Dual clutch transmission

摘要

A transmission for a motor vehicle with an engine includes a transmission housing and a dual clutch assembly with a clutch housing connectable to an engine output member. The clutch housing is rotationally supported within the transmission housing. The selective engagement of the dual clutch assembly interconnects the dual clutch housing with at least one of a first input member and a second input member. The transmission also includes a plurality of gear sets associated with various forward and reverse gear ratios, a controller implemented with an algorithm that provides a lock-up profile for the dual clutch assembly, and a plurality of synchronizer assemblies that couple at least one of the gear sets with at least one of a first countershaft and a second countershaft. The selective engagement of at least one of the synchronizer assemblies establishes at least one of the forward speed ratios.

主权项

1. A transmission for a motor vehicle with an engine comprising:
a transmission housing; a dual clutch assembly having a clutch housing connectable to an engine output member, the clutch housing being rotationally supported within the transmission housing, wherein the selective engagement of the dual clutch assembly interconnects the dual clutch housing with at least one of a first input member and a second input member; a plurality of gear sets associated with various forward and reverse gear ratios; a plurality of synchronizer assemblies that couple at least one of the gear sets with at least one of a first countershaft and a second countershaft, wherein the selective engagement of at least one of the synchronizer assemblies establishes at least one of the forward speed ratios; and a controller implemented with an algorithm that provides a lock-up profile for the dual clutch assembly, lock-up occurring when a microslip condition is achieved, wherein for a higher clutch interface temperature or a first road grade, an engine speed target at which lock-up is achieved is set at a first speed after which the engine speed target approaches an input speed of the first countershaft or the second countershaft, and for a lower clutch interface temperature or for a second road grade that is lower than the first road grade, the engine speed target at which lock-up is achieved is set to a second speed after which the engine speed target approaches a speed that is less than the input speed of the first countershaft or the second countershaft, the second speed being greater than the first speed.