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

• US 5,915,512 A
• Filed: 07/30/1997
• Issued: 06/29/1999
• Est. Priority Date: 08/08/1996
• Status: Expired due to Term

• Current Assignee: Volkswagen AG
• Original Assignee: Volkswagen AG
• Inventors: Haack, Reinhold, Damm, Ansgar, Cappelmann, Bernd, Adamis, Panagiotis, Ludanek, Harald
• Primary Examiner(s): Marmor, Charles A.
• Assistant Examiner(s): Rodriguez, Saul
• Application Number:
  US08/903,378
• Time in Patent Office: 699 Days
• Field of Search: 192/3.54, 192/3.55, 192/3.61, 192/48.1, 74/330, 74/665 B, 74/655 A, 74/655 D, 74/665 E
• US Class Current: 192/3.61
• 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 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: F16H 2061/0425 Bridging torque interruption
• CPC Class Codes: F16H 2200/0052 the gear ratios comprising six forward speeds
• 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: F16H 63/46 Signals to a clutch outside the gearbox
• CPC Class Codes: Y10T 74/19056 Parallel
• CPC Class Codes: Y10T 74/19228 Multiple concentric clutch shafts
• CPC Class Codes: Y10T 74/19233 Plurality of counter shafts

Abstract

A twin-clutch transmission having the driving gear wheels of adjacent gears on different transmission input shafts permits skipping one gear stage while shifting gears, i.e. shifting between gears whose driving gear wheels are on the same transmission input shaft, by using an auxiliary gear on the other transmission input shaft to supply a filler torque while shifting between the initial gear and a selected gear.

Claims

1. A method for shifting a twin-clutch transmission having first and second transmission input shafts and a transmission output shaft, each input shaft having an associated friction clutch, respectively, in which the first clutch initially transmits engine torque in a state of static friction and the second clutch is open and in which the gear selected to be engaged after shifting is also on the first transmission input shaft, comprising:

engaging an auxiliary gear on the second transmission input shaft having a transmission ratio which is higher than that both of the selected gear and the original gear to produce a filler torque during shifting.

2. A method according to claim 1 further comprising:

engaging the auxiliary gear on the second transmission input shaft by way of preparation prior to shifting of the selected gear and of the original gear;

opening the first clutch using a slip controller in a regulated manner to the extent that it operates at the slip limit;

closing the second clutch in a controlled manner until the first clutch, which is operated at the slip limit by the slip controller, no longer transmits any torque and transmitting a filler torque through the auxiliary gear;

fully opening the first clutch, so that the second clutch transmits the engine power by itself and the original gear is disengaged essentially without changing transmitted torque;

closing the first clutch again;

bringing the first transmission input shaft to the synchronization speed of the selected gear using the auxiliary gear and appropriate regulation of the second clutch;

when the first transmission shaft is at the synchronous speed engaging the selected gear; and

opening the second clutch in a regulated manner until the first clutch again transmits the entire engine torque.

3. A method according to claim 1 further comprising:

engaging the auxiliary gear on the second transmission input shaft in preparation for shifting;

closing the second clutch in a regulated manner using a slip controller to such an extent that it operates at the slip limit;

opening the first clutch in a controlled manner until the second clutch, which is 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;

when the first clutch is fully open, disengaging the original gear essentially without change after transmitted torque;

closing the first clutch again;

bringing the first shaft to the synchronization speed of the selected gear using the auxiliary gear and appropriate regulation of the second clutch;

engaging the selected gear when the first transmission shaft is at the synchronous speed; and

opening the second clutch in a regulated manner until the first clutch is again transmitting the entire engine torque.

4. A method according to claim 1 wherein, the original gear and the selected gear are separated by at least one transmission gear.

5. A method according to claim 1 wherein, when the original gear is free from torque, a spring force pushes that gear automatically into a freely rotating state.

6. A method according to claim 1 wherein, with the auxiliary gear engaged, the second clutch is opened or closed so that an acceleration or braking torque corresponding to a desired speed gradient (dw/dt) of the first transmission input shaft is produced to synchronize the first transmission input shaft.