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CN-122014847-A - Vehicle with dual clutch transmission

CN122014847ACN 122014847 ACN122014847 ACN 122014847ACN-122014847-A

Abstract

The invention relates to a vehicle with a dual clutch transmission, a first sub-transmission (I) of which can be activated by actuating a corresponding first separating clutch (K1), and a second sub-transmission (II) can be activated by actuating a corresponding second separating clutch (K2), wherein the duration (t V ) for preparing a subsequent shift comprises a separating clutch separating process (t K ) and a gear engaging process (t Z ). In order to shorten the preparation time (t V ), the evaluation module (30) actuates the shift control device (31) such that the gear engagement process (t Z ) begins before the end of the clutch disengagement process (t K ), so that the clutch disengagement process (t K ) and the gear engagement process (t K ) overlap in time over an overlapping time interval (Δt).

Inventors

  • L. Gunlak
  • P. M. Witzel

Assignees

  • 奥迪股份公司

Dates

Publication Date
20260512
Application Date
20251107
Priority Date
20241111

Claims (8)

  1. 1. A vehicle having a dual clutch transmission, a first subtransmission (I) of which can be activated by actuating a corresponding first separating clutch (K1), a second subtransmission (II) of which can be activated by actuating a corresponding second separating clutch (K2), each subtransmission (I, II) having at least one gear shift element (S1 to S4), in particular a synchronous engagement device, by means of which a gear shift can be engaged, wherein a subsequent shift during which a shift into a target gear (G4) can be performed by means of a shift controller (31) can be carried out during driving operation, wherein the shift controller (31) engages the target gear (G4) in a passive, i.e. inactive, subtransmission (II) in a gear shift engagement process (t Z ), wherein the shift controller (31) has an evaluation module (30) that checks, prior to the gear shift engagement process (t Z ), whether the separating clutch (K2) of the passive subtransmission (II) is engaged in the clutch (K2) in the clutch (t 35) in order to ensure that the separating clutch (35) is engaged in the target gear (G4) in the complete clutch engagement process, the duration (t V ) for preparing the subsequent shift includes a disconnect clutch release process (t K ) and a gear shift up process (t Z ), It is characterized in that the method comprises the steps of, In order to shorten the preparation time (t V ), the evaluation module (30) actuates the shift control device (31) such that the gear engagement process (t Z ) begins before the end of the clutch disengagement process (t K ), so that the clutch disengagement process (t K ) and the gear engagement process (t K ) overlap in time over an overlapping time interval (Δt).
  2. 2. The vehicle of claim 1, wherein the vehicle is a vehicle, The separating clutch release process (t K ) is divided into an initial torque-transmitting release phase (t K1 ) until the contact point (KP) is reached and a subsequent torque-free release phase (t K2 ) after the contact point (KP) is reached, in which torque-free clutch air gap is established in the separating clutch (K2), In particular, the evaluation module (30) actuates the shift control (31) such that the gear shift process (t Z ) begins at least in the torque-free disengagement phase (t K2 ) of the clutch disengagement process (t K ).
  3. 3. Vehicle according to claim 1 or 2, characterized in that the gear shift process (t Z ) is divided into at least one torque-free shift phase (t Z1 、t Z2 ) in which a synchronous friction torque is established in the gear shift assembly and at least one torque-transmitting shift phase (t Z3 、t Z4 ), in particular the evaluation module (30) actuates the shift control (31) such that the torque-free shift phase (t Z1 、t Z2 ) begins before reaching the contact point (KP) of the separating clutch (K2) of the second subtransmission (II), so that the contact point (KP) of the separating clutch (K2) of the second subtransmission (II) occurs at the point in time when the torque-free shift phase (t Z1 、t Z2 ) of the gear shift process (t Z ) has already been carried out, and the torque-transmitting shift phase (t Z3 、t Z4 ) of the gear shift process (t Z ) begins after reaching the contact point (KP).
  4. 4. The vehicle according to any of the preceding claims, characterized in that the evaluation module (30) is in signal connection with a sensor device (37) which detects a contact pressure acting in the separating clutch (K2) of the passive sub-transmission (II) or a parameter related thereto, the evaluation module (30) determining a contact point (KP) of the separating clutch (K2) on the basis of the detected contact pressure and a corresponding transmissible clutch torque, or in a dry clutch system the evaluation module (30) has a displacement measurement system for determining the contact point (KP).
  5. 5. Vehicle according to one of the preceding claims, characterized in that after completion of the target gear shift, i.e. after the end of the preparation time period (tV), a subsequent shift can be performed, in which the evaluation module (30) actuates the clutch control (31) in order to engage the separating clutch (K2) of the still passive subtransmission (II), in which case the separating clutch (K1) of the still active subtransmission (I) is disconnected in an overlapping manner, thereby ending the subsequent shift.
  6. 6. Vehicle according to any of the preceding claims, characterized in that the separating clutch (K2) of the passive sub-transmission (II) is engaged in certain situations, for example during the process for determining the contact point (KP), which defines the actuator position of the separating clutch (K2) from which torque transmission takes place by the separating clutch (K2) with increasing contact pressure, whereas a torque-free clutch air gap occurs with decreasing contact pressure.
  7. 7. Vehicle according to any of the preceding claims, characterized in that the vehicle power unit (1), in particular the internal combustion engine, alternately drives the first drive shaft (7) or the second drive shaft (9) via two release clutches (K1, K2) of a dual clutch transmission via a force output shaft (10), so that the first subtransmission (I) or the second subtransmission (II) can be activated by means of the two drive shafts (7, 9), respectively, and that fixed gears and floating gears are arranged on the two drive shafts (7, 9) and on a driven shaft (13), in particular parallel to the drive shaft axis, which form a gear set for forming the forward gear steps (G1 to G6), in which the floating gears can be connected to the respective drive shafts (7, 9, 13) by means of the gear shift elements (S1 to S4).
  8. 8. A method for engaging a target gear (G4) in a dual clutch transmission of a vehicle according to any of the preceding claims.

