WO2003074907A2 - Boite de vitesses a double embrayage et procede permettant d'effecteur un changement de vitesse dans une boite de vitesses a double embrayage - Google Patents

Boite de vitesses a double embrayage et procede permettant d'effecteur un changement de vitesse dans une boite de vitesses a double embrayage Download PDF

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Publication number
WO2003074907A2
WO2003074907A2 PCT/DE2003/000654 DE0300654W WO03074907A2 WO 2003074907 A2 WO2003074907 A2 WO 2003074907A2 DE 0300654 W DE0300654 W DE 0300654W WO 03074907 A2 WO03074907 A2 WO 03074907A2
Authority
WO
WIPO (PCT)
Prior art keywords
torque
phase
speed
gear
clutch
Prior art date
Application number
PCT/DE2003/000654
Other languages
German (de)
English (en)
Other versions
WO2003074907A3 (fr
Inventor
Jürgen BENZ
Reinhard Berger
Lidvar Budal
Dietmar Lang
Wolfgang Niessen
Alexander Schweizer
Brad Shellhammer
Jeremy Whitmer
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 DE10308690A external-priority patent/DE10308690A1/de
Priority claimed from DE10308712.5A external-priority patent/DE10308712B4/de
Priority claimed from DE10308697A external-priority patent/DE10308697A1/de
Priority to PCT/DE2003/000654 priority Critical patent/WO2003074907A2/fr
Priority to AU2003218617A priority patent/AU2003218617A1/en
Priority to EP03711838A priority patent/EP1485642A2/fr
Application filed by Luk Lamellen Und Kupplungsbau Beteiligungs Kg filed Critical Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority claimed from DE10308698A external-priority patent/DE10308698A1/de
Priority claimed from DE10308748A external-priority patent/DE10308748A1/de
Priority claimed from DE10308714A external-priority patent/DE10308714A1/de
Priority claimed from DE10308713.3A external-priority patent/DE10308713B4/de
Priority to DE10308689A priority patent/DE10308689A1/de
Priority claimed from DE10308691A external-priority patent/DE10308691A1/de
Priority claimed from DE10308719A external-priority patent/DE10308719A1/de
Priority claimed from DE10308716A external-priority patent/DE10308716A1/de
Priority claimed from DE10308700.1A external-priority patent/DE10308700B4/de
Priority to DE10390914T priority patent/DE10390914D2/de
Priority claimed from DE10308692A external-priority patent/DE10308692A1/de
Priority claimed from DE10308699A external-priority patent/DE10308699A1/de
Priority to FR0302761A priority patent/FR2837256A1/fr
Publication of WO2003074907A2 publication Critical patent/WO2003074907A2/fr
Publication of WO2003074907A3 publication Critical patent/WO2003074907A3/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0437—Smoothing ratio shift by using electrical signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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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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    • 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
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    • 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
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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
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    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/08—Range selector apparatus
    • F16H2059/082—Range selector apparatus with different modes
    • F16H2059/087—Winter mode, e.g. to start on snow or slippery surfaces
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    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H2059/506—Wheel slip
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    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H2059/6807—Status of gear-change operation, e.g. clutch fully engaged
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    • 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
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    • 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
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    • 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
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    • 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
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    • 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
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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
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    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/14—Skipping gear shift
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    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/42—Changing the input torque to the transmission
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    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/44—Removing torque from current gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/52—Applying torque to new gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/54—Synchronizing engine speed to transmission input speed
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    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/02—Driving off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/08—Rocking
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    • F16H—GEARING
    • F16H2342/00—Calibrating
    • F16H2342/04—Calibrating engagement of friction elements
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    • F16H—GEARING
    • F16H2342/00—Calibrating
    • F16H2342/06—Determining which part to calibrate or timing of calibrations
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    • 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
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    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • 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
    • F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse 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
    • 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
    • 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
    • F16H63/502—Signals to an engine or motor for smoothing gear shifts

