WO2007085360A2 - Procédé de synchronisation d'une boîte de vitesses automatisée avec adaptation d'un régime d'entrée - Google Patents

Procédé de synchronisation d'une boîte de vitesses automatisée avec adaptation d'un régime d'entrée Download PDF

Info

Publication number
WO2007085360A2
WO2007085360A2 PCT/EP2007/000311 EP2007000311W WO2007085360A2 WO 2007085360 A2 WO2007085360 A2 WO 2007085360A2 EP 2007000311 W EP2007000311 W EP 2007000311W WO 2007085360 A2 WO2007085360 A2 WO 2007085360A2
Authority
WO
WIPO (PCT)
Prior art keywords
transmission input
speed
electric machine
input speed
additional electric
Prior art date
Application number
PCT/EP2007/000311
Other languages
German (de)
English (en)
Other versions
WO2007085360A3 (fr
Inventor
Stefan Wallner
Notker Amann
Original Assignee
Zf Friedrichshafen Ag
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
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2007085360A2 publication Critical patent/WO2007085360A2/fr
Publication of WO2007085360A3 publication Critical patent/WO2007085360A3/fr

Links

Classifications

    • 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
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
    • F16H3/126—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches using an electric drive
    • 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
    • F16H61/0403—Synchronisation before shifting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/047—Smoothing ratio shift by preventing or solving a tooth butt situation upon engagement failure due to misalignment of teeth
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/724—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines
    • F16H3/725—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously using external powered electric machines with means to change ratio in the mechanical gearing
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a method for synchronizing an automated manual transmission with an adaptation of an input speed according to the preamble of patent claim 1.
  • the differential speed of the claws must be relatively low, since the claws otherwise reject each other and it comes next to a clearly audible so-called ratchets also to a correspondingly increased wear and a longer shift duration.
  • the differential speed is too low when closing the claw coupling, it can lead to a so-called tooth come on-tooth position of the claws, which allows activation of the target gear only after detection of this condition and a reopening and closing of the dog clutch.
  • DE 101 52 471 A1 discloses an electrodynamic drive system and a method for starting an internal combustion engine of a vehicle equipped in this way, which comprises an electric motor and a planetary gear between an internal combustion engine and a manual transmission.
  • the electric motor is accelerated to a basically sufficient for starting the internal combustion engine speed and then closed by closing a rotation of an input shaft of the transmission braking against a fixed housing part on the engine torque as the sum of the moment of the electric motor and the rotational torque of the rotating components applied.
  • the drive assembly shown there is basically able to forward a torque of an electric machine via a first friction clutch to the planet carrier of a planetary gear, which in turn is rotatably connected to the input shaft of the gearbox.
  • the device disclosed in DE 199 34 696 A1 also provides an electric motor between an internal combustion engine and a manual transmission, which can act on an input shaft of the gearbox via a planetary gear.
  • the document deals with the creation of a drive system in which the electric machine can be used to increase the torque during startup and as a booster element in the sense of an additional drive during an acceleration phase of the vehicle.
  • the operation of the electric machine is described as a generator for on-board power supply or for supplying electrically driven auxiliary drives and as a temporary sole vehicle drive, as well as for starting the internal combustion engine, in particular in the context of a start-stop operation.
  • An indication of a use of an electric drive for selectively influencing the input speed of a gearbox for the synchronization of transmission elements for inserting a drive is not found in this document.
  • the invention has the object to provide a method for synchronizing an automated transmission with an influence on an input speed of the same, in which an additional electric machine, if necessary, a torque on the input shaft of the automated transmission in the way that applies to the Superimpose transmission input shaft adjacent moments of a main drive motor and the additional electric machine.
