Patent Application
20050272559
1. Field of the Invention
The invention relates to a method for controlling the shifting of an automated twin-clutch transmission including a first transmission unit with a first transmission input shaft, a first engine clutch and a first group of gears and a second transmission unit with a second transmission input shaft, a second engine clutch and a second group of gears, with which a shifting operation is executed between a load gear and a target gear assigned to the same transmission unit by using an intermediate gear assigned to the other transmission unit. The shifting operation is performed as a multiple shifting operation including the following shifting steps: engaging the intermediate gear, performing a clutch change-over from the engine clutch of the load gear to the engine clutch of the intermediate gear, disengaging the load gear, engaging the target gear, performing a clutch change-over from the engine clutch of the intermediate gear to the engine clutch of the target gear, and adjusting the engine speed of the assigned drive engine to reach the synchronous speed of the target gear at the end of the shifting operation.
The configuration of a twin-clutch transmission is for instance disclosed in German Published Non-Prosecuted Patent Application No. DE 35 46 454 A1, which describes a gearshift transmission for an automobile with a twin-clutch. The twin-clutch transmission has a first engine clutch, a first transmission input shaft, and a first group of gears that form a first transmission unit, and a second engine clutch, a second transmission input shaft, and a second group of gears that form a second transmission unit. By engaging one of the gears, it is possible to connect the related transmission input shaft to a common transmission output shaft. In the usual alternate assignment of gears, the even gears are assigned to the first transmission unit and the odd gears are assigned to the second transmission unit. In such an assignment of gears, the shifting operation is simple and sequential from an engaged load gear to the next higher or next lower target gear, i.e. in each case to the target gear assigned to the other transmission unit, as long as the clutch can be locked passively. This sequential shifting operation spans from opening the engine clutch assigned to the transmission unit of the target gear, engaging the target gear, a subsequent overlapped opening of the engine clutch assigned to the transmission unit of the load gear and closing the engine clutch assigned to the transmission unit of the target gear. Thus the power transmission takes place alternately via the first transmission unit with the first engine clutch and the first transmission input shaft and via the second transmission unit with the second engine clutch and the second transmission input shaft. A special advantage of this transmission is that there is no interruption in the traction force and/or the thrust force during the gear change, which is why the twin-clutch transmission is included in the category of powershift transmissions. Since a manual activation of two engine clutches and the gear shifting with two temporarily simultaneously engaged gears would be considerably complex from the mechanical point of view, twin-clutch transmissions are designed to be automated as far as is known. This means, both the activation of the engine clutches and also the gear shifting take place through the use of assigned actuating drives that can be activated electromagnetically, using an electric motor, using a pressure medium, for instance hydraulically or in any other manner. In certain operating situations that are substantially dependent on a sudden change of the slope of the roadway, for instance a transition from a street extending horizontally to a street rising steeply and/or the performance requirement of the driver, for instance rapidly tromping on the accelerator pedal for rapid acceleration (kick-down), a simple sequential shifting operation cannot sufficiently meet the requirements of the motor control and shift control and/or the requirements of the driver. This case necessitates a shifting operation in which at least one gear is skipped, i.e. the load gear and the target gear are assigned to the same transmission unit. For the purpose of avoiding interruptions in the traction force and/or thrust force even in this case, it is preferred to carry out such a shifting operation as a so-called multiple shifting operation by using an intermediate gear that is assigned to the other transmission unit.
In order to carry out the fastest multiple shifting operation possible, the required speed is adjusted, i.e. the engine speed is conventionally adjusted to the effective synchronous speed of the target gear in the assigned engine clutch during the shifting operation. For this a target speed gradient is predetermined, according to which the engine speed is made to attain the synchronous speed of the target gear at the end of the shifting operation through the use of the motor control and/or the overlap control of the engine clutches. If the actual shifting progress, i.e. the progression in terms of time of the individual shifting steps and the resulting total shifting time correspond to the underlying estimated total shifting time, then the engine speed reaches the synchronous speed of the target gear exactly at the desired point of time. Due to changing operating conditions, particularly different operating temperatures, wear and tear of the engine clutches and of the shifting and synchronization elements of the gear, the partial shifting times of the individual shifting steps and thus even the total shifting time of the multiple shifting operation cannot be determined precisely beforehand. As a result the engine speed mostly does not reach the synchronous speed at the desired point of time. If the shifting operation, i.e. the execution of the individual shifting steps proceeds faster than expected, then the shifting progression hurries ahead of the speed adjustment. This means at the end of the shifting operation a waiting period can be anticipated in which the engine speed still passes through the remaining speed difference for reaching the synchronous speed. If, on the other hand, the shifting operation proceeds slower than expected, then the speed adjustment hurries ahead of the shifting progression. This means toward the end of the shifting operation, the engine speed must remain at the synchronous speed of the target gear that was reached too early until the conclusion of the shifting operation. The first case involves a genuine delay of the entire shifting progression, while in the second case the driver experiences an apparent, possibly unpleasant delay of the shifting progression due to the temporarily constant engine speed.
