WO2004096597A1 - Antriebsstrang mit einem doppelkupplungsgetriebe sowie verfahren zum steuern desselben - Google Patents
Antriebsstrang mit einem doppelkupplungsgetriebe sowie verfahren zum steuern desselben Download PDFInfo
- Publication number
- WO2004096597A1 WO2004096597A1 PCT/DE2004/000819 DE2004000819W WO2004096597A1 WO 2004096597 A1 WO2004096597 A1 WO 2004096597A1 DE 2004000819 W DE2004000819 W DE 2004000819W WO 2004096597 A1 WO2004096597 A1 WO 2004096597A1
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- WIPO (PCT)
- Prior art keywords
- drive train
- clutch
- input shaft
- transmission input
- train according
- Prior art date
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 82
- 238000000034 method Methods 0.000 title claims abstract description 27
- 230000009977 dual effect Effects 0.000 title claims abstract 3
- 230000001133 acceleration Effects 0.000 claims description 30
- 238000002485 combustion reaction Methods 0.000 claims description 9
- 238000010586 diagram Methods 0.000 description 6
- 230000001419 dependent effect Effects 0.000 description 5
- 238000013459 approach Methods 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000001514 detection method Methods 0.000 description 3
- 238000010438 heat treatment Methods 0.000 description 2
- 239000000654 additive Substances 0.000 description 1
- 230000000996 additive effect Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000001186 cumulative effect Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000009795 derivation Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012821 model calculation Methods 0.000 description 1
- 238000013519 translation Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
- F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
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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
- B60W10/02—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
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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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
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
- B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
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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
- 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
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18027—Drive off, accelerating from standstill
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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
- 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
- B60W30/18—Propelling the vehicle
- B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/08—Regulating clutch take-up on starting
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0258—Clutch friction coefficient
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0275—Clutch torque
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0291—Clutch temperature
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/10—Change speed gearings
- B60W2510/1015—Input shaft speed, e.g. turbine speed
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
- B60W2520/105—Longitudinal acceleration
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
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- 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
- F16D2500/104—Clutch
- F16D2500/10406—Clutch position
- F16D2500/10412—Transmission line of a vehicle
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- 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
- F16D2500/104—Clutch
- F16D2500/10443—Clutch type
- F16D2500/1045—Friction clutch
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- 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
- F16D2500/302—Signal inputs from the actuator
- F16D2500/3026—Stroke
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- 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
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30402—Clutch friction coefficient
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- 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
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30404—Clutch temperature
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- 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
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3042—Signal inputs from the clutch from the output shaft
- F16D2500/30421—Torque of the output shaft
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- 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
- F16D2500/306—Signal inputs from the engine
- F16D2500/3065—Torque of the engine
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- 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
- F16D2500/306—Signal inputs from the engine
- F16D2500/3067—Speed of the engine
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- 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
- F16D2500/308—Signal inputs from the transmission
- F16D2500/3081—Signal inputs from the transmission from the input shaft
- F16D2500/30816—Speed of the input shaft
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- 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
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- 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
- F16D2500/316—Other signal inputs not covered by the groups above
- F16D2500/3166—Detection of an elapsed period of time
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- 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
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/7041—Position
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- 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
- F16D2500/70—Details about the implementation of the control system
- F16D2500/706—Strategy of control
- F16D2500/70605—Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
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- 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
- F16D2500/70—Details about the implementation of the control system
- F16D2500/708—Mathematical model
- F16D2500/7082—Mathematical model of the clutch
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- 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
- 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
- F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
- F16H2059/725—Sensing or calculating temperature of friction devices, e.g. clutches to prevent overheating of friction linings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
- F16H2061/023—Drive-off gear selection, i.e. optimising gear ratio for drive off of a vehicle
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/48—Inputs being a function of acceleration
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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
- F16H—GEARING
- 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
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- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19251—Control mechanism
Definitions
- the invention relates to a drive train in a motor vehicle with an internal combustion engine, a double clutch transmission with two transmission input shafts, wherein each of the two transmission input shafts can be coupled to the crankshaft of the internal combustion engine by means of a friction clutch.
