WO2014194926A1 - Procédé pour commander un fonctionnement d'une boîte de vitesses à embrayage multiple - Google Patents

Procédé pour commander un fonctionnement d'une boîte de vitesses à embrayage multiple Download PDF

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Publication number
WO2014194926A1
WO2014194926A1 PCT/EP2013/001621 EP2013001621W WO2014194926A1 WO 2014194926 A1 WO2014194926 A1 WO 2014194926A1 EP 2013001621 W EP2013001621 W EP 2013001621W WO 2014194926 A1 WO2014194926 A1 WO 2014194926A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
input shaft
rotational torque
transmission
gear
Prior art date
Application number
PCT/EP2013/001621
Other languages
English (en)
Inventor
Anders Hedman
Original Assignee
Volvo Truck Corporation
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 Volvo Truck Corporation filed Critical Volvo Truck Corporation
Priority to PCT/EP2013/001621 priority Critical patent/WO2014194926A1/fr
Publication of WO2014194926A1 publication Critical patent/WO2014194926A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/062—Control by electric or electronic means, e.g. of fluid pressure of a clutch system with a plurality of fluid actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • 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
    • F16D2500/11—Application
    • F16D2500/1107—Vehicles
    • F16D2500/1112—Heavy vehicle
    • 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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50224—Drive-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50287—Torque control
    • 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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/506—Relating the transmission
    • F16D2500/50661—Limit transmission input torque
    • 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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/512—Relating to the driver
    • F16D2500/5126—Improving response to driver inputs
    • 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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/52—General
    • F16D2500/525—Improve response of control system
    • 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
    • F16D2500/70422—Clutch parameters
    • F16D2500/70438—From the output shaft
    • F16D2500/7044—Output shaft torque
    • 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
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • F16H2059/663—Road slope
    • 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
    • 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

Definitions

  • the present invention relates to a method for controlling an operation of a multi-clutch transmission operatively connected to a prime mover of a vehicle.
  • the present invention is particularly suitable for heavy, on- and off-road vehicles.
  • the present invention relates to a control unit for a vehicle configured for implementing a method for controlling an operation of a multi-clutch transmission.
  • dual clutch transmissions are cross-breed between stepped transmissions, with power interruption at gear shifts, and powershifting, without power interruption, planetary transmissions.
  • a dual clutch transmission uses two separate clutches for odd and even gears, which are typically provided in the form of friction clutches or dry multi-plate clutches.
  • the two clutches are operatively connected to two input shafts, respectively, and to the output of the engine. Functionally, this is equivalent to utilizing two conventional transmissions in parallel, i.e. two parallel sub-transmissions, while operating one at a time for power transfer.
  • the sub-transmission that is currently not in use, i.e. idling can have a gear engaged and prepared for a subsequent shift. As a result, the shift may be carried out by simultaneously disengaging the clutch of the previously used sub-transmission and engaging the clutch of the previously idling sub-transmission.
  • a dual-clutch transmission has many components in common with a conventional stepped transmission, e.g. gearwheels, shafts and tooth clutches. Hence, it is likely that a properly designed dual-clutch transmission will have the potential of providing powershifts at a reasonable production cost and at low power losses. Due to the similarity in components with conventional stepped transmissions, dual-clutch transmissions and conventional stepped transmissions may be manufactured in the same production facilities and with the same production equipment. Various types of dual-clutch transmissions are known for heavy vehicles. US 5 150 628, for example, discloses a dual-clutch transmission for rear wheel drive vehicles having two separate countershafts connected to two input shafts, respectively.
  • the countershafts are here arranged parallel to the transmission input which may lead to difficulties in installing the transmission into the vehicle since the transmission becomes somewhat wider than a conventional stepped transmission.
  • DE 923 402 and DE 3 131 156 Al disclose further examples of dual-clutch transmissions.
  • This type of transmission comprises only one countershaft.
  • On the countershaft there is arranged a couple of loose gearwheels which are capable of being selectively engaged through a plurality of mechanical tooth clutches. In this manner, it becomes possible to provide a powershiftable dual-clutch transmission nearly as slim as a corresponding conventional stepped transmission.
  • the number of gears and the available speed reduction ratios are believed to be insufficient for heavy duty vehicles.
  • a clutch has limited thermal capacity and often inadequate service life due to wear.
  • a dual-clutch transmission which utilises two clutches simultaneously at the launch of the vehicle. More specifically, each clutch of the two clutches transmits a constant and equal torque portion at the entire launch phase of the vehicle. Thereby, the operation of this dual-clutch transmission allows for a fairly equal sharing of thermal load among the two clutches.
  • the multi-clutch transmission is operatively connected to a prime mover of a vehicle.
  • the multi-clutch transmission comprises a dual-clutch assembly, a clutch input shaft drivingly connected to the prime mover and a transmission output shaft.
  • the multi-clutch assembly is provided with a first clutch and a second clutch operatively connected to the clutch input shaft and configured for transmitting a rotational torque of the clutch input shaft M c j s .
  • the first clutch is operatively connected with a first input shaft of a first sub-transmission having a first set of gears, the first clutch is transmitting a first rotational torque portion Mi of the rotational torque of the clutch input shaft M C j S to the first input shaft, the first rotational torque portion being transformed via a first gear of the first set of gears to the transmission output shaft.
  • the second clutch is operatively connected with a second input shaft of a second sub-transmission having a second set of gears, the second clutch is transmitting a second rotational torque portion M 2 of the rotational torque of the clutch input shaft M c j S to the second input shaft, the second rotational torque portion M 2 being transformed via a second gear of the second set of gears to the transmission output shaft.
  • the method comprises the steps of:
  • the present invention relates to an optimization of the operation of the multi-clutch transmission.
  • the present invention relates to an optimization of the operation of the multi-clutch transmission at the launch of the vehicle so as to reduce the wear of the components in the multi-clutch transmission, while maintaining a high amplification of the rotational torque of the prime mover. Thereby, it becomes possible to set the vehicle in motion in an effectual and reliable manner.
  • the provision while the rotational speed of the first input shaft is different from the rotational speed of the clutch input shaft refers to the relation between the rotational speed of the first input shaft and the rotational speed of the clutch input shaft prior to the synchronous condition of the first input shaft and the rotational speed of the clutch input shaft.
  • synchronous condition here refers to a condition when the first clutch is synchronized with the clutch input shaft, i.e. when the rotational speed of the first input shaft is equal to the rotational speed of the clutch input shaft.
  • the provision while the rotational speed of the first input shaft is different from the rotational speed of the clutch input shaft may also be denoted as the slipping phase of the first clutch.
  • the second clutch is in a synchronous condition when the second clutch is synchronized with the clutch input shaft, i.e. when the rotational speed of the second input shaft is equal to the rotational speed of the clutch input shaft.
  • the second clutch is in a synchronous condition with the clutch input shaft, there is no slipping of the second clutch.
  • step (a) is initiated before the first clutch is in a synchronous condition with the clutch input shaft.
  • step (b) is initiated before the first clutch is in a synchronous condition with the clutch input shaft.
  • the vehicle can be set in motion in a reliable manner since it uses the first gear, which is typically provided with the highest transmission ratio of the available gears. Thereby, the torque on the output shaft, M 0U t P ut, is maximised, which, in turn, will maximise the tractive effort of the driven wheels of the vehicle.
  • step (b) By the method step (b), as described above, and the provision that decreasing the initial amount of the first rotational torque portion M] to a decreased amount and increasing the initial amount of the second rotational torque portion M 2 to an increased amount while the rotational speed of the first input shaft is different from the rotational speed of the clutch input shaft, it becomes possible to enhance the flexibility in sharing thermal load (and wear) between the first clutch and second clutch.
  • This is due to that the amount of engagement of the first clutch is decreasingly shifted such that the amount of the first rotational torque portion Mi is decreased compared to the amount in step (a), while the amount of engagement of the second clutch is progressively shifted such that the amount of the second rotational torque portion M 2 is increased compared to the amount in step (a).
  • the increased amount of the second rotational torque portion M 2 is higher than the decreased amount of the first rotational torque portion M 1? such that the second clutch transmits a higher amount of the rotational torque of the clutch input shaft M c j s than the first clutch
  • step (a) the torque transfer contribution from the first clutch and the second clutch is optimized at the initial phase of the vehicle launch, i.e. step (a), and subsequently shifted to another torque transfer contribution between the first clutch and the second clutch, i.e. step (b).
  • the service life of the multi-clutch transmission can be extended avoiding costly and time-consuming maintenance work.
  • the vehicle launch i.e. moving away from rest
  • the method for controlling the operation of the multi-clutch transmission allows for high comfort and fuel-efficient driving.
