ends of the lines Hi and H 2 , pressure medium via the line Hi and the line H 2 from the first cylinder spaces of the first pistons / Cylinder arrangements C- | M and C 2 M and can flow out of the cylinder spaces of the second piston / cylinder arrangements CiS and C 2 M via line H 3 to pressure medium tank T and preferably from this via lines H 2 and H 22 to the second cylinder spaces of the first piston / cylinder arrangements CiM or C 2 M can flow. In this way, the second piston / cylinder arrangements CiS and C 2 S are depressurized at the same time and the pressure is taken from the actuators CiL and C 2 L, so that the clutches Ci and C 2 are opened simultaneously.
Zur Betätigung des Ventilkörpers VK des Notschaltventils EV ist eine Betätigungseinrichtung BE vorgesehen, die einen Haltemagneten ER umfasst, der beim normalen Betrieb der Notschalteinrichtung erregt ist und das Notschaltventil EV derart betätigt, dass die Leitungen Hi und H2 durch den Ventilkörper VK verschlossen sind. Dies bedeutet, dass der Haltemagnet ER über eine Zugstange Z eine Kraft in der Richtung des Pfeils Pi auf den Ventilkörper VK ausübt. Die Betätigungseinrichtung BE weist eine Feder F auf, deren eines Ende sich an einer Gehäusewand W abstützt und deren anderes Ende auf die Zugstange Z, beispielsweise auf ein mit der Zugstange Z verbundenes Flanschteil FT einwirkt, um eine Kraft entgegen der Kraft desTo actuate the valve body VK of the emergency switching valve EV, an actuating device BE is provided which comprises a holding magnet ER which is excited during normal operation of the emergency switching device and actuates the emergency switching valve EV in such a way that the lines Hi and H 2 are closed by the valve body VK. This means that the holding magnet ER exerts a force on the valve body VK in the direction of the arrow Pi via a pull rod Z. The actuating device BE has a spring F, one end of which is supported on a housing wall W and the other end of which acts on the pull rod Z, for example on a flange part FT connected to the pull rod Z, in order to counteract the force of the
Haltemagneten ER, d.h. entgegen der Richtung des Pfeils Pi, auf die Zugstange Z und den Ventilkörper VK auszuüben. Dies bedeutet, dass bei Systemausfall, d.h. beim Stromlosschalten des Haltemagneten ER die Zugstange Z und der Ventilkörper VK entgegen der Richtung des Pfeils Pi bewegt werden, wobei der Ventilkörper VK die Leitungen Hi und H2 öffnet, so dass, wie oben beschrieben, die Kupplungen Ci und C2 gleichzeitig drucklos geschaltet und geöffnet werden.Exercise holding magnet ER, ie against the direction of arrow Pi, on the pull rod Z and the valve body VK. This means that in the event of a system failure, ie when the holding magnet ER is switched off, the pull rod Z and the valve body VK are moved counter to the direction of the arrow Pi, the valve body VK opening the lines Hi and H 2 , so that, as described above, the couplings Ci and C 2 are depressurized and opened at the same time.
In dem Fall, in dem das Doppelkupplungssystem wieder lebensfähig ist, besteht die Möglichkeit das Ventil EV nach Ausführen eines Schnüffel-Vorganges durch Erregen des Haltemagneten ER wieder zu schließen und zumindest das Kupplungsstellglied C1L oder C2L und die zugeordnete Kupplung Ci bzw. C2 wieder zu betätigen.In the event that the double clutch system is viable again, it is possible to close the valve EV again after performing a sniffing process by energizing the holding magnet ER and at least the clutch actuator C1L or C 2 L and the associated clutch Ci or C 2 to press again.
Im folgenden wird ein vorliegendes Verfahren zum Schalten eines Ganges in dem nicht aktiven Zweig bzw. der nicht aktiven Welle eines Doppelkupplungsgetriebes von Fahrzeugen erläutert. Wenn bei einem Doppelkupplungsgetriebe gemäß Figur 1 beide Teilgetriebe G-i und G2 gleichzeitig betätigt werden, darf nur eine Welle zu einer Zeit verwendet werden, um ein Drehmoment zur Abtriebswelle AW zu übertragen. Es muss dann vorgewählt werden, welche Zahnräder an der nicht aktiven Welle angreifen. Dies kann von verschiedenen Parametern, wie beispielsweise der Fahrzeuggeschwindigkeit, der Position des Gaspedals, der Maschinendrehzahl usw. abhängen. Dabei kann unter zur Grundlegung verschiedener Annahmen die Vorwahl begrenzt werden.A method for shifting a gear in the inactive branch or the inactive shaft of a double clutch transmission of vehicles is explained below. If, in a dual clutch transmission according to FIG. 1, both partial transmissions Gi and G 2 are actuated simultaneously, only one shaft may be used at a time in order to transmit a torque to the output shaft AW. It must then be preselected which gears engage the inactive shaft. This may depend on various parameters such as the vehicle speed, the position of the accelerator pedal, the engine speed, etc. The area code can be limited using various assumptions.