It is accordingly an object of the invention to provide a method for controlling a shifting progression which overcomes the above-mentioned disadvantages of the heretofore-known methods of this general type and which improves the speed adjustment.
With the foregoing and other objects in view there is provided, in accordance with the invention, a method for a transmission shift control, which includes the steps of:
In other words, according to the invention, there is provided a method for controlling the shifting of an automated twin-clutch transmission including a first transmission unit with a first transmission input shaft, a first engine clutch and a first group of gears and a second transmission unit with a second transmission input shaft, a second engine clutch and a second group of gears, with which a shifting operation between a load gear and a target gear assigned to the same transmission unit is executed by using an intermediate gear assigned to the other transmission unit as a multiple shifting mechanism including the following shifting steps:
Another mode of the method according to the invention includes adjusting the target speed gradient dnM/dt by replacing a previously valid target speed gradient by a corrected target speed gradient (dnM/dt)kor according to which the engine speed nM reaches the synchronous speed nMS at the end of the shifting operation based on an estimated remaining shifting time ΔtSR′.
Another mode of the method according to the invention includes performing the steps of determining the actual shifting progress and, if required, adjusting the target speed gradient dnM/dt after finishing each of the shifting steps S1 to S4 but not after finishing the shifting step S5.
Yet another mode of the method according to the invention includes determining the initial target speed gradient (dnM/dt)0 by determining, at the start of the shifting operation, a current engine speed as an initial engine speed nM0 and the synchronous speed nMS of the target gear and by calculating the initial target speed gradient as a quotient of a difference between the synchronous speed nMS and the initial engine speed nM0 and an in advance known estimated total shifting time ΔtXΣ′.
Another mode of the method according to the invention includes calculating the estimated total shifting time ΔtSΣ′ as a sum of estimated partial shifting times ΔtSi′ of the shifting steps S1 to S5.
A further mode of the method according to the invention includes determining the estimated total shifting time ΔtSΣ′ and/or the estimated partial shifting times ΔtSi′ beforehand in test bench trials and/or road trials; and storing the estimated total shifting time and/or the estimated partial shifting times in a transmission data memory.
A further mode of the method according to the invention includes determining a corrected target speed gradient (dnM/dt)kor by determining a current engine speed nM and calculating the corrected target speed gradient as a quotient of a difference between the synchronous speed nMS and the current engine speed nm and an in advance known estimated remaining shifting time ΔtSR′.
Yet a further mode of the method according to the invention includes calculating an estimated remaining shifting time ΔtSR′ as a sum of estimated partial shifting times ΔtSi′ of still pending shifting steps.
Another mode of the method according to the invention includes that in case the actual shifting progress and the estimated shifting progress deviate from one another a stored estimated total shifting time ΔtsΣ′, a stored estimated remaining shifting time ΔtSR′ and/or a stored estimated partial shifting time ΔtSi′ are corrected by using actual shifting time values of the total shifting time ΔtSΣ, the remaining shifting time ΔtSR and/or the partial shifting time ΔtSi.
Another mode of the method according to the invention includes correcting a stored estimated total shifting time ΔtSΣ′, a stored estimated remaining shifting time ΔtSR′ and/or a stored estimated partial shifting time ΔtSi′ by replacing the stored shifting time values with actual shifting time values of the total shifting time ΔtSΣ, the remaining shifting time ΔtSR and/or the partial shifting time ΔtSi.
Yet another mode of the method according to the invention includes correcting a stored estimated total shifting time ΔtSΣ′, a stored estimated remaining shifting time ΔtSR′ and/or a stored estimated partial shifting time ΔtSi′ with a correction function using actual shifting time values of the total shifting time ΔtSΣ, the remaining shifting time ΔtSR and/or the partial shifting time ΔtSi.
Another mode of the method according to the invention includes determining the initial target speed gradient (dnM/dt)0 and a corrected target speed gradient (dnM/dt)kor such that the engine speed nM reaches the synchronous speed nMS at an end of shifting step S4.