Definitions

  • the invention relates to a double clutch transmission and a method for performing a shift in a double clutch transmission with at least two transmission input shafts.
  • Parallel shift transmissions or double clutch transmissions and a method for performing a shift in a double clutch transmission are known from vehicle technology.
  • a shift can be carried out without interrupting the tractive force as long as the target gear and the current gear or the initial gear are in engagement with different transmission input shafts.
  • one gear or several gears are to be skipped in a shift, so that the target gear and the starting gear are in engagement with the same transmission input shaft, i.e. the fact that the target gear is not the next higher or lower gear cannot be realized with the known method of a shift-free interruption, because no change of the transmitted input shaft is carried out with this shift. This results in less comfort for the driver with this circuit.
  • the object of the invention is to propose a double clutch transmission and a method of the type mentioned in the introduction in order to carry out shifting operations that are as comfortable as possible without interrupting the tractive force.
  • the object of the invention is achieved by an inventive method for performing a shift in a double clutch transmission with at least two
  • Gearbox input shafts solved in which a torque control is carried out on the clutches assigned to the gearbox input shafts as a function of the load condition of the double clutch gearbox and / or the type of shifting.
  • the torque in the drive train is controlled by coordinated actions of the two clutches and the engine such that preferably suppresses drive train vibrations be and a maximum driving comfort is made possible.
  • the torque control is preferably divided into several phases.
  • a general shift strategy is proposed, in particular for shifts in which the starting gear and the target gear are assigned to different transmission input shafts.
  • the still torque-transmitting clutch of the first transmission input shaft which is assigned to the starting gear, is opened and that a check is carried out at the end of the first phase (phase 1), whether the drive train is in overrun or pull operation.
  • a slip reserve can be built up by keeping the clutch torque constant and / or by appropriately increasing the engine torque as a function of the driver's desired torque, the engine speed being adjusted to a target speed.
  • the target speed can, for. B. in train operation by the maximum of the starting gear speed and the target gear speed plus the slip reserve and in overrun mode by the minimum of the starting gear speed and the target gear speed minus the slip reserve. It is also possible that if the engine torque is not sufficient to reach the target speed, the clutch torque of the torque-transmitting clutch is additionally reduced.
  • the torque on the torque-transmitting clutch can be reduced to the value 0 using a predetermined ramp function or the like, while at the same time the torque on the clutch of the target gear is increased to the slip limit.
  • the engine speed can be coordinated with the target speed by increasing (in overrun mode) or reducing (in train mode) the engine torque depending on the driver's desired torque during a next phase (phase 5).
  • the target engine speed can be determined, for example, in train operation by the target gear speed and the slip reserve and in overrun mode by the target gear speed and the slip reserve.
  • phase 6 a slip-stick transition is realized by a corresponding reduction or increase in the engine torque as a function of the driver's desired torque and / or by closing the clutch of the target gear in order to ensure a smooth transition
  • the engine torque is preferably reduced in train operation and increased in overrun.
  • phases mentioned are supplemented by further phases or that phases are omitted.
  • the phases can also be combined with one another as desired.
  • the object of the present invention is proposed by a method according to the invention for performing a shift in a dual clutch transmission with at least two transmission input shafts, in which a shift is made from the starting gear into an intermediate gear which is in engagement with the other, second transmission input shaft.
  • This intermediate gear can then transmit a moment to the output, while the initial gear is switched to the target gear on the first transmission input shaft.
  • this special shifting can also be carried out comfortably without interrupting the tractive force.
  • phase 1 a first phase (phase 1) z. B. the torque transmitting clutch of the first transmission input shaft is opened. At the end of the first phase, it is checked whether the drive train is in overrun or pull operation.
  • a second phase (phase 2 ') of the method according to the invention can provide that when the clutch of the first transmission input shaft slips, a slip reserve is preferably built up by keeping the clutch torque constant and / or by appropriately increasing the engine torque as a function of the driver's desired torque, the engine speed being at a desired speed is adjusted.
  • the target speed can be determined, for example, in train operation or operation by the maximum of the starting gear speed and the intermediate gear speed plus the slip reserve, the starting gear speed the speed of the first transmission input shaft when the starting gear is engaged and the intermediate gear speed the speed of the second transmission input shaft when the intermediate gear is engaged.
  • the target speed z. B. by the minimum of
  • Starting gear speed and the intermediate gear speed minus the slip reserve can be determined.
  • phase 2 ' it is conceivable that in the context of the second phase (phase 2 '), if the engine torque is not sufficient to reach the target speed, the clutch torque of the torque-transmitting clutch, for. B. the first transmission input shaft is reduced.