1. Bei einer normalen Fahrt sollte immer ein höherer Gang vorgewählt werden, weil beim Nachunten-Schalten die Zeit zur Erhöhung der Maschinendrehzahl auf eine angemessene Drehzahl größer ist, als die Gangschaltzeit in dem1. When driving normally, a higher gear should always be selected, because when shifting down the time to increase the engine speed to an appropriate speed is greater than the gear shift time in the
Teilgetriebe. 2. Ein Kick-Down stellt kein Problem dar, weil die Zeit zur Vergrößerung der Drehzahl der Maschine immer länger ist als die Zeit zum Gangschalten. Dies bedeutet, dass bei der Vorwahl kein Kick-down berücksichtigt werden muss.Partial transmission. 2. A kick-down is not a problem because the time to increase the speed of the machine is always longer than the time to shift gears. This means that no kick-down has to be taken into account in the preselection.
3. Die Detektierung einer Abwärts- bzw. Aufwärtsfahrt, die bei normalen automatischen Schaltgetrieben erfolgt, steht auch bei der Vorwahl zur Verfügung.3. The detection of a downward or upward movement, which takes place in normal automatic gearboxes, is also available in the preselection.
4. Bei der Abwärtsfahrt und bei Motorbremsung (Übertragung eines negativen Drehmomentes an die Eingangswelle) ist keine Zeit zu erwarten und eine Vorwahl für einen Kick-Down ist daher nicht erforderlich.4. When driving downhill and when braking the engine (transferring a negative torque to the input shaft), no time is to be expected and preselection for a kick-down is therefore not necessary.
Erfindungsgemäß werden die folgenden drei Lösungen zur Gangauswahl vorgeschlagen:According to the invention, the following three gear selection solutions are proposed:
Version 1 Bei der ersten Version wird jeweils gemäß der folgenden Tabelle der nächst höhere Gang über dem gerade aktiven Gang ausgewählt.Version 1 In the first version, the next higher gear above the currently active gear is selected according to the following table.
Figure imgf000010_0001
Figure imgf000010_0001
Version 2 Durch Berücksichtigung der Fahrzeuggeschwindigkeit kann die erste Version leicht wie folgt ausgeführt und verbessert werden.Version 2 By taking vehicle speed into account, the first version can be easily implemented and improved as follows.
Figure imgf000011_0001
Figure imgf000011_0001
In diesem Fall können XnA und XnB so kalibriert werden, dass der beste vorgewählte Gang auch mit etwas Hysterese bei Geschwindigkeitsgrenzen bestimmt wird.In this case, XnA and XnB can be calibrated so that the best preselected gear is also determined with some hysteresis at speed limits.
Aus Sicherheitsgründen sollte der vorgewählte Gang Neutral sein, wenn das Fahrzeug steht. Dadurch können Gefahrensituationen vermieden werden, wenn eine Kupplung (beispielsweise am vorgewählten Teilgetriebe) fehlerhaft wird und unbeabsichtigt eingerückt wird. Daraus folgt auch das folgende:For safety reasons, the preselected gear should be neutral when the vehicle is stationary. In this way, dangerous situations can be avoided if a clutch (for example on the preselected partial transmission) becomes faulty and is inadvertently engaged. The following also follows from this:
Wenn die Kupplung überhitzt ist und abgekühlt werden muss, erfolgt die Abkühlung besser dann, wenn sich die Kupplung dreht. Bei elektronischen Schaltgetrieben sollte, um eine Erholung der Batterie zu ermöglichen, der vorgewählte Gang Neutral sein. Bei elektronischen Schaltgetrieben sollte der ausgewählte Gang Neutral sein, um eine Wiederaufladung der Batterie zu ermöglichen.If the clutch is overheated and needs to be cooled, it is better to cool down when the clutch is rotating. In electronic gearboxes, the preselected gear should be neutral to allow the battery to recover. For electronic gearboxes, the gear selected should be neutral to allow the battery to be recharged.
Version 3Version 3
Bei der dritten Version ist es gemäß einer weiteren Verbesserung über die zweite Version hinaus möglich in den zweiten Gang zu schalten, wenn die neutrale Position an der anderen Welle vorgewählt ist.In the third version, according to a further improvement beyond the second version, it is possible to shift into second gear if the neutral position on the other shaft is preselected.
Figure imgf000012_0001
Figure imgf000012_0001
In diesem Fall können XnA und XnB ebenfalls so kalibriert werden, dass der beste vorgewählte Gang auch mit etwas Hysterese bei Geschwindigkeitsgrenzen bestimmt wird. Die Fahrzeuggeschwindigkeit kann auch eine vorhergesagte Geschwindigkeit sein, wobei die Fahrzeugbeschleunigung berücksichtigt wird.In this case, XnA and XnB can also be calibrated so that the best preselected gear is also determined with some hysteresis at speed limits. The vehicle speed can also be a predicted speed, taking into account vehicle acceleration.
Es können weitere Verbesserungen ausgeführt werden:Further improvements can be made:
1. Um ein Schwingen beim Gangschalten bei schnellen Geschwindigkeitsänderungen zu vermeiden, kann ein Zeitgeber vorgesehen werden, der eine Zeit zur Änderung der Gangvorwahl zählt bzw. festlegt, bevor die Vorwahl angefordert wird.1. In order to avoid swinging when changing gear with rapid changes in speed, a timer can be provided which counts or sets a time for changing the gear preselection before the preselection is requested.
