Motor vehicle with a multiple-clutch multiple-speed transmission

• US 20030119629A1
• Filed: 12/12/2002
• Published: 06/26/2003
• Est. Priority Date: 12/21/2001
• Status: Abandoned Application

• Current Assignee: ZF Sachs AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: ZF Sachs AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Inventors: Kuhstrebe, Jochen
• Application Number:
  US10/317,691
• Publication Number:
  US 20030119629A1
• Time in Patent Office: Days
• US Class Current: 477/77
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/113 with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
• CPC Class Codes: B60W 2540/18 Steering angle
• CPC Class Codes: B60W 2540/20 Direction indicator values
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: F16H 2059/666 Determining road conditions by using vehicle location or position, e.g. from global navigation systems [GPS]
• CPC Class Codes: F16H 2061/0216 Calculation or estimation of post shift values for different gear ratios, e.g. by using engine performance tables
• CPC Class Codes: F16H 2061/2823 Controlling actuator force way characteristic, i.e. controlling force or movement depending on the actuator position, e.g. for adapting force to synchronisation and engagement of gear clutch
• CPC Class Codes: F16H 2302/04 Determining a modus for shifting selection of shift speed modus F16H2059/0226
• CPC Class Codes: F16H 59/58 dependent on signals from the steering
• CPC Class Codes: F16H 61/2807 using electric control signals for shift actuators, e.g. electro-hydraulic control therefor F16H61/30, F16H61/32 take precedence; methods for generating shift signals F16H61/0213
• CPC Class Codes: F16H 61/688 with two inputs, e.g. selection of one of two torque-flow paths by clutches
• CPC Class Codes: F16H 63/46 Signals to a clutch outside the gearbox

Abstract

In a motor vehicle with a drivetrain having a multiple-clutch transmission, particularly a dual clutch device, and a corresponding transmission, an associated control device allocates different shifting forces or shifting force curves to occurring shift demands based on at least one of input data, operating states of the transmission, operating states of the clutch device, operating states of the drive unit, and driving states of the motor vehicle. By means of the actuating mechanism associated with or belonging to the transmission, respective gears are engaged with the respective associated shifting force or the respective associated shifting force curve and/or respective gears are released with the respective associated shifting force or with the respective associated shifting force curve.

Claims

1. A drive train for a motor vehicle, said drive train comprising:

a drive unit;

a transmission having a first input shaft, a second input shaft, gears associated with said input shafts, and shifting members for engaging and releasing said gears;

a transmission actuating mechanism which exerts variably adjustable shifting forces on said shifting members in response to occurring shift demands;

a clutch device comprising a first clutch arrangement associated with the first transmission input shaft and a second clutch arrangement associated with the second input shaft for transmitting torque between the drive unit and the transmission;

a clutch actuating mechanism for actuating said clutch arrangements; and

a control device which allocates different shifting forces or shifting force curves to said shift demands based on at least one of input data, operating states of the transmission, operating states of the clutch device, operating states of the drive unit, and driving states of the motor vehicle.

2. A drive train as in claim 1 wherein said control device recognizes first and second shift demands and allocates higher shifting forces or shifting force curves to said second shift demands than to said first shift demands.

3. A drive train as in claim 2 wherein said first shift demands are those not occurring as an immediate reaction to an action by the driver on an operating control of the vehicle.

4. A drive train as in claim 2 wherein said second shift demands are those which occur as an immediate reaction to an action by the driver on an operating control of the vehicle.

5. A drive train as in claim 2 wherein said second shift demands comprise shift demands that are communicated by the driver by means of an operating control as an express desired shift demand.

6. A drive train as in claim 1 wherein said control device is designed to execute overlap shifting, wherein one of said input shafts is transmitting a load and a gear associated with said one of said shafts is engaged as a starting gear, and the other of said input shafts is not transmitting a load and a gear associated with the other of said shafts is simultaneously engaged as a target gear, said control device executing said overlap shifting according to the following steps:

determining a target gear based on input data;

engaging said target gear;

releasing said clutch arrangement associated with said one of said input shafts; and

engaging said clutch arrangement associated with the other of said input shafts.

