METHOD FOR CONTROLLING SHIFTS IN AN AUTOMATED STEP-DOWN TRANSMISSION

• US 20090239704A1
• Filed: 03/17/2009
• Published: 09/24/2009
• Est. Priority Date: 03/19/2008
• Status: Active Grant

• Current Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Inventors: BREUER, Jochen, STEINBORN, Mario
• Granted Patent: US 8,066,617 B2
• Time in Patent Office: Days
• US Class Current: 477/4
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/111 with separate change-speed gear trains arranged in series
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: F16H 2061/0411 by control of shaft brakes
• CPC Class Codes: F16H 2306/42 Changing the input torque to the transmission
• CPC Class Codes: F16H 2306/48 Synchronising of new gear
• CPC Class Codes: F16H 61/0403 Synchronisation before shifting
• CPC Class Codes: F16H 61/702 using electric or electrohydraulic control means
• CPC Class Codes: F16H 63/502 for smoothing gear shifts

Abstract

A method of controlling an automated step-down transmission, arranged in a drivetrain between an engine and a drive axle, which includes a multi-stage main transmission and a range group. The main transmission has an intermediate transmission style with a countershaft having a transmission brake and an input shaft connected, via a clutch, to the engine. The main transmission shifts, without being synchronized, and the range group shifts, after synchronization, such that the engaged gear ratio of the main transmission remains engaged during a range shift operation. The range shift is accomplished by firstly reducing drive engine torque; secondly, disengaging the existing gear ratio of the range group; thirdly, remotely synchronizing the target gear ratio in the range group; fourthly, engaging the target gear ratio in the range group; and fifthly, increasing the drive engine torque.

Claims

1-17. -17. (canceled)

18. A method for controlling an automated step-down transmission (CT), the automated step-down transmission (CT) being arranged in a drivetrain of a motor vehicle, between either a drive engine or a hybrid drive and an drive axle, and comprising at least a multi-stage main transmission (HG) and a range group (GP) connected downstream from the main transmission (HG), the main transmission (HG) has an intermediate transmission configuration and at least one countershaft (W_VG1) that is engaged by a transmission brake (Br), an input shaft (W_GE) being connected, via a controllable separator clutch (K), to the drive engine or the hybrid drive, the main transmission (HG) being shiftable without synchronization and the range group (GP) being shifted, after synchronization, such that during a range shift, a transmission ratio step (R) that is engaged in the main transmission (HG), before the range shift, remains engaged after the range shift, the method of controlling the step-down transmission (CT) during the range shift comprising the steps of:

reducing a load, which is transmitted by the step-down transmission (CT), by reducing torque that is output by the drive engine or the hybrid drive;

disengaging a current ratio step (L;

S) that is engaged in the range group (GP=N) before the range shift was initiated;

synchronizing a target ratio step (S;

L) in the range group (GP) that is the objective of the range shift;

engaging the target ratio step (S;

L) in the range group (GP); and

increasing the load, which is transmitted by the step-down transmission (CT), by increasing the torque that is output by the drive engine or the hybrid drive.

19. The method according to claim 18, further comprising the step of at least partially disengaging (0≦

K<

1) the separator clutch (K) either after or during the reduction of torque that is output by the drive engine or the hybrid drive.

20. The method according to claim 19, further comprising the step of fully reengaging (K=1) the separator clutch (K) before increasing the torque that is output by the drive engine or the hybrid drive.

21. The method according to claim 18, further comprising the step of separately synchronizing the target ratio step (S) in the range group (GP) during a range upshift by appropriately actuating the transmission brake (Br>

0).

22. The method according to claim 18, further comprising the step of remotely synchronizing the target ratio step (S;

L) in the range group (GP) during a range downshift by appropriately controlling the torque that is output by the drive engine or the hybrid drive and, if necessary, at least partially engaging the separator clutch (0<

K≦

1).

23. The method according to claim 18, further comprising the step of shifting the splitter group (GV) from an existing ratio step (K1;

K2) to a target ratio step (K2;

K1), immediately after the current ratio step (L;

S) in the range group (GP) has been disengaged, during a range shift that includes shifting a splitter group (GV), which is either upstream or downstream from the main transmission (HG), and that is shiftable when synchronized.