2. Zur Ausführung eines Tip-In (Kick-Down), kann die Stellung des Gaspedals bzw. die Bewegung desselben ermittelt werden und kann ein geeigneter Gang für Tip- In- Vorwahl vorgewählt werden, bevor ein hinterlegtes Schaltmuster bzw. eine hinterlegte Schaltabbildung den selben Tip-In detektiert. 3. Beim scharfen Bremsen (Notbremsung) kann zur Vermeidung von möglichen2. To carry out a tip-in (kick-down), the position of the accelerator pedal or the movement thereof can be determined and a suitable gear for tip-in preselection can be preselected before a stored shift pattern or a stored shift image same tip-in detected. 3. When braking sharply (emergency braking) can avoid possible
Problemen entschieden werden, Neutral beim Notbremsen auszuwählen.Problems are decided to choose neutral when emergency braking.
4. Abweichungen vom Antriebsmodus. Die Fahrzeuggeschwindigkeiten und die Hysterese können abweichend in Abhängigkeit vom Antriebsmodus (Normal, Sport oder Winter) kalibriert werden. 5. Schwere Belastung oder Aufwärtsfahren. Für eine beste Vorwahl gemäß dem4. Deviations from the drive mode. The vehicle speeds and the hysteresis can be calibrated differently depending on the drive mode (normal, sport or winter). 5. Heavy load or uphill. For the best area code according to
Drehmoment am Antriebsstrang sollte auch das Drehmoment am Antriebsstrang (aktives Kupplungsdrehmoment) in Betracht gezogen und beurteilt werden, wenn der Vorwählgang definiert wird.Driveline torque should also consider and assess the driveline torque (active clutch torque) when defining the pre-selection gear.
6. Beim Freischaukeln (Fahren des Fahrzeuges in Vorwärts- und Rückwärtsrichtung, um aus einen Graben herauszufahren), kann beispielsweise beim Wintermodus der 2. Gang und der Rückwärtsgang vorgewählt werden, um die Möglichkeit zu schaffen, eine Schaukelfunktion auszuführen. Durch leichtes Schalten des Antriebsstranges zwischen dem Rückwärtsgang und dem 2. Gang zum Schaukel (Schwingen) kann das Fahrzeug aus einem Hindernis, beispielsweise einem Graben herausgefahren werden. 7. Die Fahrzeugbeschleunigung wird in Betracht gezogen. Wenn beim Bremsen oder Beschleunigen die Fahrzeuggeschwindigkeit sich schnell ändert sollte dies bei der Vorwahl berücksichtigt werden. Dies kann erfolgen, wenn die Fahrzeuggeschwindigkeit, die zur Festlegung des Vorwählganges verwendet wird, eine Geschwindigkeit ist, die auf der Basis der gemessenen6. When rocking freely (driving the vehicle in the forward and backward direction to drive out of a ditch), for example in the winter mode, the 2nd gear and the reverse gear can be preselected in order to make it possible to carry out a rocking function. The vehicle can be driven out of an obstacle, for example a trench, by gently switching the drive train between the reverse gear and the 2nd gear for swinging (swinging). 7. Vehicle acceleration is taken into account. If the vehicle speed changes quickly when braking or accelerating, this should be taken into account in the preselection. This can be done if the vehicle speed used to determine the pre-selection gear is a speed based on the measured
Beschleunigung vorhergesagt oder abgeschätzt wird.Acceleration is predicted or estimated.
8. Wenn das Fahrzeug aufwärts fährt und die Geschwindigkeit unter eine Grenze verringert wird sollte ein niedrigerer Gang vorgewählt werden.8. If the vehicle is traveling upwards and the speed is reduced below a limit, a lower gear should be selected.
Die mit der Anmeldung eingereichten Patentansprüche sind Formulierungsvorschläge ohne Präjudiz für die Erzielung weitergehenden Patentschutzes. Die Anmelderin behält sich vor, noch weitere, bisher nur in der Beschreibung und/oder Zeichnungen offenbarte Merkmalskombinationen zu beanspruchen.The patent claims submitted with the application are proposals for formulation without prejudice for the achievement of further patent protection. The applicant reserves the right to claim further combinations of features previously only disclosed in the description and / or drawings.
In Unteransprüchen verwendete Rückbeziehungen weisen auf die weitere Ausbildung des Gegenstandes des Hauptanspruches durch die Merkmale des jeweiligen Unteranspruches hin; sie sind nicht als ein Verzicht auf die Erzielung eines selbständigen, gegenständlichen Schutzes für die Merkmalskombinationen der rückbezogenen Unteransprüche zu verstehen.Back-references used in subclaims indicate the further development of the subject matter of the main claim by the features of the respective subclaim; they are not to be understood as a waiver of the achievement of independent, objective protection for the combinations of features of the related subclaims.
