Method for disengaging an inactive gear of a dual clutch transmission and a corresponding transmission

Patent metadata

Field	Value
Publication number	US-10618520-B2
Application number	US-201515566303-A
Country	US
Kind code	B2
Filing date	May 4, 2015
Priority date	May 4, 2015
Publication date	Apr 14, 2020
Grant date	Apr 14, 2020

Abstract

A method is provided for disengaging a tooth clutch of an inactive gear in a dual clutch transmission during vehicle acceleration or retardation. The dual clutch transmission includes an engaged active gear through which torque is transmitted between an engine and driven wheels, an engaged inactive gear to be disengaged, and an electric motor drivingly connected to a shaft of the inactive gear. The method includes controlling the electric motor to provide a compensational torque for temporarily decreasing or substantially eliminating torque transferred by the tooth clutch of the inactive gear, and disengaging the engaged inactive gear. The disclosure also concerns a corresponding dual clutch transmission, a computer program, a computer readable medium, and an electronic control unit for controlling the electric motor of a dual clutch transmission.

First claim

The invention claimed is:

1. A method for shifting from a first gear to a second gear in a dual clutch transmission during vehicle acceleration or retardation, the dual clutch transmission comprising:
the first gear which is engaged and active such that torque is transmitted between an engine and driven wheels there through, the first gear being disconnectable from the engine by a first friction clutch, the first friction clutch being closed,
the second gear to be engaged, which is disengaged and inactive such that no torque is transmitted between the engine and the driven wheels there through, the second gear being disconnectable from the engine by a second friction clutch, the second friction clutch being open,
an electric motor drivingly connected to a shaft of the one of the first gear or the second gear which is inactive,
the method comprising:
engaging the second gear to become an engaged inactive gear,

essentially simultaneously opening the first friction clutch and closing the second friction clutch such that engine torque is transmitted to the driven wheels through the second gear, thereby the first gear becomes engaged and inactive and the second gear becomes engaged and active,
controlling the electric motor to provide a compensational torque for temporarily decreasing or substantially eliminating torque transferred by a tooth clutch of the inactive gear,
disengaging the first gear by disengaging the tooth clutch such that the first gear thereby becomes disengaged and inactive.

2. The method according to claim 1 , comprising calculating the compensational torque to be provided by the electric motor by using current acceleration or retardation level of the electric motor and at least a moment of inertia value of the electric motor.

3. The method according to claim 2 , comprising calculating the compensational torque to be provided by the electric motor by using also current acceleration or retardation level of a transmission shaft drivingly connected to the electric motor and a moment of inertia value of the transmission shaft.

4. The method according to claim 1 , comprising calculating the compensational torque to be provided by the electric motor by using a total torque resulting from current acceleration or retardation level and moment of inertia value of each component rotationally connected to the tooth clutch of the engaged inactive gear and located upstream of a gear wheel of the inactive gear.

5. The method according to claim 1 , comprising calculating the compensational torque to be provided by the electric motor taking into account load-independent torque loss of components rotationally connected to the tooth clutch of the inactive gear.

6. The method according to claim 5 , comprising determining a load-independent torque loss of the inactive gear taking into account current angular speed of the components connected to the inactive gear.

7. The method according to claim 5 , comprising determining a load-independent torque loss of the inactive gear taking into account current transmission oil temperature.

8. The method according to claim 5 , comprising acquiring current load-independent torque loss of the inactive gear from a data map ( 46 ).

9. The method according to claim 8 , comprising filling and/or replacing data of the data map ( 46 ) with values by measuring load-independent torque loss of the inactive gear on an actual transmission specimen of the vehicle ( 5 ).

10. The method according to claim 1 , comprising determining current acceleration or retardation level of the electric motor.

11. The method according to claim 1 , comprising controlling the electric motor to provide a gradually increasing compensational torque according to a predetermined sequence.

12. The method according to claim 11 , wherein the gradually increasing compensational torque comprises a step-wise increasing compensational torque, or a linear or non-linear continuously increasing compensational torque.

13. The method according to claim 1 , wherein disengaging the engaged inactive gear comprises controlling a tooth clutch actuating mechanism ( 48 ) to apply disengagement force when an estimated and/or measured torque over the inactive gear is within a predetermined torque range, or when the estimated and/or measured torque over the inactive gear is substantially nil, or when a certain time has passed after the electric motor was controlled to provide the compensational torque, or before or simultaneous with controlling the electric motor to provide the compensational torque.

14. The method according to claim 1 , wherein the dual clutch transmission is free from a planetary transmission component in the transmission between the electric motor and combustion engine.

15. The method according to claim 1 , wherein the compensational torque is applied in the rotational direction of the electric motor during acceleration and opposite the rotational direction of the electric motor during retardation.

16. The method according to claim 1 , additionally comprising, after disengagement of the tooth clutch of the inactive gear, controlling the electric motor such that the relative speed between rotating parts of a tooth clutch of a next inactive gear to be engaged is adapted for engagement.

17. The method according to claim 1 , wherein a torque sensor is provided for measuring the torque of the output shaft of the electric motor.

18. A computer comprising a computer program for performing the steps of any claim 1 when the program is run on the computer.

19. A non-transitory computer readable medium carrying a computer program for performing the steps of claim 1 when the program product is run on a computer.

20. An electronic control unit for controlling the electric motor of the dual clutch transmission, the electronic control unit being configured to perform the steps of the method according to claim 1 .

21. A dual clutch transmission for a vehicle comprising:
a plurality of gears, each gear having an active and an inactive condition, and an engaged and a disengaged condition;
a first and a second transmission counter shaft each carrying at least one gearwheel and a first and a second clutch respectively;
a transmission output shaft carrying at least two further gearwheels, each further gearwheel being in engagement with a respective one of the at least one gearwheel of the first and second transmission counter shafts;
a first tooth clutch on the first transmission counter shaft and a second tooth clutch on the second transmission counter shaft, each shaft clutch for selectively engaging and disengaging a gear of the plurality of gears, each gear being composed of the respective one of the at least one gearwheel and the at least one further gearwheel, and a respective one of the first and second transmission counter shaft, and of the transmission output shaft;
an electric motor drivingly connected to the first transmission counter shaft; and
an electronic control unit configured for, in a vehicle acceleration or retardation mode with an engaged active gear of the plurality of gears through which torque is transmitted between an engine and driven wheels, with an engaged inactive gear of the plurality of gears to be disengaged, and with the electric motor drivingly connected to a shaft of the inactive gear, controlling the electric motor to provide a compensational torque for temporarily decreasing or substantially eliminating torque transferred by the tooth clutch of the inactive gear, and disengagin

Assignees

• Volvo Truck Corp

Inventors

• Hansson Mattias
• Fogelquist Martin Hedvall

Classifications

• F16H61/0437

  by using electrical signals (F16H61/0403 and F16H61/061 take precedence) · CPC title

• B60Y2400/421

  Dog type clutches or brakes · CPC title

• F16H2061/0474

  by smoothing engagement or release of positive clutches; Methods or means for shock free engagement of dog clutches · CPC title

• F16H3/48

  with single orbital gears or pairs of rigidly-connected orbital gears · CPC title

• B60W10/10

  including control of change-speed gearings · CPC title