- Such drive trains with a double clutch transmission with at least two transmission input shafts are known and are advantageously used by means of automated transmission actuators in such a way that when the first transmission input shaft is closed, the vehicle is driven via a gear or transmission stage arranged and engaged between this transmission input shaft and a transmission output shaft, while the next gear is already engaged on the other transmission input shaft when the clutch is open.
- Such arrangements also allow the motor vehicle to be started up with different starting ratios depending on the loading condition and / or inclines of the road, a smaller gear ratio of a first transmission input shaft or a gear ratio that is larger than this on the other transmission input shaft being used for starting.
- the loading condition of the vehicle and, if appropriate, the gradient of the road are determined by means of appropriate detection devices or input by the driver to select a selection of the starting ratio.
- the provision of such detection devices is costly. bound and correspondingly complex, input by the driver uncomfortable and error-prone.
- the object of the invention is therefore to propose a selection mechanism that does not require additional detection devices and is correspondingly inexpensive. Another subtask is protecting the vehicle against overload during the starting process. Furthermore, a low-wear and low-maintenance possibility for decision-making in which starting ratio is to be started is to be found.
- a drive train in a motor vehicle which contains an internal combustion engine controlled by means of a load request device and a double clutch transmission which can be actuated automatically by means of an actuating device and has first and second transmission input shafts, each of which is connected to a crankshaft by means of a first and a second friction clutch
- Internal combustion engine can be coupled, with at least a first set of gearwheel pairs switchable between the first transmission input shaft and a transmission output shaft with a first gearwheel pair with a first starting ratio and at least a second set of switchable gearwheel pairs with a second gearwheel pair with a second gearwheel pair that is different from the first gearwheel pair
- Start-up ratios are provided and the first and second gear wheel p during a start-up process of the motor vehicle in a first phase aar are connected between the transmission input shafts and the transmission output shaft and both friction clutches are slippingly coupled to the internal combustion engine and in a second phase one friction clutch is opened and the other completely in the first phase, the acceleration of the motor vehicle is
- a parameter for assessing the starting behavior can be the evaluation of the clutch torque transmitted via one or both friction clutches or of the energy input into one or both friction clutches.
- These clutch torques can be measured directly via clutch torque sensors, for example, or preferably determined from the engine torque obtained from a characteristic diagram as a function of the position of a load request device at a predetermined coefficient of friction.
- the coefficient of friction can in turn be determined from the degree of opening of the clutch, and corresponding clutch friction values, which depend on various parameters over the life of the vehicle, such as the clutch temperature, the running time, the state of wear and the like, and can be adapted accordingly.
- the degree of opening of the clutch can be obtained from the signals of a displacement sensor of the clutch actuator, for example an electrical, hydraulic, electrohydraulic or pneumatic actuator.
- a displacement sensor of the clutch actuator for example an electrical, hydraulic, electrohydraulic or pneumatic actuator.
- the number of revolutions and back calculation with the help of Take the active translation to disengage the clutch or other electrical quantities such as current, voltage, power pulse width variation and the like can represent a path measure.
- the clutch temperature of one or both clutches can also be used as a parameter. In this way it can be decided which of the two clutches is the more suitable clutch for starting under thermal conditions. The cumulative effect of the heating of the clutch can be taken into account if, for example, several start-up gears have taken place in succession.
- This clutch temperature can form the parameter alone or can be modified as a function of further parameters such as the position of the load request device, the acceleration of the vehicle or the like.
- the clutch temperature can be detected directly by one or more clutch temperature sensors or determined by modeling, for example from the entered moments and the friction power.
