• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for controlling a drive unit in a vehicle drive train (1), which has a vehicle transmission and an engine (2), wherein the prime mover (2) by a first clutch (9) on a first transmission path (5) and by a second clutch (10) on a second transmission path (6) via different gears with an output (4) is connected, at least during a switching operation before a torque transfer from the first clutch (9) to the second clutch (10), a synchronization of the engine speed is performed, and wherein the torque transfer, the drive connection between the engine (2) and the first transmission path (5) by opening the first clutch (9) is disconnected and the drive connection between the engine (2) and second gear path (6) by closing the second Coupling (10) is produced. In order to increase the ride comfort during gear changes, it is provided that the opening of the first clutch (9) is monitored, and that - if a failure in opening the first clutch (9) is detected - the second clutch (10) up to a defined slip limit is closed, wherein preferably the second clutch (10) is opened again immediately after reaching the slip limit.
    公开号:AT517078A4
    申请号:T50701/2015
    申请日:2015-08-03
    公开日:2016-11-15
    发明作者:Muammer Yolga；Thomas Frühwirth
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method for controlling a vehicle drive unit, which has a vehicle transmission and an engine, wherein the prime mover is connected by a first clutch on a first transmission path and by a second clutch on a second transmission path via different gears with an output, wherein at least during a synchronization between the engine and the first transmission path by opening the first clutch is disconnected and the drive connection between the engine and the second transmission path by closing the second clutch is made.
    From EP 1 507 103 Al a method for switching a gearbox in the form of a dual-clutch transmission is known in which a first clutch on a first transmission path and a second clutch on a second transmission path via different gears connect the engine with an output. Before a shift operation, a motor torque is transmitted to the output via the first clutch on the first transmission path, wherein an engaged gear of the first transmission path defines a transmission ratio. Taking into account this transmission ratio, a first output torque is applied to a shaft of the output. The second clutch transmits no torque before the switching operation, corresponding to the second clutch associated transmission path is free of load. Due to the no load, it is possible to engage or select a gear in the second gear path before the shift. In the upcoming shift, this preselected gear represents a target gear while the engaged gear of the load-carrying gear path corresponds to a head gear.
    Within the shift there is a phase of synchronization with the engine speed and a phase of torque transfer from the first clutch to the second clutch. During the synchronization phase, the engine is decelerated or accelerated until the engine speed equals the speed of the second transmission path. During the phase of the torque transfer, the second clutch is closed, so that starting from a torque equal to zero, the torque transmitted through the second clutch a certain
    Progress increases. At the same time, the torque transmitted by the first clutch decreases until it equals zero. When the torque transfer phase is complete, the engine torque is completely transferred from the second clutch.
    If the shift is an upshift, the source gear has a larger gear ratio than the target gear. Accordingly, the torque applied to the shaft of the output torque is reduced by the switching operation, as long as the engine torque is kept constant.
    It is known to perform a synchronization of the engine speed during a shift before and after the torque transfer from the first clutch to the second clutch. For Zughochschaltungen and push downshifts this synchronization takes place after the torque transfer by appropriate control of the switched on clutch. For train downshifts and shear upshifts the synchronization takes place before the torque transfer by appropriate control of the wegschaltenden coupling.
    In Zughochschaltungen a higher torque than the input torque is set during synchronization to the slipping, switched in the torque transfer clutch higher controlled to reduce the input speed and reduce the slip in the switched-on clutch. During overruns, a higher torque than the absolute value of the input torque is also set during synchronization on the slipping clutch engaged in the torque transfer in order to increase the input speed and reduce the slip in the engaged clutch. In train downshifts, a lower torque than the input torque is selectively transmitted during synchronization to the disconnecting clutch to increase the input speed and induce clutch slip (the goal is to reduce the clutch slip of the engaging clutch). In shear upshifts, a lower torque than the absolute value of the input torque is intentionally transmitted during the synchronization on the disconnecting clutch to lower the input speed and to induce clutch slip (the goal is to provide the
    Clutch slip of the clutch to be released). This allows a smooth gear change.
    Occasionally it happens with shear upshifts, however, that the wegschaltende coupling can not open correctly, because the cooperating clutch surfaces stick even in completely pressureless state still together and transmit a torque which is above the absolute value of the input torque. Due to the non-buildable slip between the cooperating clutch surfaces, the first clutch can thus not be used for speed synchronization. Without previous synchronization process can be significantly noticeable strong shocks during gear change occur at significant speed differences between the drive motor and the second gear path, which adversely affects the ride comfort.
    The invention is therefore based on the object to increase ride comfort during gear change operations.
    According to the invention, this is done by monitoring the opening of the first clutch, and that - if an error is detected when opening the first clutch (the speed synchronization does not start as expected) - the second clutch is closed until reaching a defined slip limit. Conveniently, the second clutch - preferably immediately - re-opened when the defined slip is reached or exceeded.
    The torque introduced by the second clutch is transmitted via the transmission paths to the first clutch and causes a tearing of the adhesive coupling surfaces of the first clutch.
