Method for shifting a twin-clutch transmission and twin-clutch transmission arrangement

• US 5,890,392 A
• Filed: 07/28/1997
• Issued: 04/06/1999
• Est. Priority Date: 08/08/1996
• Status: Expired due to Term

• Current Assignee: Volkswagen AG
• Original Assignee: Volkswagen AG
• Inventors: Cappelmann, Bernd, Haack, Reinhold, Ludanek, Harald
• Primary Examiner(s): Wright, Dirk
• Application Number:
  US08/901,917
• Time in Patent Office: 617 Days
• Field of Search: 74/331, 74/336 R, 74/339
• US Class Current: 74/331
• CPC Class Codes: F16H 2061/0411 by control of shaft brakes
• CPC Class Codes: F16H 2061/0425 Bridging torque interruption
• CPC Class Codes: F16H 2306/14 Skipping gear shift
• CPC Class Codes: F16H 2306/44 Removing torque from current gears
• CPC Class Codes: F16H 2306/48 Synchronising of new gear
• CPC Class Codes: F16H 2306/52 Applying torque to new gears
• CPC Class Codes: F16H 3/006 power being selectively transmitted by either one of the parallel flow paths
• CPC Class Codes: F16H 3/089 all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
• CPC Class Codes: F16H 61/0403 Synchronisation before shifting
• CPC Class Codes: F16H 61/688 with two inputs, e.g. selection of one of two torque-flow paths by clutches
• CPC Class Codes: Y10T 74/19233 Plurality of counter shafts
• CPC Class Codes: Y10T 74/19284 Meshing assisters

Abstract

A twin-clutch transmission has first and second transmission input shafts and a transmission output shaft, each input shaft having an associated friction clutch. In the initial state, the first clutch transmits engine torque in a state of static friction and the second clutch is open. In a shifting operation the second transmission input shaft is brought to a synchronous speed, thus permitting the engagement of a selected gear. In order to prevent a condition in which both clutches are in static friction engagement, which would result in locking up of the transmission, the speed of at least one clutch is maintained in the range of sliding friction to a value in the vicinity of the synchronization speed until the torque to be transmitted has been transferred steadily from the first clutch to the second clutch. A synchronizer is used when shifting up in the overrun condition.

Claims

1. A method for shifting a twin-clutch transmission having first and second transmission input shafts and a transmission output shaft, the input shafts having associated first and second clutches, respectively, in which the first clutch initially transmits engine torque in a state of static friction and the second clutch is initially open, comprising;

bringing the second transmission shaft to a synchronous speed with a selected gear to be engaged and engaging the selected gear;

opening the first clutch in a regulated manner using a slip controller so that, at a desired speed of the engine side of the first clutch, the clutch operates at a slip limit,

closing the second clutch in a controlled manner until the first clutch, which is being operated at the slip limit by the slip controller, no longer transmits any torque,

fully opening the first clutch so that the second clutch transmits the engine power by itself; and

disengaging the initial gear essentially without loss of torque;

wherein the speed of the second transmission input shaft is changed with the aid of a synchronizer to the appropriate synchronous speed; and

wherein the synchronizer takes torque required to accelerate the second transmission input shaft from the transmission output shaft.

3. A method according to either of claims 1 and 2 wherein the synchronizer connects the transmission output shaft to the second transmission input shaft to be accelerated with a transmission ratio which is lower than that of the lowest transmission gear on the second transmission input shaft.

4. A method according to either of claims 1 and 2 wherein the speed of the second transmission input shaft is changed to a synchronous speed by actuating the associated second clutch.

5. A method according to either of claims 1 and 2 wherein the initially engaged transmission gear is disengaged when it is not transmitting any torque.

6. A method according to either of claims 1 and 2 including the step of braking the second transmission input shaft using a friction brake.

7. A method according to either of claims 1 and 2 and including activating a hydraulic actuating device without pressure modulation to shift the gears.

8. A method according to either of claims 1 and 2 wherein shifting is effected without using a power regulating element for an internal combustion engine supplying power to the transmission.

9. A method according to claim 1 further comprising:

detecting a traction or overrun condition of the vehicle from the sign of the slip of the first clutch;

defining the desired speed in the case of traction operation and shifting up as the synchronization speed of the first transmission input shaft plus a defined slip speed;

defining the desired speed in the case of traction operation and shifting down as the synchronization speed of the second transmission input shaft plus a defined slip speed;

defining the desired speed in the case of overrun operation and shifting up as the synchronization speed of the second transmission input shaft minus a defined slip speed; and

defining the desired speed in the case of overrun operation and shifting down as the synchronization speed of the first transmission input shaft minus a defined slip speed.

15. A method according to claim 4 wherein the speed of the second free transmission input shaft is accelerated to a synchronous speed following actuation of the associated second clutch when shifting down in the overrun mode by increasing the speed of the engine and engaging the selected lower gear when the synchronization speed is reached.

