• 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 operating a dual clutch transmission (30) having at least two gear ratios (14, 24), wherein in a drive train operation from a current source gear (1; 3) with a low gear ratio (14) to a target gear (2 4) with a higher gear ratio (24) is changed, wherein in an initial phase (PA) of the gear change, the desired target gear (2; 4) inserted and the first clutch to be opened (11) of the current source gear (1; is controlled slipping, in a torque phase (PM), the drive torque from the low first gear stage (14) of the current source gear (1; 3) to the higher second gear (24) of the target gear (2; 4) is passed, the first Clutch (11) of the current source gear (1; 3) is opened and the second clutch (21) of the target gear (2; 4) is closed, and in a rotational speed phase (PN), the rotational speed (nA) of the prime mover on the rotation number (n2) of the target gear is adjusted. In order to reduce the shift duration in dual-clutch transmissions (30) during upshifts, the prime mover is braked by a braking device (26) in the speed phase (PN) of the gear change.
    公开号:AT514995A1
    申请号:T50857/2013
    申请日:2013-12-27
    公开日:2015-05-15
    发明作者:Wolfgang Dipl Ing Fh Ebner；Markus Dipl Ing Bachinger
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method for operating a dual-clutch transmission having at least two gears with different ratios for driving a vehicle, wherein at least one input shaft of the dual-clutch transmission is connected to a prime mover, wherein an output shaft of the dual clutch transmission optionally via a first drive path, which a first clutch, a low first gear and a first Countershaft is driven, or via a second drive path, which has a second clutch, a higher second gear and a second countershaft, and wherein in a drive train operation of a current source gear with a low first gear in a target gear with a higher second gear is changed and before the gear change a first clutch is closed and a second clutch is opened, wherein inserted in an initial phase of the gear change the desired target gear u in a torque phase of the gear change, passing the torque from the low first gear step of the current head gear to the higher second gear step of the target gear, the first one being the closed-loop first clutch of the current speed gear being slipped closed from closed to slipping and preferably bringing the slipping second clutch to its point of engagement Clutch of the current source gear is opened and the second clutch of the target gear is closed, and in a speed phase of the gear change, the speed of the prime mover is adapted to the speed of the Zielganges.
    The invention further relates to a method of operating a dual-clutch transmission having at least two gears with different ratios for driving a vehicle, wherein at least one input shaft of the dual-clutch transmission is connected to a prime mover, wherein an output shaft of the dual-clutch transmission optionally via a first drive path, which a first clutch, a low first gear and a first a first countershaft, or via a second drive path, which has a second clutch, a higher second gear and a second countershaft, is driven, and wherein in a drive train operation of a current source gear with a low first gear in a target gear with a higher second gear is changed and before the Gear change a first clutch is closed and a second clutch is opened, wherein in an initial phase of the gear change, the desired target gear in a torque phase of the gear change, the torque is transferred from the low first gear step of the current head gear to the higher second gear step of the target gear, wherein the first clutch of the current speed gear is closed from slipping to closed and preferably the locking second clutch is brought to its point of engagement first clutch of the current source gear is opened and the second clutch of the target gear is closed, and in a speed phase of the gear change, the speed of the prime mover is adapted to the speed of the Zielganges.
    Further, the invention relates to a dual-clutch transmission for carrying out the method, having at least two speed ratios with different transmission ratios, wherein an input shaft of the dual-clutch transmission is connected to a prime mover, and wherein an output shaft of the dual-clutch transmission optionally via a first drive path having a first clutch, a low first gear and a first countershaft , or via a second drive path, which has a second clutch, a higher second gear stage and a second countershaft, is drivable.
    DE 102 43 278 A1 describes a device for synchronizing a double-clutch transmission with a braking device for synchronizing the speeds of the switching transmission parts during a gear change from a low source gear to a higher target gear. The brake device has at least one transmission input shaft brake associated with a transmission input shaft of the respective partial transmission per partial transmission of the dual clutch transmission.
    From DE 102 43 278 Al a dual-clutch transmission is known, wherein inein Schubem the kinetic energy of the vehicle with inserted freewheel means formed by an eddy current brake
    Brake energy recovery system is converted into electrical energy.