Description

Vehicle with dual clutch transmission Technical Field The invention relates to a vehicle with a dual clutch transmission according to the preamble of claim 1 and to a method for engaging a target gear in such a dual clutch transmission according to claim 8. Background In a dual clutch transmission of this type, a first subtransmission of the dual clutch transmission can be activated by actuating a respective first disconnect clutch, and a second subtransmission can be activated by actuating a respective second disconnect clutch. Each sub-transmission has at least one synchromesh, by means of which gears can be engaged. In the driving mode, a subsequent shift is automatically performed by the electronic shift controller in order to shift to the target gear. In this connection, the shift control device engages the target gear in the passive, i.e. inactive, sub-transmission during the engagement of the gear in preparation for the subsequent shift. Before the gear engaging process, the evaluation module checks whether the disconnect clutch of the passive sub-transmission is engaged. Such engaged disconnect clutches in passive sub-transmissions occur in certain situations, for example in determining a contact point that defines the position of the disconnect clutch actuator from which the clutch air gap is exhausted and torque transfer occurs through the disconnect clutch. When the disengaging clutch of the passive subtransmission is engaged, the evaluation module actuates the clutch control in order to completely disengage the disengaging clutch during the disengaging clutch disengagement process, so that torque-free engagement of the target gear is ensured. The duration for the preparation of the subsequent shift is thus composed of the disconnect clutch release process and the gear shift engagement process. In the prior art, the gear shift-in process is only started after the end of the disconnect clutch release process. In the prior art, the duration until the final start of the subsequent handover is correspondingly longer. Document DE 10 2006 060 285 A1 discloses a method for minimizing the interruption of traction forces during upshifts in an automatic transmission. When an upshift signal is present, the control device disengages the friction clutch as quickly as possible, and then, or overlapping in time, disengages the engaged primary gear and engages the target gear as quickly as possible. After the target gear has been engaged, the friction clutch is set on the one hand in such a way that it transmits a torque between the drive motor and the input shaft of the automatic transmission in the slip range, while the other hand actively influences the torque produced by the drive motor. Document DE 10 2016 202 286 A1 discloses a method for operating a dual clutch transmission for a motor vehicle, in which a first clutch is operated in engagement, whereby a first transmission branch which engages the current actual gear is driven, and in a preselected phase for shifting into a set gear, a set gear is engaged in a second transmission branch, and a clutch hydraulic system is filled in the second clutch, whereby the second clutch is engaged. Disclosure of Invention It is an object of the present invention to provide a vehicle with a dual clutch transmission which shortens the total shift time compared to the prior art. This object is achieved by the features of claim 1 or 8. Improvements of the invention are disclosed in the dependent claims. The invention relates to a dual clutch transmission, wherein a first sub-transmission of the dual clutch transmission can be activated by actuating a corresponding first disconnect clutch, and a second sub-transmission can be activated by actuating a corresponding second disconnect clutch. Each sub-transmission has at least one synchromesh, by means of which gears can be engaged. In the driving mode, a subsequent shift is automatically performed by the electronic shift controller in order to shift to the target gear. In this connection, the shift control device causes a target gear to be engaged in the passive, i.e., inactive, sub-transmission during the gear engagement process in preparation for the subsequent shift. Before the gear engaging process, the evaluation module checks whether the disconnect clutch of the passive sub-transmission is engaged. Such engaged disconnect clutches in passive sub-transmissions occur in certain situations, for example in the course of determining a contact point that defines an actuator position of the disconnect clutch from which a clutch air gap is exhausted and torque transfer takes place through the disconnect clutch. When the disconnect clutch of the passive subtransmission is engaged, the evaluation module actuates the clutch control in order to completely disengage the disconnect clutch during the disconnect clutch disengagement process, so that a torque-free engagement of the target gear is ensured. The duration for preparing for