Thus firstly, the engine speed nM is made to attain the synchronous speed nMS of the target gear by being controlled or regulated according to the predetermined, given initial target speed gradient (dnM/dt)0. At the desired point of time at the end of the shifting operation the engine speed reaches the synchronous speed of the target gear, as long as the actual shift progress, i.e. the progression in terms of time of the shifting operation and/or the individual shifting steps S1-S5, matches the estimated shifting progress. However, if there are delays or accelerations in the shifting progression due to changes in the operating conditions, such as extreme operating temperatures or wear and tear of the shifting and synchronization elements, then these deviations are recognized using the process in accordance with the invention and compensated by an adjustment of the target speed gradient dnM/dt. In case of a shifting progress that is determined to be faster in comparison with the estimated shifting progress, the absolute value of the target speed gradient dnM/dt is increased while in case of a slower shifting progress, the absolute value of the target speed gradient is decreased. Thus the process in accordance with the invention causes the engine speed nM to reach the synchronous speed nMS at the right point of time at the end of the shifting operation. This method thus effectively avoids the waiting period that occurs usually in conventional methods in case of a faster shifting progress until the engine speed nM reaches the synchronous speed nMS. In the reverse case also, the process in accordance with the invention effectively avoids the phase commonly occurring in conventional methods in case of a slower shifting progress in which the engine speed nM must largely be kept constant at the synchronous speed nMS. The method in accordance with the invention thus ensures that the shifting progression of the aforementioned multiple shifting operation proceeds as fast and as comfortably as possible. The method is preferably used for downshifting under traction. However, the method can also be used for up-shifting under traction, downshifting under overrun conditions and up-shifting under overrun conditions.
The target speed gradient dnM/dt is adjusted advantageously by replacing the hitherto effective target speed gradient dnM/dt by a corrected target speed gradient (dnM/dt)kor with which the engine speed nM reaches the synchronous speed nMS at the end of the shifting operation in an estimated remaining shifting time ΔtSR′.
Since a continuous monitoring of the shifting progress and a more or less continuous adjustment of the target speed gradient dnM/dt would be too complex, the shifting progress is determined and the target speed gradient dnM/dt is adjusted if necessary after the conclusion of each the shifting steps S1-S4. Since however it does not make sense to correct the target speed gradient dnM/dt after the last shifting step S5, the target speed gradient is adjusted only up to the last but one shifting step S4. The engine speed nM may slightly deviate from the synchronous speed nMS at the end of the shifting operation and these deviations can be attributed to the deviations of the shifting progress in the last shifting step S5. These deviations must however be put up with.
The initial target speed gradient (dnM/dt)0 can be easily determined at the start of the shifting operation by recording the current engine speed nM0 and the synchronous speed nMS of the target gear and by forming a quotient of the difference between the synchronous speed nMS and the initial engine speed nM0 and an estimated total shifting time ΔtSΣ′ known in advance. The initial target speed gradient (dnM/dt)0 can thus be expressed as:
(dnM/dt)0=(nMS−nM0)/ΔtSΣ′ (Eq. 1)
For this purpose it is possible to calculate the estimated total shifting time ΔtSΣ′ as the sum of the estimated partial shifting times ΔtSi′ of the individual shifting steps S1-S5. The total shifting time ΔtSΣ′ can therefore be expressed as:
ΔtSΣ′=ΣΔtSi′ with i=1-5 (Eq. 2)
The estimated total shifting time ΔtSΣ′ and/or the estimated partial shifting times ΔtSi′ are determined advantageously beforehand, i.e. during the development of the related twin-clutch transmission and/or the automobile, in test bench trials and/or road trials and are stored in a transmission data memory from which they can be read out whenever necessary.