  • the invention is based on the finding that the shifting comfort in a shift significantly improved and in particular a ratchet and a tooth-on-tooth position of dog clutches can be reliably avoided when the speed of the input shaft of an automated manual transmission using an additional electric machine and a influenced by this introduced positive or negative torque.
  • the invention is based on a method for the synchronization of an automated manual transmission, which can be acted upon on an input side by a torque of a main drive motor, which is usually an internal combustion piston engine, in particular a gasoline engine or a diesel engine.
  • a main drive motor which is usually an internal combustion piston engine, in particular a gasoline engine or a diesel engine.
  • an additional electric machine is provided, which is operable as an electric motor and / or as a generator, which can also apply a torque to the input side of the automated transmission in the way that the torques of the main drive motor and the additional electric machine to an input shaft of the automated transmission overlap.
  • a transmission input speed control device is provided, which controls the additional electric machine and optionally additionally the main drive motor in such a way that the self-adjusting transmission input speed has a desired course over time when the drive is designed.
  • the transmission input speed control device also controls or regulates the rotational speed of the output shaft of the main drive motor.
  • this control or regulation by another module for example, a separate and separate engine control in response to, for example, signals of a transmission control is performed, and the transmission input speed control device only the respective actual speed of the output shaft of the main drive motor reads or otherwise, and, if necessary, estimate their future history based on historical data.
  • a separate and separate engine control in response to, for example, signals of a transmission control is performed, and the transmission input speed control device only the respective actual speed of the output shaft of the main drive motor reads or otherwise, and, if necessary, estimate their future history based on historical data.
  • the transmission input speed control device is a physically independent module, or whether it is completely or partially integrated in another module, for example a motor control or a transmission control.
  • the transmission input speed control device is completely arranged in a single module or whose functions are distributed over a plurality of modules, at least in terms of data technology.
  • a preferred embodiment of the method is characterized in that the clutch elements of the automated manual transmission comprise at least one positive clutch and the transmission input speed control device sets the transmission input speed by issuing control commands to at least the additional electric machine so that this has a desired course of time when the drive course ,
  • the method provides in automated manual transmissions with at least one positive clutch beyond the particular advantage that both a ratchet by too high a differential speed the coupling elements as well as a tooth-on-tooth position of the positive coupling can be reliably avoided.
  • a preferred because of their control engineering simplicity of the method provides that the transmission input speed control device outputs signals to the additional electric machine, which influence them in the way that the adjusting transmission input speed by a predetermined and at least almost constant value of the target speed of the driving gear to be engaged different.
  • the target speed is the one speed that results when the target gear is engaged due to the momentarily constant driving speed on the input shaft of the automated manual transmission. Since this target speed for the process of the gear change or the engagement of the target gear can be regarded as constant, this variant has the advantage that the set transmission input speed and thus also the speed of the additional electric machine also has an at least almost constant size. In this case, a certain deviation of the rotational speed of the transmission input shaft is always aimed at the target speed, since at too small a deviation tooth-on-tooth position occur, and at too great a deviation noticeable shift shock and an audible meshing of the gear clutches and further increasing Deviation and the ratchet described earlier can occur.
  • a speed deviation between the target speed and the speed to be set in the amount of plus or minus at least 2% and at most 6%, and preferably 4% are provided.
  • a specification of the speed deviation in absolute values, about 30 revolutions per minute is possible, wherein the actual target values are preferably determined in each case in consideration of the components used.
