WO2004010019A1 - Starting method for a multi-clutch gearbox, especially a double-clutch gearbox - Google Patents

Starting method for a multi-clutch gearbox, especially a double-clutch gearbox Download PDF

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Publication number
WO2004010019A1
WO2004010019A1 PCT/EP2003/007708 EP0307708W WO2004010019A1 WO 2004010019 A1 WO2004010019 A1 WO 2004010019A1 EP 0307708 W EP0307708 W EP 0307708W WO 2004010019 A1 WO2004010019 A1 WO 2004010019A1
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WO
WIPO (PCT)
Prior art keywords
starting
transmission
clutch
clutches
gear
Prior art date
Application number
PCT/EP2003/007708
Other languages
German (de)
French (fr)
Inventor
Jürgen LEGNER
Original Assignee
Zf Friedrichshafen Ag
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 Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2004010019A1 publication Critical patent/WO2004010019A1/en

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3065—Torque of the engine
    • 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
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/30806—Engaged transmission ratio
    • 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
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/3081—Signal inputs from the transmission from the input shaft
    • F16D2500/30814—Torque of the input shaft
    • 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
    • F16D2500/51—Relating safety
    • F16D2500/5104—Preventing failures
    • F16D2500/5106—Overheat protection
    • 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
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths

Definitions

  • the present invention relates to a method for starting in a multiple clutch transmission, in particular in a double clutch transmission, according to the preamble of claim 1.
  • Double clutch transmissions are known from vehicle technology. Such transmissions usually comprise essentially two sub-transmissions with different pairs of gears, a double clutch with two friction clutches, an input shaft and an output shaft and, depending on the number of gears, form-fitting, unsynchronized clutches.
  • a dual clutch transmission the gears can be shifted without load and without interruption of tractive power and without tensioning the shiftable gears, since the next gear to be shifted is already engaged in the non-coupled sub-transmission.
  • one friction clutch is opened and the second is closed accordingly.
  • the three and multiple clutch transmissions are generally based on the same principle.
  • one of the friction clutches synchronizes the drive motor or the drive to the output speed in such a way that the motor is not stalled.
  • both couplings are dimensioned accordingly large, since the thermal load occurring here is very large.
  • DE 100 15 296 AI discloses a double clutch transmission, in which the two clutches are partially closed when starting.
  • the clutch torque of the first clutch is continuously increased during the start, the clutch torque of the second clutch running towards zero. Only when starting in first gear, both clutches are partially closed, the torque support of the second gear becoming less and less during starting and thus the thermal load on the first clutch increasing more and more. The thermal load is thus only partially reduced.
  • the present invention has for its object to provide a method for starting for a multiple clutch transmission, in particular a double clutch transmission, which makes it possible to reduce the thermal load on the starting clutches.
  • the starting clutches can be designed to be smaller in terms of their thermal load-bearing capacity, which also results in a reduction in costs.
  • the starting clutches when starting with a multiple clutch transmission.
  • a sub-transmission can be engaged, so that the thermal load when starting is distributed over at least two clutches.
  • the at least two clutches used are constant during the start-up over the entire start-up period. Torque partially closed. It is only shortly before the differential speed in the clutch of the first gear approaches zero that it is opened. The torque reduction in the clutch of the first gear is from
  • Second gear clutch adopted so that the total drive torque remains constant. The best possible acceleration process is thus achieved.
  • the final gear of this acceleration process results from the accelerator pedal position and the respective driving resistance. Only when the driving resistance is so great that the driving performance only corresponds to the driving resistance in first gear, does the starting process end in first gear and the clutch in second gear is no longer engaged.
  • the torque at the gearbox output thus results from the sum of the clutch torques of the at least two starting clutches with the gear ratios generated in each case in the at least two sub-gearboxes.
  • both starting clutches are used simultaneously during the starting process.
  • a sensible extension of the start-up process is that the drive motor is included in the control process.
  • the drive motor should only start up from its idling speed up to a low speed, e.g. B. 1 200 U / min, with the highest possible torque.