Da die Gegenstände der Unteransprüche im Hinblick auf den Stand der Technik am Prioritätstag eigene und unabhängige Erfindungen bilden können, behält die Anmelderin sich vor, sie zum Gegenstand unabhängiger Ansprüche oder Teilungserklärungen zu machen. Sie können weiterhin auch selbständige Erfindungen enthalten, die eine von den Gegenständen der vorhergehenden Unteransprüche unabhängige Gestaltung aufweisen.Since the subjects of the subclaims can form their own and independent inventions with regard to the prior art on the priority date, the applicant reserves the right to make them the subject of independent claims or declarations of division. They can furthermore also contain independent inventions which have a design which is independent of the objects of the preceding subclaims.
Die Ausführungsbeispiele sind nicht als Einschränkung der Erfindung zu verstehen. Vielmehr sind im Rahmen der vorliegenden Offenbarung zahlreiche Abänderungen und Modifikationen möglich, insbesondere solche Varianten, Elemente und Kombinationen und/oder Materialien, die zum Beispiel durch Kombination oder Abwandlung von einzelnen in Verbindung mit den in der allgemeinen Beschreibung und Ausführungsformen sowie den Ansprüchen beschriebenen und in den Zeichnungen enthaltenen Merkmalen bzw. Elementen oder Verfahrensschritten für den Fachmann im Hinblick auf die Lösung der Aufgabe entnehmbar sind und durch kombinierbare Merkmale zu einem neuen Gegenstand oder zu neuen Verfahrensschritten bzw. Verfahrensschrittfolgen führen, auch soweit sie Herstell-, Prüf- und Arbeitsverfahren betreffen. The exemplary embodiments are not to be understood as a restriction of the invention. Rather, numerous changes and modifications are possible within the scope of the present disclosure, in particular those variants, elements and combinations and / or materials, which, for example, by combination or modification of individual in conjunction with the in and described in the general description and embodiments and the claims Features or elements contained in the drawings or process steps for those skilled in the art with regard to the solution to the problem can be found and, through combinable features, lead to a new object or to new process steps or process step sequences, also insofar as they relate to manufacturing, testing and working processes.

Claims

Patentansprüche claims
1. Verfahren zum Vorwählen eines Ganges eines nicht aktiven Teilgetriebes eines Doppelkupplungssystems in Abhängigkeit von dem Gang des aktiven1. Method for preselecting a gear of a non-active sub-transmission of a double clutch system depending on the gear of the active
Teilgetriebes des Doppelkupplungssystems, wobei das Doppelkupplungssystem in einem ersten Zweig eine erste Kupplung (Ci) , die mit einem ersten Teilgetriebe (Gi) in Verbindung steht, und bei dem in einem zweiten Zweig einer zweiten Kupplung (C2) ein zweites Teilgetriebe (G2) nachgeordnet ist, dadurch gekennzeichnet, dass die Auswahl nach verschiedenen Kriterien erfolgt.Sub-transmission of the double clutch system, the double clutch system in a first branch having a first clutch (Ci ) which is connected to a first sub-transmission (Gi) and in which in a second branch of a second clutch (C 2 ) a second sub-transmission (G 2 ) is subordinate, characterized in that the selection is made according to different criteria.
2. Verfahren nach Anspruch 1 , dadurch gekennzeichnet, dass bei einer normalen Fahrt immer ein höherer Gang vorgewählt wird.2. The method according to claim 1, characterized in that a higher gear is always selected during normal driving.
3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass bei der Vorwahl kein Kick-Down berücksichtigt wird.3. The method according to claim 1 or 2, characterized in that no kick-down is taken into account in the preselection.
4. Verfahren nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass zur Vorwahl die Detektierung einer Abwärts- bzw. Aufwärtsfahrt berücksichtigt wird..4. The method according to any one of claims 1 to 3, characterized in that the detection of a downward or upward journey is taken into account for preselection.
5. Verfahren nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass bei der Abwärtsfahrt und bei der Übertragung eines negativen Drehmomentes zur Eingangswelle des Doppelkupplungssystems keine Vorwahl für einen Kick-5. The method according to any one of claims 1 to 4, characterized in that when driving downward and when transmitting a negative torque to the input shaft of the double clutch system, no preselection for a kick
Down erfolgtDown is done
6. Verfahren nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass für die Gänge: Rückwärts, Neutral, erster Gang, zweiter Gang, dritter Gang, vierter Gang, fünfter Gang des aktiven Teilgetriebes jeweils die folgenden Gänge für das nicht aktive Teilgetriebe jeweils immer vorgewählt werden: Neutral, Neutral, zweiter Gang, dritter Gang, vierter Gang, fünfter Gang, bzw. vierter Gang.6. The method according to any one of claims 1 to 5, characterized in that for the gears: reverse, neutral, first gear, second gear, third gear, fourth gear, fifth gear of the active sub-transmission, the following Gears for the inactive partial transmission are always preselected: neutral, neutral, second gear, third gear, fourth gear, fifth gear or fourth gear.
