Method for Operating a Friction-Locking Shift Element of a Transmission, and Control Unit

Abstract

A method for operating a friction-locking shift element of a transmission of a motor vehicle includes actuating the friction-locking shift element for engagement according to a pressure versus torque characteristic curve. The pressure versus torque characteristic curve has a first characteristic point (a touch point) and a second characteristic point (a contact point), defines a first characteristic curve range between the touch point and the contact point having a first functional dependence, and defines a second characteristic curve range at or after the contact point having a second functional dependence. Once the touch point is reached, the friction-locking shift element begins to transmit torque mainly due to drag torques. Whereas, once the contact point is reached, the friction-locking shift element begins to transmit torque mainly due to friction between shift-element halves of the friction-locking shift element.

Claims

1-9. (canceled)

10. A method for operating a friction-locking shift element (1) of a transmission of a motor vehicle, the method comprising: actuating the friction-locking shift element (1) for engagement according to a pressure versus torque characteristic curve (6), the pressure versus torque characteristic curve (6) defining a power transmission capacity of the friction-locking shift element (1) and associated torque that is transmissible by the friction-locking shift element (1) depending on an actuating pressure of the friction-locking shift element (1), the pressure versus torque characteristic curve (6) having a first characteristic point and a second characteristic point, the first characteristic point being a touch point (TP), the second characteristic point being a contact point (CP), the pressure versus torque characteristic curve (6) including a first characteristic curve range (6a, 6a) between the touch point (TP) and the contact point (CP) and a second characteristic curve range (6b) starting at or after the contact point (CP), wherein, once the touch point (TP) is reached, the friction-locking shift element (1) begins to transmit torque mainly due to drag torques, wherein, once the contact point (CP) is reached, the friction-locking shift element (1) begins to transmit torque mainly due to friction between shift-element halves (2, 3) of the friction-locking shift element (1), wherein the first characteristic curve range (6a, 6a) has a first functional dependence (6a, 6a) between the power transmission capacity and the actuating pressure and the second characteristic curve range (6b) has a second functional dependence (6b) between the power transmission capacity and the actuating pressure.

11. The method of claim 10, wherein the second functional dependence between the power transmission capacity and the actuating pressure in the second characteristic curve range (6b) is a linear dependence having a slope.

12. The method of claim 11, wherein the first functional dependence between the power transmission capacity and the actuating pressure in the first characteristic curve range (6a) is a non-linear dependence.

13. The method of claim 12, wherein the non-linear dependence is a logarithmic function or a hyperbolic function.

14. The method of claim 11, wherein the first functional dependence between the power transmission capacity and the actuating pressure in the first characteristic curve range (6a) is a linear dependence having a slope, wherein the slope of the first functional dependence is greater than the slope of the second functional dependence.

15. The method of claim 10, wherein, when the friction-locking shift element (1) includes a wave spring (7), the pressure versus torque characteristic curve (6) has a further characteristic point, the further characteristic point being a reaction point (RP) at which the friction-locking shift element (1) switches from an elastic state into a rigid state as the wave spring (7) compresses, wherein the pressure versus torque characteristic curve (6) includes the second characteristic curve range (6b) having the second functional dependence between the contact point (CP) and the reaction point (RP) and a third characteristic curve range (6c) after the reaction point (RP), the third characteristic curve range (6c) having a third functional dependence between the power transmission capacity and the actuating pressure.

16. The method of claim 15, wherein the third functional dependence between the power transmission capacity and the actuating pressure in the third characteristic curve range (6c) is a linear dependence having a slope.

17. The method of claim 16, wherein the second functional dependence between the power transmission capacity and the actuating pressure in the second characteristic curve range (6b) is a linear dependence having a slope, and wherein the slope of the third functional dependence between the power transmission capacity and the actuating pressure in the third characteristic curve range (6c) is less than the slope of the second functional dependence in the second characteristic curve range (6b).