- the parameter can also be a speed determined as a function of the position of the load request device, which is achieved in a predetermined time interval after the start of the starting process. It goes without saying that the parameter can also be advantageous as a reversing function in that the speed is specified and an appropriate period of time, which is required before this speed is reached, depending on the position of the load requesting device, is evaluated. Furthermore, the parameter can be determined from a link between the desired engine speed and the input shaft speed, for example by forming a difference between the desired engine speed and the transmission input shaft speed. The use of the target engine speed instead of the current engine speed is advantageous in such a way that the target engine speed, which is dependent on the position of the load request device, enables the clutches to be controlled more predictively than the actual engine speed.
- the first phase being a so-called search phase by making the decision in which start-up ratio is used.
- this first phase is limited in time, advantageously in such a way that a decision is made at the latest when the engine speed is equal to the transmission input shaft speed of the transmission input shaft with the smaller starting ratio.
- the end of the first phase can be determined from the quotient of the difference between a nominal engine engine speed specified by the load request device and the speed of the transmission input shaft with the small starting ratio on the one hand and the acceleration of the first transmission input shaft on the other hand.
- a further possibility for limiting the first phase can be provided in such a way that a preset differential speed between the target engine speed and the transmission input shaft with the smaller starting ratio is not undercut. If the latter maximum time is exceeded, the starting process is advantageously continued with the smaller starting ratio and the clutch for the transmission input shaft is disengaged with the larger starting ratio. Egg- ne Continuation of the approach with the smaller starting ratio can take place in particular if at least one of the following conditions is met:
- the temperature of the friction clutch of the transmission input shaft with the larger starting ratio exceeds a predetermined temperature limit.
- the acceleration of the vehicle is less than a predetermined limit acceleration
- the energy limit value can advantageously be determined as a function of the energy entered into the friction clutch of the transmission input shaft with the smaller starting ratio.
- the temperature limit can be determined depending on the clutch temperature determined in the friction clutch of the transmission input shaft with the smaller starting ratio.
- FIG. 1 shows a schematic illustration of a double clutch transmission
- FIG. 2 shows a flow diagram for the application of the invention in the transmission according to FIG. 1,
- Figure 3 Diagram to show the torques and speeds during the starting process with a lower gear ratio
- Figure 4 Diagram to show the torques and speeds during the starting process with a larger ratio.
- a shaft 101 is driven via a drive motor and is connected to the housing 111 of a clutch unit 110 designed as a double clutch.
- the clutch housing 111 can be connected to a first clutch disk 112 and / or to a second clutch disk 113. Both clutch disks 112, 113 can contain devices for vibration damping 114, 115.
- the two friction clutches are advantageously independent of one another by the actuator system 150, which is electrically actuated by an electric motor which acts on the disengaging mechanism directly or by means of a gearbox, a piezoelectric sensor. ment or the like, can be formed electrohydraulically via a master / slave cylinder system with an electric motor acting on the master cylinder or pneumatically.
- the actuator system 150 is controlled as a function of the operating situation of the motor vehicle by the control unit 160, in which the corresponding characteristic curves and information for the operation of the friction clutches are stored and / or which is in signal connections with other control units in order to query the corresponding information and for the control process evaluate.
- the data for the starting process of the motor vehicle are processed in control unit 160.
- a first transmission input shaft 102 can be driven, which drives a first countershaft 104 via a pair of gearwheels 120 formed by the gearwheels 120a and 120b.
- the first countershaft 104 carries the idler gears 121a, 122a and 123a of the gear pairs 121, 122 and 123, which form the gears 1, 3 and 5.
- Gear 1 is to be understood as a starting gear with the corresponding starting ratio.
- the idler gears 121a, 122a and 123a can be non-rotatably connected to the countershaft 104 by means of clutches 143 and 144.
- a second transmission input shaft 103 can be driven with the second clutch disk 113, which drives a second countershaft 105 via a pair of gearwheels 130, which is formed by the gearwheels 130a and 130b.
- the second countershaft 105 carries the gear wheels 131a and 132a, as well as the idler gear 133a of the gear pairs 131, 132 and 133, which form the gears 2, 4 and 6.
