WO2003074904A2 - Procede de selection d'un rapport d'une transmission partielle non active d'un systeme a embrayage double - Google Patents

Procede de selection d'un rapport d'une transmission partielle non active d'un systeme a embrayage double 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)
English (en)
Other versions
WO2003074904A3 (fr
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 DE10308697A external-priority patent/DE10308697A1/de
Priority claimed from DE10308698A external-priority patent/DE10308698A1/de
Priority claimed from DE10308716A external-priority patent/DE10308716A1/de
Priority to PCT/DE2003/000651 priority Critical patent/WO2003074904A2/fr
Priority to DE10390911T priority patent/DE10390911D2/de
Priority to EP03711836A priority patent/EP1485639A2/fr
Application filed by Luk Lamellen Und Kupplungsbau Beteiligungs Kg filed Critical Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority claimed from DE10308712.5A external-priority patent/DE10308712B4/de
Priority claimed from DE10308690A external-priority patent/DE10308690A1/de
Priority claimed from DE10308700.1A external-priority patent/DE10308700B4/de
Priority claimed from DE10308714A external-priority patent/DE10308714A1/de
Priority to DE10308691A priority patent/DE10308691A1/de
Priority claimed from DE10308748A external-priority patent/DE10308748A1/de
Priority claimed from DE10308699A external-priority patent/DE10308699A1/de
Priority claimed from DE10308692A external-priority patent/DE10308692A1/de
Priority claimed from DE10308689A external-priority patent/DE10308689A1/de
Priority to AU2003218615A priority patent/AU2003218615A1/en
Priority claimed from DE10308713.3A external-priority patent/DE10308713B4/de
Priority claimed from DE10308719A external-priority patent/DE10308719A1/de
Priority to FR0302753A priority patent/FR2840663A1/fr
Publication of WO2003074904A2 publication Critical patent/WO2003074904A2/fr
Publication of WO2003074904A3 publication Critical patent/WO2003074904A3/fr

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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
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    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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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
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    • 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
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    • 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
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    • 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
    • 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
    • F16D2500/1026—Hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3108—Vehicle speed
    • F16D2500/3111—Standing still, i.e. signal detecting when the vehicle is standing still or bellow a certain limit speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • 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
    • F16H2061/0496—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
    • 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
    • F16H61/26—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
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • 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
    • F16H2306/18—Preparing coupling or engaging of future gear
    • 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
    • F16H2306/42—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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé de présélection d'un rapport d'une transmission partielle non active d'un système à embrayage double, en fonction du rapport de la transmission partielle active du système à embrayage double. Ledit système à embrayage double comporte, dans une première branche, un premier embrayage (C1) connecté à une première transmission partielle (G1), et, dans une deuxième branche, un deuxième embrayage (C2) monté en amont d'une deuxième transmission partielle (G2). La présélection des rapports est effectuée selon divers critères.
PCT/DE2003/000651 2002-03-07 2003-02-28 Procede de selection d'un rapport d'une transmission partielle non active d'un systeme a embrayage double WO2003074904A2 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
AU2003218615A AU2003218615A1 (en) 2002-03-07 2003-02-28 Method for selecting a gear of an inactive partial transmission of a twin clutch system
DE10308691A DE10308691A1 (de) 2002-03-07 2003-02-28 Verfahren zum Auswählen eines Ganges eines nicht aktiven Teilgetriebes eines Doppelkupplungssystems
PCT/DE2003/000651 WO2003074904A2 (fr) 2002-03-07 2003-02-28 Procede de selection d'un rapport d'une transmission partielle non active d'un systeme a embrayage double
DE10390911T DE10390911D2 (de) 2002-03-07 2003-02-28 Verfahren zum Auswählen eines Ganges eines nicht aktiven Teilgetriebes eines Doppelkupplungssystems
EP03711836A EP1485639A2 (fr) 2002-03-07 2003-02-28 Procede de selection d'un rapport d'une transmission partielle non active d'un systeme a embrayage double
FR0302753A FR2840663A1 (fr) 2002-03-07 2003-03-06 Procede pour preselectionner une vitesse d'un engrenage partiel non actif d'un systeme de double embrayage

Applications Claiming Priority (16)