  • step (a) when step (a) only involves engaging the first clutch, it should be readily understood that no rotational torque of the clutch input shaft M c j s is transmitted by the second clutch. Hence, the second clutch may not be operated at the initial phase of the launch of the vehicle for transmitting a rotational torque M ou tput to the transmission output shaft while a rotational speed of the first input shaft is different from a rotational speed of the clutch input shaft.
  • step (a) involves engaging the first clutch and second clutch
  • the second clutch is used to share thermal load so as to keep the level of wear of the first clutch to a minimum.
  • the clutches of a multi- clutch transmission can be thermally overloaded at the launch of the vehicle due to excessive slipping of the clutch in order to set the vehicle in motion. Even normal use of a clutch increases the wear, and decreases the lifespan, of the clutch. Therefore, at very heavy launch of a heavy vehicle, there is typically excessive slipping of the clutch causing a significant amount of heat generation in the clutch. At least for this reason, the present invention specifically relates to a method for controlling the operation of a multi-clutch transmission at the launch of the vehicle, i.e. moving away from rest.
  • the term “drivingly connected” typically means that a first component is connected to a second component in a manner allowing a transfer of a rotational movement and/or rotational torque from the first component to the second component. Therefore, the term encompasses a functional construction in which two components are connected such that the rotational speed of the first component corresponds to the rotational speed of the second component. However, the term also encompasses a functional construction in which there is a ratio between the rotational movement of the first component and the rotational movement of the second component, i.e., the rotational speed of the second component is proportional to the rotational speed of the first component.
  • operatively connected or “operatively driven” means that a component is in operative relation to another component, e.g. the provision that the first clutch is operatively connected to the sub-transmission means that the clutch is in operative relation with the sub-transmission.
  • shifting clutch engagement e.g. shifting from an engagement of the first clutch to an engagement of the second clutch, while disengaging the first clutch
  • shifting clutch engagement is not an immediate operation. Instead, it is typically an operation being executed under a transition phase.
  • shifting from step (a) to step (b) is normally not an immediate operation, but frequently a shifting, in terms of amount of engagement of the clutches, which is being executed under a transition phase.
  • step (b) may last for about 0.1 - 0.5 s.
  • step (b) may therefore refer to the transition phase, i.e. decreasing an amount the first rotational torque portion Mi and increasing the amount of the second rotational torque portion M 2 , and the status of the amount of engagement of the first clutch and second clutch after the transition phase, i.e. the decreased amount and the increased amount.
  • Decreasing the amount of the rotational torque portion is carried out by decreasing the level (or amount) of engagement of the clutch.
  • increasing the amount of the rotational torque portion is carried out by increasing the level (or amount) of engagement of the clutch.
  • the increased amount of the second rotational torque portion M 2 may be higher than the decreased amount of the first rotational torque portion Mi.
  • the second clutch transmits a higher amount of the rotational torque of the clutch input shaft M cis than the first clutch. In this manner, the level of engagement of the first clutch is decreased. In other words, unnecessary wear of the first clutch is avoided, which will further extend the service life of the first clutch.
  • the multi-clutch transmission in step (a) may be operated such that there is a significant difference between the initial amount of the first rotational torque portion and the initial amount of the second rotational torque portion.
  • the multi-clutch transmission is capable of providing an initial high amplification of the torque of the prime mover via the first clutch (typically transformed via the gear having the highest transmission ratio) while allowing thermal load to be shared by the two clutches.
  • the multi- clutch transmission in step (a) may be operated such that the initial amount of the first rotational torque portion Mi amounts to preferably at least 60 % of the rotational torque of the clutch input shaft M C j S .
  • the multi-clutch transmission in step (a) may be operated such that the initial amount of the first rotational torque portion Mi amounts to at least 70 % of the rotational torque of the clutch input shaft M C j S . Still preferably, the multi-clutch transmission in step (a) may be operated such that the initial amount of the first rotational torque portion Mi amounts to at least 80 % of the rotational torque of the clutch input shaft M C i S . Still preferably, the multi- clutch transmission in step (a) may be operated such that the initial amount of the first rotational torque portion M ⁇ amounts to at least 95 % of the rotational torque of the clutch input shaft M C j S .
  • One advantage with this provision is that the amplification of the prime mover torque is further improved.
  • the initial amount of the second rotational torque portion M 2 amounts to the remaining amount of the rotational torque of the clutch input shaft M c j S (if neglecting torque losses from windage, oil churning, etc.). That is, the initial amount of the first rotational torque portion Mi and the initial amount of the second rotational torque portion M 2 amounts to 100 % of the rotational torque of the clutch input shaft M c i s . Hence, if the initial amount of the first rotational torque portion Mi amounts to 60 %, the initial amount of the second rotational torque portion M 2 amounts to 40 % (of the rotational torque of the clutch input shaft M c j s ).
  • the multi- clutch transmission in step (a) may even be operated such that the initial amount of the first rotational torque portion Mi amounts to 100 % of the rotational torque of the clutch input shaft M C j S , whereby the first clutch transmits all rotational torque of the clutch input shaft M c j S while the second clutch transmits no rotational torque of the clutch input shaft M c j s .
  • One advantage with this provision is that the amplification of the prime mover torque is further improved.
  • the multi-clutch transmission in step (a) can initially be operated to engage both the first clutch and the second clutch, while only allowing the first clutch to transmit rotational torque of the clutch input shaft M C j S . It should be readily understood that this can be realised by a pre-selection of a second gear in the second sub-transmission while operating the second clutch to transmit no rotational torque.
  • the multi-clutch transmission may in step (a) only use the first gear provided with the highest transmission ratio of any of the gears in the first set of gears and the second set of gears. In this manner, it is ensured that the vehicle can be reliably launched at a very heavy launch.
  • the first gear of the first set of gear may be provided with a higher transmission ratio than the second gear of the second set of gears.
  • the multi-clutch transmission may in step (b) be operated such that the increased amount of the second rotational torque portion M 2 amounts to preferably at least 60 % of the rotational torque of the clutch input shaft M C i S .
  • the first clutch will generate less slipping energy.
  • the multi-clutch transmission may in step (b) be operated such that the increased amount of the second rotational torque portion M 2 amounts to at least 70 % of the rotational torque of the clutch input shaft M c j s .
  • the multi-clutch transmission may in step (b) be operated such that the increased amount of the second rotational torque portion M 2 amounts to at least 80 % of the rotational torque of the clutch input shaft M c j s . Still preferably, the multi-clutch transmission may in step (b) be operated such that the increased amount of the second rotational torque portion M 2 amounts to at least 95 % of the rotational torque of the clutch input shaft M C i S . It should be readily appreciated that by increasing the amount of the second rotational torque portion M 2 , it becomes possible to reduce the slipping energy generated by the first clutch.
  • the decreased amount of the first rotational torque portion amounts to the remaining amount of the rotational torque of the clutch input shaft M c j s (if neglecting torque losses from windage, oil churning, etc.). That is, if the increased amount of the second rotational torque portion M 2 amounts to 60 %, the decreased amount of the first rotational torque portion M ⁇ amounts to 40 % (of the rotational torque of the clutch input shaft M C j S ).
  • various torque ratios between the decreased amount of the first rotational torque portion Mi and the increased amount of the second rotational torque portion M 2 are conceivable.
  • the multi-clutch transmission may in step (b) even be operated such that the increased amount of the second rotational torque portion M 2 amounts to 100 % of the rotational torque of the clutch input shaft M C j S .
  • the second clutch transmits all rotational torque of the clutch input shaft M c i s while the first clutch transmits no rotational torque of the clutch input shaft M c j s .
  • the first clutch generates less slipping energy.
  • the multi-clutch transmission in step (b) may be operated to maintain the engagement of both the first clutch and the second clutch, while only allowing the second clutch to transmit rotational torque of the clutch input shaft M C i S .
  • step (b) the increased amount of the second rotational torque portion M 2 typically is higher than the decreased amount of the first rotational torque portion M ls it is also possible that the shift of the amount of engagement of the clutches in step (b) can be executed such that the decreased amount of the first rotational torque portion Mj is higher than the increased amount of the second rotational torque portion M 2 .
  • the multi-clutch transmission may in step (b) be operated such that the increased amount of the second rotational torque portion M 2 amounts to 45 % of the rotational torque of the clutch input shaft M c j S , while the decreased amount of the first rotational torque portion M ⁇ amounts to 55 % of the rotational torque of the clutch input shaft M C i S .
  • the increased amount of the second rotational torque portion M 2 may amount to more than 30 % of the rotational torque of the clutch input shaft M C i S . Still preferably, the increased amount of the second rotational torque portion M 2 may amount to more than 40 % of the rotational torque of the clutch input shaft M C i S .
  • the multi-clutch transmission may in step (a) be operated to pre-select a first gear of the first set of gears and a second gear of the second set of gears prior to engaging the first clutch and/or the second clutch.
  • the multi-clutch transmission may in step (a) be operated to pre- select a first gear of the first set of gears and a second gear of the second set of gears while engaging the first clutch and/or the second clutch.