    Immediately after the renewed complete opening of the second clutch, the torque is controlled at the first clutch to synchronize the engine speed.
    If, therefore, it is determined that the first clutch can not be opened despite complete relief of the closing force and thus no grinding operation of the first clutch for carrying out engine synchronization can be achieved, then the operating strategy is changed by temporarily closing the second clutch as an intermediate step, until a defined clutch slip is measured on the first clutch. Thereafter, the clutch torque of the second clutch is reduced again to zero. This measure is sufficient to solve the liability of the first clutch. The first clutch can now be used again to synchronize the drive machine.
    The method according to the invention is advantageously suitable for the most varied types of vehicle transmissions, in which an overlapping circuit takes place from one friction clutch to another friction clutch. With such transmissions a traction interruption-free circuit can be realized. By way of example can be used as a vehicle transmission dual-clutch transmission or automatic transmission with torque converter or starting clutch. The method is by no means limited to these types of gears.
    In the following the invention will be explained in more detail with reference to a non-limiting embodiment, which is illustrated in the drawing.
    Show it
    1 shows schematically a transmission for carrying out the invention,
    Fig. 2a shows a speed curve during a switching operation when using the method and
    2b shows a torque curve during a switching operation when using the method according to the invention.
    Fig. 1 shows a vehicle drive train 1 with a presently designed as an internal combustion engine prime mover 2, with a dual-clutch transmission 3 and with an output 4. In the range of two gear paths 5, 6 of the dual-clutch transmission 3 are several translations by switching on and off of hydraulically actuated and preferably executed as a synchronization and not shown in the drawing switching elements representable. In each case, a transmission input shaft 7 or 8 of a first transmission path 5 or second gear path 6 is via a designed as frictional switching element first clutch 9 (= offgoing clutch in the illustrated embodiment) or second clutch 10 (= oncoming clutch in the illustrated embodiment) a dual clutch device 11 with the Drive machine 2 can be brought into operative connection. Transmission output side are the transmission paths 5 and 6 with a transmission output shaft 12 in operative connection, which in turn is connected to the output 4.
    The prime mover 2 can be connected to the output 4 via the first clutch 9 on the first transmission path 5 and via the second clutch 10 on the second transmission path 6 via different gears. Before a shift operation, an engine torque is transmitted to the output 4 via the first clutch 9 on the first transmission path 5, wherein an engaged gear of the first transmission path 5 defines a transmission ratio. Taking into account this transmission ratio, a first output torque is applied to the transmission output shaft 12 of the output 4. The second clutch 10 transmits no torque before the shift, corresponding to the second clutch 10 associated transmission path 6 is free of load. Due to the no load, it is possible to engage in the second gear path 6 before the gear shift a gear or select. In the upcoming shift, this preselected gear represents a target gear while the engaged gear of the load-carrying gear path corresponds to a head gear.
    Normally, in the gearshift exemplified during a thrust upshift, the drive torque from the first gear path 5 is placed on the second gear path 6, wherein the first clutch 9 is slowly opened and a synchronization of the prime mover 2 is performed by slipping operation of the first clutch 9. In this case, the opening first clutch 9 is operated on slip to achieve synchronization of the prime mover 2 with the second gear path 6. Thereafter, the second clutch 10 is closed and the first clutch 9 is fully opened to complete the torque transfer from the first to the second gear path 5, 6.
    But remain the clutch surfaces of the first clutch 9 adhere to each other despite reduced clutch closing pressure, so no synchronization can be performed.
    According to the invention it is provided that the opening of the first clutch 9 is monitored, for example with a suitable displacement sensor or by monitoring the engine speed. If a sticking of the coupling surfaces is detected, the operating strategy for the normal switching operation is changed by the second clutch 10 is closed until reaching a defined slip limit and is opened again immediately after reaching the slip limit. The applied torque to the second clutch 10 causes the adhesion of the clutch surfaces of the first clutch 9 is released, whereby the engine synchronization can be carried out in a conventional manner by controlling the torque to the first clutch 9. As soon as the synchronization process has ended, the torque transfer from the first gear path 5 to the second gear path 6, the second clutch 10 is fully closed and the first clutch 9 is fully opened.
    2a and 2b show the course of the rotational speed n and the torque Tq over the time t during a gear change, for example, from the second to the third gear. The gear change is divided into the preparation phase PI, the rotational speed phase P2, the torque phase P3 and the recovery phase P4.
    Fig. 2a shows the course of the rotational speed n of the drive shaft 2a of the prime mover 2, wherein in the rotational phase P2, an adjustment of the rotational speed n of the drive shaft of the speed n5 of the gear stage of the second gear (= first gear path 5) to the rotational speed n6 of the third Ganges (= second gear path 6) takes place.
    In Fig. 2b, the curve of the torque Tq9 of the first clutch 9 and the curve of the torque TqlO of the second clutch 10 for the gear change is shown. Tq2 designates the drive torque of the drive shaft 2a and Tq2 'its absolute value.