Similarly, the corrected target speed gradient (dnM/dt)kor can be easily determined by recording the current engine speed nM and by forming a quotient of the difference between the synchronous speed nMS and the current engine speed nm and an estimated remaining shifting time ΔtSR′ known in advance. The corrected target speed gradient (dnM/dt)kor can therefore be expressed as:
(dnM/dt)kor=(nMS−nM)/ΔtSR′ (Eq. 3)
For this purpose, by using a discontinuous approach i.e. adjusting the target speed gradient dnM/dt at the end of each shifting step S1-S4, it is possible to calculate the estimated remaining shifting time ΔtSR′ as the sum of the estimated partial shifting times ΔtSi′ of the individual shifting steps SI+1-S5 that are still pending. The estimated remaining shifting time ΔtSR′ can thus be expressed as:
ΔtSR′=ΣΔtSi′ with i=I+1-5 (Eq. 4)
In the course of the operating time and/or lifespan of the twin-clutch transmission, wear-in processes and wear and tear of shifting and synchronization elements can result in a permanent displacement of the partial shifting times ΔtSi and thus also a displacement of the remaining shifting times ΔtSR and of the total shifting time ΔtSΣ. For the purpose of avoiding larger corrections of the target speed gradient dnM/dt, particularly during the first shifting steps, it is therefore useful to correct the stored values of the estimated total shifting time ΔtSΣ′ and/or the estimated remaining shifting times ΔtSR′ and/or the estimated partial shifting times ΔtSi′ in case of deviations in the shifting progress by using the values of the actual shifting times ΔtSΣ and/or ΔtSR and/or ΔtSi. The easiest way of executing an adaptive correction of such type is by replacing the stored values of the estimated shifting times ΔtSΣ′ and/or ΔtSR′ and/or ΔtSi′ with the values of the actual shifting times ΔtSΣ and/or ΔtSR and/or ΔtSi. However, for the purpose of avoiding statistical outliers it is better to correct the stored values of the estimated shifting times ΔtSΣ′ and/or ΔtSR′ and/or ΔtSi′ with the values of the actual shifting times ΔtsΣ and/or ΔtSR and/or ΔtSi by using a corrective function.
Since it is possible to more easily and quickly control the clutch change from the engine clutch of the intermediate gear to the engine clutch of the target gear at a constant engine speed nM, the initial target speed gradient (dnM/dt)0 and the corrected target speed gradient (dnM/dt)kor are determined advantageously if the engine speed nM reaches the synchronous speed nMS at the end of the last but one shifting step S4, i.e. within the meaning of the description provided so far of the process pursuant to the invention, the last but one shifting step S4 is considered as the last shifting step and the end of the last but one shifting step S4 is considered as the end of the shifting operation.
Other features which are considered as characteristic for the invention are set forth in the appended claims.
Although the invention is illustrated and described herein as embodied in a method for controlling the shifting of an automated twin-clutch transmission, it is nevertheless not intended to be limited to the details shown, since various modifications and structural changes may be made therein without departing from the spirit of the invention and within the scope and range of equivalents of the claims.
The construction and method of operation of the invention, however, together with additional objects and advantages thereof will be best understood from the following description of specific embodiments when read in connection with the accompanying drawings.
Referring now to the figures of the drawings in detail and first, particularly, to
The shifting operation begins at the point of time to and ends at an estimated point of time t5. However the prerequisite for this is that the individual shifting steps S1-S5 proceed as intended in terms of time, i.e. S1 between t0 and t1 with the estimated period of time ΔtS1′, S2 between t1 and t2 with the estimated period of time ΔtS2′, S3 between t2 and t3 with the estimated period of time ΔtS3′, S4 between t3 and t4 with the estimated period of time ΔtS4′, and S5 between t4 and t5 with the estimated period of time ΔtS5′. Thus the entire shifting operation proceeds in the intended span of time ΔtS5′. The intended estimated total shifting time ΔtSΣ′, which results from the sum of the intended partial shifting times ΔtSi′ with i=1-5, forms together with the speed difference between the synchronous speed nMS and the engine speed at the start of the shifting operation nM0 the basis for determining a target speed gradient dnM/dt. The engine speed nm is made to attain the synchronous speed nMS as per this target speed gradient dnM/dt during the shifting operation. As a result, the speed adjustment takes place during the shifting steps S1 to S4. Thus within the meaning of the process the last but one shifting step S4 can be considered as the last shifting step which means:
ΔtsΣ′=ΣΔtSi′ with i=1-4 (Eq. 5)
If the shifting progress, i.e. the actual period of time ΔtSi of the individual shifting steps S1 to S4 or the actual total shifting time ΔtsΣ matches the estimated shifting progress, i.e. ΔtSi=ΔtSi′ or ΔtsΣ=ΔtSΣ′, then the engine speed nM reaches the synchronous speed nMS of the target gear using the target speed gradient dnM/dt exactly at the desired point of time, namely at the end of shifting step S4, (ts=t4). The corresponding speed progression is illustrated by curve 1 (solid line). This ideal case however seldom matches the reality. Changing operating conditions such as different operating temperatures and wear and tear of shifting and synchronization elements of the related gear result in practice in deviations in the progression in terms of time of the shifting operation.