- Gear 2 with a larger gear ratio than gear 1 is to be regarded as the starting gear of the transmission input shaft 103.
- the gear wheels 131a and 132a are non-rotatably connected to the countershaft 105, the idler gear 133a can be connected to it by means of a clutch 142.
- the idler gears 131b and 132b of gears 2 and 4, as well as the gear wheels 121b, 122b, 123b and 133b of gears 1, 3, 5 and 6 are arranged on the output shaft 106, the gear wheels 121b, 122b, 123b and 133b being rotationally fixed to the Output shaft 106 are connected and the idler gears 131b and 132b can be connected to it in a rotationally fixed manner via a clutch 141.
- clutch 140 for connecting the second input shaft 103 to the first countershaft 104 or the first input shaft 102 to the second countershaft 105.
- the clutches 141, 142, 143 and 144 connect the idler gears 121a, 131b, 122a, 132b, 123a and 133a to the shafts 104, 105 and 106 via a sliding sleeve and a coupling part that is non-rotatably connected to the shaft.
- the clutch 140 connects via a sliding sleeve the gear 120a with the idler gear 131b.
- the clutches 140, 141, 142, 143 and 144 can contain elements for speed synchronization.
- the clutches 140, 141, 142, 143 and 144 can be actuated automatically by means of the transmission actuator 170, which, as shown by way of example with the clutch 140, shift the sliding sleeves of the clutches electrically, hydraulically or pneumatically.
- gear 1 by connecting the idler gear 121a by means of the clutch 143 with the countershaft 104 and gear 2 by connecting the idler gear 131b by means of the clutch 141 to the output shaft 106 and by slipping operation of the two clutch disks 112, 113 torque is transmitted from the crankshaft 101 via the transmission input shafts 102, 103, the countershafts 104, 105 and the shifted gears 1 and 2 to the transmission output shaft and from there to the drive wheels.
- a decision is made as to how the starting process proceeds.
- the idler gear 121a is activated by means of the clutch 143 rotatably connected to the countershaft 104, the clutch 144 being open and the drive shaft 101 being connected to the first input shaft 102 via the first clutch plate 112 of the clutch unit 110.
- the idler gear 131b is connected in a rotationally fixed manner to the output shaft 106 by means of the clutch 141, the clutch 142 being open; by releasing the first clutch plate 112 from the clutch housing 111, the drive shaft 101 becomes the first input shaft 102 separated and via the second clutch 113, the drive shaft 101 is connected to the second input shaft 103.
- the procedure is also such that the torque flow is diverted from one countershaft to the other, the respective shift clutches being closed or opened in each case.
- FIG. 2 shows a flowchart with a start-up routine 200 of a first phase of a start-up process, which is carried out until the decision signal E, which is set to FALSE in the start block 201, receives the value TRUE.
- block 201 it is checked whether the acceleration ⁇ (GE1), that is to say the change in speed over time, of a transmission shaft - here the transmission shaft GE1 with the smaller starting ratio - is greater than the acceleration ⁇ (M) of the engine or the crankshaft and the loading acceleration ⁇ (F) of the vehicle is greater than zero, wherein the acceleration of the vehicle can be determined via the speed gradient of one or more wheel speed sensors in order to make an acceleration sensor unnecessary.
- GE1 acceleration ⁇
- M acceleration ⁇
- F loading acceleration
- the start-up time T1 is greater than a predetermined maximum start-up time KT1, where KT1 is an empirical figure based on the vehicle's unladen weight , the value of the position of the load requesting device and other parameters, if any, and thereby preventing the decision to be taken at an early point in time, or the time T2 (K1) as a function
- T2 (K1) (n (M) - n (GE1)) / ⁇ (GE1) until a predetermined, small, preferably negligible speed difference between a target engine speed n (M) and the speed n (GE1) of the transmission input shaft GE1 is reached the smaller starting ratio is smaller than a predefined time threshold value KT2 (for example 100-500 ms, preferably approx.