  • the drive motor is held until the slipping process in the clutches is completed, that is, until the clutch of the second gear is completely closed.
  • the drive motor is, and thus the Antriebsmas' chine up to its rated speed, z. B. 1 900 U / min accelerated.
  • the next gear e.g. B. preparing to change from first to third gear.
  • a double clutch transmission 1 with an input shaft 2, an output shaft 3, and two clutches 4, 4 ', each of which is assigned to the two partial transmissions 5, 5', is shown schematically ' .
  • the first sub-transmission 5 produces the gears 1, 3, 5, 7, 9, 11 and the three reverse gears 1R, 2R and 3R, whereas the second sub-transmission 5 'produces the gears 2, 4, ⁇ , 8, 10, and 12, so that - twelve forward gears and three reverse gears can be achieved.
  • the first gear can be engaged in the first sub-transmission 5 and the second gear in the second sub-transmission 5 ';
  • the starting process can be carried out with both clutches 4, 4 '.
  • the torque at the transmission output results from the sum of the clutch torque of the clutch 4 assigned to the first sub-transmission 5 with the translation of the first gear and the clutch torque of the clutch 4 'assigned to the second sub-transmission 5' with the translation of the second gear. In this way, the required friction work can be distributed to both clutches 4, 4 '.
  • the differential speed in clutch 4 assigned to first partial transmission 5 will first strive towards zero. Shortly before this state is reached, this clutch 4 is fully opened and the vehicle is only further accelerated with the clutch 4 'assigned to the second partial transmission 5'. nigt. At the same time, the transmission 5 shifts from first to third gear. When this switching process is complete, the clutch 4 begins to close again and thus supports the clutch 4 '.
  • the procedure can be continued analogously for the shift into fourth gear; depending on the respective conditions, it may be appropriate to carry out the method until the clutch 4 is opened for the first time.
  • the method according to the invention has the advantage that the clutches 4 and 4 "used must be designed to be smaller with regard to the thermal load capacity. Nevertheless, the maximum engine torque should be able to be transmitted.
  • the method can also be applied analogously to multiple clutch transmissions.
  • the friction work can be distributed over the three clutches.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The invention relates to a starting method for a multi-clutch gearbox, especially a double-clutch gearbox, comprising a drive shaft, a driven shaft, at least two starting clutches and at least two partial gear mechanisms producing different gears. A starting clutch is associated with each partial gear mechanism. At least two starting clutches (4, 4') are used for starting purposes. A gear is engaged in each of the partial gear mechanisms (5, 5') which can be coupled by means of the at least two starting clutches (4, 4') such that the thermal load during starting is distributed between at least two clutches (4, 4'), the gear output rotational torque arising from the sum of the coupling torque of the at least two starting clutches (4, 4') and gear reduction ratios produced in the at least two partial gear mechanisms (5, 5').

Description

Verfahren zum Anfahren bei einem Mehrfachkupplungsgetriebe, insbesondere bei' einem DoppelkupplungsgetriebeA method for starting in a multi-clutch transmission, in particular at 'a dual clutch transmission
Die vorliegende Erfindung betrifft ein Verfahren zum Anfahren bei einem Mehrfachkupplungsgetriebe, insbesondere bei einem Doppelkupplungsgetriebe, gemäß dem Oberbegriff des Patentanspruchs 1.The present invention relates to a method for starting in a multiple clutch transmission, in particular in a double clutch transmission, according to the preamble of claim 1.