7. Verfahren nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass für die Gänge: Rückwärts, Neutral, erster Gang, erster Gang, zweiter Gang, zweiter Gang, dritter Gang, dritter Gang, vierter Gang, vierter Gang, fünfter Gang des aktiven Teilgetriebes jeweils die Gänge: Neutral immer, Neutral immer (Ganghebel in Neutral), Neutral bei Fahrzeuggeschwindigkeit < X1A, zweiter Gang bei Fahrzeuggeschwindigkeit > X1 B , erster Gang bei7. The method according to any one of claims 1 to 5, characterized in that for the gears: reverse, neutral, first gear, first gear, second gear, second gear, third gear, third gear, fourth gear, fourth gear, fifth gear of active sub-transmission each have the gears: neutral always, neutral always (gear lever in neutral), neutral at vehicle speed <X1A, second gear at vehicle speed> X1 B, first gear at
Fahrzeuggeschwindigkeit < X2A , dritter Gang bei Fahrzeuggeschwindigkeit > X2B, zweiter Gang bei Fahrzeuggeschwindigkeit < X3A , vierter Gang bei Fahrzeuggeschwindigkeit > X3B, dritter Gang bei Fahrzeuggeschwindigkeit < X4A, fünfter Gang bei Fahrzeugeschwindigkeit > X4B bzw. vierter Gang immer des nicht aktiven Teilgetriebes vorgewählt werden, wobei XnA und XnB zum Definieren des besten vorgewählten Ganges festgelegt werden.Vehicle speed <X2A, third gear at vehicle speed> X2B, second gear at vehicle speed <X3A, fourth gear at vehicle speed> X3B, third gear at vehicle speed <X4A, fifth gear at vehicle speed> X4B or fourth gear of the inactive partial transmission, where XnA and XnB are set to define the best preselected gear.
8. Verfahren nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass für die Gänge: Rückwärts, Neutral, erster Gang, erster Gang, zweiter Gang, zweiter Gang, zweiter Gang, dritter Gang, dritter Gang, vierter Gang, vierter8. The method according to any one of claims 1 to 5, characterized in that for the gears: reverse, neutral, first gear, first gear, second gear, second gear, second gear, third gear, third gear, fourth gear, fourth
Gang, fünfter Gang des aktiven Teilgetriebes jeweils die Gänge: Neutral immer, Neutral immer (Ganghebel in Neutral), Neutral bei Fahrzeuggeschwindigkeit < X1A, zweiter Gang bei Fahrzeuggeschwindigkeit > X1 B , Neutral bei Fahrzeuggeschwindigkeit < X1A , erster Gang bei Fahrzeuggeschwindigkeit < X2A , dritter Gang bei Fahrzeuggeschwindigkeit > X2B, zweiter Gang beiGear, fifth gear of the active partial transmission, the gears: neutral always, neutral always (gear lever in neutral), neutral at vehicle speed <X1A, second gear at vehicle speed> X1 B, neutral at vehicle speed <X1A, first gear at vehicle speed <X2A, third Gear at vehicle speed> X2B, second gear at
Fahrzeuggeschwindigkeit < X3A , vierter Gang bei Fahrzeuggeschwindigkeit > X3B, dritter Gang bei Fahrzeuggeschwindigkeit < X4A, fünfter Gang bei Fahrzeuggeschwindigkeit > X4B bzw. vierter Gang immer des nicht aktiven Teilgetriebes vorgewählt werden, wobei XnA und XnB zum Definieren des besten vorgewählten Ganges festgelegt werden. Vehicle speed <X3A, fourth gear at vehicle speed> X3B, third gear at vehicle speed <X4A, fifth gear at vehicle speed> X4B or fourth gear of the non-active partial transmission are always preselected, whereby XnA and XnB are defined to define the best preselected gear.
9. Verfahren nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass, um ein Schwingen beim Schalten bei schnellen Geschwindigkeitsänderungen zu vermeiden, ein Zeitgeber vorgesehen wird, der eine Zeit zur Änderung der Gangvorwahl bevor die Vorwahl angefordert wird, festlegt.9. The method according to any one of claims 1 to 8, characterized in that, in order to avoid oscillation when shifting when there are rapid changes in speed, a timer is provided which specifies a time for changing the gear preselection before the preselection is requested.
10. Verfahren nach einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, dass zur Ausführung eines Tip-In (Kick-Down) die Stellung des Gaspedals oder die Bewegung desselben ermittelt und eine geeignete Tip-In- Gangvorwahl vorgewählt wird, bevor ein hinterlegtes Schaltmuster den selben Tip-In detektiert.10. The method according to any one of claims 1 to 9, characterized in that for executing a tip-in (kick-down), the position of the accelerator pedal or the movement thereof is determined and a suitable tip-in gear preselection is preselected before a stored shift pattern detected the same tip-in.
11. Verfahren nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass beim scharfen Bremsen (Notbremsung) Neutral vorgewählt wird.11. The method according to any one of claims 1 to 10, characterized in that neutral is preselected when braking sharply (emergency braking).
12. Verfahren nach einem der Ansprüche 1 bis 11 , dadurch gekennzeichnet, dass bei Abweichungen vom Fahrmodus die Fahrzeuggeschwindigkeiten und/oder die Hysterese vom Fahrmodus abhängig abweichend kalibriert werden.12. The method according to any one of claims 1 to 11, characterized in that in the event of deviations from the driving mode, the vehicle speeds and / or the hysteresis are calibrated differently depending on the driving mode.