  • a tooth-on-tooth position could still occur in rare cases when a sudden change in the underlying frame parameters occurs shortly before the engagement of the dog clutch by external influences.
  • the rapid change in vehicle speed and consequent change in the target speed of the input shaft of the automated manual transmission may result in the intended speed deviation from the target speed being lower thereby results in a tooth-on-tooth position.
  • an auxiliary unit for example an air conditioning compressor or a hydraulic pump, there may be a short-term fluctuation in the speed provided by the main drive motor.
  • the transmission input speed control device outputs signals to the additional electric machine, which influence them in such a way that the self-adjusting transmission input speed according to a predetermined time course oscillates around a desired mean, it may periodically come to speeds of the transmission input shaft, with the However, these speed equalities and also the time ranges in which the deviation of the transmission input speed is lower than desired, in contrast to the method variant described above in terms of their duration very good predictable.
  • the period and amplitude of the time course are selected so that a sufficient speed deviation is always realized during the closing of the positive clutch in order to reliably exclude a tooth-on-tooth position.
  • a sufficient speed deviation is always realized during the closing of the positive clutch in order to reliably exclude a tooth-on-tooth position.
  • the transmission input rotational speed control device outputs signals to the additional electric machine, which influence these in such a way that the target mean value by which the adjusting transmission input rotational speed oscillates according to a predetermined time profile , the target speed of the driving gear to be engaged.
  • the transmission input speed control device outputs signals to the additional electric machine, which influence these in such a way that the desired mean value has a predetermined, constant distance from the target speed of the driving gear to be engaged ,
  • a further improvement of the method can be achieved if, in addition, a detection module for external disturbances is provided and this detection module monitors the target speed and the speed of the main drive motor, and which exceeds at least when exceeding a rate of change or a percentage or absolute speed deviation compared to a reference time one of these speeds outputs a signal which causes a reduction in the travel speed of the positive clutch.
  • Such a detection module for external disturbances can in operating cases in which there is a risk of not self-dissolving tooth-on-tooth position at maximum speed of the positive clutch, by reducing this speed ensure that, although possibly in the meantime the teeth or Claws with their front sides touch, but the contact pressure is built up so slowly that the teeth or claws always slip at the onset of relative speed change in the proper position.
  • Such a procedure extends the switching time only very slightly and is far preferable to the danger of a tooth-on-tooth position that can only be remedied by repeated opening of the positive clutch.
  • the external disturbance detection module may be advantageously integrated with the input speed control device, but may also be at any other locations, and particularly within a transmission control be arranged advantageous. For such a detection module to be driven effort is usually very low in modern vehicles, since the relevant raw data are usually available anyway via an in-vehicle data bus and can be read from there.
  • the transmission input speed control device adjusts the transmission input speed by outputting control commands to at least the additional electric machine in such a way that it shuns around a desired mean value with a predetermined time profile, wherein the predefined time profile is at least approximately a sine or cosine curve, this has the Advantage of a particularly easy to provide guide variable. It is more important, however, that the accelerations or decelerations to be carried out on the additional electric motor with otherwise constant boundary conditions can be realized on the one hand with simple means and on the other hand with a particularly gentle material.
  • the transmission input rotational speed control device adjusts the transmission input rotational speed by outputting control commands to at least the additional engine in such a way that the transmission input rotational speed is predetermined.
  • chen course to a desired mean value the predetermined time course is at least approximately a triangular curve.