Doppelkupplungsgetriebe sind aus der Fahrzeugtechnik bekannt. Üblicherweise umfassen derartige Getriebe im wesentlichen zwei Teilgetriebe mit verschiedenen Zahnradpaaren, eine Doppelkupplung mit zwei Reibungskupplungen, eine Antriebswelle und eine Abtriebswelle sowie je nach Gangzahl formschlüssige, unsynchronisierte Schaltkupplungen. Mit einem Doppelkupplungsgetriebe können die Gänge lastfrei und ohne Zugkraftunterbrechung sowie ohne Verspannung der schaltbaren Gänge geschaltet werden, da sich der nächste zu schaltende Gang in dem nicht gekoppelten Teilgetriebe be- reits eingelegt ist. Zum Schalten wird die eine Reibungskupplung geöffnet und die zweite entsprechend geschlossen. Auf dem gleichen Prinzip basieren die Drei- und Mehrfachkupplungsgetriebe im allgemeinen.Double clutch transmissions are known from vehicle technology. Such transmissions usually comprise essentially two sub-transmissions with different pairs of gears, a double clutch with two friction clutches, an input shaft and an output shaft and, depending on the number of gears, form-fitting, unsynchronized clutches. With a dual clutch transmission, the gears can be shifted without load and without interruption of tractive power and without tensioning the shiftable gears, since the next gear to be shifted is already engaged in the non-coupled sub-transmission. To shift, one friction clutch is opened and the second is closed accordingly. The three and multiple clutch transmissions are generally based on the same principle.
Während eines Anfahrvorganges wird von einer der Reibungskupplungen der Antriebsmotor bzw. der Antrieb auf die Abtriebsdrehzahl derart synchronisiert, dass der Motor nicht abgewürgt wird.During a starting process, one of the friction clutches synchronizes the drive motor or the drive to the output speed in such a way that the motor is not stalled.
Nach dem Stand der Technik muss mit einem Doppelkupplungsgetriebe bei einem Anfahrvorgang im ersten, zweiten oder in einem beliebigen Gang die Reibarbeit von einer der beiden Reibungskupplungen aufgenommen werden. Um dies zu realisieren, werden beide Kupplungen entsprechend groß dimensioniert, da die hierbei auftretende thermische Belastung sehr groß ist.According to the state of the art, the friction work must be taken up by one of the two friction clutches with a double clutch transmission during a starting process in the first, second or in any gear. To do this implement, both couplings are dimensioned accordingly large, since the thermal load occurring here is very large.
Die DE 100 15 296 AI offenbart ein Doppelkupplungsgetriebe, bei welchem beim Anfahren die beiden Kupplungen teilweise geschlossen sind. Das Kupplungsmoment der ersten Kupplung wird während des Anfahrens immer weiter erhöht, wobei das Kupplungsmoment der zweiten Kupplung gegen Null läuft. Ausschließlich beim Anfahren im ersten Gang sind beide Kupplungen teilweise geschlossen, wobei die Drehmomentunterstützung des zweiten Ganges während des Anfahrens immer geringer wird und damit die thermische Belastung für die erste Kupplung immer mehr ansteigt. Somit wird die thermische Belastung nur teilweise reduziert.DE 100 15 296 AI discloses a double clutch transmission, in which the two clutches are partially closed when starting. The clutch torque of the first clutch is continuously increased during the start, the clutch torque of the second clutch running towards zero. Only when starting in first gear, both clutches are partially closed, the torque support of the second gear becoming less and less during starting and thus the thermal load on the first clutch increasing more and more. The thermal load is thus only partially reduced.
Der vorliegenden Erfindung liegt die Aufgabe zugrunde, ein Verfahren zum Anfahren für ein Mehrfachkupplungsgetriebe, insbesondere ein Doppelkupplungsgetriebe anzugeben, welches es ermöglicht, die auf die Anfahrkupplungen anfallende thermische Belastung zu reduzieren. Dadurch können die Anfahrkupplungen bezüglich der thermischen Belastbarkeit kleiner ausgelegt werden, was auch in einer Reduzierung der Kosten resultiert.The present invention has for its object to provide a method for starting for a multiple clutch transmission, in particular a double clutch transmission, which makes it possible to reduce the thermal load on the starting clutches. As a result, the starting clutches can be designed to be smaller in terms of their thermal load-bearing capacity, which also results in a reduction in costs.
Diese Aufgabe wird gemäß der Erfindung durch die Merkmale des Patentanspruchs 1 gelöst. Weitere Varianten gehen aus den Unteransprüchen hervor.This object is achieved according to the invention by the features of claim 1. Further variants emerge from the subclaims.
