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
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/04—Smoothing ratio shift
  • F16H61/0437—Smoothing ratio shift by using electrical signals
• • 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
  • F16D2500/108—Gear
  • F16D2500/1086—Concentric shafts
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • 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
  • F16D2500/50684—Torque resume after shifting
• • 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
  • 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
  • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
  • F16H2061/0087—Adaptive control, e.g. the control parameters adapted by learning
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/04—Smoothing ratio shift
  • F16H2061/0462—Smoothing ratio shift by controlling slip rate during gear shift transition
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/04—Smoothing ratio shift
  • F16H2061/0477—Smoothing ratio shift by suppression of excessive engine flare or turbine racing during shift transition

Definitions

• the invention relates to a method for controlling a drive train with a controllable by means of an accelerator pedal engine torque emitting engine with a recorded at the crankshaft dual clutch with two controlled by setting a clutch torque corresponding setpoint of a clutch position controlled clutch actuator friction clutches and a dual-clutch transmission with two partial transmissions mutually arranged gears and each one coupled to a friction clutch transmission input shaft, wherein a circuit of the dual clutch transmission takes place by a first gear and in the engaged gear with a first gear and open second friction clutch of a second gearbox with gear engaged with a second gear ratio with closed first friction clutch at constant held engine torque, the first friction clutch open and the second friction clutch closed is set and a slip speed during the closing of the second friction clutch by means of a control of the first friction clutch.
• From DE 10 2006 002 490 A1 is a generic drive train with a
• Dual-clutch transmission with two partial transmissions known, each having a portion of the available gears and the transmission input shafts is assigned in each case a friction clutch of a dual clutch, by means of which an internal combustion engine can be coupled.
• a friction clutch of a dual clutch By means of the arrangement of the gears on the partial transmissions alternating so-called overlapping circuits are possible in which a partial transmission with in-gear and closed friction clutch is actively operated, while inserted and synchronized at the latest at the initiation of the overlap circuit to be activated gear. Subsequently, the friction clutch of the active sub-transmission is opened and the friction clutch of the sub-transmission with the gear to be activated overlapping closed.
• the clutch torque set on the friction clutch of the sub-transmission to be decommissioned is set via the actuator travel of the clutch actuator. Due to the speed of the actuator movements to be actuated, thermal effects of the associated friction clutch, hysteresis of the clutch actuator and the like, an exact assignment of the clutch torque transmitted via the friction clutch to the actuator travel of the clutch actuator is difficult and erroneous.
• the object of the invention is therefore to improve a method for controlling a drive train with a dual-clutch transmission.
• the object is achieved by a method for controlling a drive train with a controllable by means of an accelerator pedal engine torque internal combustion engine with a recorded at the crankshaft double clutch with two controlled by a set of a clutch torque setpoint of a clutch position controlled clutch actuator friction clutches and a dual clutch transmission with two partial transmissions arranged with mutually arranged gears and each one coupled to a friction clutch transmission input shaft, wherein a circuit of the dual clutch transmission takes place by a first gear and engaged gear with a first gear and open second friction clutch of a second gearbox with gear engaged with a closed first friction clutch second translation at constant held engine torque, the first friction clutch open and the second friction clutch gesc is closed and a slip speed during the closing of the second friction clutch by means of a control of the first friction clutch is set and checked for a selection of predetermined switching situations between two predetermined gears each during a currently running circuit operating conditions for deviations from a predetermined value and when the value is exceeded for rectification the deviation stored an intended countermeasure and at least one subsequent application
• Shift situations here are to be understood as meaning discrete shift operations, preferably the partial transmission across downshifts, for example downshifts from gear 6 to gear 5, from gear 6 to gear 3, from gear 4 to gear 3, from gear 5 to gear 3 and the like.
• train downshifts are preferably understood, if
• the driver attaches to overtake.
• shear upshifts for example, the partial transmission cross-circuits from gear 3 to gear 4, gear four gear 5 and the like may be provided in the overrun mode of the drive train.
• the predetermined values assigned to the respective switching situations are selected depending on a mode selectable by the driver, for example a sports mode, a comfort mode and the like of the drive train.
• a set of conditions may be defined that must be met in order for a synchronization phase to be considered optimal during an overlap phase. If the conditions are not fulfilled, countermeasures can be taken, which at the next synchronization phase of the same switching situation lead to a fulfillment or to a smaller error such as deviations from predetermined values of the operating conditions.
• the fulfillment of the operating conditions is adaptive as iteratively provided, so that a deviation from the predetermined values decreases with the number of repetitions of the corresponding switching situation and finally becomes zero. In this sense, an adaptation of the clutch actuator for the respective switching situation is performed. In this case, different operating conditions in the sense of a set of operating conditions can be provided for each switching situation, all of which come to lie within the predetermined values with increasing adaptation.