18. A control unit for operating a transmission of a motor vehicle, the control unit automatically carrying out the method of claim 10.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Preferred refinements are found in the dependent claims and in the following description. Exemplary embodiments of the invention are explained in greater detail with reference to the drawings, without being limited thereto, wherein:

[0023] FIG. 1 shows a friction-locking shift element without a wave spring in different engagement positions in accordance with aspects of the present subject matter;

[0024] FIG. 2 shows a pressure versus travel distance characteristic curve of the friction-locking shift element from FIG. 1 in accordance with aspects of the present subject matter;

[0025] FIG. 3 shows a pressure versus torque characteristic curve of the friction-locking shift element from FIG. 1 in accordance with aspects of the present subject matter;

[0026] FIG. 4 shows a friction-locking shift element including a wave spring in different engagement positions in accordance with aspects of the present subject matter;

[0027] FIG. 5 shows a pressure versus travel distance characteristic curve of the friction-locking shift element from FIG. 4 in accordance with aspects of the present subject matter; and

[0028] FIG. 6 shows a pressure versus torque characteristic curve of the friction-locking shift element from FIG. 4 in accordance with aspects of the present subject matter.

DETAILED DESCRIPTION

[0029] Reference will now be made to embodiments of the invention, one or more examples of which are shown in the drawings. Each embodiment is provided by way of explanation of the invention, and not as a limitation of the invention. For example, features illustrated or described as part of one embodiment can be combined with another embodiment to yield still another embodiment. It is intended that the present invention include these and other modifications and variations to the embodiments described herein.

[0030] FIG. 1 shows, in a highly schematic manner, a friction-locking shift element 1 of a transmission in different engagement positions or engagement states. The shift element 1 includes two shift-element halves 2, 3, which are movable in relation to each other and, in the exemplary embodiment shown, are each formed from multiple disks.

[0031] In the state illustrated on the left in FIG. 1, the friction-locking shift element 1 is completely disengaged and there is maximum clearance between the shift-element halves 2, 3.

[0032] In the state illustrated in the middle in FIG. 1, the friction-locking shift element 1 is engaged up to the touch point TP. At the touch point TP, the friction-locking shift element 1 begins to transmit torque, mainly due to drag torques. At the touch point TP, some clearance is still present between the shift-element halves 2, 3.

[0033] In the state illustrated on the right in FIG. 1, the friction-locking shift element 1 is engaged up to the contact point CP, at which the clearance of the shift element 1 between the shift-element halves 2, 3 has been completely overcome and at which the shift element 1 transmits torque, mainly due to friction between the shift-element halves 2, 3.

[0034] The engagement of the friction-locking shift element 1 due to the relative motion between the shift elements 2, 3 is induced by pressure control of a piston of the shift element 1. The arrow 4 from FIG. 1 visualizes the pressure control of the piston of the shift element 1.

[0035] FIG. 2 shows a pressure versus travel position characteristic curve 5 for the friction-locking shift element 1 from FIG. 1, in which the actuating pressure p of the shift element 1 is plotted with respect to displacement travel s. Starting from a completely disengaged shift element, the shift element is actuated to engage via pressure control having a defined pressure p, which causes the piston to then undergo displacement travel s. The shift element 1 does not yet transmit torque in the characteristic curve range 5a of the pressure versus travel position characteristic curve 5 leading up to the point of reaching the touch point TP. Once the touch point TP at the start of the characteristic curve range 5b has been reached, the shift element 1 begins to transmit torque, mainly due to drag torques. If the shift element 1 is further engaged and reaches the contact point CP, the shift element 1 begins to transmit torque, mainly due to friction between the shift-element halves 2, 3. The characteristic curve range 5c of the pressure versus travel characteristic curve 5 adjoins or extends from the contact point CP.

[0036] According to the invention, a pressure versus torque characteristic curve 6 is used for the pressure control of such a friction-locking shift element 1. As shown in FIG. 3, the pressure versus torque characteristic curve 6 is also characterized by two characteristic points, namely by the touch point TP and the contact point CP. The pressure versus torque characteristic curve 6 from FIG. 3 shows the actuating pressure p plotted with respect to the transmissible torque M. The pressure versus torque characteristic curve includes a first characteristic curve range 6a between the touch point TP and the contact point CP. The first characteristic curve range 6a has a first functional dependence between the power transmission capacity M and the actuating pressure p. After the contact point CP, this first characteristic curve range 6a is adjoined by a second characteristic curve range 6b. The second characteristic curve range 6b is characterized by a second functional dependence between the power transmission capacity M and the actuating pressure p.

[0037] The second functional dependence between the power transmission capacity M and the actuating pressure p in the second characteristic curve range 6b is a linear dependence or a straight line having a defined slope.