Demnach wird vorgeschlagen, bei einem Anfahrvorgang mit einem Mehrfachkupplungsgetriebe zumindest zwei und vorzugsweise sämtliche Anfahrkupplungen einzusetzen. Hierbei soll in jedem mittels der zumindest zwei Anfahrkupplungen koppelbaren Teilgetriebe ein Gang eingelegt sein, so dass sich die thermische Belastung beim Anfahren auf zumindest zwei Kupplungen verteilt.Accordingly, it is proposed to use at least two, and preferably all, of the starting clutches when starting with a multiple clutch transmission. Here, in each case by means of the at least two starting clutches a sub-transmission can be engaged, so that the thermal load when starting is distributed over at least two clutches.
Die mindestens zwei eingesetzten Kupplungen werden während des Anfahrens über den gesamten Anfahrzeitraum mit einem konstanten . Drehmoment teilweise geschlossen. Erst kurz bevor in der Kupplung des ersten Gangss die Differenzdrehzahl gegen Null geht, wird diese geöffnet. Der Drehmo- mentabbau in der Kupplung des ersten Gangs wird von derThe at least two clutches used are constant during the start-up over the entire start-up period. Torque partially closed. It is only shortly before the differential speed in the clutch of the first gear approaches zero that it is opened. The torque reduction in the clutch of the first gear is from
Kupplung des zweiten Gangs übernommen, so dass in der Summe das Antriebsmoment konstant bleibt. Somit wird der möglichst optimale Beschleunigungsvorgang erreicht. Der Endgang dieses Beschleunigungsvorgangs ergibt sich aus der Gaspedalstellung und dem jeweiligen Fahrwiderstand. Nur wenn der Fahrwiderstand so groß ist, dass die Fahrleistung nur im ersten Gang dem Fahrwiderstand entspricht, endet der Anfahrvorgang im ersten Gang und die Kupplung des zweiten Gangs wird nicht mehr angelegt.Second gear clutch adopted so that the total drive torque remains constant. The best possible acceleration process is thus achieved. The final gear of this acceleration process results from the accelerator pedal position and the respective driving resistance. Only when the driving resistance is so great that the driving performance only corresponds to the driving resistance in first gear, does the starting process end in first gear and the clutch in second gear is no longer engaged.
Somit ergibt sich das Drehmoment am Getriebeabtrieb aus der Summe der Kupplungsmomente der zumindest zwei Anfahrkupplungen mit den jeweils in den zumindest zwei Teilgetrieben erzeugten Gangübersetzungen.The torque at the gearbox output thus results from the sum of the clutch torques of the at least two starting clutches with the gear ratios generated in each case in the at least two sub-gearboxes.
Im Rahmen einer besonders vorteilhaften Variante der Erfindung ist vorgesehen, dass bevor die Differenzdrehzahl in der einem .ersten Teilgetriebe mit der aktuell höchsten Übersetzung zugeordneten Kupplung den Wert Null annimmt, die diesem Teilgetriebe zugeordnete Kupplung ganz geöffnet wird, wobei das Fahrzeug mit der einem zweiten Teilgetriebe zugeordneten Kupplung weiterbeschleunigt wird und gleichzeitig im ersten Teilgetriebe in einen höheren Gang als der Gang des zweiten Teilgetriebes umgeschaltet wird. Anschließend, wenn dieser Schaltvorgang beendet ist, wird die dem ersten Teilgetriebe zugeordnete Kupplung wieder geschlossen, um die dem zweiten Teilgetriebe zugeordnete Kupplung beim weiteren Anfahren zu unterstützen.In the context of a particularly advantageous variant of the invention, it is provided that before the differential speed in the clutch assigned to a first partial transmission with the currently highest transmission ratio assumes the value zero, the clutch assigned to this partial transmission is fully opened, with the vehicle having a second partial transmission assigned clutch is accelerated further and at the same time in the first partial transmission in a higher gear than that Gear of the second sub-transmission is switched. Subsequently, when this shifting process has ended, the clutch assigned to the first sub-transmission is closed again in order to support the clutch assigned to the second sub-transmission during further starting.