- the speed of the transmission input speed and its derivation depending on the time ⁇ (GE1) knowledge of one or more wheel speed sensors in connection with the gear ratio switched in the transmission can be determined and a decision initiated before a synchronization speed between the crankshaft and the transmission input shaft GE1 has occurred, or an energy value E (K1, K2) entered in the clutches K1, K2, is greater than a predetermined energy value KE, which is constant or dependent on the position of the Load request device can be specified, or a clutch temperature value TEMP (K1, K2) determined by means of a temperature sensor or a model calculation and relating to one or both clutches K1, K2 is greater than a predetermined clutch temperature value KTEMP. or the acceleration ⁇ (F) of the vehicle is greater than a predetermined limit acceleration K ⁇ (F), which can correspond, for example, to the acceleration of the vehicle with partial or full load and / or the driving resistance on a predetermined gradient.
- the properties on the clutch K2 are checked in block 205. If an energy input E (K2) greater than a predetermined threshold KE (K2) is entered in clutch K2 or the clutch temperature KTEMP (K2) is greater than the predetermined threshold KTEMP, the switching signal G1 and the decision signal are each set to TRUE in block 206, which means that the vehicle continues to operate in the lower gear after the decision phase, that is, with the smaller starting ratio, and clutch K2 is opened.
- T3 (K2) (n (M) - n (GE2)) / ⁇ (GE2), for which given the acceleration of the transmission input shaft ⁇ (GE2), which, like the acceleration of the transmission input shaft GE1, can be determined from information on the wheel speeds, is practical Equality of speed between the target engine speed n (M) and the speed of the transmission input shaft GE2 is achieved with the larger starting ratio, is less than a threshold time KT3 or the acceleration ⁇ (F) of the vehicle is greater than a predetermined limit acceleration K ⁇ (F), which, for example, the Acceleration of the vehicle with partial o can correspond to the full load and / or the driving resistance on a predetermined incline.
- FIG. 3 shows a diagram with torque profiles M and associated speeds n in the time sequence t of a starting process.
- Curve 301 shows the mathematically determined torque M (T) that can be transmitted at most via clutch K1 assigned to transmission input shaft GS1 with the smaller starting ratio, which is at least dependent on the slip speed between crankshaft and transmission input shaft GE1, and the actuator speed at which the clutch K1 can be actuated, depends on the position of the load request device and a current acceleration of the transmission input shaft GE1.
- the moment M (T) can be used to provide a measure of which clutch torque by means of a clutch actuator with system-dependent adjustment speed as the clutch coupling process K1 progresses in phase 1, in which both clutches K1, K2 are started can be transmitted in order to start with a decision with the clutch K2 and still be able to open the clutch K1 without the clutch K1 remaining in the remaining phase of the decision phase (phase 1) in the holding phase (negligible slip between Crankshaft and transmission input shaft GE1) is located.
- the total clutch torque M (G) in curve 302 is made up of the two clutch torques M (K1), M (K2) of clutch K1 (curve 303) and clutch K2 (Kur- ve 304) essentially additive together and is advantageously controlled so that it corresponds to the engine torque M (M) (curve 305) after settling.
- the engine speed n (M) increases (curve 306) and as a result of the coupling process of the clutches K1, K2, which begins immediately the speeds n (GE1), n (GE2) of the transmission input shaft GE1 with the smaller starting ratio (curve 307) and the transmission input shaft GE 2 (curve 308).
- the different speeds n (GE1), n (GE2) result from the different ratios of the engaged gear stages and are compensated for by different slip speeds of the clutches K1, K2.
- a decision is made at time T (E) that the gearbox input shaft GE1 is started in the smaller starting ratio.
- the clutch K2 is opened and the torque M (K2) is reduced while the torque M (K1) is increased.
- At least one of the criteria described in FIG. 2 can be used as a decision criteria, the constant KT2 being able to be selected such that a decision falls within the time range in which the two moments M (T), M (K1) are essentially the same.