  • the clutch torque of the starting gear or the first transmission input shaft can be reduced to the value 0 with a predetermined ramp function, while z. B. at the same time the clutch torque of the clutch of the intermediate gear or the second transmission input shaft is increased to the slip limit.
  • the clutch torque can preferably be reduced linearly via a constant ramp function or the like.
  • a fourth phase (phase 4) of the method according to the invention it can be provided that the starting gear is removed and the target gear is engaged when changing gear.
  • the second phase (phase 2 ') can be repeated after the fourth phase (phase 4), the
  • the target speed in train operation is determined by the maximum of the intermediate gear speed and the target gear speed plus the slip reserve.
  • the target speed can be determined by the minimum of the intermediate gear speed and the target gear speed minus the slip reserve.
  • the target gear speed is the speed of the first transmission input shaft when the target gear is engaged.
  • the third phase (phase 3) can be repeated for cross-fading, the clutch torque on the clutch of the intermediate gear or the second transmission input shaft having a predetermined ramp function to the value 0 is reduced while z. B. at the same time the clutch torque of the clutch of the target gear or the second transmission input shaft is increased to the slip limit.
  • phase 5 For engine synchronization, it can be provided in a fifth phase (phase 5) that by increasing or reducing the engine torque as a function of the driver's desired torque, the engine speed is coordinated with the target speed, the target speed in train operation being determined by the target gear speed and the slip reserve , In overrun mode, the target speed is determined by the target gear speed minus the slip reserve.
  • phase 6 a slip-grip transition is realized by a corresponding reduction in the engine torque as a function of the driver's desired torque and / or by closing the clutch of the target gear in order to ensure a smooth transition reach and finish the circuit.
  • a variable torque replenishment takes place on the clutches of the transmission input shafts, in particular during downshifts in train operation.
  • the speed of the motor should be above the speed of the first transmission input shaft with which the target gear is engaged in order to achieve a cross-fade or overlap with positive abrasion moments.
  • This speed adjustment can be carried out according to the invention by a positive motor torque intervention in order to To reach the target speed.
  • the positive engine torque intervention can preferably be implemented in the case of part-load circuits.
  • a further variant of the method according to the invention can provide that, for example, at the beginning of the circuit for torque control on the clutches of the transmission input shafts, a load and speed-dependent filling torque or level is determined and changed for speed adjustment during the switching, so that the filling torque on the clutches during the Speed adjustment can be set variably. Either the filling torque or level on the drive or on the output during a shift can be controlled. For example, that
  • Fill torque level on the output must be constant so that the driver perceives a constant output torque during the speed adjustment. If the fill torque level at the drive is constant, the speed can be adjusted with a constant speed change of the motor.
  • the filling torque at the output torque can advantageously be variably set by coupling the initial gear or the first transmission input shaft. This results in advantages in terms of switching time and spontaneity, particularly in the case of kickdown downshifts.
  • the engine interventions can be carried out at low load in order to enable the engine to be revved up quickly.
  • the relatively slow approach to the slip limit can be omitted if there is sufficient load. This makes train downshifts even more spontaneous.
  • the speed adjustment can z. B. Orientate to the target speed of the new gear. In this way, the driver does not notice the engagement of an intermediate gear on the inactive sub-transmission.
  • the target gear is used as the basis for determining the level of the filling torque or the filling torque.
  • the speed adjustment can always be based on the target gear speed and not on the intermediate gear speed. In this way driving comfort is increased so that the driver does not notice the engagement of the intermediate gear on the inactive sub-transmission.
  • the level of the filling torque is first reduced and then kept constant for a predetermined time before it is correspondingly rebuilt at the end of the speed adjustment.
  • the filling level of the slipping clutch for example of the first transmission input shaft, is increased again to the drive torque. This allows the speed to be kept constant at the target gear speed. This is particularly important if the target gear is not yet engaged in the partial transmission.
  • a continuous calculation of the filling level can be carried out. This can preferably be divided into three sections. In a first section, the filling level z. B. degraded linearly. Thereafter, the filling level can be kept at a predetermined level during a second section, and then during a third section at the end of the speed adjustment z. B. speed and / or slip dependent.
  • the object of the invention is achieved by a double clutch transmission.
  • the dual clutch transmission according to the invention with at least two transmission input shafts can preferably be used to carry out the methods described above.
  • the double clutch transmission has at least one device for torque control as a function of the load condition of the double clutch transmission and / or the type of shifting on the clutches assigned to the transmission input shafts.
  • FIG. 1 shows a flow diagram of a first exemplary embodiment of a method according to the invention