  • the transmission input rotational speed control device adjusts the transmission input rotational speed by outputting control commands to at least the additional electric machine in such a way that it oscillates around a desired mean value in accordance with a mathematical random function.
  • the control of the motors can be even simpler than is the case with the sinusoidal or cosinusoidal course described above.
  • a first approximation sufficient approximation of the speed curve to a triangular curve already a constant fundamental voltage, which is periodically superimposed by a periodically added square wave voltage.
  • FIG. 1 shows the basic structure of a drive system suitable for carrying out the method according to the invention
  • FIG. 2 is a schematic diagram similar to that in FIG. 1, but with a higher level of detail
  • FIG. 1 shows the basic structure of a drive system suitable for carrying out the method according to the invention
  • FIG. 2 is a schematic diagram similar to that in FIG. 1, but with a higher level of detail
  • FIG. 1 shows the basic structure of a drive system suitable for carrying out the method according to the invention
  • FIG. 2 is a schematic diagram similar to that in FIG. 1, but with a higher level of detail
  • FIG. 1 shows the basic structure of a drive system suitable for carrying out the method according to the invention
  • FIG. 2 is a schematic diagram similar to that in FIG. 1, but with a higher level of detail
  • FIG. 1 shows the basic structure of a drive system suitable for carrying out the method according to the invention
  • FIG. 2 is a schematic diagram similar to that in FIG. 1, but with a higher level of detail
  • FIG. 1 shows the basic structure of
  • FIG. 3 shows a diagram of the time profile of the setpoint speed and the target speed according to a first variant of a method according to the invention
  • Fig. 4 is a diagram of the time course of the target speed and the target speed according to a second variant of the method according to the invention.
  • Fig. 1 shows the basic structure of a suitable system for carrying out the method according to the invention, wherein a main drive motor 1, which may be an internal combustion engine, for example a conventional diesel engine, acts on a summation gear 3.
  • An additional electric machine 2 also acts on the summing gear 3, which initiates the sum of the torques of the main drive motor 1 and the additional electric machine 2 in an input shaft of an automated manual transmission 4, not shown here, or in a drive train of the vehicle connected thereto.
  • a transmission input speed control device 5 is - indicated by broken lines - both with the main drive motor 1 and with the additional electric machine 2 data technically, this at least indirectly detects at least the output speed of the main drive motor 1 and at least one rotational speed and preferably also a torque of the additional electric machine 2 control and / or can regulate.
  • Fig. 2 shows a schematic diagram of the vehicle drive train similar to that of FIG. 1, but with a higher level of detail.
  • the additional electric machine 2 can during operation transmit a positive or negative torque via a clutch, preferably a wet multi-plate clutch 9, to the ring gear shaft 10, and is simultaneously rotationally fixed and drivingly connected to the sun gear 8 of the summation gate 3, which is here designed as a planetary gear.
  • the planetary gears 11 are mounted in a conventional manner on the planet carrier 12 to which the sum of the initiated by the main drive motor 1 and the additional electric motor 2 torque is applied, which is projected beyond a freewheel 13 to the input shaft 4 of an automatic transmission 14.
  • the automated manual transmission 14 includes a plurality of gear pairs 15, which form the driving gears, wherein in each case a gear pair 15 is switchable by located on the transmission output shaft 17 jaw clutches 16 in the active power flow to the driven wheels of the vehicle, not shown.
  • the exact structure of this automated transmission 14 with gear pairs 15, jaw clutches 16, transmission output shaft 17 and countershaft 18 is well known and in a variety of variants.
  • the summation transmission 3 in the form of a planetary gear 3 is known as such.
  • the input speed control device 5 is also shown in FIG. 2 with the main drive motor 1 and the additional electric motor 2 in data-technical or control-technical connection, which is preferably implemented via a data bus.
  • Fig. 3 is a time course of the target speed and the target speed is shown according to a first variant of the method according to the invention.
  • the time is plotted on a horizontal axis, while the high- Axis of the speed is assigned.