Application Number Priority Date Filing Date Title
DE10209917.0 2002-03-07
DE10209917 2002-03-07
PCT/DE2003/000651 WO2003074904A2 (fr) 2002-03-07 2003-02-28 Procede de selection d'un rapport d'une transmission partielle non active d'un systeme a embrayage double
DE10308700.1A DE10308700B4 (de) 2002-03-07 2003-02-28 Verfahren zum Durchführen einer Hochschaltung von einem Anfangsgang in einen Zielgang bei dem Doppelkupplungsgetriebe eines Fahrzeuges
DE10308697A DE10308697A1 (de) 2002-03-07 2003-02-28 Doppelkupplungsgetriebe und Verfahren zum Durchführen einer Schaltung bei einem Doppelkupplungsgetriebe
DE10308716A DE10308716A1 (de) 2002-03-07 2003-02-28 Verfahren zur Anpassung der Kupplungskennlinien in einem Doppelkuppllungssystem
DE10308690A DE10308690A1 (de) 2002-03-07 2003-02-28 Getriebe und Schaltstrategie für ein Getriebe, insbesondere für ein Doppelkupplungsgetriebe, eines Fahrzeuges
DE10308699A DE10308699A1 (de) 2002-03-07 2003-02-28 Getriebe und Verfahren zum Ansteuern eines Kriechmomentes bei einem automatischen Getriebe eines Fahrzeuges
DE10308692A DE10308692A1 (de) 2002-03-07 2003-02-28 Verfahren zum Durchführen einer Schaltung bei einem Doppelkupplungsgetriebe
DE10308689A DE10308689A1 (de) 2002-03-07 2003-02-28 Doppelkupplungsgetriebe und Verfahren zum Durchführen einer Schaltung bei einem Doppelkupplungsgetriebe
DE10308698A DE10308698A1 (de) 2002-03-07 2003-02-28 Getriebe und Anfahrstrategie für ein Getriebe, insbesondere für ein Doppelkupplungsgetriebe, eines Fahrzeuges
DE10308713.3A DE10308713B4 (de) 2002-03-07 2003-02-28 Doppelkupplungsgetriebe und Verfahren zum Steuern und/oder Regeln eines Doppelkupplungsgetriebes bei einer Überschneidungsschaltung
DE10308719A DE10308719A1 (de) 2002-03-07 2003-02-28 Steuereinrichtung und Verfahren zum Positionsabgleich in einer Bewegungsübertragung
DE10308748A DE10308748A1 (de) 2002-03-07 2003-02-28 Verfahren, Vorrichtung und deren Verwendung zum Betrieb eines Kraftfahrzeuges, insbesondere zur Ansteuerung eines Parallelschaltgetriebes
DE10308712.5A DE10308712B4 (de) 2002-03-07 2003-02-28 Fahrzeug mit einem Antriebsstrang und Verfahren zum Regeln des Antriebsstranges eines Fahrzeuges
DE10308714A DE10308714A1 (de) 2002-03-07 2003-02-28 Doppelkupplungsgetriebe und Verfahren zum Steuern von wenigstens zwei Kupplungen bei einem Doppelkupplungsgetriebe eines Fahrzeuges

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WO2008145441A1 (fr) * 2007-05-25 2008-12-04 Robert Bosch Gmbh Transmission à double embrayage à sûreté intégrée améliorée
WO2011004108A1 (fr) * 2009-07-09 2011-01-13 Peugeot Citroën Automobiles SA Procede et dispositif pour piloter une boîte de vitesses
WO2015189065A1 (fr) * 2014-06-12 2015-12-17 Jaguar Land Rover Limited Procédé de montée en côte

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DE102020111402A1 (de) 2020-04-27 2021-10-28 Audi Aktiengesellschaft Notbremsen eines Kraftfahrzeugs mittels eines Doppelkupplungsgetriebes
DE102022201418A1 (de) 2022-02-11 2023-08-17 Zf Friedrichshafen Ag Schaltverfahren für ein Kraftfahrzeug mit einem P2-Hybridantriebsstrang bei extremer Kälte

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DE19937716C1 (de) * 1999-08-10 2000-11-30 Daimler Chrysler Ag Doppelkupplungs-Mehrganggetriebe
WO2001084019A1 (fr) * 2000-04-28 2001-11-08 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Dispositif d'actionnement pour une transmission a double embrayage
DE10036820A1 (de) * 1999-08-10 2002-02-07 Daimler Chrysler Ag Doppelkupplungs-Mehrganggetriebe

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DE19937716C1 (de) * 1999-08-10 2000-11-30 Daimler Chrysler Ag Doppelkupplungs-Mehrganggetriebe
DE10036820A1 (de) * 1999-08-10 2002-02-07 Daimler Chrysler Ag Doppelkupplungs-Mehrganggetriebe
WO2001084019A1 (fr) * 2000-04-28 2001-11-08 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Dispositif d'actionnement pour une transmission a double embrayage

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008145441A1 (fr) * 2007-05-25 2008-12-04 Robert Bosch Gmbh Transmission à double embrayage à sûreté intégrée améliorée
WO2011004108A1 (fr) * 2009-07-09 2011-01-13 Peugeot Citroën Automobiles SA Procede et dispositif pour piloter une boîte de vitesses
FR2947880A1 (fr) * 2009-07-09 2011-01-14 Peugeot Citroen Automobiles Sa Procede et dispositif pour piloter une boite de vitesses
CN102472387A (zh) * 2009-07-09 2012-05-23 标致·雪铁龙汽车公司 用于控制变速箱的方法和装置
WO2015189065A1 (fr) * 2014-06-12 2015-12-17 Jaguar Land Rover Limited Procédé de montée en côte
US10253871B2 (en) 2014-06-12 2019-04-09 Jaguar Land Rover Limited Hill ascent method

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

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