  • FIG. 3 shows a flow diagram of a second exemplary embodiment of the method according to the invention
  • FIG. 4 curves of the engine speed, the engine torque, the clutch torque and the respective gear for three different upshifts according to FIG. 3;
  • FIG. 5 curves of the engine speed, the engine torque, the clutch torque and the respective gear for three different thrust upshifts according to FIG. 3;
  • FIG. 6 curves of the engine speed, the engine torque, the clutch torque and the respective gear for three different train downshifts according to FIG. 3;
  • FIG. 9 shows a schematic course of the filling torque level according to a third
  • Figure 10 shows schematic curves of different speeds
  • FIG. 11 shows schematic curves of different speeds and the clutch torque and the engine torque in a double downshift according to the third exemplary embodiment of the method according to the invention, the target gear having already been engaged;
  • FIG. 12 shows schematic profiles of different speeds, the clutch torque and the engine torque of a double downshift according to the third exemplary embodiment of the method according to the invention, the target gear not being engaged when the target speed has been reached;
  • FIG. 13 shows schematic curves of different speeds, the clutch torque and the engine torque in a double downshift according to the third exemplary embodiment of the method according to the invention, the target speed being reached before the overlap on the intermediate gear.
  • FIG. 1 shows a flow chart of a first exemplary embodiment of the method according to the invention for performing a shift between two gears of different transmission input shafts in a double clutch transmission.
  • the couplings of the Double clutch transmission controlled accordingly in order to enable a shift-free interruption.
  • a change is made in a first phase (phase 1) on the torque-transmitting clutch from the state of sticking to the state of slipping.
  • the torque-transmitted clutch of the first transmission input shaft is brought into the slip state by linearly reducing the clutch torque.
  • phase 2 a decision is made as to whether the drive train is in the pulling or pushing state. If there is no slip, the first phase (phase 1) is repeated. If there is slippage, it is checked whether the slippage on the transmitted clutch is positive or negative in order to determine whether there is a pulling or pushing operation. Train operation is with positive slip if the engine speed is greater than the speed of the transmission input shaft. If the engine speed is less than the speed of the transmission input shaft in the event of a negative slip, the overrun mode is present. Then the second phase (phase 2) begins.
  • phase 2 when the clutch of the first transmission input shaft slips, a slip reserve is maintained by keeping the clutch torque constant and / or by appropriately increasing the engine torque
  • the target speed can, for. B. in train operation by the maximum of the starting gear speed and the target gear speed plus the slip reserve and in overrun by the minimum of the starting gear speed and the target gear speed minus the slip reserve. It is also possible that if the engine torque is not sufficient to reach the target speed, the clutch torque of the torque-transmitting clutch is additionally reduced.
  • phase 3 for cross-fading, the torque on the torque-transmitting clutch is reduced to the value 0 using a predetermined ramp function or the like, while at the same time the torque on the clutch of the target gear is increased to the slip limit.
  • phase 5 an increase (in overrun mode) or a reduction (in train mode) in the engine torque depending on the Driver's desired torque, the engine speed is coordinated with the target speed.
  • the target engine speed can be determined, for example, in train operation by the target gear speed and the slip reserve and in overrun mode by the target gear speed and the slip reserve.
  • phase 6 a slip-stick transition is achieved by a corresponding reduction (in train operation) or increase (in overrun operation) as a function of the driver's desired torque and / or by closing the clutch of the target gear is realized in order to achieve a smooth transition. Then it is checked whether the clutch is stuck, if no this phase (phase 6) is repeated and if so the shift is complete.
  • the proposed control strategy is illustrated in FIG. 2 on the basis of various shift types, namely the train upshift, the push upshift, the train downshift and the push downshift.
  • Three diagrams arranged one above the other are shown for each circuit type. The diagram shows the course of various variables during the respective switching over time or over the switching phases.
  • the curve of the engine speed with a solid line I the curve of the speed of the second transmission input shaft (assigned to the target gear) with the solid line A and the speed of the first transmission input shaft (assigned to the initial gear) with the solid line B for the different phases over time.
  • the second line shows the current engine torque with a solid line and the driver's desired torque with a dashed line over time.
  • the third line shows the torque transmitted by the second clutch with a solid line A and the torque transmitted by the first clutch with a solid line B over time.
  • phase 2 the torque of the clutch still transmitting should be at the slip limit being held.
  • phase 3 the torque of the target gear is brought to the expected slip limit and in phase 5 it is kept at the slip limit.
  • FIG. 3 shows a flow diagram of a second exemplary embodiment of the method according to the invention for performing a shift between two gears of the same transmission input shaft in a double clutch transmission.
  • the clutches of the dual clutch transmission are controlled accordingly by the method according to the invention, in order to enable a shift-free interruption in the traction force.