  • a slightly sloping over time curve indicates the calculated target speed 19 of the transmission input shaft 4. It corresponds to that speed of the transmission input shaft 4, which would be forced to set with activated target gear and a given rotational speed of the transmission output shaft 17, and is therefore easily from basically known values, namely to determine the gear ratio of the target gear to be activated and the rotational speed of the transmission output shaft 17, which is either known directly, or at least from the vehicle speed of the vehicle can be easily determined.
  • the from the target speed 19 of the transmission input shaft 4 at a constant distance, designated by the reference numeral 20 line indicates the target speed of the transmission input shaft.
  • This setpoint speed 20 is the speed of the transmission input shaft which is considered appropriate for a shift in the desired target gear. It has already been explained in detail that if the difference between the calculated target rotational speed 19 of the transmission input shaft and the nominal rotational speed 20 of the transmission input shaft is in danger of a permanent tooth-on-tooth position of the dog clutch 16, while if the difference is too great, so-called ratcheting occurs can occur.
  • the speed difference between the target speed 20 of the transmission input shaft and the calculated target speed 19 of the transmission input shaft is designated by reference numeral 21.
  • the course of the actual transmission input speed 22 according to the invention shows a rapid increase of the transmission input speed 22 to the target speed 20 of the transmission input shaft, whereby a trouble-free activation of the target gear is ensured by the claw clutch 16 to be closed.
  • the transmission input speed control device 5 controls either the main drive motor 1 or the additional electric motor for this purpose. machine 2 in the way that sets the desired target speed of the transmission input shaft 20 as the actual transmission input speed 22 via the planetary gear 3, or alternatively controls only the speed and / or power of the additional electric machine 2 accordingly.
  • the required speed of the additional electric machine 2 results in a configuration according to FIG. 2 according to the following formula:
  • N E- machine the speed of the electric machine
  • Ha n uptantriebsmotor the speed of the main drive motor and i 0 is the fixed transmission ratio of the planetary gear.
  • FIG. 4 shows the time course of the target speed and the target speed according to a second variant of the method according to the invention, wherein the target speed 20 of the transmission input shaft has a sinusoidal course and oscillates around a desired mean value, which is given by the target speed 19 of the transmission input shaft ,
  • the mean deviation between the target speed 20 of the transmission input shaft and the target speed 19 of the transmission input shaft can be kept very low, while at the same time within the required by the dog clutch 16 closing time sufficient fluctuation of the transmission input speed 22 is guaranteed to.
  • the invention also encompasses the use of the method in drive trains with all other possible and different drive couplings between the internal combustion engine 1, the electric machine 2, the summation transmission 3, the friction clutch 9 and the transmission 14 , which is not shown here separately.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Control Of Transmission Device (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne un procédé de synchronisation d'une boîte de vitesses automatisée (14) qui, côté entrée, est soumise à un couple de rotation développé par un moteur principal (1) et par un moteur électrique (2) supplémentaire, les couples de rotation du moteur principal (1) et du moteur électrique (2) supplémentaire se superposant sur un arbre d'entrée de la boîte de vitesses automatisée (4). Un dispositif de commande (5) du régime d'entrée de boîte commande le moteur électrique (2) supplémentaire et éventuellement également le moteur principal (1) de manière à ce que le régime d'entrée de boîte (22) se mettant en place lorsque le rapport de marche est désenclenché présente une courbe temporelle donnée. Il est ainsi possible d'améliorer notablement la sécurité de fonctionnement des passages de vitesses avec élimination du grincement et de la position 'dent sur dent', ce qui influence positivement non seulement le confort de commutation et l'usure des pièces de la boîte de vitesses, mais aussi la sécurité de marche.
PCT/EP2007/000311 2006-01-26 2007-01-16 Procédé de synchronisation d'une boîte de vitesses automatisée avec adaptation d'un régime d'entrée WO2007085360A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006003715A DE102006003715A1 (de) 2006-01-26 2006-01-26 Verfahren zur Synchronisation eines automatisierten Schaltgetriebes mit einer Anpassung einer Eingangsdrehzahl
DE102006003715.4 2006-01-26