    A dual-clutch transmission is an automated manual transmission which has two partial transmissions for each one drive path between the input shaft and the output shaft. At least one of these two partial transmissions is always active during startup or travel. This means that at least one partial transmission transmits the torque provided by the prime mover (for example internal combustion engine) to the output (wheels of a vehicle). In a gear change, the torque is transferred from the active part transmission to the non-active sub-transmission (torque transfer), in addition, the speed of the drive machine must be adapted to the new output shaft (speed phase). After this, the sequence is either the torque phase first and then the speed phase or vice versa.
    Basically, this allows four types of circuits: a.) Train upshift; b.) train downshift; c.) push-downshift; d.) coast upshift
    In the case of the shift types a.) And d.) Of the generally used method, in each case the rotational speed is brought to a lower value by means of engine torque intervention. In the other two cases b.) And c.) In the commonly used method, the speed must be increased to a higher value by means of anti-sifting machine torque intervention. The inventive method relates to the switching types a) and d).
    Engine torque interventions, however, take a relatively long time, making rapid speed adjustment is not possible. This has a detrimental effect on the shift duration and the shift quality during a shift.
    The object of the invention is to avoid these disadvantages and to reduce the switching time in Doppelkupplungsgetrieben, especially in upshifts, and to increase the shift quality.
    According to the invention, this takes place in that in the speed phase of the gear change, the drive machine, preferably the second drive path, is braked by a braking device.
    To achieve this, a respective braking device is arranged in the region of the input shaft or in the region of a drive shaft of the drive machine or in at least one drive path, preferably in both drive paths. The braking device may for example be formed by a friction brake, a generator-operated electric machine or a hydraulic machine. It is particularly advantageous if the braking device is formed by a vortex brake.
    The braking device is advantageously arranged in the region of the countershaft or the coupling of the drive path to be braked so that the braking device acts on a countershaft or a clutch of the double clutch transmission.
    The fact that the prime mover is braked by a braking device, the switching time can be significantly shortened and the shift quality can be improved.
    In addition to the deceleration of the prime mover by the braking device, in the speed phase of the speed change, the torque of the traction machine can be reduced.
    The invention will be explained in more detail below with reference to FIG.
    Show it
    1 is a dual-clutch transmission for carrying out the method according to the invention,
    FIG. 2 shows a torque curve when the method according to the invention is used during a pull-up operation, FIG.
    3 shows a speed curve when using the method according to the invention during a train upshift,
    Fig. 4 shows a torque curve when using the erfindungemäßen method during a push-up and switching
    Fig. 5 shows a speed curve when using the erfindungemäßen process during a push-up operation.
    Fig. 1 shows a dual-clutch transmission 30 having an input shaft 31 which is connected to a drive shaft 32 of a non-illustrated engine, for example with a crankshaft of an internal combustion engine, and an output shaft 33 for driving a vehicle. The dual-clutch transmission 30 has two drive paths 10, 20, each drive path 10, 20 a clutch 11, 21, a countershaft 12, 22, a primary gear ratio 13, 23 between the input shaft 31 and the respective countershaft 12, 22, and various gear ratios 14; 14a and 24 respectively for different forward gears 1, 3; 5 and 2, 4 between the respective countershaft 12, 22 and the output shaft 33 has. Further, between the countershaft 22 and the output shaft 33, a speed stage 25 of a reverse gear RI is disposed. Reference numeral 34 denotes a parking brake.
    In each of the drive paths 10, 20 each have a braking device 16, 26 arranged. In the exemplary embodiment shown in FIG. 1, the braking devices 16, 26 are arranged in the region of the primary transmissions 13, 23 and act directly on the respective countershaft 12, 22. The braking devices 16, 26 may also be arranged in the region of the clutches 11, 21.
    Figures 2 and 3 show the method according to the invention in a train upshift, ie a gearshift in a drive train operation from a current source gear with a low first gear 14 to a second gear 24 at a higher gear. Figs. 4 and 5 show the method at a Thrust upshift, ie, a gearshift in a drive thrust operation from a current headway - for example 1 or 3 - with a low first gear 14 to a target gear - for example 2 or 4 - with a higher second gear 24. In this case, the torques M are the ones Torques Mi and M2 of the clutches 11, 21, the torque MA of the prime mover, and the braking torque MB of the actuated braking device 26, and the rotational speeds n, namely the rotational speeds ni and n2 of the source gear and the target gear - these are the speeds of the Kupplungen11 in the present case and 21 - and the speed nA of the prime mover over the time t aufgetra Each gear change can be subdivided into the three sections Initial Phase PA, Moment Phase PM and Speed Phase PN.