  • phase 1 the torque-transmitting clutch changes from the sticking state to the slipping state.
  • the torque-transmitted clutch of the first transmission input shaft is brought into the slip state by linearly reducing the clutch torque.
  • phase 2 ' a decision is made as to whether the drive train is in the pulling or pushing state. If there is no slip, the first phase (phase 1) is repeated. If there is slippage, it is checked whether the slippage on the transmitted clutch is positive or negative in order to determine whether there is a pulling or pushing operation. Train operation is with positive slip if the engine speed is greater than the speed of the transmission input shaft. If the engine speed is less than the speed of the transmission input shaft in the event of a negative slip, the overrun mode is present. Then the second phase (phase 2 ') begins.
  • a so-called slip reserve is built up.
  • the torque of the transmitting clutch can be kept constant or at the slip limit.
  • the engine speed is brought to a target speed by suitably increasing or decreasing the engine torque with respect to the desired driver torque. If the engine torque is insufficient to reach the target speed within an acceptable time, the torque of the transmitting clutch can be reduced, for example.
  • the target speed is the maximum of the starting gear speed and the intermediate gear speed when the intermediate gear is switched plus a hatch reserve.
  • the target speed is defined by the minimum of the starting gear speed and the intermediate gear speed minus the slip reserve, the starting gear speed being the speed of the first transmission input shaft when the starting gear is engaged and the intermediate gear speed is the speed of the second transmission input shaft in the intermediate gear.
  • phase 3 the cross-fading is carried out.
  • the torque of the transmitted clutch which is assigned to the first gear input shaft engaged with the starting gear, is preferably determined via a constant ramp z.
  • B linearly reduced to the value 0, while at the same time the torque of the clutch of the intermediate gear is driven to the slip limit.
  • the third phase (phase 3) is identical for train and push operations.
  • phase 4 the gear change is carried out from the starting gear to the intermediate gear, the starting gear being removed and the intermediate gear being engaged.
  • the target speed is determined by the maximum of the intermediate gear speed and the target gear speed plus the slip reserve, and in overrun mode the target speed is determined by the minimum of the intermediate gear speed and the target gear speed minus the slip reserve.
  • the target gear speed is the speed of the first transmission input shaft when the target gear is engaged.
  • the third phase (phase 3) can be repeated for cross-fading, the clutch torque of the intermediate gear, ie the second transmission input shaft, being reduced to the value 0 with a constant ramp function, while at the same time the clutch torque of the clutch of the target gear is driven to the slip limit.
  • a fifth phase the motor synchronization is carried out.
  • the engine speed can be brought to a desired target speed. If the engine torque is insufficiently large or small to reach the target speed within an acceptable time, z. B. in addition, the torque of the clutch of the target gear can be increased.
  • the target speed for train shifts is determined by the target gear speed and the slip reserve. In overrun circuits, the target speed is determined by the target gear speed minus the slip reserve.
  • a sixth phase the torque-transmitting clutch changes from the slip state to the sticking state. This is achieved by a suitable increase (in overrun mode) or decrease (in train mode) of the engine torque with respect to the driver's desired torque and / or by closing the clutch of the target gear or the first transmission input shaft until the clutch no longer slips.
  • the slip-stick transition should be carried out with a smoothing in order to achieve a smooth transition and in this way to avoid jerking movements when switching.
  • the sixth phase (phase 6) can be repeated until the clutch sticks and the target gear is engaged in order to end the shifting by the method according to the invention.
  • FIGS. 4 to 7 each show 12 diagrams in three columns, the diagrams in each column being assigned to a specific circuit.
  • the curve of the engine speed with a solid line I the curve of the speed of the second transmission input shaft (assigned to target gear) with the solid line II and the speed of the first transmission input shaft (assigned to the initial gear) with dashed line for different gear changes represented the time.
  • the second line shows the current engine torque with a solid line and the driver's desired torque with a dashed line over time.
  • the third line shows the torque transmitted by the second clutch with a solid line A and the torque transmitted by the first clutch with a dashed line B over time.
  • the fourth line shows the gears of the transmission input shafts in each case over the phases of the shift, the solid line B identifying the engaged gears of the first transmission input shaft and the dashed line A identifying the engaged gears of the second transmission input shaft.
  • the first clutch is the first Gearbox input shaft and the second clutch assigned to the second gearbox input shaft.
  • FIG. 4 are diagrams for various train upshifts.
  • the left column of FIG. 4 shows the diagrams which result from a 2- (1) -4 train upshift, the intermediate gear being given in brackets. In this case, the gear ratio of the intermediate gear is greater than the gear ratio of the initial gear.
  • the middle column in Figure 4 shows a 2- (3) -4 train upshift, the gear ratio of the intermediate gear being between the gear ratio of the starting gear and the target gear.
  • the right column in Figure 4 shows a 2- (5) -4 train upshift, the gear ratio of the intermediate gear being smaller than the gear ratio of the target gear.