Bei einem Doppelkupplungsgetriebe werden demnach während des Anfahrvorgangs beide Anfahrkupplungen gleichzeitig eingesetzt.In a dual clutch transmission, both starting clutches are used simultaneously during the starting process.
Eine sinnvolle Erweiterung des Anfahrvorgangs ist, dass der Antriebsmotor mit in den Regelvorgang einbezogen wird. Der Antriebsmotor soll beim Anfahren von seiner Leerlaufdrehzahl nur bis zu einer niedrigen Drehzahl, z. B. 1 200 U/min, mit möglichst hohem Drehmoment angehoben werden. Bei dieser Drehzahl wird der Antriebsmotor so lange gehalten, bis der Rutschvorgang in den Kupplungen abgeschlossen ist, d. h., bis die Kupplung des zweiten Gangs vollkommen geschlossen ist. Anschließend wird der Antriebs- motor und damit die Antriebsmas'chine bis zu seiner Nenndrehzahl, z. B. 1 900 U/min, beschleunigt. Sollte nach diesem Anfahrvorgang des Fahrzeug weiter beschleunigt werden, wird nach dem Öffnen der Kupplung des ersten Gangs in diesem Getriebezweig sofort der nächste Gang, z. B. der Wech- sei vom ersten in den dritten Gang, vorbereitet. Bevor der Antriebsmotor im zweiten Gang an seine Nenndrehzahl kommt, wird dann die Last von der Kupplung des zweiten Gangs an die Kupplung des dritten Gangs übergeben. Mit diesem Verfahren wird die Reibleistung der Anfahrkupplung möglichst klein gehalten. Die Erfindung wird im folgenden anhand der beigefügten Figur, die eine Prinzipdarstellung eines Doppelkupplungsgetriebes zeigt, näher erläutert.A sensible extension of the start-up process is that the drive motor is included in the control process. The drive motor should only start up from its idling speed up to a low speed, e.g. B. 1 200 U / min, with the highest possible torque. At this speed, the drive motor is held until the slipping process in the clutches is completed, that is, until the clutch of the second gear is completely closed. Subsequently, the drive motor is, and thus the Antriebsmas' chine up to its rated speed, z. B. 1 900 U / min accelerated. Should the vehicle continue to accelerate after this starting process, the next gear, e.g. B. preparing to change from first to third gear. Before the drive motor reaches its nominal speed in second gear, the load is then transferred from the second gear clutch to the third gear clutch. With this method, the friction of the starting clutch is kept as low as possible. The invention is explained below with reference to the accompanying figure, which shows a schematic diagram of a double clutch transmission.
In der Figur ist ein Doppelkupplungsgetriebe 1, mit einer Antriebswelle 2, einer Abtriebswelle 3, sowie zwei Kupplungen 4, 4', die jeweils den beiden Teilgetrieben 5, 5' zugeordnet sind, ' schematisch gezeigt. Das erste Teilgetriebe 5 erzeugt die Gänge 1, 3, 5, 7, 9, 11 sowie die drei Rückwärtsgänge 1R, 2R und 3R, wohingegen das zweite Teilgetriebe 5' die Gänge 2, 4, β, 8, 10, und 12 erzeugt, so dass- zwölf Vorwärtsgänge und drei Rückwärtsgänge realisierbar sind.In the figure, a double clutch transmission 1, with an input shaft 2, an output shaft 3, and two clutches 4, 4 ', each of which is assigned to the two partial transmissions 5, 5', is shown schematically ' . The first sub-transmission 5 produces the gears 1, 3, 5, 7, 9, 11 and the three reverse gears 1R, 2R and 3R, whereas the second sub-transmission 5 'produces the gears 2, 4, β, 8, 10, and 12, so that - twelve forward gears and three reverse gears can be achieved.
