WO2012055384A2 - Procédé de mise en marche d'une chaîne cinématique d'un véhicule automobile - Google Patents

Procédé de mise en marche d'une chaîne cinématique d'un véhicule automobile Download PDF

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Publication number
WO2012055384A2
WO2012055384A2 PCT/DE2011/001764 DE2011001764W WO2012055384A2 WO 2012055384 A2 WO2012055384 A2 WO 2012055384A2 DE 2011001764 W DE2011001764 W DE 2011001764W WO 2012055384 A2 WO2012055384 A2 WO 2012055384A2
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
parameter set
control unit
crosstalk
dual clutch
Prior art date
Application number
PCT/DE2011/001764
Other languages
German (de)
English (en)
Other versions
WO2012055384A3 (fr
Inventor
Werner Schmitt
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to DE112011104163T priority Critical patent/DE112011104163A5/de
Priority to CN201180052367.2A priority patent/CN103201608B/zh
Publication of WO2012055384A2 publication Critical patent/WO2012055384A2/fr
Publication of WO2012055384A3 publication Critical patent/WO2012055384A3/fr

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M13/00—Testing of machine parts
    • G01M13/02—Gearings; Transmission mechanisms
    • G01M13/022—Power-transmitting couplings or clutches

Definitions

  • the invention relates to a method for commissioning a drive train with the features according to the preamble of claim 1 and a method for identifying a dual clutch of a drive train with the features according to the preamble of claim 2 and a drive train in a motor vehicle having the features according to the preamble of claim 5th
  • the touch point changes its position due to various influences such as temperature or wear. Therefore, the touch point must be adapted over the life of the coupling.
  • One possibility is to determine the touch point in stationary operation. This can be done, for example, as follows: waiting at a traffic light, engine running, vehicle is stationary and braked, appropriate gear is engaged, touch point is approached, for example by an adaptation routine of the control unit and plausibility based on the reaction of the engine torque and possibly corrected.
  • a start-stop functionality which turns off the engine in stationary operation, for example when waiting at a traffic light and should make noticeable consumption-reducing, would prevent the adaptation just described, since the engine is no longer running in stationary operation. In this case, it is necessary to resort to touch point adaptations while driving.
  • the Tastriosadaption while driving has a disadvantage:
  • the clutches of the dual clutch system affect each other, whereby the result of Tast Vietnameseadaption is distorted. If the clutch 1 is closed, the position of the clutch 2 is changed, for example, in the direction of closing due to mechanical connections. In the same way, if clutch 2 is closed, then clutch 1 is also changed, for example, in the direction of closing. This behavior is called “crosstalk” or "crosstalk”. This crosstalk can only be determined at the test bench, with corresponding crosstalk parameters being determined here which describe the crosstalk and have a corrective effect on the result of the touch point adaptation during the driving operation.
  • control unit which was used to determine the crosstalk parameters, is installed in the vehicle together with the dual-clutch system, there are no further problems. However, if only the dual clutch or only the control unit replaced, for example, in the case of service or in the workshop, so the problem arises as the crosstalk parameters can be determined.
  • Object of the present invention is therefore to provide a way that allows to obtain the crosstalk parameters when replacing or reinstalling only the dual clutch or only the controller and thereby simplify subsequent commissioning on.
  • the object is achieved by a method having the features according to claim 1 and a method having the features according to claim 2 and a drive train having the features according to claim 5.
  • a method for starting up a drive train in a motor vehicle having an internal combustion engine and a dual clutch transmission automatically actuated by means of a transmission actuator, wherein the dual clutch transmission has a double clutch, a dual clutch actuator and a control device for controlling the dual clutch.
  • a method for identifying a dual clutch of a drive train in a motor vehicle having an internal combustion engine and a dual clutch transmission automatically actuated by means of a transmission actuator, wherein the dual clutch transmission has a dual clutch, a dual clutch actuator and a control unit for controlling the dual clutch. According to the invention, it is provided that the following steps are carried out:
  • the method for the identification of a dual clutch when first commissioning or initial recommissioning of dual clutch and control unit after replacement o- the new installation of the dual clutch or the control unit is executed.
  • the method for identifying a double clutch is executed in the absence of a marking with the identifier of the double clutch.