  • the method may further comprise the step of:
  • the method may further comprise the step of:
  • the method may further comprise the step of:
  • the method may further comprise the step of:
  • a time period of an execution of the step (b) and step (c) may be between 0.1-0.5 s. It is believed that the above time period allows for an optimal shifting in terms of obtaining an initial amplification of the rotational torque of the prime mover while sharing the thermal load between the first clutch and the second clutch.
  • the time period of an execution of the step (b) and step (c) may be between 0.2-0.3 s.
  • an execution of step (b) and step (c) corresponds to a so-called slipping phase, i.e. a shifting from the first clutch (or the first clutch and second clutch) to the second clutch.
  • a shifting from the first clutch (or the first clutch and second clutch) to the second clutch may include the step of disengaging the first clutch.
  • it may include the step of controlling the operation of the first clutch such that no rotational torque Mj may be transmitted by the first clutch.
  • the multi-clutch transmission may be operated according to various preprogrammed parameters and/or conditions.
  • step (b) of the method may be initiated when a threshold value corresponding to a predetermined driving resistance value is exceeded.
  • driving resistance may include rolling resistance as well as road inclination.
  • step (b) of the method may be initiated when a threshold value corresponding to a predetermined clutch slip energy value is exceeded.
  • step (b) of the method may be initiated when a threshold value corresponding to a predetermined temperature value in the first clutch is exceeded.
  • the first sub-transmission having the first set of gears may be configured for establishing odd-numbered shift stages; and the second sub-transmission having the second set of gears may be configured for establishing even-numbered shift stages.
  • the multi-clutch transmission may further comprise a control unit configured to operate the multi-clutch transmission.
  • control unit for a vehicle configured for implementing a method according to any of the aspects and/or example embodiments as mentioned above.
  • the control unit may include a microprocessor, microcontroller, programmable digital signal processor or another programmable device.
  • the control unit may also, or instead, include an application specific integrated circuit, a programmable gate array or programmable array logic, a programmable logic device, or a digital signal processor.
  • the control unit includes a programmable device such as the microprocessor, microcontroller or programmable digital signal processor mentioned above, the processor may further include computer executable code that controls operation of the programmable device.
  • a computer program product comprising a computer readable medium having stored thereon computer program means for causing the control unit to control the operation of the multi-clutch transmission.
  • the computer program product comprises code for executing the method according to any of the aspects and/or example embodiments as mentioned above.
  • Fig. 1 schematically illustrates a dual-clutch transmission according to an example embodiment of the present invention
  • Fig. 2a is a graphic representation showing an example of an operation of a method according to the prior art, in which the dual-clutch transmission assembly solely engages one clutch at a launch of the vehicle;
  • Fig. 2b is a graphic representation showing another example of an operation of a method according to the prior art, in which the dual-clutch transmission assembly engages two clutches at a launch of the vehicle;
  • Fig. 3 a is a graphic representation of a method for controlling the operation of a dual-clutch transmission according to an example embodiment of the present invention, in which the operation of the method is illustrated from a vehicle launch until a first clutch is in a synchronous condition
  • Fig. 3b is a graphic representation of a method for controlling the operation of a multi-clutch transmission according to another example embodiment of the present invention, in which the operation of the method is illustrated from a vehicle launch until a first clutch is in a synchronous condition;
  • Fig. 3c is a graphic representation of a method for controlling the operation of a multi-clutch transmission according to a third example embodiment of the present invention, in which the operation of the method is illustrated from a vehicle launch until a first clutch is in a synchronous condition;
  • Fig. 3d is a graphic representation of a method for controlling the operation of a multi-clutch transmission according to a fourth example embodiment of the present invention, in which the operation of the method is illustrated from a vehicle launch until a first clutch is in a synchronous condition;
  • Fig. 4a is a graphic representation of a method for controlling the operation of a multi-clutch transmission according to yet another example embodiment of the present invention, in which the operation of the method is illustrated from a vehicle launch until a first clutch is in a synchronous condition;
  • Fig. 4b is a graphic representation of a method for controlling the operation of a dual-clutch transmission according to yet another example embodiment of the present invention, in which the operation of the method is illustrated from a vehicle launch until a first clutch is in a synchronous condition;
  • Fig. 4c is a graphic representation of a method for controlling the operation of a dual-clutch transmission according to a further example embodiment of the present invention, in which the operation of the method is illustrated from a vehicle launch until a first clutch is in a synchronous condition.
  • FIG. 1 there is depicted a multi- clutch transmission 100 of a vehicle according to an example embodiment of the present invention.
  • the multi-clutch transmission 100 is operatively connected to a prime mover of a vehicle.
  • the prime mover here is typically an engine, e.g. an internal combustion engine, of a heavy road vehicle such as a heavy truck or bus.
  • engine e.g. an internal combustion engine
  • a heavy road vehicle such as a heavy truck or bus.
  • other engines and/or vehicles may be contemplated.
  • the multi-clutch transmission 100 comprises a dual-clutch assembly 10.
  • the dual-clutch assembly which may also be denoted a dual-clutch transmission (DCT) (sometimes also referred to as a twin-clutch gearbox or double-clutch transmission), is a type of semi-automatic or automated manual automotive transmission. It may be structurally described as two separate manual transmissions working as one unit.
  • DCT dual-clutch transmission
  • a dual-clutch assembly is well-known to the skilled person, but typically it refers to transmission system that is configured to dispose a first clutch 12 and a second clutch 14 at the front thereof so as to continue to be selectively operated, thereby reducing the speed change time.
  • the dual-clutch transmission 10 uses two separate clutches, i.e. the first clutch 12 and the second clutch 14 for an odd gear set 70 and an even gear set 80, respectively.
  • the dual-clutch assembly 100 thereby splits up odd and even gears on two shafts and two clutches. Each clutch may therefore be considered as a separate torque-transmitting unit.
  • the clutch can be provided in the form of a dry friction clutch, i.e. dry single-plate clutches.
  • a dry friction clutch i.e. dry single-plate clutches.
  • any type of clutch is conceivable such as wet multi-plate clutches.
  • the multi-clutch transmission 100 comprises a clutch input shaft 20 drivingly connected to the prime mover and a transmission output shaft 30.
  • the clutch input shaft 20 here is drivingly connected to a crank shaft of the prime mover (not shown).
  • the dual-clutch assembly 10 is provided with the first clutch 12 and the second clutch 14.
  • the first clutch 12 and the second clutch 14 are operatively connected to the clutch input shaft 20 and configured for transmitting a rotational torque of the clutch input shaft M C j S .
  • the first clutch 12 is operatively connected with a first input shaft 42 of a first sub-transmission 40 having a first set of gears 70.
  • the first clutch 12 is capable of transmitting a first rotational torque portion Mi of the rotational torque of the clutch input shaft M C j S to the first input shaft 42.
  • the second clutch 14 is operatively connected with a second input shaft 52 of a second sub-transmission 50 having a second set of gears 80.
  • the second clutch 14 is capable of transmitting a second rotational torque portion M 2 of the rotational torque of the clutch input shaft M c j s to the second input shaft 52.
  • first clutch 12 and the second clutch 14 may be are arranged axially in succession in a transmission housing.
  • first rotational torque portion M] is being transformed via a first gear 110 of the first set of gears 70 to the transmission output shaft 30.
  • second rotational torque portion M 2 is being transformed via a second gear 120 of the second set of gears 80 to the transmission output shaft 30.
  • the clutch input shaft 20 may be coaxially arranged with the first input shaft 42 and the second input shaft 52.
  • a coaxial arrangement of the first shaft and second shaft is obtained by having a hollow second input shaft (also denoted as the outer shaft), making room for the first input shaft (also denoted the inner shaft).
  • the first input shaft is nested inside the second input shaft.
  • the clutches may be installed in several arrangements, e.g. in a concentric arrangement, where both clutches share the same plane when viewed perpendicularly from the clutch input shaft, along the same centre line as the crankshaft of the prime mover when viewed head-on along the length of the clutch input shaft.
  • the clutches may be installed in a side-by-side arrangement, when viewed perpendicularly from the clutch input shaft, but again sharing the centre line of the prime mover crankshaft.
  • the second input shaft 52 here is arranged to feed second gear 120, fourth gear 140 and sixth gear 160, while the first input shaft 42 is arranged to feed first gear 110, third gear 130 and fifth gear 150.
  • the second clutch 14 controls second 120, fourth 140 and sixth 160 gears, while the first clutch 12 controls first 110, third 130 and fifth 150 gears.
  • the first sub-transmission 40 having the first set of gears 70 is configured for establishing odd-numbered shift stages; and the second sub- transmission 50 having the second set of gears 80 is configured for establishing even- numbered shift stages. That is, one clutch controls the odd gears (first, third, fifth and reverse), while the other clutch controls the even gears (second, fourth and sixth).