13. Verfahren nach einem der Ansprüche 1 bis 12, dadurch gekennzeichnet, dass bei starker Belastung oder beim Aufwärtsfahren zur Gangvorwahl das13. The method according to any one of claims 1 to 12, characterized in that in the case of heavy load or when driving up to the gear preselection
Antriebsmoment am Antriebsstrang (aktives Kupplungsdrehmoment) in Betracht gezogen wird, wenn der Vorwählgang definiert wird.Drive torque on the drivetrain (active clutch torque) is taken into account when defining the pre-selection gear.
14. Verfahren nach einem der Ansprüche 1 bis 13, dadurch gekennzeichnet, dass beim Freischaukeln, insbesondere im Wintermodus der zweite Gang und der14. The method according to any one of claims 1 to 13, characterized in that when rocking free, in particular in winter mode, the second gear and the
Rückwärtsgang vorgewählt werden.Reverse gear can be selected.
15. Verfahren nach einem der Ansprüche 1 bis 14, dadurch gekennzeichnet, dass beim Bremsen oder Beschleunigen die Fahrzeuggeschwindigkeit bei der Vorwahl berücksichtigt wird 15. The method according to any one of claims 1 to 14, characterized in that the vehicle speed is taken into account in the preselection when braking or accelerating
16. Verfahren nach einem der Ansprüche 1 bis 15, dadurch gekennzeichnet, dass dann, wenn das Fahrzeug aufwärts fährt und die Geschwindigkeit unter eine Grenze verringert wird ein niedrigerer Gang vorgewählt wird.16. The method according to any one of claims 1 to 15, characterized in that when the vehicle is traveling upwards and the speed is reduced below a limit, a lower gear is selected.
17. Notschalteinrichtung, insbesondere für ein nach dem Verfahren nach einem der Ansprüche 1 bis 16 betriebenen Doppelkupplungssystem, bei dem in einem ersten Zweig eine erste, durch eine erste Kupplungsaktorik (C1A, C1 M, C1S, C1 L ) betätigbare erste Kupplung (C-t) , die mit einem ersten Teilgtriebe (G2) in Verbindung steht, angeordnet ist, und bei dem in einem zweiten Zweig eine durch eine zweite Kupplungsaktorik (C2A , C2M, C2S, C2L) betätigbare zweite Kupplung (C2) angeordnet ist, die mit einem zweiten Teilgetriebe (G2) in Verbindung steht, dadurch gekennzeichnet, dass ein Notschaltventil (EV) vorgesehen ist, das bei Systemausfall automatisch öffnet, um die erste Kupplung (Ci) und die zweite Kupplung (C2) gleichzeitig drucklos zu schalten und zu öffnen.17. Emergency switching device, in particular for a double clutch system operated according to the method of one of claims 1 to 16, in which in a first branch a first clutch (Ct) which can be actuated by a first clutch actuator (C1A, C1 M, C1S, C1 L) which is in communication with a first Teilgtriebe (G 2) is arranged, and an actuatable by a second clutch actuator (C2A, C2M, C2S, C2L) second clutch (C 2) is arranged in which in a second branch, with is connected to a second sub-transmission (G 2 ), characterized in that an emergency switching valve (EV) is provided which opens automatically in the event of a system failure in order to depressurize and close the first clutch (Ci) and the second clutch (C 2 ) simultaneously to open.
18. Notschalteinrichtung nach Anspruch 17, dadurch gekennzeichnet, dass das Notschaltventil (EV) einen durch einen Haltemagneten (ER) betätigbatren Ventilkörper (VK) aufweist, der bei Systemausfall entregt wird und den18. Emergency switching device according to claim 17, characterized in that the emergency switching valve (EV) has a valve body (VK) which is actuated by a holding magnet (ER) and which is de-energized in the event of a system failure and the
Vetntilkörper (VK) betätigt, so dass Druckmittel aus einer Kolben/Zylinderanordnung (CiS), die ein die erste Kupplung (Ci) betätigendes erstes Kupplungsstellglied (C-|L) betätigt, und aus einer einer Kolben/Zylinderanordnung (C2S), die ein die zweite Kupplung (C2) betätigendes zweites Kupplungsstellglied (C2L) betätigt, gleichzeitig ablassbar ist.Valve body (VK) actuated, so that pressure medium from a piston / cylinder arrangement (CiS) which actuates a first clutch actuator (C-) actuating the first clutch (Ci) and from a piston / cylinder arrangement (C 2 S), which actuates a second clutch actuator (C2L) which actuates the second clutch (C2) and can be released at the same time.
19. Notschalteinrichtung nach Anspruch 17 oder 18, dadurch gekennzeichnet, dass der Haltemagnet (ER) über eine Zugstange (Z) mit dem Ventilkörper (VK) verbunden ist und diesen im erregten Zustand gegen die Kraft eines19. Emergency switching device according to claim 17 or 18, characterized in that the holding magnet (ER) via a pull rod (Z) is connected to the valve body (VK) and this in the excited state against the force of a
Energiespeichers in eine Position vorspannt, in der er eine Druckmittelleitung (Hi) verschließt, die mit dem Zylinderraum der Kolben/Zylinderanordnung (CiS) verbunden ist, die das erste Kupplungsstellglied (C-|L) für die erste Kupplung (C1) betätigt, und eine Druckmittelleitung (H2) verschließt, die mit dem Zylinderraum der Kolben/Zylinderanordnung (C2S) verbunden ist, die das zweite Kupplungsstellglied ((C2L) für die zweite Kupplung (C2) betätigt.Prestresses energy storage in a position in which it has a pressure medium line (Hi) closes, which is connected to the cylinder space of the piston / cylinder arrangement (CiS), which actuates the first clutch actuator (C- | L) for the first clutch (C1), and closes a pressure medium line (H 2 ), which connects with the Cylinder chamber of the piston / cylinder arrangement (C 2 S) is connected, which actuates the second clutch actuator ((C 2 L) for the second clutch (C 2 ).