[0038] In some instances, the first functional dependence between the power transmission capacity M and the actuating pressure p in the first characteristic curve range 6a between the touch point TP and the contact point CP is also a linear dependence or a straight line, where a slope of the straight line in the first characteristic curve range 6a is greater than a slope of the straight line in the second characteristic curve range 6b.

[0039] The functional dependences between the power transmission capacity M and the actuating pressure p in the two characteristic curve ranges 6a, 6b deviate from each other at least with respect to the slopes of the straight lines.

[0040] FIG. 3 also shows, via a dashed line, an alternative first functional dependence 6a between the power transmission capacity M and the actuating pressure p between the touch point TP and the contact point CP. This non-linear dependence is defined, for example, via a logarithmic function or a hyperbolic function.

[0041] It is pointed out that, although the logarithmic function or the hyperbolic function is preferred, other non-linear dependences are also usable.

[0042] FIG. 4 shows a shift element 1 of a transmission, which, in comparison to the shift element from FIG. 1, additionally includes a wave spring 7. If the shift element 1 from FIG. 4 is actuated past the contact point CP where the clearance between the shift-element halves 2, 3 has been overcome, the wave spring 7 is subsequently compressed, where the shift element 1 then transitions from an elastic state into a rigid state once a reaction point RP has been reached.

[0043] In the case of a shift element 1 including such a wave spring 7 as in FIG. 4, the pressure versus travel distance characteristic curve 5 includes the additional range 5d between the contact point CP and the reaction point RP, as shown in FIG. 5, where the range 5c now extends from the reaction point RP. Similarly, for a shift element 1 including such a wave spring 7 as in FIG. 4, the pressure versus torque characteristic curve 6 shown in FIG. 6 includes a third characteristic curve range 6c having a third functional dependence between the power transmission capacity M and the actuating pressure p.

[0044] The second functional dependence between the power transmission capacity M and the actuating pressure p exists between the contact point CP and the reaction point RP and is defined by a linear dependence. This second characteristic curve range 6b having the second functional dependence is adjoined by the third characteristic curve range 6c having the third functional dependence between the power transmission capacity M and the actuating pressure p. This third functional dependence is defined as a linear dependence or as a straight line, the slope of the third functional dependence is less than the slope of the straight line in the second characteristic curve range 6b having the second functional dependence.

[0045] The invention is based on the basic concept of subdividing the pressure versus torque characteristic curve 6, which is used for actuating a friction-locking shift element 1, into at least two characteristic curve ranges 6a, 6b or 6a, 6b in order to allow for a highly accurate actuation of the shift element 1, in particular between the touch point TP and the contact point CP.

[0046] The invention also relates to a control unit, which automatically carries out the above-described method. This control unit is a transmission control unit of a motor vehicle transmission.

[0047] A transmission control unit of this type is preferably in the form of an electronic control unit that includes hardware-related means and software-related means. The hardware-related means include data interfaces for exchanging data with the assemblies contributing to the carrying-out of the method according to the invention, such as with a hydraulic actuator for actuating the shift element 1. The hardware-related means also include a processor for data processing and a memory for data storage. The software-related means include program modules, which are implemented in the control unit to automatically carry out the method.

[0048] Modifications and variations can be made to the embodiments illustrated or described herein without departing from the scope and spirit of the invention as set forth in the appended claims. In the claims, reference characters corresponding to elements recited in the detailed description and the drawings may be recited. Such reference characters are enclosed within parentheses and are provided as an aid for reference to example embodiments described in the detailed description and the drawings. Such reference characters are provided for convenience only and have no effect on the scope of the claims. In particular, such reference characters are not intended to limit the claims to the particular example embodiments described in the detailed description and the drawings.

REFERENCE CHARACTERS

[0049] 1 shift element [0050] 2 shift-element half [0051] 3 shift-element half [0052] 4 pressure control [0053] 5 pressure versus travel characteristic curve [0054] 5a characteristic curve range [0055] 5b characteristic curve range [0056] 5c characteristic curve range [0057] 5d characteristic curve range [0058] 6 pressure versus torque characteristic curve [0059] 6a characteristic curve range [0060] 6b characteristic curve range [0061] 6c characteristic curve range [0062] 7 wave spring