  • Erfindungsgemäli also a drive train in a motor vehicle with an internal combustion engine and an automatically actuated by means of a gear actuator dual-clutch transmission is proposed, wherein the dual-clutch transmission has a dual clutch, a Doppelkupplungsaktorik and a control unit for controlling the dual clutch.
  • the dual clutch has an identifier of the crosstalk parameter set assigned to the dual clutch, the control unit having a memory area for storing at least two typed predetermined crosstalk parameter sets and one identifier assigned to each crosstalk parameter set, wherein Each crosstalk parameter set each unique identifier is assigned and the assignment is also stored in the control unit, as well as a memory area for the crosstalk parameter set or its identifier assigned to the dual clutch or is a mark of one of the predetermined crosstalk parameter sets associated with the dual clutch.
  • the identification of the double clutch takes place by means of an information carrier.
  • the information carrier is carried along with the double clutch.
  • the information carrier with the double clutch is firmly connected or integrated into it.
  • the information carrier is a barcode or a DataMatrixCode or plaintext or a label which carries a barcode or a DataMatrixCode or plaintext.
  • the information carrier is a non-volatile memory.
  • the double clutch can also be marked with the crosstalk parameter set itself instead of the crosstalk parameter set identifier.
  • the inventive method and the drive train according to the invention have the advantage that in this way no test bed for commissioning or recommissioning of the dual clutch control unit system is necessary because the belonging to the double clutch crosstalk parameter set is not determined on the test bench but of the Double clutch can be read and transmitted to the control unit. As a result, not only the logistical effort but also the time for commissioning or recommissioning is significantly reduced.
  • crosstalk parameter sets of the double clutch in the vehicle are stored in the control unit software, which are within the possible crosstalk limits of the dual clutch, which were defined during system tests, ie were determined.
  • These crosstalk parameter sets are referred to in this document as typed predetermined crosstalk parameter sets.
  • the crosstalk parameters determined on the test bench by the control unit are now assigned to a typed preset crosstalk parameter set.
  • the assignment to the typed preset crosstalk parameter set is made by the ECU software, which automatically selects the typed predetermined crosstalk parameter set, which has the largest match ie the least difference with the determined real crosstalk parameters. The determination of the greatest agreement or the smallest difference depends on the parameters used for the crosstalk parameter set and can therefore not be specified in general terms.
  • the identifier of the suitably assigned transmission parameter set or the appropriately assigned crosstalk parameter sentence itself can be read out of the control unit used on the test bench by means of diagnostic service and is assigned to the dual clutch by the identifier or the transmission parameter.
  • Sentence itself eg marked by barcode, DataMatrixCode or plain text on the double clutch. This marking can for example be engraved, lasered, printed or applied in a variety of ways on the double coupling in particular on the housing, for example, by means of a label attached to the double clutch label.
  • Non-volatile memories for example based on semiconductors, are also conceivable for storing the identification on the double clutch.
  • the crosstalk parameter set of the clutch can now be read directly from the double clutch or determined by reading the identification and assignment of the crosstalk parameter set encoded with it and, in the presence of the crosstalk.
  • Parameter set can be stored and activated in the control unit by means of a tester or diagnostic device.
  • Another possibility is to store, instead of a single identifier of the crosstalk parameter set, several parameters determined on the test stand, for example, the entire crosstalk parameter set on the storage medium mounted on the coupling housing.
  • the crosstalk behavior of the dual clutches can only be determined on a test bench. When the clutch or ECU is replaced in the workshop, a determination can not take place, it must be used on predefined crosstalk parameter sets.
  • the assignment of the transmission parameter set to be used for the currently measured clutch takes place on the test bench by the control unit software.
  • the crosstalk parameter set to be used is recorded on the coupling. In the case of service or in the workshop, this crosstalk parameter set is read in via the diagnostic service and activated in the control unit.
  • this identifier or the associated crosstalk profile is read and stored in the vehicle software.
  • the invention can also be used in the same way for notation or storage of the clutch characteristics of the dual clutch.