24. The method according to claim 18, further comprising the step of immediately disengaging an existing ratio step (K1;

K2) in a splitter group (GV) after disengaging the current ratio step (L;

S) in the range group (GP), and engaging a target ratio step (K2;

K1) in the splitter group (GV) before increasing the torque that is output by the drive engine of the hybrid drive, if necessary, in combination with an immediately previous full disengagement of the separator clutch (K=0) and in combination with an immediately subsequent full engagement of the separator clutch (K=1), during a range upshift that includes shifting a splitter group (GV), which is either upstream or downstream from the main transmission (HG), and that is shiftable when synchronized,

25. The method according to claim 23, further comprising the step of disengaging the existing ratio step (K1;

K2) in the splitter group (GV) at the same time of disengaging the current ratio step (L;

S) in the range group (GP).

32. The method according to claim 18, further comprising the step of correcting the target speed of the target ratio step by the offset value during remote synchronization of the target ratio step (S;

L) in the range group (GP) so as to avoid producing a locking effect.

26. A method of controlling an automated step-down transmission (CT), in which the automated step-down transmission (CT) is arranged in a drivetrain of a motor vehicle between either a drive engine or a hybrid drive and an drive axle, comprises at least a multi-stage main transmission (HG) and a range group (GP), which is connected downstream from the main transmission (HG), the main transmission (HG) having an intermediate transmission configuration and at least one countershaft (W_VG1) that is engaged by a transmission brake (Br), an input shaft (W_GE) being connected, via a controllable separator clutch (K), to the drive engine or the hybrid drive, the main transmission (HG) being shiftable without synchronization and the range group (GP) being shifted after synchronization such that during a range shift a transmission ratio step (R) that is engaged in the main transmission (HG), before the range shift, remains engaged after the range shift, the method of controlling the step-down transmission (CT) during the range shift comprises the steps of:

reducing a load, which is transmitted by the step-down transmission (CT), by reducing torque that is output by the drive engine or the hybrid drive;

disengaging a current ratio step (L;

S) that is engaged in the range group (GP=N) before the range shift was initiated;

remotely synchronizing a target ratio step (S;

L) in the range group (GP) that is the objective of the range shift by an specifying an offset value for a target speed of the target ratio step (S;

L), by which the target speed is corrected;

engaging the target ratio step (S;

L) in the range group (GP); and

increasing the load, which is transmitted by the step-down transmission (CT), by increasing the torque that is output by the drive engine or the hybrid drive.

27. The method according to claim 26, further comprising the step of correcting the target speed of the target ratio step by the offset value for remotely synchronizing the target ratio step such that during remote synchronization a locking effect is produced.

28. The method according to claim 27, further comprising the step of specifying a negative offset value to reduce the target speed, during an upshift while reversing, and specifying a positive offset value during an upshift while driving forward, to increase the target speed.

29. The method according to claim 28, further comprising the step of remotely synchronizing the target ratio step in the range group with the transmission brake (Br) during an upshift.

30. The method according to claim 27, further comprising the step of specifying a positive offset value during a downshift while reversing so that the target speed is increased, and specifying a negative offset value during a downshift while driving forward so that the target speed is reached.

31. The method according to claim 30, further comprising the step of remotely synchronizing the target ratio step (S;

L) in the range group (GP), during a downshift, with either the drive engine or the hybrid drive.

33. The method according to claim 26, further comprising the step of maintaining engagement of the ratio step in the main transmission (HG), and a splitter group (GV), upstream from the main transmission (HG), is at least one of disengaged shortly before and during the engagement of the target ratio step of the range shift, and re-engaged again after the engagement of the target ratio step, during the load reduction, the disengagement of the existing ratio step, the remote synchronization of the target ratio step, the engagement of the target ratio step and the load build-up stages of the range shift.

34. The method according to claim 26, further comprising the step of maintaining engagement of the ratio step in the main transmission, disengaging the main transmission (HG) at least shortly before and during the engagement of the target ratio step of the range shift, and re-engaged again after the engagement of the target ratio step, during the load reduction, the disengagement of the existing ratio step and remote synchronization of the target ratio step of the range shift.