20. Notschalteinrichtung nach Anspruch 19, dadurch gekennzeichnet, dass der Energiespeicher die Form einer Feder (F) aufweist, die sich einerseits am Gehäuse des Haltemagneten (ER) und andererseits an der Zugstange (Z) abstützt.20. Emergency switching device according to claim 19, characterized in that the energy store has the shape of a spring (F), which is supported on the one hand on the housing of the holding magnet (ER) and on the other hand on the pull rod (Z).
21. Notschalteinrichtung nach einem der Ansprüche 18 bis 20, dadurch gekennzeichnet, dass ein erster Zylinderraum einer weiteren Kolben/Zylinderanordnung (C1M), deren Kolben durch einen ersten Kupplungsaktor (C1A) betätigbar ist, mit dem Zylinderraum der der ersten21. Emergency switching device according to one of claims 18 to 20, characterized in that a first cylinder chamber of a further piston / cylinder arrangement (C 1 M), the piston of which can be actuated by a first clutch actuator (C 1 A), with the cylinder chamber of the first
Kupplung (Ci) zugeordneten Kolben/Zylinderanordnung (C-|S) über eine Druckmittelleitung (Hu) verbunden ist, dass ein erster Zylinderraum einer weiteren Kolben/Zylinderanordnung (C2M) deren Kolben durch einen zweiten Kupplungsaktor (C2A) betätigbar ist, mit dem Zylinderraum der der zweiten Kupplung (C2) zugeordneten Kolben/Zylinderanordnung (C2S) über eineCoupling (Ci) associated piston / cylinder arrangement (C- | S) is connected via a pressure medium line (Hu) that a first cylinder chamber of a further piston / cylinder arrangement (C 2 M) whose piston can be actuated by a second clutch actuator (C 2 A) , with the cylinder space of the piston / cylinder arrangement (C 2 S) assigned to the second clutch (C 2 ) via a
Druckmittelleitung (H22) verbunden ist.Pressure medium line (H 22 ) is connected.
22. Notschalteinrichtung nach Anspruch 21 , dadurch gekennzeichnet, dass bei Systemausfall Druckmittel aus den zu den Kolben/Zylinderanordnungen (C1S, C2S) führenden Leitungen (H1) und (H2) über den betätigten Ventilkörper (VK) zu einem Druckmitteltank (T) abströmt.22. Emergency switching device according to claim 21, characterized in that, in the event of a system failure, pressure medium flows out of the lines (H1) and (H2) leading to the piston / cylinder arrangements (C1S, C2S) via the actuated valve body (VK) to a pressure medium tank (T).
23. Notschalteinrichtung nach Anspruch 22, dadurch gekennzeichnet, dass der Druckmitteltank (T) über eine Leitung (Hι2) mit dem zweiten Zylinderraum der durch den ersten Kupplungsaktor (C-iA) betätigbaren weiteren23. Emergency switching device according to claim 22, characterized in that the pressure medium tank (T) via a line (Hι 2 ) with the second cylinder space which can be actuated by the first clutch actuator (C-iA)
Kolben/Zylinderanordnung (C-|M) an der dem ersten Zylinderraum derselben abgewandten Seite des Kolbens derselben verbunden ist und über eine Leitung (H22) mit dem zweiten Zylinderraum der durch den zweiten Kupplungsaktor (C2A) betätigbaren weiteren Kolben/Zylinderanordnung (C2M) an der dem ersten Zylinderraum abgewandten Seite derselben verbunden ist, Piston / cylinder arrangement (C- | M) on the first cylinder space of the same opposite side of the piston thereof is connected and is connected via a line (H 22 ) to the second cylinder space of the further piston / cylinder arrangement (C 2 M) which can be actuated by the second clutch actuator (C 2 A) on the side thereof remote from the first cylinder space,
PCT/DE2003/000651 2002-03-07 2003-02-28 Method for selecting a gear of an inactive partial transmission of a twin clutch system WO2003074904A2 (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
DE10308691A DE10308691A1 (en) 2002-03-07 2003-02-28 Gear selection method for dual-clutch system for parallel switched gearbox provides pre-selection of gear for inactive parallel drive train dependent on gear selected for active parallel drive train
AU2003218615A AU2003218615A1 (en) 2002-03-07 2003-02-28 Method for selecting a gear of an inactive partial transmission of a twin clutch system
EP03711836A EP1485639A2 (en) 2002-03-07 2003-02-28 Method for selecting a gear of an inactive partial transmission of a twin clutch system
PCT/DE2003/000651 WO2003074904A2 (en) 2002-03-07 2003-02-28 Method for selecting a gear of an inactive partial transmission of a twin clutch system
DE10390911T DE10390911D2 (en) 2002-03-07 2003-02-28 Method for selecting a gear of a non-active sub-transmission of a dual-clutch system
FR0302753A FR2840663A1 (en) 2002-03-07 2003-03-06 METHOD FOR PRESELECTING A SPEED OF A NON-ACTIVE PARTIAL GEAR OF A DUAL CLUTCH SYSTEM