Publications (2)

Publication Number Publication Date
WO2007085360A2 true WO2007085360A2 (fr) 2007-08-02
WO2007085360A3 WO2007085360A3 (fr) 2007-10-18

Family

ID=38001886

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2007/000311 WO2007085360A2 (fr) 2006-01-26 2007-01-16 Procédé de synchronisation d'une boîte de vitesses automatisée avec adaptation d'un régime d'entrée

Country Status (2)

Country Link
DE (1) DE102006003715A1 (fr)
WO (1) WO2007085360A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2920732A1 (fr) * 2007-09-07 2009-03-13 Peugeot Citroen Automobiles Sa Procede de pilotage d'un changement de rapport de vitesses d'un vehicule hybride.

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009055246B4 (de) 2009-12-23 2022-08-18 Robert Bosch Gmbh Verfahren und Vorrichtung zur Bestimmung eines Solldrehmomentes zur Ansteuerung einer elektrischen Maschine eines Kraftfahrzeuges
DE102010040159A1 (de) * 2010-09-02 2012-03-08 Zf Friedrichshafen Ag Verfahren zum Auflösen einer Zahn-auf-Zahn-Stellung
DE102010041581A1 (de) * 2010-09-29 2012-03-29 Robert Bosch Gmbh Verfahren zum Lastfreien Öffnen einer Trennkupplung
SE536329C2 (sv) * 2010-12-29 2013-08-20 Scania Cv Ab Drivsystem för ett fordon
WO2012127656A1 (fr) * 2011-03-23 2012-09-27 トヨタ自動車株式会社 Appareil d'entraînement de véhicule
FR3003620B1 (fr) 2013-03-19 2015-03-06 Renault Sas Procede et dispositif de synchronisation d'un pignon fou de boite de vitesse sur son arbre
FR3004776B1 (fr) * 2013-04-17 2015-04-10 Renault Sa Procede de controle du crabotage d'une boite de vitesses
DE102015222339A1 (de) 2015-11-12 2017-05-18 Zf Friedrichshafen Ag Verfahren und Steuerungseinrichtung zum Betreiben eines Antriebsstrangs
JP6760053B2 (ja) 2016-12-27 2020-09-23 アイシン・エィ・ダブリュ株式会社 動力伝達制御装置
DE102019203384A1 (de) * 2019-03-13 2020-09-17 Zf Friedrichshafen Ag Verfahren und Steuergerät zur Betätigung einer formschlüssigen Kupplung eines Fahrzeugs

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5582558A (en) * 1995-07-27 1996-12-10 Rockwell International Corporation Combined system for assisting shifting of manual transmission
DE19530233A1 (de) * 1995-08-17 1997-02-20 Audi Ag Hybridantrieb für ein Kraftfahrzeug
US5827148A (en) * 1996-01-23 1998-10-27 Seiko Epson Corporation Variable speed drive unit for electric vehicle and variable speed driving method
WO2000003163A1 (fr) * 1998-07-06 2000-01-20 Scania Cv Aktiebolag (Publ) Dispositif et procede pour une unite d'entrainement d'un vehicule
EP1319546A1 (fr) * 2001-12-12 2003-06-18 Siemens Aktiengesellschaft Groupe propulseur pour véhicule avec moteur thermique, démarreur-alternateur et boite de vitesses manuelle
EP1522764A2 (fr) * 2003-10-10 2005-04-13 Hitachi, Ltd. Procédé pour charger les vitesses dans une transmission d'automobile, dispositif de changement de vitesse et sa commande et son contrôleur d'actionneur

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19934696A1 (de) * 1999-07-23 2001-05-17 Zahnradfabrik Friedrichshafen Elektrodynamisches Antriebssystem
US6319168B1 (en) * 2000-04-25 2001-11-20 General Motors Corporation Apparatus and method for active transmission synchronization and shifting
DE10152471B4 (de) * 2001-10-24 2015-12-03 Zf Friedrichshafen Ag Elektrodynamisches Antriebssystem

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5582558A (en) * 1995-07-27 1996-12-10 Rockwell International Corporation Combined system for assisting shifting of manual transmission
DE19530233A1 (de) * 1995-08-17 1997-02-20 Audi Ag Hybridantrieb für ein Kraftfahrzeug
US5827148A (en) * 1996-01-23 1998-10-27 Seiko Epson Corporation Variable speed drive unit for electric vehicle and variable speed driving method
WO2000003163A1 (fr) * 1998-07-06 2000-01-20 Scania Cv Aktiebolag (Publ) Dispositif et procede pour une unite d'entrainement d'un vehicule
EP1319546A1 (fr) * 2001-12-12 2003-06-18 Siemens Aktiengesellschaft Groupe propulseur pour véhicule avec moteur thermique, démarreur-alternateur et boite de vitesses manuelle
EP1522764A2 (fr) * 2003-10-10 2005-04-13 Hitachi, Ltd. Procédé pour charger les vitesses dans une transmission d'automobile, dispositif de changement de vitesse et sa commande et son contrôleur d'actionneur

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2920732A1 (fr) * 2007-09-07 2009-03-13 Peugeot Citroen Automobiles Sa Procede de pilotage d'un changement de rapport de vitesses d'un vehicule hybride.