  • FIG. 5 shows diagrams for various boost upshifts.
  • the left column of FIG. 5 shows a 2- (1) -4 thrust upshift, in which the gear ratio of the intermediate gear is greater than the gear ratio of the initial gear.
  • a 2- (3) -4 thrust upshift is shown, in which the gear ratio of the intermediate gear lies between the gear ratio of the starting gear and the target gear.
  • the right column of FIG. 5 shows a 2- (5) -4 thrust upshift, in which the gear ratio of the intermediate gear is smaller than the gear ratio of the target gear.
  • FIG. 6 shows diagrams for different train backward calculations.
  • a 4- (1) -2 train downshift is shown in the left column, with the gear ratio of the intermediate gear being greater than the gear ratio of the target gear.
  • a 4- (3) -2 train downshift is indicated, whereby this ratio of the intermediate gear lies between the ratio of the initial gear and the target gear.
  • the right column shows a 4- (5) -2 train downshift, whereby the gear ratio of the intermediate gear is smaller than the gear ratio of the starting gear.
  • FIG. 7 shows diagrams for various thrust downshifts.
  • the left column of FIG. 7 shows a 4- (1) -2 thrust downshift, the gear ratio of the intermediate gear being greater than the gear ratio of the target gear.
  • the middle column shows a 4- (3) -2 thrust downshift, the gear ratio of the intermediate gear being between the gear ratio of the starting gear and the target gear.
  • the right column of FIG. 7 shows a 4- (5) -2 thrust downshift, the gear ratio of the intermediate gear being smaller than the gear ratio of the initial gear.
  • the target gear can be assigned, for example, to the first transmission input shaft B, with a gear of the second then instead of shifting directly into the target gear
  • Transmission input shaft A is used as an intermediate gear.
  • the gear ratio of the intermediate gear can be larger or smaller than the gear ratio of the initial gear and also larger or smaller than the gear ratio of the target gear.
  • FIG. 8 shows a double downshift via an intermediate gear according to the second exemplary embodiment of the method according to the invention on the basis of the transmission input shaft speed and the engine speed as well as the clutch torque and the engine torque.
  • This shift strategy proposed for downshifts provides positive moment intervention in order to reach the target speed.
  • multiple downshifts are carried out as a two-stage shift via an intermediate gear in the other sub-transmission.
  • FIG. 9 shows a schematic course of a filling torque level according to a third exemplary embodiment of the method according to the invention.
  • a filling torque level is determined at the beginning of the shift, which is load and speed dependent via a map.
  • the basis for the replenishment is the finish line.
  • this method provided that the refill is increased again when the target engine speed is reached. This is particularly advantageous if the target gear is not yet engaged in the transmission after the target engine speed has been reached. Thus, at least the full moment of the old gear or the intermediate gear can be transmitted during the waiting time.
  • the filling level is also maintained during the overlap with the intermediate course.
  • the filling torque level is calculated continuously, with three sections being formed. In the first section, the filling torque level z. B. degraded linearly. In a second section, the filling torque level is kept at a certain value. The filling element level is then rebuilt at the end of the speed adjustment, that is to say speed-dependent or slip-dependent, as part of a third section.
  • the speed of degradation, the lower filling level and the rise again at the end can be applied using a map.
  • the rate of degradation can e.g. B. be pedal dependent.
  • B. Downshifts can be carried out comfortably at low loads by slowly opening the clutch.
  • the level of filling can be related to the clutch or the output torque. It has been shown that when the level of filler in relation to the clutch is constant, the engine speed increases with a constant acceleration. The increase in the level of filling torque at the end can only depend on the slip speed of the new gear and not on the speed of the intermediate gear.
  • the map corresponds to a P controller and can hold this accordingly when the target speed is reached.
  • FIG. 10 shows a schematic course of a simple downshift according to the third exemplary embodiment of the method according to the invention, the course of the transmission input speed, the engine speed and the course of the
  • Coupling torque and the engine torque are shown over time.
  • a double downshift is shown in FIG. 11, in which the target gear is already engaged when the target speed is reached.
  • multiple downshifts there are different situations depending on how quickly the target speed is engaged or reached is.
  • the target gear should also be engaged before the overlap begins.
  • the method according to the invention often reaches the target speed before the target gear is engaged. The level of refill can then be built up depending on the slip up to the driver's desired torque.
  • FIGS. 11 to 13 in which the target gear is engaged at different times.
  • an emergency release function of the clutch can be provided to avoid overheating of the clutch, which e.g. after an applicable time, the clutch begins to open slowly.
  • the non-shiftable gear can be recognized and replaced by a new gear specification.
  • a double downshift is also shown in FIG. 12, in which the target gear is not yet engaged when the target speed is reached.
  • the coupling of the intermediate gear keeps the speed constant at maximum output torque.
  • FIG. 13 also shows a double downshift, the target speed being reached before overlapping on the intermediate gear.
  • Relationships 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. 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.