  • the first set of gears 70 of the first sub-transmission 40 typically includes the first gear 110, third gear 130 and fifth gear 150.
  • the second set of gears 80 of the second sub-transmission 50 typically includes the second 120, fourth 140 and sixth 160 gears.
  • the multi-clutch transmission has six forward gears where high power transfer to the driven wheels is enabled during shifts between consecutive gears.
  • the first gear 110 of the first set of gear 70 is provided with a higher transmission ratio than the second gear 120 of the second set of gears 80.
  • the first gear 110 here is provided with the highest transmission ratio of any of the gears in the first set of gears and the second set of gears.
  • the sub-transmission which is not in use for the time being, i.e. idling, can have a gear engaged and prepared for a subsequent shift.
  • This shift may be carried out by simultaneously disengaging the clutch of the previously used sub-transmission and engaging the clutch of the previously idling sub-transmission.
  • each sub-transmission can be of a non- planetary type or a planetary type.
  • construction and the function of a sub-transmission and a clutch are well-known to the skilled person, no further description is given as to the arrangement of various gearwheels and/or how the gearwheels are locked to the different shafts.
  • the multi-clutch transmission may also include various pilot bearings (not shown).
  • first sub-transmission 40 and the second sub-transmission 50 and their respective clutches 12, 14 are contained within a housing (not shown).
  • the operation of the multi-clutch transmission 100 may be controlled by a control unit 60 or an actuator device (not shown).
  • the control unit 60 here is configured to operate the multi-clutch transmission 100.
  • the control unit comprises a computer program product.
  • the computer program product includes a computer readable medium having stored thereon computer program means for causing the control unit to control the operation of the multi-clutch transmission.
  • the computer program product comprises code for executing a method according to any one of the example embodiments as described hereinafter.
  • the multi-clutch transmission 100 may include various valves, shift rods, shift forks, electronics and sensors as is evident to the person skilled in the art.
  • a multi-clutch transmission has for example been controlled by operating either one of the first clutch and the second clutch at a launch of the vehicle.
  • Fig. 2a shows a diagram of a corresponding prior art embodiment utilizing only one clutch at the launch of the vehicle.
  • a bold line in the diagram represents an engaged mode of a clutch, whereby a gear is activated so as to transform a rotational torque of the prime mover.
  • the reference numeral gl indicates that the first gear 110 of the first set of gears 70 is activated by the engagement of the first clutch 12.
  • the bold line relating to reference numeral g2 indicates that the second gear 120 of the second set of gears 80 is activated by the engagement of the second clutch 14.
  • a dotted line in the diagram represents a disengaged mode of a clutch, whereby a gear is inactivated such that no rotational torque of the prime mover is transformed by that gear.
  • the rotational speed of the clutch input shaft may correspond to the rotational speed of the prime mover.
  • n C i S may correspond to the rotational speed of the prime mover.
  • the origin represents the mode of a vehicle just about to launch, i.e. when the rotational speed of the transmission output shaft 30 is equal to zero.
  • Fig. 2a a first example of a prior art method for operating a multi-clutch transmission is described.
  • the vehicle is launched by engaging the first clutch such that the first gear gl is activated.
  • the first clutch of first gear gl is in a slipping state due to a speed difference between the rotational speed of the first input shaft and the rotational speed of the clutch input shaft, thereby accelerating the vehicle.
  • the rotational speed difference between the rotational speed of the first input shaft and the rotational speed of the clutch input here is represented by the difference between the line "1" and the bold line representing gl.
  • the engaged first clutch is transforming a rotational torque of the clutch input shaft to the first input shaft.
  • the first clutch of the first gear gl is in a synchronous condition with the clutch input shaft, i.e. there is no slipping of the first clutch.
  • the engaged first clutch is transforming a rotational torque of the clutch input shaft to the first input shaft, but without any slipping.
  • a synchronous condition is illustrated by the horizontal bold line gl (between ti l- tl2).
  • a horizontal bold line of gl coinciding with the line "1" illustrates that the rotational speed of the first input shaft 42 is equal to the rotational speed of the clutch input shaft 20 (sometimes also denoted as a non-slipping state), while a horizontal bold line of g2 coinciding with the line "1" illustrates that the rotational speed of the second input shaft 52 is equal to the rotational speed of the clutch input shaft 20.
  • a gear shift is initiated by disengaging the first clutch and engaging the second clutch, whereby the first gear gl is inactivated and the second gear g2 is activated, respectively.
  • the gear shift is completed at tl3, i.e. the first gear gl is now inactive whilst the second clutch is engaged such that the second gear g2 is active. Accordingly, between tl3 - tl4, the engaged second clutch is transforming a rotational torque of the clutch input shaft to the second input shaft.
  • the multi-clutch transmission now utilizes the second clutch and the second gear g2 until a further shift is initiated. Meanwhile, a preselection of a new gear g3 is carried out by the multi-clutch transmission between tl4 - tl5, i.e. the preselected gear is changed from gear gl to gear g3, in order to prepare the multi-clutch transmission for a gear shift from gear g2 to gear g3.
  • the gear shift from gear g2 to gear g3 is then executed between tl6 - tl7 in a similar manner as the gear shift from gear gl and gear g2 between tl2 - tl3, such that gear g3 becomes activated. Accordingly, from tl7 and on, the engaged first clutch is transforming a rotational torque of the clutch input shaft to the first input shaft..
  • the operation of the multi-clutch transmission according to above prior art method typically allows for a reliable launch of the vehicle since it uses the first gear provided with the highest transmission ratio of the available gears.
  • the engaged clutch may be thermally overloaded while slipping.
  • the first clutch will be exposed to excessive wear being detrimental to the function and durability of the multi-clutch transmission.
  • FIG. 2b Another prior art method of operating a multi-clutch transmission is shown in Fig. 2b.
  • the first clutch and the second clutch are simultaneously utilized at the launch of the vehicle in order to reduce the thermal load generated in the multi-clutch transmission.
  • the vehicle is launched by engaging the first clutch and second clutch such that the first gear gl and the second gear g2 are activated, respectively.
  • the first clutch of the first gear gl and the second clutch of second gear g2 are in a slipping state due to a speed difference between the rotational speed of the first input shaft and the rotational speed of the clutch input shaft, thereby accelerating the vehicle.
  • the rotational speed difference between the rotational speed of the first input shaft and the rotational speed of the clutch input here is represented by the differences between the line "1" and the bold lines representing gl and g2.
  • the engaged first clutch is transforming a rotational torque of the clutch input shaft to the first input shaft and the engaged second clutch is transforming a rotational torque of the clutch input shaft to the second input shaft.
  • the first clutch of the first gear gl is in a synchronous condition with the clutch input shaft, i.e. there is no slipping of the first clutch, while the engaged second clutch is maintaining a slipping state.
  • the first clutch becomes disengaged, whereby the first gear gl is inactivated such that the engaged second clutch now transforms all rotational torque of the clutch input shaft to the second input shaft via the second gear g2, while still being in a slipping state.
  • the engaged second clutch is transforming all rotational torque of the clutch input shaft to the second input shaft via the second gear g2, while slipping.
  • the second clutch of the second gear g2 is in a synchronous condition, i.e. there is no slipping of the second clutch.
  • the engaged second clutch is transforming a rotational torque of the clutch input shaft to the second input shaft, but without any slipping.
  • the multi-clutch transmission now utilizes the second clutch and the second gear g2 until a further shift is initiated. Meanwhile, a preselection of a new gear g3 is carried out by the multi-clutch transmission between t24 - t25, i.e. the preselected gear is changed from gear gl to gear g3, in order to prepare the multi-clutch transmission for a gear shift from gear g2 to gear g3.
  • a gear shift is initiated by disengaging the second clutch and reengaging the first clutch, whereby the second gear g2 is inactivated and a third gear g3 is activated, respectively.
  • the gear shift is completed at t27, i.e. the second gear g2 is now inactive whilst the first clutch is engaged such that the third gear g3 is active. Accordingly, from t27 and onwards, the engaged first clutch is transforming a rotational torque of the clutch input shaft to the first input shaft.
  • the operation of the multi-clutch transmission according to above prior art method typically allows for a fairly equal sharing of thermal load among the two clutches. As such, by simultaneously slipping both clutches at the entire vehicle launch, it becomes possible to slightly increase the thermal capacity of the multi- clutch transmission.
  • the speed ratio of the second gear g2 is lower than the speed ratio of the first gear gl.
  • the second clutch and the second gear g2 it is likely that the amount of rotational torque downstream of the transmission, i.e. the rotational torque transmitted to the transmission output shaft, is lower than if only the first clutch, and the first gear gl having the highest transmission ratio of the available gears, is utilized.
  • the second gear g2 typically has a lower transmission ratio than the first gear gl, there will be a larger slip speed when the second clutch is engaged (and the second gear is activated) at the vehicle launch.