    In the preparation phase PI, the second clutch 10 is filled and prepared for the following use. The closing pressure of the first clutch 9 is reduced to the adhesion point A. The adhesion point A is the point where the torque Tq9 is equal to the absolute value Tq2 'of the driving torque Tq2. If the closing pressure drops below the adhesion point A, theoretically slippage of the coupling would have to begin. After completion of the preparatory phase PI begins the
    Speed synchronization phase P2, in which the first clutch 9 is to be operated with a defined slip. The speed synchronization phase P2 initially has the sections P21, P22 and P23. In the first subsection P21 of the rotational speed synchronization phase P2, the control of the torque of the first clutch 9 attempts to induce slippage on the first clutch 9 by further opening it. If this attempt is unsuccessful because the coupling surfaces of the first clutch 9 adhere to each other, the operating strategy is changed at the end of the first section to use the second clutch 10 as an impulse to release the first clutch 9. For this purpose, the second clutch 10 is briefly closed in the second section P22 until a defined slip is generated and measured. Thereafter, in the third subsection P23, the second clutch 10 is opened again up to the contact point ("kiss point") in order to carry out the rotational speed synchronization of the drive shaft 2a to the target rotational speed n6 of the second gear path 6 by corresponding activation of the first clutch 9 in the fourth subsection P24 After the rotational speed synchronization phase P2, the torque transfer from the first clutch 9 to the second clutch 10 takes place in the torque phase P3. In the recovery phase P4, this torque transfer is completed and the second clutch is completely closed.
    The inventive method is advantageously suitable for a variety of types of vehicle transmissions such as dual clutch, automatic or other transmissions (eg automatic transmission with torque converter and starting clutch or other types of transmissions such as twin-clutch transmissions or countershaft in the corresponding design or four-wheel drive with off-road translation) at where an overlap circuit from a friction clutch to another friction clutch. With such transmissions a traction interruption-free circuit can be realized.
    权利要求:
    Claims (3)
    [1]
    A method of controlling a drive unit in a vehicle drive train (1) comprising a vehicle transmission and a prime mover (2), said prime mover (2) being coupled through a first clutch (9) on a first transmission path (5) and through a second clutch (10) on a second transmission path (6) via different gears with an output (4) is connected, wherein at least during a switching operation before a torque transfer from the first clutch (9) to the second clutch (10) a synchronization of the engine speed is performed , and wherein the torque transfer, the drive connection between the engine (2) and the first gear path (5) by opening the first clutch (9) is disconnected and the drive connection between the engine (2) and second gear path (6) by closing the second clutch ( 10) is produced, characterized in that in a thrust upshift the opening of the first clutch (9) supervise t is, and that - if an error when opening the first clutch (9) is detected - the second clutch (10) is closed until reaching a defined slip limit.
    [2]
    2. The method according to claim 1, characterized in that the second clutch (10) - preferably immediately - is reopened when the defined slip is reached or exceeded.
    [3]
    3. The method according to claim 1, characterized in that after complete opening of the second clutch (10), the first clutch (9) is used to synchronize the engine speed. 2015 08 03 Fu / St
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    同族专利:
    公开号 | 公开日
    CN106438990A|2017-02-22|
    CN106438990B|2020-03-03|
    AT517078B1|2016-11-15|
    DE102016114088A1|2017-02-09|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE19939334A1|1999-08-19|2001-03-08|Daimler Chrysler Ag|Method for shifting double-clutch gearbox without tractive force interruption has two lay shafts connected to output shaft through shiftable gear stages and associated with friction clutch for connection to drive motor|
    AU2003218617A1|2002-03-07|2003-09-16|Luk Lamellen Und Kupplungsbau Beteiligungs Kg|Twin-clutch transmission and method for performing a gear shift in a twin-clutch transmission|
    US6832978B2|2003-02-21|2004-12-21|Borgwarner, Inc.|Method of controlling a dual clutch transmission|
    DE50302896D1|2003-08-14|2006-05-18|Getrag Ford Transmissions Gmbh|Method for switching two clutches|
    DE102012021598B4|2012-10-30|2017-12-07|Audi Ag|Switching device for a dual-clutch transmission|
    KR101567646B1|2013-12-18|2015-11-09|현대자동차주식회사|Dct control method for vehicle|CN108150642B|2017-11-27|2019-08-06|同济大学|Six Quick-drying type DCT upshift process clutch actuation electrical fault fault tolerant control methods|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50701/2015A|AT517078B1|2015-08-03|2015-08-03|METHOD FOR CONTROLLING A VEHICLE DRIVE UNIT|ATA50701/2015A| AT517078B1|2015-08-03|2015-08-03|METHOD FOR CONTROLLING A VEHICLE DRIVE UNIT|
    DE102016114088.0A| DE102016114088A1|2015-08-03|2016-07-29|Method for controlling a vehicle drive unit|
    CN201610831160.XA| CN106438990B|2015-08-03|2016-08-02|Method for controlling a vehicle drive unit|
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