Method of controlling a transmission having a dual clutch system

• US 6,463,821 B1
• Filed: 06/29/2001
• Issued: 10/15/2002
• Est. Priority Date: 06/29/2001
• Status: Expired due to Term

• Current Assignee: FCA US LLC (Stellantis NV)
• Original Assignee: Daimler Chrysler Corporation (Mercedes-Benz Group AG)
• Inventors: Reed, Richard G. Jr., Cherry, Jeffrey P
• Primary Examiner(s): Marmor, Charles A.
• Assistant Examiner(s): Le, David D.
• Application Number:
  US09/896,767
• Time in Patent Office: 473 Days
• Field of Search: 477/79, 477/80, 477/86, 477/97, 477/174, 477/175, 477/176, 477/180, 743/30, 743/31, 743/29, 743/36.R, 743/35, 743/40, 192/48.1, 192/48.2, 192/48.7, 192/48-- 4, 192/103.R, 192/103.C
• US Class Current: 74/330
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2510/0657 Engine torque
• CPC Class Codes: B60W 2520/105 Longitudinal acceleration
• CPC Class Codes: B60W 2530/10 Weight
• CPC Class Codes: B60W 2552/15 Road slope, i.e. the inclination of a road segment in the longitudinal direction
• CPC Class Codes: B60W 2710/025 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: F16D 2021/0684 Mechanically actuated clutches with two clutch plates
• CPC Class Codes: F16D 21/06 at least two driving shafts or two driven shafts being concentric
• CPC Class Codes: F16D 2500/10412 Transmission line of a vehicle
• CPC Class Codes: F16D 2500/1045 Friction clutch
• CPC Class Codes: F16D 2500/3026 Stroke
• CPC Class Codes: F16D 2500/30415 Speed of the input shaft
• CPC Class Codes: F16D 2500/3067 Speed of the engine
• CPC Class Codes: F16D 2500/3107 Vehicle weight
• CPC Class Codes: F16D 2500/3108 Vehicle speed
• CPC Class Codes: F16D 2500/3127 Road slope
• CPC Class Codes: F16D 2500/3165 Using the moment of inertia of a component as input for the control
• CPC Class Codes: F16D 2500/70426 Clutch slip
• CPC Class Codes: F16D 27/112 with flat friction surfaces, e.g. discs
• CPC Class Codes: F16D 27/12 Clutch systems with a plurality of electro-magnetically-actuated clutches F16D27/004 takes precedence
• CPC Class Codes: F16D 48/062 : of a clutch system with a plurality of fluid actuated clutches
• CPC Class Codes: F16D 48/08 : Regulating clutch take-up on starting
• CPC Class Codes: F16H 2312/02 : Driving off
• CPC Class Codes: F16H 3/006 : power being selectively transmitted by either one of the parallel flow paths
• CPC Class Codes: F16H 3/0915 : with coaxial input and output shafts
• CPC Class Codes: F16H 59/52 : dependent on the weight of the machine, e.g. change in weight resulting from passengers boarding a bus
• 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 74/19228 : Multiple concentric clutch shafts
• CPC Class Codes: Y10T 74/19233 : Plurality of counter shafts
• CPC Class Codes: Y10T 74/1926 : Speed responsive

Abstract

A method of controlling a dual clutch transmission of a motor vehicle, wherein the first clutch acts to transmit torque to the first driven gear, and the second clutch acts to transmit torque to the second driven gear. The steps involved in controlling the transmission include determining a predetermined first clutch slip value based on the perceived vehicle loading, initiating launch of the motor vehicle with both the first and the second clutch partially engaged, determining the vehicle inertia value based on the summation of instantaneous vehicle inertia values during vehicle launch, and controlling either the first or the second clutch to disengage when the predetermined first clutch slip value is reached.

Claims

1. A method of controlling a transmission for a motor vehicle, the transmission having a dual clutch system, the transmission including:

a first transmission input shaft including a plurality of drive gears mounted thereon;

a second transmission input shaft including a plurality of drive gears mounted thereon, the first and second transmission input shafts being concentric with one another;

a driven shaft having a plurality of gears mounted thereon in meshing engagement with the plurality of drive gears on the first and second transmission input shafts;

a first flywheel adapted to be mounted to an output shaft of an engine;

a first friction disk assembly mounted to the first transmission input shaft;

a first pressure plate adapted to be frictionally engaged with the first friction disk assembly and including a first linkage assembly for disengaging the first pressure plate from frictional engagement with the first friction disk assembly;

a second flywheel mounted to the first flywheel for rotation therewith;

a second friction disk assembly mounted to the second transmission input shaft;

a second pressure plate adapted to be frictionally engaged with the second friction disk, and assembly and including a second linkage assembly for disengaging the second pressure plate from frictional engagement with the second friction disk assembly;

the method comprising the steps of;

initiating a launch of the motor vehicle with the first pressure plate less than fully frictionally engaging the first friction disk assembly, and the second pressure plate less than fully frictionally engaging the second friction disk assembly; and

controlling one of the first linkage assembly and the second linkage assembly to disengage the corresponding one of the first pressure plate and the second pressure plate from frictional engagement with the corresponding one of the first friction disk assembly and the second friction disk assembly at a predetermined first clutch slip value based on a vehicle inertia value;

wherein the predetermined first clutch slip value is variable.