  • slip speed refers to the rotational speed difference between the clutch input shaft and the respective input shaft.
  • the amplification of the prime mover torque is reduced with this launching method, since only a part of the prime mover torque is transferred to the sub-transmission where the lowest gear, having the highest speed reduction ratio, is engaged. This may become critical in a heavy vehicle with a low power to weight ratio, especially at the initial phase of a launch, where the vehicle may be immovable to the ground.
  • the present invention provides the possibility to control the operation of the multi-clutch transmission 100 in an improved manner, while still obtaining an effectual and reliable launch of the vehicle.
  • by optimizing the torque transfer contribution from the first clutch and the second clutch at the launch it becomes possible to initially provide a high amplification of the rotational torque of the prime mover so as to set the vehicle in motion without any difficulties.
  • by the present invention it becomes possible to enhance the flexibility in sharing thermal load (and wear) between the first clutch and second clutch.
  • the operation of the multi-clutch transmission 100 is controlled by a method as will be discussed further below.
  • the present invention provides several different possibilities for controlling the operation of the multi-clutch transmission. These possibilities will now be discussed with reference to the example embodiments shown in Figures 3 a to 4c.
  • Fig. 3a there is depicted a graphic representation of a method for controlling the operation of the multi-clutch transmission 100, as described above, according to one example embodiment of the present invention.
  • the operation of the method here is illustrated from the vehicle launch until the first clutch is in a synchronous condition.
  • the first clutch 12 is engaged at the launch of the vehicle for transmitting rotational torque to the first input shaft 42, while the rotational speed of the first input shaft 42 is different from a rotational speed of the clutch input shaft 20.
  • the engaged first clutch is transforming a rotational torque of the clutch input shaft to the first input shaft.
  • the multi-clutch transmission 100 here is operated such that the initial amount of the first rotational torque portion Mj amounts to 100 % of the rotational torque of the clutch input shaft M C j S , whereby the first clutch 12 transmits all rotational torque of the clutch input shaft M c j s while the second clutch 14 transmits no rotational torque of the clutch input shaft M C j S .
  • the second clutch is not operated at the launch of the vehicle for providing a rotational torque M 0U t P ut to the transmission output shaft while a rotational speed of the first input shaft is different from a rotational speed of the clutch input shaft.
  • the multi-clutch transmission 100 is operated such that an initial amount of the first rotational torque portion M] is higher than an initial amount of the second rotational torque portion M 2 .
  • the first clutch 12 is capable of transmitting a higher amount of the rotational torque of the clutch input shaft M c i S than the second clutch 14. This operation is initiated before the first clutch 12 is in a synchronous condition with the clutch input shaft 20, i.e. before the relation ni n / C j S is equal to 1.
  • the first clutch is transforming a rotational torque portion of the clutch input shaft to the first input shaft while slipping.
  • a shift of the amount of engagement of the first clutch and the second clutch is initiated. More specifically, between t31 - 132 (partly corresponding to method step (b)), the method is operated by decreasing the initial amount of the first rotational torque portion Mi to a decreased amount, which is illustrated by a change of the thickness of the bold line representing gl, and increasing the initial amount of the second rotational torque portion M 2 to an increased amount, which is illustrated by a change from the dotted line to a bold line representing g2.
  • this operation is executed while the rotational speed of the first input shaft 42 is different from the rotational speed of the clutch input shaft 20 (as illustrated by line gl being below the line ni n /n C j S equal to 1).
  • the increased amount of the second rotational torque portion M 2 is higher than the decreased amount of the first rotational torque portion M] such that the second clutch 14 transmits a higher amount of the rotational torque of the clutch input shaft M C i S than the first clutch 12.
  • this operation is initiated before the first clutch 12 is in a synchronous condition, i.e. before the relation nj n /n e is equal to 1.
  • the first clutch and the second clutch are transforming a rotational torque portion of the clutch input shaft while slipping.
  • the first clutch 12 and the second clutch 14 are capable of sharing the thermal load generated in the multi-clutch transmission while the rotational speed of the first input shaft 42 is different from the rotational speed of the clutch input shaft 20, i.e. before the first clutch 12 is in a synchronous condition.
  • the above operation i.e. shifting from the first clutch to the second clutch
  • the engaged second clutch transforms all rotational torque of the clutch input shaft, while slipping.
  • the second clutch 14 transmits the increased amount of the second rotational torque portion M 2 and the first clutch 12 transmits the decreased amount (i.e. no rotational torque) of the first rotational torque portion Mi.
  • the first clutch 12 is disengaged such that the first gear 110 is inactivated and all rotational torque of the clutch input shaft M C j S is transmitted by the second clutch 14 while the rotational speed of the first input shaft 42 is different from the rotational speed of the clutch input shaft 20, whereby no rotational torque of the clutch input shaft M c j s is transmitted by the first clutch 12.
  • This operation corresponds to step (c) of the method. It is to be noted that the shift from the first clutch to the second clutch is completed while the first clutch is slipping, and therefore before the first clutch is in a synchronous condition, i.e. before the relation ni n /n c j S is equal to 1.
  • the second clutch of the second gear g2 is in a synchronous condition, i.e. there is no slipping of the second clutch.
  • the engaged second clutch is transforming a rotational torque of the clutch input shaft to the second input shaft, but without any slipping.
  • a gear shift is initiated by disengaging the second clutch and engaging the first clutch, whereby the second gear g2 is inactivated and the third gear g3 is activated, respectively.
  • the gear shift is completed at t37, i.e. the second gear g2 is now inactive whilst the first clutch is engaged such that the third gear g3 is active. Accordingly, from t37 and onwards, the engaged first clutch is transforming a rotational torque of the clutch input shaft to the first input shaft.
  • the step of preselecting a gear of either the first set of gears or the second set of gears may be executed as an initial step in the step of engaging either of the first clutch or the second clutch.
  • the step of preselecting a gear of either the first set of gears or the second set of gears may be executed prior to and separate from the step of engaging either of the first clutch or the second clutch.
  • pre-selecting the first gear 110 of the first set of gears 70 may be executed prior to the step of engaging the first clutch 12.
  • pre-selecting the second gear 120 of the second set of gears 80 may be executed prior to the step of engaging the first clutch 12.
  • pre-selecting the first gear 110 of the first set of gears 70 may be executed prior to the step of engaging the second clutch 14.
  • pre-selecting the second gear 120 of the second set of gears 80 may be executed at the launch of the vehicle. Alternatively, pre-selecting the second gear 120 of the second set of gears 80 may be executed while engaging the first clutch 12. Alternatively, pre-selecting the second gear 120 of the second set of gears 80 may be executed while the first clutch 12 is engaged.
  • pre-selecting the third gear 130 of the first set of gears 70 may be executed while the second clutch 14 is engaged.
  • pre-select refers to the step of selecting a certain mechanical connection in the sub-transmission in order to provide a gear ratio corresponding to the selected mechanical connection.
  • step (a) here only uses the first gear 110 provided with the highest transmission ratio of any of the gears in the first set of gears 70 and the second set of gears 80.
  • Fig. 3b illustrates a graphic representation of a method for controlling the operation of the multi-clutch transmission 100, as described above, according to another example embodiment of the present invention.
  • One difference between the embodiment depicted in Fig. 3 a and the embodiment depicted in Fig. 3b is that both the first clutch 12 and the second clutch 14 are engaged at the launch of the vehicle for providing the rotational torque M ou tput to the transmission output shaft 30.
  • the first clutch 12 and the second clutch 14 are engaged at the launch of the vehicle for providing the rotational torque M 0U t P ut to the transmission output shaft 30 while the rotational speed of the first input shaft 42 is different from a rotational speed of the clutch input shaft 20.
  • a difference of the bold line gl to the line “1" illustrates that the rotational speed of the first input shaft 42 is different from a rotational speed of the clutch input shaft 20 (slipping state).
  • a difference of the line g2 to the line “1” here illustrates that the rotational speed of the second input shaft 52 is different from a rotational speed of the clutch input shaft 20 (slipping state). Accordingly, between tl30 - tl31, the engaged first clutch is transforming a rotational torque of the clutch input shaft to the first input shaft and the engaged second clutch is transforming a rotational torque of the clutch input shaft to the second input shaft.
  • the multi-clutch transmission 100 is operated such that an initial amount of the first rotational torque portion Mi is higher than an initial amount of the second rotational torque portion M 2 .
  • the first clutch 12 is capable of transmitting a higher amount of the rotational torque of the clutch input shaft M c j s than the second clutch 14.
  • This operation is initiated before the first clutch 12 is in a synchronous condition, i.e. before the relation ni n /n C i S is equal to 1.
  • the first clutch is transforming a rotational torque portion of the clutch input shaft to the first input shaft and the second clutch is transforming a rotational torque portion of the clutch input shaft to the second input shaft while slipping.