Two examples of such cases are illustrated here. In case A the entire shifting operation proceeds faster than expected since the actual period of time ΔtS2 of the second shifting step S2 turns out to be shorter than expected (ΔtS2<ΔtS2′) Consequently, the fourth shifting step S4 concludes already at the point of time t4A whereas the engine speed nM according to curve 2 (=curve 1) reaches the synchronous speed nMS only at the point of time t4. This results in an waiting time or idle time ΔtWA in which the further shift progression has to wait until the synchronous speed nMS is reached. The ideal speed progression (desired progression) in this case is illustrated by the curve 2′ (dashed line). In case B, the entire shifting operation proceeds slower than expected since the actual period of time ΔtS2 of the second shifting step S2 turns out to be longer than expected (ΔtS2>ΔtS2′). As a result, the fourth shifting step S4 concludes only at the point of time t4B, whereas the engine speed nM according to curve 3 reaches the synchronous speed nMS already at the point of time t4. In this case the engine speed nM must be maintained almost constant at the synchronous speed nMS until the conclusion of the fourth shifting step S4. Though this does not result in a real delay of the shifting progression, the driver does experience an apparent idle time due to the temporarily constant engine speed. The ideal speed progression (desired speed progression) in this case is illustrated by the curve 3′ (dash-dotted line).
The same shifting operation pursuant to the method of the invention proceeds in the manner as illustrated in
(dnM/dt)0=(nMS−nM0)/ΔtSΣ′ (Eq. 6)
After the conclusion of each shifting step S1-S3, the actual shifting progress is determined and compared with the estimated shifting progress. In case of a determined deviation in the shifting progress from the estimated shifting progress, i.e. a substantial deviation of the actual partial shifting time ΔtSi from the estimated partial shifting time ΔtSi′ of the shifting step that has just concluded, the target speed gradient dnM/dt, which initially is identical to the initial target speed gradient (dnM/dt)0 is adjusted to the actual shifting progress. This adjustment is carried out advantageously by replacing the hitherto effective target speed gradient dnM/dt by a corrected target speed gradient (dnM/dt)kor with which the engine speed nM reaches the synchronous speed nMS within an estimated remaining shifting time ΔtSR′ at the end of the shifting operation.
In the present description for the purpose of demonstrating the process pursuant to the invention
(dnM/dt)kor=(nMSnM2A)/ΔtSR′ (Eq. 7)
Here, the estimated remaining shifting time ΔtSR′ results from the sum of the estimated partial shifting times of the shifting steps S3 and S4, (ΔtSR′=ΔtS3′+ΔtS4′). Thus an idle time or waiting time ΔtWA (see
In case B the entire shifting operation proceeds slower than expected, since the actual period of time ΔtS2 of the second shifting step S2 turns out to be longer than expected (ΔtS2>ΔtS2′). The resulting deviation is in turn determined after the conclusion of the second shifting step S2 at the point of time t2B. Subsequently, the hitherto effective target speed gradient is replaced by a corrected target speed gradient (dnM/dt)kor with which the engine speed nM according to curve 3a (dash-dotted line) reaches the synchronous speed nMS exactly at the desired point of time t4B at which the shifting operation (without the shifting step S5) is concluded behind schedule. The absolute value of the corrected target speed gradient (dnM/dt)kor is reduced and can be calculated as before as the quotient of the difference between the synchronous speed nMS and the current engine speed nMB, here the engine speed nM2B at the end of shifting step S2, and an estimated remaining shifting time ΔtSR′ that is known beforehand. Thus the corrected target speed gradient can be expressed as:
(dnM/dt)kor=(nMS−nM2B)/ΔtSR′ (Eq. 8)
Thus an apparent idle time ΔtWA (see
The application of the control method pursuant to the invention, that provides for a monitoring of the shifting progress and an adjustment, if necessary and/or correction of the target speed gradient dnM/dt at least after each shifting step enables the substantially simultaneous conclusion of the shifting operation itself, i.e. the engaging and disengaging of the gears involved and the first clutch change-over and the speed adjustment proceeding in parallel in a twin-clutch transmission in a multiple shifting operation of the aforementioned type.
List of Reference Symbols:
| Number | Date | Country | Kind |
|---|---|---|---|
| 102 61 872.0 | Dec 2002 | DE | national |
This is a continuing application, under 35 U.S.C. § 120, of copending international application No. PCT/EP2003/013526, filed Dec. 2, 2003, which designated the United States; this application also claims the priority, under 35 U.S.C. § 119, of German patent application No. 102 61 872.0, filed Dec. 20, 2002; the prior applications are herewith incorporated by reference in their entirety.
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/EP03/13526 | Dec 2003 | US |
| Child | 11157029 | Jun 2005 | US |