- FIG. 4 shows a diagram corresponding to FIG. 3, in which a decision in favor of an approach is made in the larger starting ratio.
- the corresponding curve designations have been increased by 10 compared to FIG. 3 and otherwise correspond to these. Due to the low load and / or driving with the load resistance, the incline conditions of the road (slight incline, level, slope) the vehicle accelerates very quickly, so that the corresponding parameters described in Figure 2 (short acceleration times of the vehicle, low energy inputs into the clutch, small heating of the clutches) very quickly make a decision in favor of the higher starting ratio, so that phase 1 is correspondingly short and Phase 2 until gearbox input shaft GE2 and crankshaft are identical.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112004000068T DE112004000068D2 (de) | 2003-05-02 | 2004-04-20 | Antriebsstrang mit einem Doppelkupplungsgetriebe sowie Verfahren zum Steuern desselben |
US11/264,274 US7329205B2 (en) | 2003-05-02 | 2005-11-01 | Drive train having a twin-clutch transmission and a method for controlling the same |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10319621 | 2003-05-02 | ||
DE10319621.8 | 2003-05-02 |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US11/264,274 Continuation US7329205B2 (en) | 2003-05-02 | 2005-11-01 | Drive train having a twin-clutch transmission and a method for controlling the same |
Publications (1)
Publication Number | Publication Date |
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WO2004096597A1 true WO2004096597A1 (de) | 2004-11-11 |
Family
ID=33394042
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/DE2004/000819 WO2004096597A1 (de) | 2003-05-02 | 2004-04-20 | Antriebsstrang mit einem doppelkupplungsgetriebe sowie verfahren zum steuern desselben |
Country Status (3)
Country | Link |
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US (1) | US7329205B2 (de) |
DE (1) | DE112004000068D2 (de) |
WO (1) | WO2004096597A1 (de) |
Cited By (4)
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EP2256359A1 (de) * | 2008-03-18 | 2010-12-01 | Isuzu Motors Limited | Beschleunigungssteuerungsvorrichtung für ein fahrzeuggetriebe mit doppelkupplung |
WO2014198281A1 (en) * | 2013-06-12 | 2014-12-18 | Volvo Truck Corporation | Method for selecting a gear |
CN109578577A (zh) * | 2018-12-18 | 2019-04-05 | 安徽江淮汽车集团股份有限公司 | 湿式双离合器自动变速箱扭矩跟随控制方法 |
DE102020111972A1 (de) | 2020-05-04 | 2021-11-04 | Schaeffler Technologies AG & Co. KG | Verfahren zur Steuerung eines Anfahrvorgangs eines Kraftfahrzeugs mit Doppelkupplungsgetriebe |
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DE102006054281A1 (de) * | 2006-11-17 | 2008-06-12 | Zf Friedrichshafen Ag | Doppelkupplungs-Windungsgetriebe |
US8365637B2 (en) * | 2007-10-23 | 2013-02-05 | Caterpillar Inc. | Drop box for powertrain |
EP2166255B1 (de) * | 2007-12-27 | 2013-12-04 | Aisin AW Co., Ltd. | Steuergerät für eine automatikschaltung |
DE102008000637A1 (de) * | 2008-03-13 | 2009-09-17 | Zf Friedrichshafen Ag | Betätigungsanordnung eines zentralsynchronisierten Doppelkupplungsgetriebe |