  • the principle that the initial amount of the first rotational torque portion Mj is higher than the initial amount of the second rotational torque portion M 2 is illustrated by the bold line gl being thicker than the hollow line g2.
  • the multi-clutch transmission 10 in step (a) is operated such that the initial amount of the first rotational torque portion Mj amounts to 60 % of the rotational torque of the clutch input shaft M c j S , while the initial amount of the second rotational torque portion M 2 amounts to 40% of the rotational torque of the clutch input shaft M C i S .
  • the ratio may be selected such that the initial amount of the first rotational torque portion M amounts to 95 % of the rotational torque of the clutch input shaft M C i S , while the initial amount of the second rotational torque portion M 2 amounts to 5% of the rotational torque of the clutch input shaft M c j s .
  • a shift of the amount of engagement of the first clutch and the second clutch is initiated. More specifically, between tl31 - tl32 (partly corresponding to method step b), the method is operated by decreasing the initial amount of the first rotational torque portion Mi to a decreased amount, which is illustrated by a change of the thickness of the bold line representing gl, and increasing the initial amount of the second rotational torque portion M 2 to an increased amount, which is illustrated by a change from the hollow line to a bold line representing g2.
  • this operation is executed while the rotational speed of the first input shaft 42 is different from the rotational speed of the clutch input shaft 20 (as illustrated by the lines gl and g2 being below the line nj n /n C j s equal to 1).
  • the increased amount of the second rotational torque portion M 2 is higher than the decreased amount of the first rotational torque portion Mi such that the second clutch 14 transmits a higher amount of the rotational torque of the clutch input shaft M c i s than the first clutch 12.
  • this operation i.e. method step (b) is initiated before the first clutch 12 is in a synchronous condition, i.e. before the relation is equal to 1.
  • the first clutch and the second clutch are transforming a rotational torque portion of the clutch input shaft while slipping.
  • the first clutch 12 and the second clutch 14 are capable of sharing the thermal load generated in the multi-clutch transmission while the rotational speed of the first input shaft 42 is different from the rotational speed of the clutch input shaft 20, i.e. before the first clutch 12 is in a synchronous condition.
  • the multi-clutch transmission 10 in step (b) is operated such that the increased amount of the second rotational torque portion M 2 amounts to 60 % of the rotational torque of the clutch input shaft M C i S , while the decreased amount of the first rotational torque portion Mi amounts to 40% of the rotational torque of the clutch input shaft M C i S .
  • the ratio may be selected such that the increased amount of the second rotational torque portion M 2 amounts to 95 % of the rotational torque of the clutch input shaft M C i S , while the decreased amount of the first rotational torque portion Mi amounts to 5% of the rotational torque of the clutch input shaft M C j S .
  • the ratio may be selected such that the increased amount of the second rotational torque portion M 2 amounts to 95 % of the rotational torque of the clutch input shaft M C i S , while the decreased amount of the first rotational torque portion Mi amounts to 5% of the rotational torque of the clutch input shaft M C j S .
  • the multi-clutch transmission 100 in step (b) may be operated such that the increased amount of the second rotational torque portion M 2 amounts to 100 % of the rotational torque of the clutch input shaft M C i S , whereby the second clutch 14 transmits all rotational torque of the clutch input shaft M cis while the first clutch 12 transmits no rotational torque of the clutch input shaft M C j S .
  • the above operation i.e. shifting from the first clutch 12 and second clutch 14 to only the second clutch 14, is completed at tl32, and thereafter the engaged second clutch transforms all rotational torque of the clutch input shaft 20, while slipping.
  • the second clutch 14 transmits the increased amount of the second rotational torque portion M 2 and the first clutch 12 transmits the decreased amount (i.e. no rotational torque) of the first rotational torque portion Mi.
  • the first clutch 12 is disengaged such that the first gear 110 is inactivated and all rotational torque of the clutch input shaft M C i S is transmitted by the second clutch 14 while the rotational speed of the first input shaft 42 is different from the rotational speed of the clutch input shaft 20, whereby no rotational torque of the clutch input shaft M C j S is transmitted by the first clutch 12.
  • This operation corresponds to step (c) of the method. It is to be noted that the shift from the first clutch and second clutch to only the second clutch is completed while the first clutch 12 is slipping, and therefore before the first clutch 12 is in a synchronous condition with the clutch input shaft 20, i.e. before the relation ni n /n C j S is equal to 1.
  • the second clutch of the second gear g2 is in a synchronous condition, i.e. there is no slipping of the second clutch.
  • the engaged second clutch is transforming a rotational torque of the clutch input shaft to the second input shaft, but without any slipping.
  • a gear shift is initiated by disengaging the second clutch and engaging the first clutch, whereby the second gear g2 is inactivated and the third gear g3 is activated, respectively.
  • the gear shift is completed at tl37, i.e. the second gear g2 is now inactive whilst the first clutch is engaged such that the third gear g3 is active. Accordingly, from tl 37 and onwards, the engaged first clutch is transforming a rotational torque of the clutch input shaft to the first input shaft.
  • Fig. 3 c illustrates a graphic representation of a method for controlling the operation of the multi-clutch transmission 100, as described above, according to another example embodiment of the present invention.
  • the operation of the multi-clutch transmission 100 between t230 - t232 is equivalent to the operations executed between t30 - t32 as described above for the embodiment in Fig. 3 a.
  • the second clutch is not operated at the launch of the vehicle for providing a rotational torque M output to the transmission output shaft while a rotational speed of the first input shaft is different from a rotational speed of the clutch input shaft.
  • the operation of the multi-clutch transmission 100 between t230 - t232 may be executed in accordance with the operations as described above for the embodiment in Fig. 3b, i.e. between tl 30 - tl 32.
  • the method is operated such that the first clutch 12 and the second clutch 14 are still being engaged after the shift of the amount of engagement of the first clutch 12 and the second clutch 14. More specifically, between t231 - 1232 (partly corresponding to method step (b)), the method is operated by decreasing the initial amount of the first rotational torque portion Mj to a decreased amount, which is illustrated by a change of the thickness of the bold line representing gl, and increasing the initial amount of the second rotational torque portion M 2 to an increased amount, which is illustrated by a change from the dotted line to a bold line representing g2. Similar to the condition of the operation in Fig.
  • this operation is executed while the rotational speed of the first input shaft 42 is different from the rotational speed of the clutch input shaft 20 (as illustrated by line gl being below the line ni n /n c is equal to 1).
  • both the first clutch 12 and the second clutch 14 are still being engaged after the operation at t232.
  • the second clutch 14 transmits the increased amount of the second rotational torque portion M 2 and the first clutch 12 transmits the decreased amount of the first rotational torque portion Mi.
  • first clutch 12 and the second clutch 14 are still being engaged at t232 for providing the rotational torque M ou tput to the transmission output shaft 30 while the rotational speed of the first input shaft 42 is different from a rotational speed of the clutch input shaft 20.
  • both clutches are still being operated, they are capable of sharing thermal energy generated by the multi-clutch transmission in the launch phase before the first clutch is in a synchronous condition with the clutch input shaft.
  • the shift of amount of engagement in the transition phase corresponding to t231 - t232 can be executed in several different ways.
  • the multi-clutch transmission 100 is operated between t232 - t233 such that the increased amount of the second rotational torque portion M 2 is higher than the decreased amount of the first rotational torque portion Mi.
  • the second clutch 14 transmits a higher amount of the rotational torque of the clutch input shaft M C j S than the first clutch 12.
  • the principle that the increased amount of the second rotational torque portion M 2 is higher than the decreased amount of the first rotational torque portion Mi is illustrated by the bold line g2 being thicker than the hollow line gl.
  • the multi-clutch transmission 100 between t232 - 1233 is operated such that the increased amount of the second rotational torque portion M 2 amounts to 60 % of the rotational torque of the clutch input shaft M C j S , while the decreased amount of the first rotational torque portion Mi amounts to 40% of the rotational torque of the clutch input shaft M c j S .
  • the ratio may be selected such that the second rotational torque portion M 2 amounts to 95 % of the rotational torque of the clutch input shaft M C i S , while the decreased amount of the first rotational torque portion Mi amounts to 5% of the rotational torque of the clutch input shaft M C j S .
  • the shift of the amount of engagement in the transition phase (corresponding to t331 - 1332) can even be executed such that the decreased amount of the first rotational torque portion Mi is higher than the increased amount of the second rotational torque portion M 2 .
  • the operation of the multi-clutch transmission 100 between t330 - t332 is equivalent to the operations executed between t230 - t232 as described above for the embodiment in Fig. 3c.
  • the second clutch is not operated at the launch of the vehicle for providing a rotational torque M outp u t to the transmission output shaft while a rotational speed of the first input shaft is different from a rotational speed of the clutch input shaft.