Applications Claiming Priority (16)

Application Number Priority Date Filing Date Title
DE10209917.0 2002-03-07
DE10209917 2002-03-07
DE10308692A DE10308692A1 (en) 2002-03-07 2003-02-28 Gear shifting method for dual-clutch gear shift transmission for automobile has active clutch opened until slip limit is reached with control of torque delivered by engine
DE10308698A DE10308698A1 (en) 2002-03-07 2003-02-28 Starting strategy for dual-clutch gearbox for automobile has drive switched from starting clutch to second clutch upon detection of threshold clutch temperature
DE10308697A DE10308697A1 (en) 2002-03-07 2003-02-28 Gear changing method for dual-clutch gearbox provides downwards gear changing dependent on gear changing mode and/or vehicle parameters
DE10308716A DE10308716A1 (en) 2002-03-07 2003-02-28 Clutch characteristic adaptation method for dual-clutch gearbox for automobile provides zero point adjustment for displacement measurement of clutch actuators during driving
DE10308714A DE10308714A1 (en) 2002-03-07 2003-02-28 Clutch control method for automobile dual-clutch gearbox has clutches controlled for slip regulation during overlapping gear shift
DE10308689A DE10308689A1 (en) 2002-03-07 2003-02-28 Gear changing method for dual-clutch gearbox uses torque control of clutches dependent on gearbox loading and/or gear changing mode
DE10308690A DE10308690A1 (en) 2002-03-07 2003-02-28 Gear changing strategy for automobile dual-clutch gearbox has input shaft of inactive parallel drive train increased during gear pre-selection
DE10308699A DE10308699A1 (en) 2002-03-07 2003-02-28 Creeping torque control method for clutch of automobile automatic transmission controls creeping torque timing and/or characteristic dependent on vehicle operating parameter
DE10308748A DE10308748A1 (en) 2002-03-07 2003-02-28 Process and device for driving a motor vehicle controls a parallel switching gear with a double coupling in the drive train
DE10308712.5A DE10308712B4 (en) 2002-03-07 2003-02-28 Vehicle with a drive train and method for controlling the drive train of a vehicle
PCT/DE2003/000651 WO2003074904A2 (en) 2002-03-07 2003-02-28 Method for selecting a gear of an inactive partial transmission of a twin clutch system
DE10308700.1A DE10308700B4 (en) 2002-03-07 2003-02-28 A method of performing an upshift from an initial gear to a target gear in the dual-clutch transmission of a vehicle
DE10308719A DE10308719A1 (en) 2002-03-07 2003-02-28 Position adjustment method for motion transmission between clutch actuator and spring-loaded clutch
DE10308713.3A DE10308713B4 (en) 2002-03-07 2003-02-28 A dual clutch transmission and method for controlling and / or regulating a dual clutch transmission in a crossover circuit

Publications (2)

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WO2003074904A2 true WO2003074904A2 (en) 2003-09-12
WO2003074904A3 WO2003074904A3 (en) 2004-02-12

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PCT/DE2003/000651 WO2003074904A2 (en) 2002-03-07 2003-02-28 Method for selecting a gear of an inactive partial transmission of a twin clutch system

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EP (1) EP1485639A2 (en)
AU (1) AU2003218615A1 (en)
DE (2) DE10390911D2 (en)
FR (1) FR2840663A1 (en)
WO (1) WO2003074904A2 (en)

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WO2015189065A1 (en) * 2014-06-12 2015-12-17 Jaguar Land Rover Limited Hill ascent method

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DE102022201418A1 (en) 2022-02-11 2023-08-17 Zf Friedrichshafen Ag Shifting procedure for a motor vehicle with a P2 hybrid powertrain in extreme cold

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DE10036820A1 (en) * 1999-08-10 2002-02-07 Daimler Chrysler Ag Dual coupling multi-gear drive has controller predicting future gear change and/or gear ratio for at least some regions of operation taking into account parameter characteristic driving mode
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WO2008145441A1 (en) * 2007-05-25 2008-12-04 Robert Bosch Gmbh Twin clutch transmission with improved reliability
WO2011004108A1 (en) * 2009-07-09 2011-01-13 Peugeot Citroën Automobiles SA Method and device for controlling a gearbox
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WO2015189065A1 (en) * 2014-06-12 2015-12-17 Jaguar Land Rover Limited Hill ascent method
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Also Published As

Publication number Publication date
EP1485639A2 (en) 2004-12-15
FR2840663A1 (en) 2003-12-12
DE10308691A1 (en) 2003-09-18
WO2003074904A3 (en) 2004-02-12
DE10390911D2 (en) 2005-01-05
AU2003218615A1 (en) 2003-09-16

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