• the switching situations are subjected to the observance of selective predetermined values, which means that for each shift from one gear to the other a specific set of operating conditions with corresponding predefined values can be provided.
• an operating condition may be a minimum slip rotational speed gradient of the friction clutch associated with the transmission to be activated, wherein when the slip speed gradient falls below a predetermined value as a countermeasure, a difference between a detected engine torque and a detected clutch torque is increased.
• a predetermined value as a countermeasure
• the engine speed of the crankshaft of the internal combustion engine is below the rotational speed of the transmission input shaft of the partial transmission with the gear to be activated and if the gear to be activated is already engaged, it may be provided to set a minimum slip gradient in order to achieve a synchronization. chronization phase as short as possible.
• an increase in the difference between the engine and clutch torque at the next or the next circuits of this type can be provided to adapt the clutch actuator accordingly. It has proven to be advantageous in this case if the engine control of the internal combustion engine is not intervened and the engine torque therefore remains constant during the operation of the drive train essentially during a shift operation.
• the countermeasure underlying increase in the difference is effected solely by lowering the clutch torque.
• Another operating condition may be exceeding a predetermined maximum value of a slip of the friction clutch associated with the transmission to be activated, wherein when the maximum value is exceeded a difference between a determined engine torque and a detected clutch torque is increased. If, for example, the engine speed is above the rotational speed of the transmission input shaft of the partial transmission with the gear to be activated and the gear to be activated is already engaged, the synchronization phase can be ended. In the next phase, for example, the torque overlap of the two friction clutches, the slip of the friction clutch on the partial transmission with the gear to be activated is set for a predetermined duration to a predetermined maximum and minimum slip in an advantageous manner.
• FIG. 2 shows a time sequence of an overlapping circuit with a maximum slip operating condition.
• FIG. 1 shows, in the partial diagrams I and II, the time sequence of an overlapping circuit running over the synchronization interval At (s) in the partial diagrams I and II.
• the partial diagram I shows the torque behavior of a torque M of a drive train with a substantially constant engine torque M (M). and the clutch torque M (K, a) of the friction clutch associated with the active transmission during the engagement and during the overlap shift over the time t.
• M substantially constant engine torque
• K, a the clutch torque M of the friction clutch associated with the active transmission during the engagement and during the overlap shift over the time t.
• clutch torque is reduced to a predetermined amount at this friction clutch.
• ⁇ t (2) a build-up of clutch torque takes place, in that a setpoint position corresponding to the clutch torque from stored and determined relationships is input to the clutch actuator of this friction clutch.
• the erroneous torque curve M (K, f) sets in, due to which a slip gradient is set below a predetermined value at the other friction clutch.
• an operating condition is used in which a predetermined value for a minimum slip gradient is checked for falling below for the switching situation on which the overlapping circuit is based, for example a traction downshift from gear 6 to gear 5.
• the countermeasure F (G) for example in the form of a factor or the like, is determined empirically or from simulations and stored.
• the countermeasure F (G) is applied to the expected torque curve M (K, f), so that the torque curve M (K, k) which improves the slip gradient at the other friction clutch results.
• Partial diagram II shows the corresponding speed behavior of the rotational speeds n over the time t of the drive train during the torque curve shown in partial diagram I.
• the engine speed n (M) must be from the speed n (K, a) of the transmission input shaft of the partial transmission with the gear to be deactivated to the speed n (K, n) of the transmission input shaft the sub-transmission to be raised with the gear to be activated. This is done by applying a clutch torque to the friction clutch of the sub-transmission with the gear to be inactivated.
• the engine speed n (M, f) deviates downward relative to the ideal engine speed n (M, i).
• the countermeasure F (G) for increasing the set value for the set position of the clutch actuator is detected in the performed overlap circuit and applied in the same subsequent shift situation.
• FIG. 2 shows, in the partial diagrams I and II, an overlapping circuit similar to the overlapping circuit of FIG. 1 with the torque and speed sequence of the moments M and rotational speeds n over the time t.
• the engine speed n (M) is already synchronized with the speed to be activated n (K, n) of the transmission input shaft of the partial transmission with the gear to be activated.
• the engine speed n (M, f) exceeds the speed n (s) predetermined for a maximum slip.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• Control Of Transmission Device (AREA)
• Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Priority Applications (2)

Applications Claiming Priority (2)

Publications (1)

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ID=47563504

Family Applications (1)

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Cited By (1)

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Citations (5)

• 2013
  • 2013-01-15 DE DE102013200502A patent/DE102013200502A1/de not_active Withdrawn
  • 2013-01-15 WO PCT/EP2013/050668 patent/WO2013113549A1/fr not_active Ceased
  • 2013-01-15 DE DE112013000815.7T patent/DE112013000815A5/de not_active Ceased
  • 2013-01-15 CN CN201380005677.8A patent/CN104105907B/zh active Active

Patent Citations (5)

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