17. A method according to either of claims 1 and 2 wherein, to prepare for a downward shift in overrun mode, the speed of the freely rotating transmission input shaft of the selected lower gear is, in a first step, raised to at least the synchronization speed by actuating synchronizer rings on the freely rotating transmission input shaft which are associated with the lowest gear on that shaft.

2. A method for shifting a twin-clutch transmission having first and second transmission input shafts and a transmission output shaft, the input shafts having associates first and second friction clutches, respectively, in which the first clutch initially transmits engine torque in a state of static friction and the second clutch is initially open comprising:

bringing the second transmission shaft to a synchronous speed with a selected gear to be engaged and engaging the selected gear;

closing the second clutch in a regulated manner using a slip controller so that, at a desired speed of the engine-side of the second clutch, the second clutch operates at a slip limit,

opening the first clutch in a controlled manner until the second clutch, which is being operated at the slip limit by the slip controller, transmits the full torque from the engine;

fully closing the second clutch, so that the second clutch transmits the engine power by itself; and

when the first clutch is fully open, disengaging the initial gear essentially without torque;

wherein the speed of the second transmission input shaft is changed with the aid of a synchronizer to the appropriate synchronous speed; and

wherein the synchronizer takes torque required to accelerate the second transmission input shaft from the transmission output shaft.

10. A method according to claim 2 further comprising:

detecting a traction or overrun operation of the vehicle from the sign of the slip of the first clutch;

defining the desired speed of the second clutch in the case of traction operation and shifting up as the synchronization speed of the first transmission input shaft plus a defined slip speed;

defining the desired speed of the second clutch in the case of traction operation and shifting down as the synchronization speed of the second transmission input shaft plus a defined slip speed;

defining the desired speed of the second clutch in the case of overrun operation and shifting up as the synchronization speed of the second transmission input shaft minus a defined slip speed; and

defining the desired speed of the second clutch in the case of overrun operation and shifting down as the synchronization speed of the first transmission input shaft minus a defined slip speed.

11. A method according to either of claims 9 and 10 wherein the actuation of the regulated clutch by the slip controller starts later than the actuation of the unregulated clutch.

12. A method according to either of claims 9 and 10 further comprising closing the second clutch of the higher gear to such an extent that the speed of the freely rotating transmission input shaft of the higher gear to be engaged is raised to at least the synchronization speed to prepare an upward shift and engaging the higher gear when the synchronization speed is reached.

13. A method according to claim 12 wherein the synchronization speed of the higher gear is initially exceeded and, after the synchronization speed of the higher gear has been exceeded, the second clutch is completely opened and, as the transmission input shaft slows down, the higher gear is engaged at the synchronization speed.

14. A method according to claim 13 wherein the second, freely rotating transmission input shaft is braked by friction means once the synchronization speed of the higher gear has been exceeded.

16. A method according to either of claims 9 and 10 wherein the selected lower gear is engaged after closure of the second clutch when shifting down in the traction mode when the speed of the second transmission input shaft reaches the synchronization speed upon opening of the first clutch.

18. A twin-clutch transmission comprising a first transmission input shaft carrying an initially engaged gear, a second transmission input shaft carrying a selected gear to be engaged after shifting, a transmission output shaft and a synchronizer providing a torque transmitting coupling between the second transmission input shaft and the transmission output shaft for the purpose of synchronization.

19. A twin-clutch transmission according to claim 18 wherein the synchronizer comprises a friction-wheel arrangement.

20. A twin-clutch transmission according to claim 19 wherein the friction-wheel transmission arrangement comprises;

a first friction wheel on the second transmission input shaft to be synchronized;

a second friction wheel on the transmission output shaft; and

a pair of friction wheels supported on a pivotable carrier and which can be pivoted into a position in which it connects the first and second friction wheels by frictional engagement.

21. A twin-clutch transmission according to claim 20 wherein the friction-wheel arrangement provides a speed ratio between the transmission output shaft and the second transmission input shaft which is lower than the speed ratio of the lowest gear on the second transmission input shaft.

22. A twin-clutch transmission according to claim 21 including first and second friction wheel arrangements each having four friction wheels, the first friction wheel arrangement being between the first transmission input shaft and the transmission output shaft and the second friction wheel arrangement being between the second transmission input shaft and the transmission output shaft.

23. A twin-clutch transmission according to claim 18 wherein the synchronizer additionally comprises a friction brake.

24. A twin-clutch transmission according to claim 19 wherein the friction-wheel arrangement comprises:

a first friction wheel on the second transmission input shaft to be synchronized;

a second friction wheel on a shaft connected to a pinion associated with a reverse gear and which reverses the direction of rotation; and

a third friction wheel on a pivotable carrier which can be pivoted into a position in which the third friction wheel engages the two other friction wheel arrangements by frictional engagement.

25. A twin-clutch transmission according to claim 24, comprising:

two friction wheels or a roller-shaped friction wheel mounted on the pinion shaft and one friction wheel on each of the first and second a transmission input shafts, and a pair of friction wheels mounted coaxially with each on a pivotably supported carrier or cylindrical friction wheel engagable respectively with each of the friction wheels on the pinion shaft and on the first and second transmission input shafts.