Method for controlling a powertrain

Patent metadata

Field	Value
Publication number	US-2018029601-A1
Application number	US-201615551816-A
Country	US
Kind code	A1
Filing date	Feb 4, 2016
Priority date	Feb 25, 2015
Publication date	Feb 1, 2018
Grant date	—

Abstract

A system and method for controlling a powertrain, comprising an internal combustion engine connected to a double clutch transmission having a first and a second partial transmission with at least one shiftable transmission stage. A first friction clutch is arranged between the internal combustion engine and the first partial transmission, and a second friction clutch is arranged between the internal combustion engine and the second partial transmission. An engine torque of the internal combustion engine is transmitted by the first and second friction clutches to the first or second partial transmissions to provide a drivetrain torque at the output of the double clutch transmission. The powertrain is monitored for an occurrence of juddering oscillations, wherein in response to juddering oscillations being detected a regeneration process of one of the first and second friction clutches is triggered, and a friction lining is removed in the regeneration process.

First claim

1 . A method for controlling a powertrain, comprising an internal combustion engine connected to a double clutch transmission having a first and a second partial transmission with at least one shiftable transmission stage, wherein a first friction clutch is arranged between the internal combustion engine and the first partial transmission, and a second friction clutch is arranged between the internal combustion engine and the second partial transmission, the method comprising:
transmitting an engine torque of the internal combustion engine by the first and second friction clutches to the first or second partial transmissions to provide a drivetrain torque at an output of the double clutch transmission; and, monitoring the powertrain for an occurrence of juddering oscillations, wherein in response to juddering oscillations being detected a regeneration process of one of the first and second friction clutches is triggered, wherein a friction lining is removed in the regeneration process.

2 . The method of claim 1 , wherein monitoring the powertrain for the occurrence of the juddering oscillations is carried out by a judder observer, the judder observer activating or deactivating the regeneration process.

3 . The method of claim 1 , wherein the juddering oscillations are compensated by a traction control system, wherein in response to a judder threshold value being exceeded by an amplitude of the juddering oscillations, the regeneration process of the first or second friction clutch is triggered.

4 . The method of claim 1 , wherein during the regeneration process a load profile of the powertrain is varied by the first or second friction clutch.

5 . The method of claim 4 , wherein the regeneration process is carried out on the first friction clutch, the first friction clutch being in an active state to transmit the engine torque, while the engine torque of the internal combustion engine is applied to the second friction clutch, the second friction clutch being in an inactive state and being in a slipping state, wherein the second friction clutch is moved in a direction of a closed state, and a slip control system monitors a slipping rotational speed applied to the second friction clutch.

6 . The method of claim 5 , wherein the first friction clutch remains closed during the regeneration process.

7 . The method of claim 5 , wherein the first friction clutch is opened during the regeneration process, and the slip control system reduces a clutch torque transmitted by the first friction clutch by the clutch torque that is transmitted by the second friction clutch.

8 . The method of claim 1 , wherein in response to a low ambient temperature of the powertrain, an increased slipping rotational speed is generated at the second friction clutch.

9 . The method of claim 1 , wherein in response to low load judder being detected, wear is generated at the second friction clutch.

10 . The method of claim 1 , wherein an engine torque of approximately 10 to 25 Nm is applied to the second friction clutch.

11 . A powertrain, comprising:
an internal combustion engine connected to a double clutch transmission having a first and a second partial transmission with at least one shiftable transmission stage; a first friction clutch arranged between the internal combustion engine and the first partial transmission; and, a second friction clutch arranged between the internal combustion engine and the second partial transmission, wherein:
the first or second friction clutch is configured to transmit an engine torque of the internal combustion engine to the first or second partial transmissions to provide a drivetrain torque at an output of the double clutch transmission; and,
in response to an occurrence of juddering oscillations in the powertrain, a regeneration process of the first or second friction clutches is triggered and a friction lining is removed in the regeneration process.

12 . The powertrain of claim 11 , wherein the juddering oscillations are detected by a judder observer, the judder observer activating or deactivating the regeneration process.

13 . The powertrain of claim 11 , further comprising a traction control system configured to compensate for the juddering oscillations, wherein the regeneration process of the first or second friction clutch is triggered in response to a judder threshold value being exceeded by an amplitude of the juddering oscillations.

14 . The powertrain of claim 11 , wherein the first or second friction clutch is configured to vary a load profile of the powertrain during the regeneration process.

15 . The powertrain of claim 14 , wherein the regeneration process is carried out on the first friction clutch, the first friction clutch being in an active state to transmit the engine torque, while the engine torque of the internal combustion engine is applied to the second friction clutch, the second friction clutch being in an inactive state and being in a slipping state, wherein the second friction clutch is moved in a direction of a closed state, and wherein a slipping rotational speed applied to the second friction clutch is monitored by a slip control system.

16 . The powertrain of claim 15 , wherein the first friction clutch is configured to remain closed during the regeneration process.

17 . The powertrain of claim 15 , wherein the first friction clutch is opened during the regeneration process, and the slip control system reduces a clutch torque transmitted by the first friction clutch by the clutch torque that is transmitted by the second friction clutch.

18 . The powertrain of claim 11 , wherein the second friction clutch is configured to generate an increased slipping rotational speed in response to an ambient temperature of the powertrain being below a corresponding threshold.

19 . The powertrain of claim 11 , wherein wear is generated at the second friction clutch in response to low load judder being detected.

20 . The powertrain of claim 11 , wherein an engine torque of approximately 10 to 25 Nm is applied to the second friction clutch.

Assignees

• Schaeffler Technologies Ag

Inventors

• Göppert Georg

Classifications

• F16D2500/7041

  Position · CPC title

• B60W2555/20

  Ambient conditions, e.g. wind or rain · CPC title

• F16D2500/70408

  Torque · CPC title

• F16D2500/3027

  Torque · CPC title

• B60W2510/0241

  Clutch slip, i.e. difference between input and output speeds · CPC title