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

Abstract

L'invention se rapporte à une boîte de vitesses à double embrayage et à un procédé permettant d'effectuer un changement de vitesse dans une boîte de vitesses à double embrayage comportant au moins deux arbres d'entrée de boîte de vitesses. Une commande des couples est effectuée au niveau des embrayages associés aux arbres d'entrée de boîte de vitesses, en fonction de l'état de sollicitation de la boîte de vitesses à double embrayage et/ou du mode de changement de vitesse.
PCT/DE2003/000654 2002-03-07 2003-02-28 Boite de vitesses a double embrayage et procede permettant d'effecteur un changement de vitesse dans une boite de vitesses a double embrayage WO2003074907A2 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
DE10390914T DE10390914D2 (de) 2002-03-07 2003-02-28 Doppelkupplungsgetriebe und 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
PCT/DE2003/000654 WO2003074907A2 (fr) 2002-03-07 2003-02-28 Boite de vitesses a double embrayage et procede permettant d'effecteur un changement de vitesse dans une boite de vitesses a double embrayage
AU2003218617A AU2003218617A1 (en) 2002-03-07 2003-02-28 Twin-clutch transmission and method for performing a gear shift in a twin-clutch transmission
EP03711838A EP1485642A2 (fr) 2002-03-07 2003-02-28 Boite de vitesses a double embrayage et procede permettant d'effecteur un changement de vitesse dans une boite de vitesses a double embrayage
FR0302761A FR2837256A1 (fr) 2002-03-07 2003-03-06 Boite de vitesses a double embrayage et procede pour effectuer un changement de vitesse sur une boite de vitesses a double embrayage

Applications Claiming Priority (16)

Application Number Priority Date Filing Date Title
DE10209917.0 2002-03-07
DE10209917 2002-03-07
DE10308714A DE10308714A1 (de) 2002-03-07 2003-02-28 Doppelkupplungsgetriebe und Verfahren zum Steuern von wenigstens zwei Kupplungen bei einem Doppelkupplungsgetriebe eines Fahrzeuges
DE10308690A DE10308690A1 (de) 2002-03-07 2003-02-28 Getriebe und Schaltstrategie für ein Getriebe, insbesondere für ein Doppelkupplungsgetriebe, eines Fahrzeuges
DE10308697A DE10308697A1 (de) 2002-03-07 2003-02-28 Doppelkupplungsgetriebe und Verfahren zum Durchführen einer Schaltung bei einem Doppelkupplungsgetriebe
DE10308748A DE10308748A1 (de) 2002-03-07 2003-02-28 Verfahren, Vorrichtung und deren Verwendung zum Betrieb eines Kraftfahrzeuges, insbesondere zur Ansteuerung eines Parallelschaltgetriebes
DE10308719A DE10308719A1 (de) 2002-03-07 2003-02-28 Steuereinrichtung und Verfahren zum Positionsabgleich in einer Bewegungsübertragung
PCT/DE2003/000654 WO2003074907A2 (fr) 2002-03-07 2003-02-28 Boite de vitesses a double embrayage et procede permettant d'effecteur un changement de vitesse dans une boite de vitesses a double embrayage
DE10308716A DE10308716A1 (de) 2002-03-07 2003-02-28 Verfahren zur Anpassung der Kupplungskennlinien in einem Doppelkuppllungssystem
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
DE10308712.5A DE10308712B4 (de) 2002-03-07 2003-02-28 Fahrzeug mit einem Antriebsstrang und Verfahren zum Regeln des Antriebsstranges eines Fahrzeuges
DE10308692A DE10308692A1 (de) 2002-03-07 2003-02-28 Verfahren zum Durchführen einer Schaltung bei einem Doppelkupplungsgetriebe
DE10308699A DE10308699A1 (de) 2002-03-07 2003-02-28 Getriebe und Verfahren zum Ansteuern eines Kriechmomentes bei einem automatischen Getriebe eines Fahrzeuges
DE10308691A DE10308691A1 (de) 2002-03-07 2003-02-28 Verfahren zum Auswählen eines Ganges eines nicht aktiven Teilgetriebes eines Doppelkupplungssystems
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

Publications (2)

Publication Number Publication Date
WO2003074907A2 true WO2003074907A2 (fr) 2003-09-12
WO2003074907A3 WO2003074907A3 (fr) 2004-03-04

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Country Link
EP (1) EP1485642A2 (fr)
AU (1) AU2003218617A1 (fr)
DE (1) DE10308689A1 (fr)
FR (1) FR2837256A1 (fr)
WO (1) WO2003074907A2 (fr)

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EP1450074A2 (fr) 2003-02-21 2004-08-25 BorgWarner, Inc. Procédé de commande d'une transmission à double embrayages
EP1450075A2 (fr) 2003-02-21 2004-08-25 BorgWarner Inc. Procédé de commande d'une transmission à deux embrayages
WO2007017012A1 (fr) * 2005-07-30 2007-02-15 Volkswagen Aktiengesellschaft Procede pour commander des processus de changement de rapport dans des automobiles equipees d'une boite de vitesses a double embrayage
EP1887261A1 (fr) * 2006-08-09 2008-02-13 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif et procédé de commande d'une transmission à double embrayages
EP2239484A1 (fr) * 2009-04-06 2010-10-13 FERRARI S.p.A. Procédé de contrôle pour changer de vitesse dans une transmission manuelle automatique à embrayage double
CN103786715A (zh) * 2014-01-03 2014-05-14 北京智行鸿远汽车技术有限公司 一种电动汽车手动变速箱前进挡挡位判断方法