    In the following, the invention will be described with reference to a concrete gear change from a current headway of the low-speed drive path 10, for example, 1 and 3, respectively, to a target gear of the higher-speed drive path 20, for example 2 and 4 respectively, where the tens digit "; 1 " with " first ", and the tens digit " 2 " with " second ". However, the method is not limited to upshifts of stages of the drive path 10 to drive path 20, but may of course also be used for any upshifts from the drive path 20 to the drive path 10. In general, ordinalia " first " for elements of the source thread and " second " to understand elements of the target gear.
    In the train-upshifting operation shown in Figs. 2 and 3, after the initial phase PA, first, the torque phase PM and then the rotational speed phase PN are performed.
    The initial phase PA is performed in the known manner by engaging the desired target gear 2 and 4, respectively, and opening the first clutch 11 of the current head gear 1 or 3 from closed to slightly slipping - with a speed difference between input and output of the first clutch 11 of between 1%. 5% - regulated and brought to closing second clutch 21 is brought to its point of kiss-point.
    In a torque phase PM of the gear change, the drive torque is transferred from the low first gear 14 of the current source gear 1 and 3 to the higher second gear 24 of the target gear 2 and 4, wherein the first clutch 11 of the current source gear 1 and 3 open and the second clutch 21 desZielganges 2 and 4 is closed. The rotational speed nA of the prime mover remains approximately at the level of the current source gear 1 or 3.
    In the speed change phase PN of the speed change, the speed nA of the drive machine is adjusted by activating the second brake device 26 to the speed n2 of the target speed 2 or 4, respectively.
    In the thrust-upshifting operation shown in FIGS. 4 and 5, after the initial phase PA, first the rotational speed phase PN and then the torque phase PM are performed.
    The initial phase PA is performed by setting the desired target gear, for example 2 or 4, and opening the first clutch 11 of the current head gear - 1 or 3 - from closed to slightly slipping - with a speed difference between input and output of the first clutch 11 of between 1% - 5% - is regulated.
    Following the initial phase, in the push-up operation, the speed phase PN of the gear change follows, in which the engine speed nA is adjusted to the speed n2 of the target gear 2 or 4, respectively, by activating the second brake device 26. Further, the second clutch 21 to be closed becomes its kiss-point.
    In the torque phase PM of the speed change following the speed phase PN, the drive torque is transferred from the low first speed stage 14 of the current speed gear 1 or 3 to the higher second gear level 24 of the target gear 2 and 4, respectively, with the first clutch 11 of the current source gear 1 and 3, respectively and the second clutch 21 of the target gear 2 and 4 is closed. The engine speed nA remains at the level n2 of the current target 1 and 3, respectively.
    By using the additional fast-acting braking device 16, 26, which may be formed by an eddy current brake, a friction brake, a hydraulic machine or an electric machine, the braking action of the braking device 16, 26, the speed nA of the drive machine can be reduced faster than just by mere regulation of the drive machine. In addition, by the fast-reacting braking device 26, the speed curve can be adjusted more accurately, which leads to an increase in the driving ability.
    权利要求:
    Claims (10)
    [1]
    A method of operating a dual-clutch transmission (30) having at least two speed ratios (14, 24) for driving a vehicle, wherein at least one input shaft (31) of the dual-clutch transmission (30) is connected to an engine, an output shaft (33) of the dual-clutch transmission (30) 30) optionally via a first drive path (10) having a first clutch (11), a low first gear (14) and a first countershaft (12), or via a second drive path (20), which has a second clutch (21), a higher second gear stage (24) and a second countershaft (22), and in a drive train operation from a current source gear (1; 3) with a low gear (14) to a target gear (2; 4) with a higher gear ( 24) is changed and before the gear change, a first clutch (11) is closed and a second clutch (21) opened wherein, in an initial phase (PA) of the gear change, the desired target gear (2; 4) and the first clutch (11) of the current head passage (1; 3) to be opened is closed from slipping to closed and preferably the locking second clutch (21) is brought to its point of engagement, in a torque phase (PM) of the gear change the drive torque of the first low gear (14) of the current head gear (1; 3) is transferred to the higher second gear (24) of the target gear (2; 4), the first clutch (11) of the current head gear (1; 3) opened and the second clutch (11) 21) of the target gear (2; 4) is closed, and in a speed phase (PN) of the gear change, the speed (nA) of the drive machine is adapted to the speed (n2) of the target gear, characterized in that in the speed phase (PN) of the gear change, the drive machine, preferably the second drive path (20) is braked by a braking device (26).