2. The method of controlling a transmission according to claim 1, further comprising the step of determining the predetermined first clutch slip value.

3. The method of controlling a transmission according to claim 1, wherein the predetermined first clutch slip value is a function of a perceived vehicle loading value.

4. The method of controlling a transmission according to claim 3, wherein the perceived vehicle loading value is a function of the mass of the vehicle, the mass of cargo carried by the vehicle, the mass of passengers, the mass of cargo towed by the vehicle, and the slope of the ground upon which the vehicle is driven.

5. The method of controlling a transmission according to claim 3, wherein the perceived vehicle loading value is determined by comparing the total torque generated by the engine with the speed of the vehicle during vehicle launch.

6. The method of controlling a transmission according to claim 1, wherein the first clutch slip value is determined as a function of the speed of one of the first flywheel and the second flywheel, and the speed of the first input shaft.

7. The method of controlling a transmission according to claim 1, wherein the first and second linkage assemblies are respectively driven by a first and a second electromechanical clutch actuator, and wherein the first clutch slip value is determined as a function of the position of the first electromechanical clutch actuator.

8. The method of controlling a transmission according to claim 1, wherein the vehicle inertia value is a function of a plurality of instantaneous vehicle inertia values determined during vehicle launch.

9. The method of controlling a transmission according to claim 8, wherein each instantaneous vehicle inertia value is a function of the corresponding instantaneous engine speed and the corresponding instantaneous vehicle speed.

10. The method of controlling a transmission according to claim 1, further comprising the step of determining the vehicle inertia value during vehicle launch.

11. The method of controlling a transmission according to claim 10, wherein the step of determining the vehicle inertia value comprises:

repeatedly determining the difference between an instantaneous engine speed and the corresponding instantaneous vehicle speed until the predetermined first clutch slip value is reached; and

calculating the vehicle inertia value as a function of the continuous summation of the instantaneous speed differences.

12. The method of controlling a transmission according to claim 1, wherein the first and the second friction disks each have an equivalent service life.

13. A method of controlling a transmission of a motor vehicle, the motor vehicle having an engine having an engine flywheel, the transmission including a first clutch assembly for transferring torque from the engine flywheel to a first driven gear, and a second clutch assembly for transferring torque from the flywheel to a second driven gear, the method comprising the steps of:

initiating a launch of the motor vehicle with the first clutch assembly less than fully coupling the flywheel to the first driven gear and the second clutch assembly less than fully coupling the flywheel to the second driven gear; and

controlling one of the first clutch assembly and the second clutch assembly to decouple the flywheel and one of the first driven gear and the second driven gear at a predetermined first clutch slip value based on an instantaneous vehicle inertia value;

wherein the predetermined first clutch slip value is variable.

14. The method of controlling a transmission according to claim 13, further comprising the step of determining the predetermined first clutch slip value.

15. The method of controlling a transmission according to claim 13, wherein the predetermined first clutch slip value is a function of a perceived vehicle loading value.

16. The method of controlling a transmission according to claim 15, wherein the perceived vehicle loading value is a function of the mass of the vehicle, the mass of cargo carried by the vehicle, the mass of passengers, the mass of cargo towed by the vehicle, and the slope of the ground upon which the vehicle is driven.

17. The method of controlling a transmission according to claim 15, wherein the perceived vehicle loading value is determined by comparing the total torque generated by the engine with the speed of the vehicle during vehicle launch.

18. The method of controlling a transmission according to claim 13, wherein the predetermined first clutch slip value is determined as a function of the speed of the flywheel and the speed of the first driven gear shaft.

19. The method of controlling a transmission according to claim 13, wherein the first and second clutch assemblies are respectively driven by a first and a second electromechanical clutch actuator, and wherein the first clutch slip value is determined as a function of the position of the first electromechanical clutch actuator.

20. The method of controlling a transmission according to claim 13, wherein the vehicle inertia value is a function of a plurality of instantaneous vehicle inertia values determined during vehicle launch.

21. The method of controlling a transmission according to claim 20, wherein each instantaneous vehicle inertia value is a function of the corresponding instantaneous engine speed and the corresponding instantaneous vehicle speed.

22. The method of controlling a transmission according to claim 13, further comprising the step of determining the vehicle inertia value during vehicle launch.

23. The method of controlling a transmission according to claim 22, wherein the step of determining the vehicle inertia value comprises:

repeatedly determining the difference between an instantaneous engine speed and the corresponding instantaneous vehicle speed until the predetermined first clutch slip value is reached; and

calculating the vehicle inertia value as a function of the continuous summation of the instantaneous speed differences.

24. The method of controlling a transmission according to claim 13, wherein the first and the second clutch assemblies each have an equivalent service life.