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DE102004001381A1 (de) * 2004-01-09 2005-08-04 Zf Friedrichshafen Ag Verfahren zur Erhöhung der Spontanität von Überschneidungsschaltungen in einem Automatgetriebe
DE102004006880B4 (de) * 2004-02-12 2008-05-08 Robert Bosch Gmbh Verfahren zur Motorsteuerung eines Kraftfahrzeugs mit Handschaltgetriebe
DE102008053391B4 (de) 2008-10-27 2021-12-09 Audi Ag Vorrichtung zum Betreiben eines Kraftfahrzeuges mit Hybridantrieb
DE102011006004A1 (de) * 2011-03-24 2012-09-27 Zf Friedrichshafen Ag Verfahren zur Synchronisierung eines Doppelkupplungsgetriebes und Doppelkupplungsgetriebe
KR101305842B1 (ko) 2011-06-09 2013-09-06 기아자동차주식회사 차량의 더블클러치변속기 제어방법
KR101316314B1 (ko) * 2011-06-09 2013-10-08 기아자동차주식회사 차량의 ｄｃｔ 제어방법
KR101305852B1 (ko) 2011-06-09 2013-09-06 현대자동차주식회사 차량의 변속기 제어방법
JP5873665B2 (ja) * 2011-08-30 2016-03-01 アイシン・エーアイ株式会社 車両用デュアルクラッチ式変速機
JP5803736B2 (ja) 2012-02-24 2015-11-04 アイシン・エィ・ダブリュ株式会社 制御装置
DE102012210512A1 (de) 2012-06-21 2013-12-24 Zf Friedrichshafen Ag Verfahren zur Steuerung eines Doppelkupplungsgetriebes
DE102014202148A1 (de) 2014-02-06 2015-08-06 Volkswagen Aktiengesellschaft Verfahren zur Schaltung eines Doppelkupplungsgetriebes
AT517078B1 (de) * 2015-08-03 2016-11-15 Avl List Gmbh Verfahren zum steuern einer fahrzeugantriebseinheit
CN105179676B (zh) * 2015-08-11 2017-11-17 上海汽车变速器有限公司 六速湿式双离合自动变速器的踩刹车降档控制方法
DE102020210728B3 (de) * 2019-10-14 2021-02-18 Magna Pt B.V. & Co. Kg Verfahren zum Steuern eines Hybridantriebsstrangs eines Hybridkraftfahrzeugs
DE102020203337A1 (de) * 2020-03-16 2021-09-16 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Schalten eines Verbundgetriebes
DE102022206146A1 (de) 2022-06-20 2023-12-21 Volkswagen Aktiengesellschaft Verfahren zur Steuerung eines Antriebsstranges eines Kraftfahrzeuges

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DE19939334A1 (de) * 1999-08-19 2001-03-08 Daimler Chrysler Ag Verfahren zum Schalten eines Doppelkupplungsgetriebes und Doppelkupplungsgetriebe
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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1450074A2 (fr) 2003-02-21 2004-08-25 BorgWarner, Inc. Procédé de commande d'une transmission à double embrayages
EP1450075A2 (fr) 2003-02-21 2004-08-25 BorgWarner Inc. Procédé de commande d'une transmission à deux embrayages
EP1450075A3 (fr) * 2003-02-21 2010-06-02 Borgwarner, Inc. Procédé de commande d'une transmission à deux embrayages
EP1450074A3 (fr) * 2003-02-21 2010-06-09 Borgwarner, Inc. Procédé de commande d'une transmission à double embrayages
WO2007017012A1 (fr) * 2005-07-30 2007-02-15 Volkswagen Aktiengesellschaft Procede pour commander des processus de changement de rapport dans des automobiles equipees d'une boite de vitesses a double embrayage
EP1887261A1 (fr) * 2006-08-09 2008-02-13 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif et procédé de commande d'une transmission à double embrayages
EP2239484A1 (fr) * 2009-04-06 2010-10-13 FERRARI S.p.A. Procédé de contrôle pour changer de vitesse dans une transmission manuelle automatique à embrayage double
US8255135B2 (en) 2009-04-06 2012-08-28 Ferrari S.P.A. Control method of shifting gear in an automatic manual transmission having a twin-clutch gearbox
CN103786715A (zh) * 2014-01-03 2014-05-14 北京智行鸿远汽车技术有限公司 一种电动汽车手动变速箱前进挡挡位判断方法

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WO2003074907A3 (fr) 2004-03-04
AU2003218617A1 (en) 2003-09-16
DE10308689A1 (de) 2003-10-02
FR2837256A1 (fr) 2003-09-19
EP1485642A2 (fr) 2004-12-15

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