  • the operation of the multi-clutch transmission 100 between t330 - t332 may be executed in accordance with the operations as described above for the embodiment in Fig. 3b, i.e. between tl30 - tl32.
  • the method is operated by decreasing the initial amount of the first rotational torque portion Mj to a decreased amount, which is illustrated by a change of the thickness of the bold line representing gl, and increasing the initial amount of the second rotational torque portion M 2 to an increased amount, which is illustrated by a change from the dotted line to a bold line representing g2. Similar to the condition of the operation in Fig. 3a or Fig. 3c, this operation is executed while the rotational speed of the first input shaft 42 is different from the rotational speed of the clutch input shaft 20 (as illustrated by line gl being below the line nj n /n C i S equal to 1).
  • both the first clutch 12 and the second clutch 14 are still being engaged after the operation at t332.
  • the second clutch 14 transmits the increased amount of the second rotational torque portion M 2
  • the first clutch 12 transmits the decreased amount of the first rotational torque portion Mi.
  • both clutches are capable of sharing thermal energy generated by the multi- clutch transmission at this state of the launch phase, which is before the first clutch is in a synchronous condition with the clutch input shaft.
  • the multi-clutch transmission 100 here is operated between t332 - t333 such that the decreased amount of the first rotational torque portion Mj is higher than the increased amount of the second rotational torque portion M 2 .
  • the first clutch 12 is still transmitting a higher amount of the rotational torque of the clutch input shaft M C i S than the second clutch 14, which here is illustrated by the hollow line gl and the hollow line g2.
  • the multi-clutch transmission 100 can be operated such that the increased amount of the second rotational torque portion M 2 amounts to 45 % of the rotational torque of the clutch input shaft M C i S , while the decreased amount of the first rotational torque portion M ⁇ amounts to 55 % of the rotational torque of the clutch input shaft M C j S .
  • the increased amount of the second rotational torque portion M 2 can amount to 40 % of the rotational torque of the clutch input shaft M c j s
  • the decreased amount of the first rotational torque portion Mi amounts to 60 % of the rotational torque of the clutch input shaft M C j S .
  • the increased amount of the second rotational torque portion M 2 can amount to 35 % of the rotational torque of the clutch input shaft M C i S
  • the decreased amount of the first rotational torque portion M ⁇ amounts to 65 % of the rotational torque of the clutch input shaft M C j S .
  • Fig. 4a illustrates a graphic representation of a method for controlling the operation of the multi-clutch transmission 100 according another example embodiment of the present invention.
  • the operation of the multi- clutch transmission 100 between t40 - t42 is equivalent to the operations executed between t30 - t32 as described above for the embodiment in Fig. 3a.
  • the operation of the multi-clutch transmission 100 between t40 - 142 may be executed in accordance with the operations as described above for the embodiment in Fig. 3b.
  • the method at t42 has completed the shift from the first clutch 12 to the second clutch 14.
  • the engaged second clutch 14 transforms all rotational torque of the clutch input shaft, while slipping. That is, the first clutch 12 is disengaged such that the first gear 1 10 is inactivated and all rotational torque of the clutch input shaft M C j S is transmitted by the second clutch 14 while the rotational speed of the first input shaft 42 is different from the rotational speed of the clutch input shaft 20, whereby no rotational torque of the clutch input shaft M c j s is transmitted by the first clutch 12.
  • This operation corresponds to step (c) of the method.
  • the shift from the first clutch to the second clutch is completed while the first clutch is slipping, and therefore before the first clutch is in a synchronous condition with the clutch input shaft 20, i.e. before the relation nj n /n C i S is equal to 1.
  • the multi-clutch transmission 100 is thereafter operated according to the step (c) as mentioned above until t41b.
  • the method here comprises an additional step (d) at the time t41b, which is executed after the operation at t42, but before the operation at t42b.
  • the multi-clutch transmission is operated to re-engaging the first clutch 12 for re-activating the first gear 110 of the first set of gears 70 while the rotational speed of the first input shaft 42 is different from the rotational speed of the clutch input shaft 20, such that both the first clutch 12 and the second clutch 14 transmit rotational torque of the clutch input shaft M c j s .
  • This is illustrated in Fig. 4a by two thinner solid lines representing gear gl and gear g2, respectively.
  • the two clutches are operated together allowing them to share the thermal energy generated by the multi-clutch transmission at the launch of the vehicle. In this manner, it becomes even faster to reach the synchronous condition since gear gl having the highest transmission ratio is re-used by the multi-clutch transmission. In addition, unnecessary slipping of the second clutch is avoided since both clutches are capable of absorbing the thermal load. More specifically, the first clutch 12 and the second clutch 14 are capable of sharing the thermal load generated in the multi-clutch transmission while the rotational speed of the first input shaft 42 is different from the rotational speed of the clutch input shaft 20, i.e. before the first clutch 12 is in a synchronous condition.
  • the first clutch 12 of the first gear gl is in a synchronous condition, i.e. there is no slipping of the first clutch 12.
  • the second clutch 14 here is disengaged such that the second gear 120 is inactivated and all rotational torque of the clutch input shaft M C j S is transmitted by the first clutch 12 while the rotational speed of the first input shaft 42 is equal to the rotational speed of the clutch input shaft 20.
  • an additional gear shift is initiated by progressively engaging the second clutch 14, whereby the first clutch 12 and the second clutch 14 are operated similar to the operation between t41 - t42.
  • the first gear gl and the second gear g2 are both activated, and both the first clutch and the second clutch transform a rotational torque portion of the clutch input shaft. This operation is executed while the rotational speed of the second input shaft 52 is different from the rotational speed of the clutch input shaft 20.
  • the first gear gl is again inactivated while the second clutch 14 is engaged such that the second gear g2 is active.
  • the second clutch is in a synchronous condition, there is no slipping of the second clutch 14. Accordingly, between t43 - 144, only the engaged second clutch is transforming a rotational torque of the clutch input shaft 20 to the second input shaft via the second gear g2, but without any slipping.
  • Fig. 4b illustrates a graphic representation of a method for controlling the operation of the multi-clutch transmission 100 according yet another example embodiment of the present invention.
  • the operation of the multi- clutch transmission 100 between t50 - t52 is equivalent to the operations executed between t30 - t32 as described above for the embodiment in Fig. 3a, and therefore equivalent to the operations executed between t40 - t42 as described above for the embodiment in Fig. 4a.
  • the operation of the multi-clutch transmission 100 between t50 - t52 may be executed in accordance with the operations as described above for the embodiment in Fig. 3b.
  • the operation of the multi-clutch transmission 100 between t51b - t52b is initially equivalent to the operation executed at t41b. More specifically, at t51b, the multi-clutch transmission 100 is operated to re-engaging the first clutch 12 for re-activating the first gear 110 of the first set of gears 70 while the rotational speed of the first input shaft 42 is different from the rotational speed of the clutch input shaft 20, such that both the first clutch 12 and the second clutch 14 transmit rotational torque of the clutch input shaft M C i S .
  • This is illustrated in Fig. 4b by two thinner solid lines representing gear gl and gear g2, respectively.
  • the two clutches are operated together allowing them to share the thermal energy generated by the multi-clutch transmission at the launch of the vehicle. In this manner, it becomes even faster to reach the synchronous condition since gear gl having the highest transmission ratio is re-used by the multi-clutch transmission. In addition, unnecessary slipping of the second clutch is avoided since both clutches are capable of absorbing the thermal load.
  • the method according to the example embodiment as illustrated in Fig. 4b is controlled to maintain the engagement of the first clutch 12 and second clutch 14 even after the first clutch 12 is in a synchronous condition with the clutch input shaft 20.
  • the first clutch of the first gear gl is in a synchronous condition, i.e. there is no slipping of the first clutch. Accordingly, between t51b - t52b, the engaged first clutch and second clutch are transforming a rotational torque of the clutch input shaft to the first input shaft and the second input shaft , but without any slipping.
  • the operation of the multi-clutch transmission according to the embodiment in Fig. 4b corresponds to the operation of the multi- clutch transmission according to the embodiment in Fig. 4a as mentioned above with particular reference to t42b and onwards.
  • Fig. 4c illustrates another graphic representation of a method for controlling the operation of the multi-clutch transmission 100 according to another example embodiment of the present invention.
  • the operation of the multi- clutch transmission 100 between t60 - t62 is equivalent to the operations executed between t30 - t32 as described above for the embodiment in Fig. 3a, and therefore equivalent to the operations executed between t40 - t42 as described above for the embodiment in Fig. 4a.
  • the operation of the multi-clutch transmission 100 between t60 - t62 may be executed in accordance with the operations as described above for the embodiment in Fig. 3b.
  • step (e) the first clutch 12 is re-engaged for re-activating the first gear 110 of the first set of gears 70 while the rotational speed of the first input shaft 42 is equal to the rotational speed of the clutch input shaft 20, such that both the first clutch 12 and the second clutch 14 transmit rotational torque of the clutch input shaft M C j S .