Abstract

L'invention concerne un procédé de mise en marche d'une chaîne cinématique d'un véhicule automobile comprenant un moteur à combustion interne et une boîte de vitesses à double embrayage actionnée de façon automatisée au moyen d'un actionneur de boîte de vitesses, ainsi qu'un procédé d'identification d'un double embrayage d'une chaîne cinématique d'un véhicule automobile comprenant un moteur à combustion interne et une boîte de vitesses à double embrayage actionnée de façon automatisée au moyen d'un actionneur de boîte de vitesses, ainsi qu'une chaîne cinématique d'un véhicule automobile comprenant un moteur à combustion interne et une boîte de vitesses à double embrayage actionnée de façon automatisée au moyen d'un actionneur de boîte de vitesses.
PCT/DE2011/001764 2010-10-28 2011-09-22 Procédé de mise en marche d'une chaîne cinématique d'un véhicule automobile WO2012055384A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112011104163T DE112011104163A5 (de) 2010-10-28 2011-09-22 Verfahren zur Inbetriebnahme eines Antriebsstrangs in einemn Kraftfahrzeug
CN201180052367.2A CN103201608B (zh) 2010-10-28 2011-09-22 用于使车辆中的传动系投入运行的方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010049926.9 2010-10-28
DE102010049926 2010-10-28

Publications (2)

Publication Number Publication Date
WO2012055384A2 true WO2012055384A2 (fr) 2012-05-03
WO2012055384A3 WO2012055384A3 (fr) 2012-06-21

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2011/001764 WO2012055384A2 (fr) 2010-10-28 2011-09-22 Procédé de mise en marche d'une chaîne cinématique d'un véhicule automobile

Country Status (3)

Country Link
CN (1) CN103201608B (fr)
DE (2) DE112011104163A5 (fr)
WO (1) WO2012055384A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015210635A1 (de) * 2015-06-10 2016-12-15 Zf Friedrichshafen Ag Verfahren zum Einstellen von Initialreibwerten von Schaltelementen eines Getriebes

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015524902A (ja) * 2012-08-02 2015-08-27 シェフラー テクノロジーズ アー・ゲー ウント コー． カー・ゲーＳｃｈａｅｆｆｌｅｒ Ｔｅｃｈｎｏｌｏｇｉｅｓ ＡＧ ＆ Ｃｏ． ＫＧ 車両トランスミッションおよび／または車両クラッチの初回動作方法
DE102013221242A1 (de) 2013-10-21 2015-04-23 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Verbrennungsmotors

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005000888A1 (de) 2004-02-04 2005-08-25 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren zum Durchführen einer Einlernprozedur bei einem Getriebe und Vorrichtung zum Halten einer Kupplung an einem Getriebe

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WO2001084019A1 (fr) * 2000-04-28 2001-11-08 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Dispositif d'actionnement pour une transmission a double embrayage
JP2005337387A (ja) * 2004-05-27 2005-12-08 Toyota Motor Corp 固体性能情報の書込み方法
DE102006035112A1 (de) * 2006-07-28 2008-01-31 Magna Powertrain Ag & Co Kg Baueinheit
CN101140198B (zh) * 2007-09-19 2010-12-01 同济大学 汽车双离合器式自动变速器硬件在环仿真试验台
CN101603588A (zh) * 2009-07-14 2009-12-16 上海汽车集团股份有限公司 双离合器自动变速器换档机构的位置检测方法及系统

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005000888A1 (de) 2004-02-04 2005-08-25 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren zum Durchführen einer Einlernprozedur bei einem Getriebe und Vorrichtung zum Halten einer Kupplung an einem Getriebe

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015210635A1 (de) * 2015-06-10 2016-12-15 Zf Friedrichshafen Ag Verfahren zum Einstellen von Initialreibwerten von Schaltelementen eines Getriebes
DE102015210635B4 (de) * 2015-06-10 2017-05-04 Zf Friedrichshafen Ag Verfahren zum Einstellen von Initialreibwerten von Schaltelementen eines Getriebes

Also Published As

Publication number Publication date
CN103201608A (zh) 2013-07-10
DE112011104163A5 (de) 2013-09-05
WO2012055384A3 (fr) 2012-06-21
CN103201608B (zh) 2016-04-27
DE102011114066A1 (de) 2012-05-03

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