Beispielsweise kann im Rahmen des erfindungsgemäßen Verfahrens im ersten Teilgetriebe 5 der erste Gang und im zweiten Teilgetriebe 5' der zweite Gang eingelegt sein; gemäß dem hier vorgestellten Verfahren kann der Anfahrvorgang mit beiden Kupplungen 4, 4' durchgeführt werden. Hier- bei ergibt sich das Drehmoment am Getriebeabtrieb aus der Summe des Kupplungsmomentes der dem ersten Teilgetriebe 5 zugeordneten Kupplung 4 mit der Übersetzung des ersten Ganges und des Kupplungsmomentes der dem zweiten Teilgetriebe 5' zugeordneten Kupplung 4' mit der Übersetzung des zweiten Ganges. Auf diese Weise kann die erforderliche Reibarbeit auf beide Kupplungen 4, 4' verteilt werden.For example, in the context of the method according to the invention, the first gear can be engaged in the first sub-transmission 5 and the second gear in the second sub-transmission 5 '; According to the method presented here, the starting process can be carried out with both clutches 4, 4 '. The torque at the transmission output results from the sum of the clutch torque of the clutch 4 assigned to the first sub-transmission 5 with the translation of the first gear and the clutch torque of the clutch 4 'assigned to the second sub-transmission 5' with the translation of the second gear. In this way, the required friction work can be distributed to both clutches 4, 4 '.
Während der Beschleunigungsphase des Fahrzeugs wird die Differenzdrehzahl in der dem ersten Teilgetriebe 5 zu- geordneten Kupplung 4 zuerst gegen Null streben. Kurz bevor dieser Zustand erreicht wird, wird diese Kupplung 4 ganz geöffnet und das Fahrzeug wird nur noch mit der dem zweiten Teilgetriebe 5' zugeordneten Kupplung 4' weiterbeschleu- nigt. Gleichzeitig wird im Teilgetriebe 5 vom ersten in den dritten Gang umgeschaltet. Wenn dieser Schaltvorgang beendet ist, beginnt die Kupplung 4 wieder zu schließen und unterstützt damit die Kupplung 4' .During the acceleration phase of the vehicle, the differential speed in clutch 4 assigned to first partial transmission 5 will first strive towards zero. Shortly before this state is reached, this clutch 4 is fully opened and the vehicle is only further accelerated with the clutch 4 'assigned to the second partial transmission 5'. nigt. At the same time, the transmission 5 shifts from first to third gear. When this switching process is complete, the clutch 4 begins to close again and thus supports the clutch 4 '.
Wenn es erforderlich ist, kann das Verfahren analog für den Schaltvorgang in den vierten Gang fortgesetzt werden; in Abhängigkeit von den jeweiligen Bedingungen kann es zweckmäßig sein, das Verfahren bis zum erstmaligen Öffnen der Kupplung 4 durchzuführen.If necessary, the procedure can be continued analogously for the shift into fourth gear; depending on the respective conditions, it may be appropriate to carry out the method until the clutch 4 is opened for the first time.
Das erfindungsgemäße Verfahren weist den Vorteil auf, dass die eingesetzten Kupplungen 4 und 4 " bezüglich der thermischen Belastbarkeit kleiner ausgelegt werden müssen. Dennoch soll das maximale Motormoment übertragen werden können.The method according to the invention has the advantage that the clutches 4 and 4 "used must be designed to be smaller with regard to the thermal load capacity. Nevertheless, the maximum engine torque should be able to be transmitted.
Das Verfahren lässt sich analog auch auf Mehrfachkupplungsgetriebe übertragen. Bei einem Dreikupplungsgetriebe mit drei Kupplungen kann beispielsweise die Reibarbeit auf die drei Kupplungen verteilt werden. The method can also be applied analogously to multiple clutch transmissions. In the case of a three-clutch transmission with three clutches, for example, the friction work can be distributed over the three clutches.