  • step (e) the first clutch 12 is re-engaged for re-activating the first gear 110 of the first set of gears 70 while the rotational speed of the first input shaft 42 is equal to the rotational speed of the clutch input shaft 20, such that both the first clutch 12 and the second clutch 14 transmit rotational torque of the clutch input shaft M C j S .
  • this condition is illustrated in Fig.
  • the horizontal thinner solid line gl coinciding with the line "1" illustrates that the rotational speed of the first input shaft 42 is equal to the rotational speed of the clutch input shaft 20 (so called non- slipping state), while the horizontal thinner solid line g2, below the line “1”, illustrates that the rotational speed of the second input shaft 52 is less than the rotational speed of the clutch input shaft 20 (so called slipping state).
  • the engaged first clutch and second clutch are transforming a rotational torque of the clutch input shaft to the first input shaft and the second input shaft, respectively.
  • the first clutch 12 and the second clutch 14 are capable of sharing the thermal load generated in the multi-clutch transmission while there is no slipping of any of the first clutch and second clutch.
  • the multi-clutch transmission 100 maintains the engagement of the first clutch 12 and second clutch 14 in the transition phase until t62b. Thereafter, from t62b and onwards, the operation of the multi-clutch transmission according to the embodiment in Fig. 4c corresponds to the operation of the multi-clutch transmission according to the embodiment in Fig. 4a as mentioned above with particular reference to t42b and onwards.
  • the operation t31-t32, t41-t42, t51-t52 and t61- t62, corresponding to method step (b) and method step (c), is executed between 0.1- 0.5 s.
  • a shifting from the first clutch 12 (or the first clutch and the second clutch) to only the second clutch 14 is executed between 0.1-0.5 s.
  • the above time period allows for an optimal shifting in terms of obtaining an initial amplification of the rotational torque of the prime mover while sharing the thermal load between the first clutch and the second clutch in the transition phase.
  • the time of the transition phase is ultimately determined in view of the configuration of the clutches and desired vehicle comfort.
  • step (b) can be initiated when a threshold value corresponding to a predetermined driving resistance value, a predetermined clutch slip energy value or a predetermined temperature value in the first clutch 12 is exceeded.
  • the operations of the multi- clutch transmission are optimized in terms of sharing thermal load between the first clutch and the second clutch.
  • the operations of the multi-clutch transmission are optimized at the launch of the vehicle so as to reduce the wear of the components in the multi-clutch transmission, while maintaining a high amplification of the rotational torque of the prime mover. Thereby, it becomes possible to set the vehicle in motion in an effectual and reliable manner.

Abstract

La présente invention concerne un procédé pour commander un fonctionnement d'une boîte de vitesses à embrayage multiple (100) reliée fonctionnellement à un moteur d'entraînement d'un véhicule. La boîte de vitesses à embrayage multiple (100) comprend un ensemble à double embrayage (10), un arbre d'entrée d'embrayage (20) relié par entraînement à la machine motrice et à un arbre de sortie de boîte de vitesses (30). L'assemblage à double embrayage (10) est muni d'un premier embrayage (12) et d'un second embrayage (14) relié fonctionnellement à l'arbre d'entrée d'embrayage (20) et configuré pour transmettre un couple rotatif de l'arbre d'entrée d'embrayage (IMC) ; le premier embrayage (12) est relié fonctionnellement à un premier arbre d'entrée (42) d'une première sous-boîte de vitesses (40) ayant un premier jeu d'engrenages (70), le premier embrayage (12) transmet une première partie d'un couple de rotation (Μ1) du couple de l'arbre d'entrée d'embrayage de rotation (IMC) au premier arbre d'entrée (42) ; le second embrayage (14) est relié fonctionnellement à un deuxième arbre d'entrée (52) d'un second sous-boîte de vitesses (50) ayant un deuxième jeu d'engrenages (80), le deuxième embrayage (14) transmet une seconde partie du couple de rotation (M2) du couple de l'arbre d'entrée d'embrayage de rotation (IMC) au second arbre d'entrée (52) , le procédé comprenant les étapes : (a) d'actionnement du premier embrayage (12), ou du premier embrayage (12) et du deuxième embrayage (14), lors d'un lancement du véhicule pour transmettre un couple de rotation à l'arbre(Msortie) de sortie de boîte de vitesses (30) tandis que la vitesse de rotation du premier arbre d'entrée (42) est différente de la vitesse rotative de l'entrée de l'arbre d'embrayage (20); et (b) la diminution de la quantité initiale de la première partie d'un couple de rotation (M1) à une quantité réduite et l'augmentation de la quantité initiale de la seconde partie du couple de rotation (M2) à une quantité accrue tandis que la vitesse de rotation du premier arbre d'entrée (42 ) est différente de la vitesse de rotation de l'arbre d'entrée d'embrayage (20). La présente invention se rapporte également à une unité de commande (60) pour un véhicule configurée pour mettre en œuvre un procédé de commande du fonctionnement de l'embrayage multi-boîte de vitesses (100).
PCT/EP2013/001621 2013-06-04 2013-06-04 Procédé pour commander un fonctionnement d'une boîte de vitesses à embrayage multiple WO2014194926A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110959082A (zh) * 2017-05-24 2020-04-03 邦奇动力有限责任公司 用于变速器、变速器系统、计算机程序产品和车辆的换挡方法

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DE923402C (de) 1940-03-20 1955-12-01 Rudolf Franke Dr Ing Kraftschluessiges Zahnraeder-Stufenschaltgetriebe mit Vorwaehlung und Verfahren zu seiner Schaltung
DE3131156A1 (de) 1981-08-06 1983-02-24 Zahnradfabrik Friedrichshafen Ag, 7990 Friedrichshafen "stirnradwechselgetriebe"
US5150628A (en) 1988-08-12 1992-09-29 Ab Volvo Gearbox for automotive vehicles
WO2003074894A2 (fr) * 2002-03-07 2003-09-12 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Boite de vitesses et strategie de demarrage pour une boite de vitesses, en particulier pour une boite de vitesses a double embrayage d'un vehicule a moteur
WO2004010019A1 (fr) 2002-07-19 2004-01-29 Zf Friedrichshafen Ag Procede de demarrage pour une transmission a plusieurs embrayages, notamment pour une transmission a double embrayage
WO2004101001A2 (fr) 2003-05-07 2004-11-25 Paul Lewis Regen Systemes et procedes de ventilation d'article chaussant
US20070254773A1 (en) * 2006-04-29 2007-11-01 Dr. Ing. H.C. F. Porsche Ag Starting method for internal combustion engines with a double clutch transmission
EP2256359A1 (fr) * 2008-03-18 2010-12-01 Isuzu Motors Limited Appareil de commande d'accélération pour transmission à double embrayage d'automobile
WO2013004938A1 (fr) * 2011-07-05 2013-01-10 Peugeot Citroen Automobiles Sa Procédé de décollage d'un véhicule automobile muni d'une boîte de vitesses a double embrayage et véhicule associe

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE923402C (de) 1940-03-20 1955-12-01 Rudolf Franke Dr Ing Kraftschluessiges Zahnraeder-Stufenschaltgetriebe mit Vorwaehlung und Verfahren zu seiner Schaltung
DE3131156A1 (de) 1981-08-06 1983-02-24 Zahnradfabrik Friedrichshafen Ag, 7990 Friedrichshafen "stirnradwechselgetriebe"
US5150628A (en) 1988-08-12 1992-09-29 Ab Volvo Gearbox for automotive vehicles
WO2003074894A2 (fr) * 2002-03-07 2003-09-12 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Boite de vitesses et strategie de demarrage pour une boite de vitesses, en particulier pour une boite de vitesses a double embrayage d'un vehicule a moteur
WO2004010019A1 (fr) 2002-07-19 2004-01-29 Zf Friedrichshafen Ag Procede de demarrage pour une transmission a plusieurs embrayages, notamment pour une transmission a double embrayage
WO2004101001A2 (fr) 2003-05-07 2004-11-25 Paul Lewis Regen Systemes et procedes de ventilation d'article chaussant
US20070254773A1 (en) * 2006-04-29 2007-11-01 Dr. Ing. H.C. F. Porsche Ag Starting method for internal combustion engines with a double clutch transmission
EP2256359A1 (fr) * 2008-03-18 2010-12-01 Isuzu Motors Limited Appareil de commande d'accélération pour transmission à double embrayage d'automobile
WO2013004938A1 (fr) * 2011-07-05 2013-01-10 Peugeot Citroen Automobiles Sa Procédé de décollage d'un véhicule automobile muni d'une boîte de vitesses a double embrayage et véhicule associe

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110959082A (zh) * 2017-05-24 2020-04-03 邦奇动力有限责任公司 用于变速器、变速器系统、计算机程序产品和车辆的换挡方法

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