    [2]
    A method of operating a dual clutch transmission (30) having at least two gear ratios (14, 24) for driving a vehicle, wherein at least one input shaft (31) of the dual clutch transmission (30) is connected to a prime mover, an output shaft (33) of the dual clutch transmission (30). 30) optionally via a first drive path (10) having a first clutch (11), a low first gear (14) and a first countershaft (12), or via a second drive path (20), which a second clutch (21), a higher second gear stage (24) and a second countershaft (22), and wherein in a drive thrust mode from a current source gear (1; 3) having a low gear stage (14) to a target gear (2; 4) having a higher gear stage (24) is changed and before the gear change, a first clutch (11) is closed and a second clutch (12) is opened, wherein in an initial phase (PA) of the gear change, the desired target gear (2; 4) and the opening first clutch (11) of the current head gear (1; 3) is controlled from slipping to closed, in a speed phase (PN) of the gear change, the speed (nA) of the engine to the speed (n2) of the target gear ( 2; 4), preferably with the second clutch (21) to be engaged being brought to its point of engagement, and in a torque phase (PM) of the gear change the drive torque from the low first gear (14) of the current head gear (1; 3) to the higher one the first gear (11) of the current head gear (1; 3) is opened and the second clutch (21) of the target gear (2; 4) is closed, characterized in that the speed phase (PN) of the speed change, the drive machine, preferably the second drive path (20), is braked by a braking device (26).
    [3]
    3. The method according to claim 1 or 2, characterized in that the deceleration of the prime mover by an eddy current brake, by a hydraulic or an electric machine is carried out.
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that in the speed phase (PN) of the gear change, the torque (MA) of the drive machine is reduced.
    [5]
    A dual clutch transmission (30) for carrying out the method according to any one of claims 1 to 4, comprising at least two gear ratios (14, 24) of different gear ratios, one input shaft (31) of the dual clutch transmission (30) being connected to an engine and an output shaft (33) of the dual clutch transmission (30) selectively over a first drive path (10) having a first clutch (11), a low first gear (14) and a first countershaft (12), or via a second drive path (20), which second clutch (21), a higher second gear stage (24) and a second countershaft (22) is driven, characterized in that in the region of the input shaft (31) or in the region of a drive shaft (32) of the drive machine or in at least one drive path ( 10, 20), preferably in both drive paths (10, 20), a braking device (16, 26) is arranged.
    [6]
    A dual clutch transmission (30) according to claim 5, characterized in that the braking means (16; 26) is constituted by an eddy current brake.
    [7]
    7. dual-clutch transmission (30) according to claim 5, characterized in that the braking device (16; 26) is formed by a friction brake.
    [8]
    8. dual-clutch transmission (30) according to claim 5, characterized in that the braking device (16; 26) is formed by a generator-operable electric machine.
    [9]
    A dual clutch transmission (30) according to claim 5, characterized in that the braking means (16; 26) is constituted by a hydraulic machine.
    [10]
    A dual-clutch transmission (30) according to any one of claims 5 to 9, characterized in that at least one braking device (16; 26) acts on a countershaft (12; 22) or a clutch (11, 21) of the dual-clutch transmission (30).
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    同族专利:
    公开号 | 公开日
    AT514995B1|2015-08-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE10243278A1|2002-09-18|2004-03-25|Volkswagen Ag|Device for synchronizing a double clutch transmission|
    DE102009031786A1|2009-07-06|2011-01-13|Volkswagen Ag|Double clutch|
    DE102016204282B3|2016-03-16|2017-05-04|Bayerische Motoren Werke Aktiengesellschaft|Braking device for gear wheels|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50857/2013A|AT514995B1|2013-12-27|2013-12-27|Method for operating a dual-clutch transmission|ATA50857/2013A| AT514995B1|2013-12-27|2013-12-27|Method for operating a dual-clutch transmission|
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