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Method for managing clutch thermal loads in a multispeed dual clutch transmission

A dual clutch, clutch technology, applied in the direction of clutch, toothed element, transmission control, etc., can solve the problem of DCT clutch performance and durability of general performance adverse effects and other issues

Inactive Publication Date: 2016-08-10
GM GLOBAL TECH OPERATIONS LLC
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

When such loads exceed specific thresholds, the performance and durability of the DCT clutch as well as the general performance of the DCT and the vehicle can be adversely affected

Method used

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  • Method for managing clutch thermal loads in a multispeed dual clutch transmission
  • Method for managing clutch thermal loads in a multispeed dual clutch transmission
  • Method for managing clutch thermal loads in a multispeed dual clutch transmission

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Experimental program
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Embodiment Construction

[0019] A dynamically shiftable, multi-speed dual clutch transmission (DCT) may be employed as part of the vehicle powertrain to further increase the vehicle's efficient use of non-renewable energy sources such as fossil fuels. Such a DCT can be provided for vehicles with a conventional powertrain (which employs a single internal combustion engine to power the vehicle), or with a hybrid type powertrain (where the vehicle can be powered by the engine, electric motor, or both powered by a combination).

[0020] As used herein, the term "dynamically shiftable" refers to the use of a combination of two friction clutches and several dog clutches / synchronizers to achieve "power continuity" by alternating engagement between one friction clutch and the other. ” or dynamic shifting. Additionally, "dynamically shifting" means that drive torque is present in the transmission during a clutch shift to an oncoming speed ratio. Typically, synchronizers are physically "preselected" for the o...

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PUM

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Abstract

A method of managing clutch thermal loads in a multi-speed dual clutch transmission (DCT) paired with an engine of a vehicle includes evaluating whether a vehicle is accelerated and determining whether a position of the vehicle's accelerator is maintained within a predetermined range during the acceleration. The method also includes identifying a slipping DCT clutch during acceleration, determining an amount of time remaining until the clutch stops slipping, and comparing a first preset length of time representing time remaining until the clutch reaches a threshold temperature to the amount of time remaining until the clutch stops slipping . The method additionally includes setting a time delay for activating the indicator if the amount of time remaining until the clutch stops slipping is greater than a first preset length of time. Furthermore, the method includes activating the indicator after a time delay.

Description

technical field [0001] The present invention relates to systems and methods employing adjustable thermal management for use in multi-speed dual clutch transmissions in vehicles. Background technique [0002] Modern vehicles are often equipped with a multi-speed dual clutch transmission (DCT) as part of the subject vehicle's powertrain. Such DCTs are popular because of their increased mechanical efficiency compared to typical torque converter equipped automatic transmissions. Additionally, DCTs are often preferred over typical automatic manual transmissions due to their ability to provide higher quality shifts. [0003] A typical DCT employs two friction clutches for shifting in its forward ratios, and does so by alternating engagement between one of the two friction clutches and the other. Such multi-speed dual-clutch transmissions may be used in hybrid vehicles, ie, vehicles employing two or more different sources of power, such as an engine and an electric motor, for tra...

Claims

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Application Information

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Patent Type & Authority Patents(China)
IPC IPC(8): F16H61/02F16H63/40F16H59/48F16H59/44F16H59/68
CPCF16H59/48F16H61/688F16D2500/10412F16D2500/1086F16D2500/30404F16D2500/30405F16D2500/30406F16D2500/3166F16D2500/50296F16H2057/014F16H2059/465F16H2059/6807F16H2059/725F16D48/064
Inventor J.B.伯特克
Owner GM GLOBAL TECH OPERATIONS LLC