7. A drive train as in claim 6 wherein said target gear is determined to be lower than said starting gear based on input data including at least one of use of a directional signal and a steering actuation exceeding a minimum actuation, and said target gear is engaged via said transmission actuating mechanism.

8. A drive train as in claim 7 wherein said target gear is determined to be lower than said starting gear based on input data including at least one of a steering angle exceeding a minimum steering angle and a steering angle speed exceeding a minimum steering angle speed.

9. A drive train as in claim 7 wherein said control device partially engages the clutch arrangement associated with the other input shaft via said clutch actuating mechanism until a friction limit is reached.

10. A drive train as in claim 7 wherein, when said target gear is determined to be lower than said starting gear based on use of a directional signal, said target is engaged based on at least one of current driving states, past driving states, navigation data, actuation states effected by the driver, states of the transmission and states of the clutch device.

11. A drive train as in claim 6 wherein said control device recognizes first and second shift demands and allocates higher shifting forces or shifting force curves to said second shift demands than to said first shift demands, said control device engaging said target gear via said transmission actuating mechanism according to a first shift demand.

12. A drive train as in claim 6 wherein said control device recognizes first and second shift demands and allocates higher shifting forces or shifting force curves to said second shift demands than to said first shift demands, and wherein, when there is a shift demand according to which a target gear other than the engaged target gear is to be engaged, said engaged target gear is disengaged according to a second shift demand, and the target gear other than said engaged target gear is engaged according to a second shift demand.

13. A drive train as in claim 6 wherein said control device recognizes first and second shift demands and allocates higher shifting forces or shifting force curves to said second shift demands than to said first shift demands, and wherein said clutch arrangement associated with said one of said input shafts is released according to a first shift demand.

14. A drive train as in claim 2 wherein said control device is designed so that, when said motor vehicle does not have a speed exceeding a threshold value, the control device recognizes all shift demands as first shift demands.

15. A drive train as in claim 2 wherein said control device is designed so that, when said motor vehicle does not have a speed exceeding a threshold value, the control device checks the shift demands for usefulness and only engages or releases a gear for shift commands which are identified as useful.

16. A drive train as in claim 1 wherein said control device executes gear changes automatically via said transmission actuating mechanism.

17. A drive train as in claim 1 wherein said control device executes gear changes fully automatically based on at least one of driving states and operating states of the vehicle.

18. A drive train as in claim 1 wherein said control device has a manual mode wherein said gear changes are executed based on shift commands given by the driver via an operating control.

19. A control device for a drive train of a motor vehicle, said drive train comprising a drive unit;

a transmission having a first input shaft, a second input shaft, gears associated with said input shafts, and shifting members for engaging and releasing said gears;

a transmission actuating mechanism which exerts variably adjustable shifting forces on said shifting members in response to occurring shift demands;

a clutch device comprising a first clutch arrangement associated with the first transmission input shaft and a second clutch arrangement associated with the second input shaft for transmitting torque between the drive unit and the transmission; and

a clutch actuating mechanism for actuating said clutch arrangements;

said control device allocating different shifting forces or shifting force curves to said shift demands based on at least one of input data, operating states of the transmission, operating states of the clutch device, operating states of the drive unit, and driving states of the motor vehicle.

20. A method for shifting a transmission in a drive train of a motor vehicle, said transmission having a first input shaft, a second input shaft, gears associated with said input shafts, and shifting members for engaging and releasing said gears via an actuating mechanism which exerts variably adjustable shifting forces on said shifting members in response to occurring shift demands, said method comprising allocating different shifting forces or shifting force curves to said shift demands based on at least one of input data, operating states of the transmission, operating states of the clutch device, operating states of the drive unit, and driving states of the motor vehicle.