Also Published As

Publication number Publication date
DE102006003715A1 (de) 2007-08-02
WO2007085360A3 (fr) 2007-10-18

Similar Documents

Publication Publication Date Title
WO2007085360A2 (fr) Procédé de synchronisation d'une boîte de vitesses automatisée avec adaptation d'un régime d'entrée
EP1794478B1 (fr) Procede pour elargir des fonctions d'un frein d'engrenage
EP2066927B1 (fr) Procede destine a supprimer les positions dent-sur-dent lors du passage de vitesses dans une boite de vitesses
EP2323862B1 (fr) Procédé et dispositif pour faire fonctionner un entraînement hybride pour un véhicule
DE69910785T2 (de) Einrichtung und verfahren für eine antriebseinheit eines fahrzeugs
EP1539526B1 (fr) Procede et dispositif de reduction active de phenomenes de broutage d'embrayage dans une automobile
EP1836417B1 (fr) Procede pour commander une boite de vitesses dans le cas d'un comportement moteur inattendu
WO2006053670A1 (fr) Procede pour faire fonctionner une chaine cinematique d'un vehicule automobile
DE602004008706T2 (de) Verfahren zum Gangwechsel eines Antriebsstranges der für jedes Antriebsrad einen Schaltmechanismus besitzt
WO2013156195A1 (fr) Procédé de mise en œuvre d'une étape de commutation
EP2326805B1 (fr) Procédé pour le calage d'un vilebrequin d'un moteur à combustion interne, système de déphasage d'arbre à cames et moteur à combustion interne à vilebrequin calable
DE112009004351B4 (de) Bremsschmiervorrichtung und Verfahren zu deren Steuerung
DE102006005470A1 (de) Verfahren zum Betreiben eines Parallelhybridantriebsstranges eines Fahrzeugs
DE10232229A1 (de) Verfahren zur Durchführung eines Anfahrvorgangs bei einem eine Doppel- oder Mehrfach-Kupplungseinrichtung aufweisenden Kraftfahrzeug-Antriebssystem
DE10138998A1 (de) Vorrichtung und Verfahren zum Steuern eines Schaltablaufs bei einem lastschaltbaren Getriebe
EP2813734B1 (fr) Procédé et dispositif de commande d'une boîte de vitesses
EP3380741B1 (fr) Procédé de commande de l'embrayage d'un véhicule automobile
DE10319683A1 (de) Leistungsverzweigtes Getriebe mit mindestens zwei Getriebeeingangswellen
DE10335421A1 (de) Verfahren zur Steuerung eines Fahrantriebs eines Hybridfahrzeugs
DE10249952B4 (de) Verfahren zum Betrieb eines Antriebsstrangs eines Kraftfahrzeugs
EP1661781A2 (fr) Procédé de détection du sens de rotation au côté secundaire d'un embrayage de démarrage.
EP3461708B1 (fr) Dispositif d'entraînement pour un véhicule sur rail et chaîne cinématique
DE19946905B4 (de) Antriebsschlupfregelsystem
DE102019120644A1 (de) Steuervorrichtung für eine fahrzeugantriebsvorrichtung
EP3810447B1 (fr) Unité d'entraînement, système d'entraînement et véhicule automobile hybride

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application
122 Ep: pct application non-entry in european phase

Ref document number: 07711343

Country of ref document: EP

Kind code of ref document: A2