Bezugszeichenreference numeral
1 Doppelkupplungsgetriebe 2 Antriebswelle1 double clutch transmission 2 drive shaft
3 Abtriebswelle3 output shaft
4 Kupplung 4 ' Kupplung4 clutch 4 'clutch
5 erstes Teilgetriebe 5' zweites Teilgetriebe 5 first partial transmission 5 'second partial transmission

Claims

P a t e n t a n s p r ü c h e Patent claims
1. Verfahren zum Anfahren für ein Mehrfachkupplungsge- triebe, insbesondere ein Doppelkupplungsgetriebe, mit einer1. Method for starting for a multiple clutch transmission, in particular a double clutch transmission, with a
Antriebswelle, einer Abtriebswelle, mit zumindest zwei Anfahrkupplungen und zumindest zwei Teilgetriebe, die unterschiedliche Gänge erzeugen, wobei jedem Teilgetriebe eine Anfahrkupplung zugeordnet ist, dadurch g e k e n n - z e i c h n e t , dass zum Anfahren zumindest zwei Anfahrkupplungen (4, 4') eingesetzt werden, wobei in jedem mittels der zumindest zwei Anfahrkupplungen (4, 4') koppelbaren Teilgetriebe (5, 5') ein Gang eingelegt wird, so dass sich die thermische Belastung beim Anfahren auf zumindest zwei Kupplungen (4, 4') verteilt, wobei sich das Drehmoment am Getriebeabtrieb aus der Summe der Kupplungsmomente der zumindest zwei Anfahrkupplungen (4, 4') mit den jeweils in den zumindest zwei Teilgetrieben (5, 5' ) erzeugten Gangübersetzungen ergibt.Drive shaft, an output shaft, with at least two starting clutches and at least two partial transmissions, which generate different gears, whereby each partial transmission is assigned a starting clutch, characterized in that at least two starting clutches (4, 4 ') are used for starting, each in A gear is engaged by means of the at least two starting clutches (4, 4 ') which can be coupled, so that the thermal load when starting is distributed over at least two clutches (4, 4'), the torque being distributed to the transmission output from the sum of the clutch torques of the at least two starting clutches (4, 4 ') with the gear ratios generated in the at least two partial transmissions (5, 5').
2. Verfahren nach Anspruch 1, dadurch g e k e n n z e i c h n e t , dass bevor die Differenzdrehzahl in der einem ersten Teilgetriebe (5) mit der aktuell höchsten Ü- bersetzung zugeordneten Kupplung (4) den Wert Null annimmt, die' diesem Teilgetriebe (5) zugeordnete Kupplung (4) ganz geöffnet wird, wobei das Fahrzeug mit der dem zweiten Teilgetriebe (5') zugeordneten Kupplung (4') weiterbeschleunigt wird und gleichzeitig im ersten Teilgetriebe (5) in einen höheren Gang als der Gang des zweiten Teilgetriebes (5' ) umgeschaltet wird, wobei, wenn dieser Schaltvorgang beendet ist, die dem ersten Teilgetriebe (5) zugeordnete Kupplung (4) wieder geschlossen wird, um die dem zweiten Teilgetriebe zugeordnete Kupplung (4'') zu unterstützen. 2. The method according to claim 1, characterized in that before the differential speed in a first sub-transmission (5) with the highest current Ü translation associated clutch (4) assumes the value zero, the 'this gear train (5) associated with the clutch (4 ) is fully opened, the vehicle being further accelerated with the clutch (4 ') assigned to the second sub-transmission (5') and at the same time in the first sub-transmission (5) being switched to a higher gear than the gear of the second sub-transmission (5 '), when, when this switching operation is completed, the clutch (4) assigned to the first sub-transmission (5) is closed again in order to support the clutch (4 '' ) assigned to the second sub-transmission.
3. Verfahren nach Anspruch 1 oder 2, dadurch -g e k e n n z e i c h n e t , dass zu Beginn des Anfahrvorgangs im ersten Teilgetriebe (5) der erste Gang und im zweiten Teilgetriebe (5' )• der zweite Gang eingelegt ist.3. The method according to claim 1 or 2, characterized in that at the beginning of the starting process in the first partial transmission (5) the first gear and in the second partial transmission (5 ') • the second gear is engaged.