DE102009014469B4 (de) * | 2008-04-07 | 2020-01-02 | Schaeffler Technologies AG & Co. KG | Verfahren zur Steuerung eines Doppelkupplungsgetriebes |
US20090258756A1 (en) | 2008-04-15 | 2009-10-15 | Long Charles F | Fly-by-wire control for multi-speed planetary transmission |
US8185281B2 (en) * | 2009-06-26 | 2012-05-22 | Bayerische Motoren Werke Aktiengesellschaft | Method and controller for controlling a power train of a vehicle |
US8439801B2 (en) | 2011-01-27 | 2013-05-14 | Schaeffler Technologies AG & Co. KG | Method for controlling an automated shift gearbox |
WO2012122959A1 (de) * | 2011-03-14 | 2012-09-20 | Schaeffler Technologies AG & Co. KG | Verfahren zur steuerung einer reibungskupplung |
JP5748535B2 (ja) * | 2011-04-14 | 2015-07-15 | 本田技研工業株式会社 | 変速機の制御装置 |
US8897979B2 (en) * | 2011-05-10 | 2014-11-25 | GM Global Technology Operations LLC | Thermal model for dry dual clutch transmissions |
JP5899682B2 (ja) * | 2011-07-04 | 2016-04-06 | いすゞ自動車株式会社 | デュアルクラッチ式変速機の制御方法とデュアルクラッチ式変速機とそれを搭載した車両 |
JP6088726B2 (ja) * | 2011-07-04 | 2017-03-01 | いすゞ自動車株式会社 | デュアルクラッチ式変速機の制御方法とデュアルクラッチ式変速機とそれを搭載した車両 |
US8690728B2 (en) * | 2011-11-01 | 2014-04-08 | Ford Global Technologies, Llc | Controlled vehicle launch using a stepped ratio transmission |
KR20130104386A (ko) * | 2012-03-14 | 2013-09-25 | 현대자동차주식회사 | 하이브리드 파워트레인 |
WO2013138941A1 (en) | 2012-03-23 | 2013-09-26 | Pacific Rim Engineered Products (1987) Ltd. | Dual clutch type power transmission with alternative torque transmission path providing alternative ratios |
EP2828621B1 (de) | 2012-03-23 | 2017-09-06 | Pacific Rim Engineered Products (1987) Ltd. | Getriebekupplungsmechanismus für getriebe und zugehörige verfahren |
KR101714248B1 (ko) | 2015-10-28 | 2017-03-09 | 현대자동차주식회사 | Dct차량의 변속 제어방법 |
CN109973641B (zh) * | 2018-05-31 | 2020-07-28 | 长城汽车股份有限公司 | 一种换挡控制方法和装置 |
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DE3812327A1 (de) * | 1987-12-19 | 1989-06-29 | Getrag Getriebe Zahnrad | Verfahren zum einstellen eines doppelkupplungsgetriebes und doppelkupplungsgetriebe |
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Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2256359A1 (de) * | 2008-03-18 | 2010-12-01 | Isuzu Motors Limited | Beschleunigungssteuerungsvorrichtung für ein fahrzeuggetriebe mit doppelkupplung |
EP2256359A4 (de) * | 2008-03-18 | 2012-12-19 | Isuzu Motors Ltd | Beschleunigungssteuerungsvorrichtung für ein fahrzeuggetriebe mit doppelkupplung |
WO2014198281A1 (en) * | 2013-06-12 | 2014-12-18 | Volvo Truck Corporation | Method for selecting a gear |
US10369981B2 (en) | 2013-06-12 | 2019-08-06 | Volvo Truck Corporation | Method for selecting a gear |
CN109578577A (zh) * | 2018-12-18 | 2019-04-05 | 安徽江淮汽车集团股份有限公司 | 湿式双离合器自动变速箱扭矩跟随控制方法 |
CN109578577B (zh) * | 2018-12-18 | 2020-10-09 | 安徽江淮汽车集团股份有限公司 | 湿式双离合器自动变速箱扭矩跟随控制方法 |
DE102020111972A1 (de) | 2020-05-04 | 2021-11-04 | Schaeffler Technologies AG & Co. KG | Verfahren zur Steuerung eines Anfahrvorgangs eines Kraftfahrzeugs mit Doppelkupplungsgetriebe |
Also Published As
Publication number | Publication date |
---|---|
US20060122031A1 (en) | 2006-06-08 |
DE112004000068D2 (de) | 2005-07-28 |
US7329205B2 (en) | 2008-02-12 |
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