Double Clutch Transmission Torque Interruption Control
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Solution Overview
Problem
Conventional double clutch transmissions lack responsiveness and quick reaction to shift requests, resulting in a perceived delay and lack of driver feedback, as they require the incoming clutch to prepare for torque transfer before the active clutch can reduce torque, leading to comfortable but slow shifting.
Innovation Solution
Implementing a method that allows for torque interruption during shifts, enabling a gradual transition from comfortable to responsive shifting by adjusting the amount of torque interruption based on driving conditions and mode selected by the driver, using a Double Clutch Transmission (DCT) with a CAN bus communication between the engine control unit (ECU) and transmission control unit (TCU) to manage engine and clutch torque.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If conventional powershift method is used where incoming clutch prepares for torque transfer before active clutch reduces torque, then shifting comfort is improved, but shifting responsiveness and reaction speed deteriorate
Solution Approach 1:
The patent implements dynamic shift control that adapts the shifting strategy based on driver-selected modes. In sport mode, the system dynamically allows torque interruption and reduces active clutch torque earlier, prioritizing responsiveness. In comfort mode, it maintains the conventional powershift approach. This dynamic adaptation resolves the contradiction by making the system flexible rather than fixed.
Solution Approach 2:
The patent changes key torque parameters dynamically during the shift process. By adjusting when and how much the active clutch torque is reduced, and controlling the torque interruption level, the system can optimize for either comfort or responsiveness. The control unit modifies torque transfer characteristics based on the selected driving mode, resolving the trade-off between comfort and responsiveness.
2Stability of the object's composition
If incoming clutch is required to reach touch point and prepare for torque transfer before active clutch reduces torque, then torque handover smoothness is improved, but shift preparation time and perceived delay increase
Solution Approach 1:
The patent applies preliminary action by having the incoming clutch begin its engagement process earlier in the shift sequence, before the active clutch fully reduces torque. In sport mode, the system initiates incoming clutch preparation without waiting for optimal touch point conditions, reducing perceived delay while maintaining acceptable smoothness through active clutch torque management.
Solution Approach 2:
The patent uses partial action by allowing incomplete or interrupted torque transfer during the shift process in sport mode. The active clutch torque is reduced before the incoming clutch is fully ready, creating a controlled torque interruption that reduces preparation time while accepting some loss of smoothness to achieve faster response.
3Power
If active clutch reduces torque only when incoming clutch is ready to transfer torque, then complete engine torque is maintained during shift, but driver feedback and sportiness deteriorate
Solution Approach 1:
The patent makes engine torque continuity dynamic rather than constant. In sport mode, the system dynamically allows torque interruption by reducing active clutch torque earlier, providing driver feedback and sportiness. In comfort mode, it maintains continuous torque. This dynamic behavior resolves the contradiction by adapting power delivery to driver expectations.
Solution Approach 2:
The patent introduces feedback by creating a visible and perceptible response to driver input through torque interruption. When the driver requests a shift in sport mode, the torque interruption provides immediate feedback that the system has registered and is executing the command, enhancing the sporty driving experience and driver engagement.
Data Source
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AI summary
The present invention concerns a method of controlling a double clutch transmission (1) comprising two clutches (2A, 2B) one of which that is transmitting torque being the active clutch whilst the other one constituting the incoming clutch characterized by creating a torque interruption by decreasing engine torque and active clutch torque while keeping the incoming clutch inactive or preparing it to transfer torque.