4. Verfahren nach einem der vorangehenden Ansprüche, dadurch g e k e n n z e i c h n e t , dass bei einem Doppelkupplungsgetriebe beide Anfahrkupplungen (4, 4') eingesetzt werden, wobei in jedem mittels der zumindest zwei Anfahrkupplungen (4, 4') koppelbaren Teilgetriebe (5, 5') ein Gang eingelegt ist.4. The method according to any one of the preceding claims, characterized in that in a double clutch transmission both starting clutches (4, 4 ') are used, one in each by means of the at least two starting clutches (4, 4') couplable sub-transmission (5, 5 ') Gear is engaged.
5. Verfahren nach einem der vorangehenden Ansprüche, dadurch g e k e n n z e i c h n e t , ' dass die Summe des Antriebsdrehmoments während des Anfahrvorgangs konstant bleibt.5. The method according to any one of the preceding claims, characterized in that ' the sum of the drive torque remains constant during the starting process.
6. Verfahren nach einem der vorangehenden Ansprüche, dadurch g e k e n n z e i c h n e t , dass der An- triebsmotor beim Anfahren von seiner Leerlaufdrehzahl auf eine leicht erhöhte Drehzahl mit möglichst hohem Drehmoment angehoben wird und bei dieser Drehzahl der Antriebsmotor so lange gehalten bleibt, bis der Rutschvorgang in den Kupplungen abgeschlossen ist. 6. The method according to any one of the preceding claims, characterized in that the drive motor is raised when starting from its idle speed to a slightly increased speed with the highest possible torque and at this speed the drive motor is held until the slipping process in the clutches is completed.
PCT/EP2003/007708 2002-07-19 2003-07-16 Starting method for a multi-clutch gearbox, especially a double-clutch gearbox WO2004010019A1 (en)

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DE10232832.3 2002-07-19

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EP1522762A2 (en) * 2003-10-06 2005-04-13 BorgWarner Inc. Multi-clutch system with blended output system for powertrain transmissions
US7704189B2 (en) 2006-04-29 2010-04-27 Dr. Ing. H.C. F. Porsche Ag Starting method for internal combustion engines with a double clutch transmission
EP2463554A3 (en) * 2005-02-10 2012-12-26 BorgWarner Inc. Dual clutch transmission
WO2013004938A1 (en) * 2011-07-05 2013-01-10 Peugeot Citroen Automobiles Sa Method of pulling away in a motor vehicle equipped with a dual-clutch gearbox, and associated vehicle
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JP5899682B2 (en) * 2011-07-04 2016-04-06 いすゞ自動車株式会社 Dual clutch transmission control method, dual clutch transmission and vehicle equipped with the same

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EP1522762A2 (en) * 2003-10-06 2005-04-13 BorgWarner Inc. Multi-clutch system with blended output system for powertrain transmissions
EP1522762A3 (en) * 2003-10-06 2010-03-10 Borgwarner, Inc. Multi-clutch system with blended output system for powertrain transmissions
EP2463554A3 (en) * 2005-02-10 2012-12-26 BorgWarner Inc. Dual clutch transmission
EP2463552A3 (en) * 2005-02-10 2012-12-26 BorgWarner Inc. Dual clutch transmission
EP2463550A3 (en) * 2005-02-10 2012-12-26 BorgWarner Inc. Dual clutch transmission
EP2463553A3 (en) * 2005-02-10 2013-01-16 BorgWarner Inc. Dual clutch transmission
US7704189B2 (en) 2006-04-29 2010-04-27 Dr. Ing. H.C. F. Porsche Ag Starting method for internal combustion engines with a double clutch transmission
WO2013004938A1 (en) * 2011-07-05 2013-01-10 Peugeot Citroen Automobiles Sa Method of pulling away in a motor vehicle equipped with a dual-clutch gearbox, and associated vehicle
FR2977647A1 (en) * 2011-07-05 2013-01-11 Peugeot Citroen Automobiles Sa METHOD FOR TAKING OFF A MOTOR VEHICLE WITH A DOUBLE-CLUTCH GEARBOX AND VEHICLE THEREFOR
WO2014194926A1 (en) 2013-06-04 2014-12-11 Volvo Truck Corporation Method for controlling an operation of a multi-clutch transmission

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