DE102012218252B4 - Method for starting up a vehicle transmission and/or a vehicle clutch - Google Patents

Abstract

Method for starting up a vehicle transmission (110) with a transmission actuator for actuating the vehicle transmission (110) and/or for starting up a vehicle clutch with a clutch actuator (80, 90) for actuating the vehicle clutch and a first control unit (30) for controlling the clutch actuator (80 , 90) and for controlling the transmission actuator and a second control device (40), the clutch actuator (80, 90) having a non-volatile memory area (130) that is uniquely assigned to the clutch actuator (80, 90) and the first expensive device (30 ) has a memory area (120) that is uniquely assigned to the first control device (30) and wherein the second control device (40) has a memory area (140) that is uniquely assigned to the second control device (40), whereby if a predetermined condition is present, the second control device (40) by means of a diagnostic command, data is transferred from the non-volatile memory area (130) of the clutch actuator (80, 90) to the memory area (140) of the second control device (40), the data is processed in the second control device (40), and the processed data are then transferred to the memory area (120) of the first control device (30) by means of a further diagnostic command, characterized in that the predetermined condition is a predetermined sequence of operations in the vehicle carried out by a person or a robot.

Description

The invention relates to a method with the features according to the preamble of claim 1.

The area of application and the purpose of the invention is aimed at clutch and transmission systems, in particular dual clutch transmission systems in motor vehicles.

Commissioning processes are usually initiated and controlled in the production facilities using test benches or mobile test devices. The processing of the individual processes is generally referred to as EndOfLine (EOL). In the present case, when a test stand or a tester is put into operation, certain diagnostic commands - hereinafter also referred to as basic diagnostic commands - are sent via an interface (preferably CAN) to the control unit to be put into operation. As a rule, identical diagnostic commands are used for commissioning in the production facilities (factory) and in service (workshop), but in this case via workshop testers, for example after replacing or repairing vehicles.

In the context of this document, commissioning always refers to the initial commissioning of entire systems, such as a dual clutch transmission, or individual components such as control devices or actuators, or the initial commissioning after repairs.

DE 101 10 729 A1 discloses a device for electronic control of a transmission unit, in particular an automatic transmission.

DE 10 2011 108 750 A1 discloses a method for starting up a clutch and/or transmission system.

DE 10 2009 019 817 A1 discloses a method for flash programming of control devices.

DE 10 2007 030 329 A1 discloses an electronic vehicle control device.

In the context of this document, the abbreviation TCU is understood to mean any transmission control unit for controlling a motor vehicle transmission, any clutch control unit for controlling one or more motor vehicle clutches and in particular any control unit for controlling a transmission and for controlling one or more clutches, in particular any control unit for controlling a dual clutch transmission. Dual clutch transmissions have been known for a long time and, for example, in DE 10 2008 023 360 A1 shown.

In the context of this document, the abbreviation HCA refers to any actuator, for example for actuating an automated friction clutch, in particular a hydrostatically operated clutch actuator (Hydrostatic Clutch Actuator) as described, for example, in DE 10 2010 047 801 A1 or the DE 10 2010 047 800 A1 is revealed, understood. However, at least one non-volatile memory must be uniquely and permanently assigned to each HCA, for example in on-site electronics of the HCA. The terms HCA and transmission HCA are used synonymously in this document.

In the context of this document, the terms diagnostic routine, diagnostic function, diagnostic service and diagnostic command are used synonymously.

In the context of this document, the terms software, routine, function, process are also used essentially synonymously.

• GW: Getriebewerk, FW: Fahrzeugwerk, ABS: AntiBlockierSystem, ECU: Motorsteurgerät des Antriebsmotors des Kraftfahrzeugs, MM-Interface, MMI: Mensch-Maschine-Interface, EOL: EndOfLine, UDS, UnifiedDiagnosticServices: Standard-Kommunikationsprotokoll der Standard-Diagnosebefehle.

Other abbreviations used in this document are:

• GW: Transmission plant, FW: Vehicle plant, ABS: Anti-lock braking system, ECU: Engine control unit of the motor vehicle's drive engine, MM interface, MMI: Human-machine interface, EOL: EndOfLine, UDS, UnifiedDiagnosticServices: Standard communication protocol of standard diagnostic commands.

In the case of a TCU-HCA system - for example a dual clutch transmission - according to the prior art such as in 2 As shown, the control commands are sent via CAN from the test stand in the transmission factory to the TCU, which implements the specifications accordingly. Particularly worth mentioning here is learning the gear geometry.

The commissioning processes can also be relocated or distributed across several stations or production sites. This means that complete or only partially tested/functioning systems can be available at EOL, which shortens the scope of commissioning at the subsequent stations/production sites.

In the present case, commissioning processes can already take place in the transmission factory (GW); The learning processes carried out there no longer necessarily have to be carried out in the vehicle factory (FW).

The use of external control units such as test benches or testers for EOL processes is cost-intensive, testers must procured, integrated into the factory IT network, set up, programmed and maintained. Depending on the process, employees are necessary to control and monitor the EOL processes, which results in a cost and time disadvantage.

Solutions are already known in which the EOL steps are initiated via the vehicle's standard MM interface (human-machine interface) without a test bench or tester. Gears are learned, for example, when a worker in the vehicle factory applies the brake and carries out a special selector lever switching sequence after “ignition on”. However, this is only possible if the control unit to be put into operation detects the standard MM interface.

It also seems feasible to have individual EOL steps carried out by the control unit independently if it detects that these EOL steps have not yet been carried out because there is no EOL data for them. However, there is a risk that if the EOL data is lost while the vehicle is in operation, these steps will be carried out again, which can lead to dangerous or unexpected driving situations. Additional security measures are necessary.

Furthermore, commissioning processes in which parameters are determined were split (parameters already learned in the GW). In order to save time and therefore costs in the FW, the learned values must be transferred to the FW. It is optimal if the parameters can already be saved in the GW in a control unit that will also be used in the vehicle in the future. Since this is not always the case - especially if the target control unit is not installed on the transmission - the parameters must be transferred to the control unit - which is then actually used in the vehicle - in a different way.

For this purpose, further diagnostic EOL commands are necessary, for example barcode, database solutions or the temporary storage of EOL data in local control devices installed on the transmission - such as in the German laid-open application DE 10 2011 108 750 A1 as well as the German disclosure documents DE 10 2005 000 888 A1 and DE 10 2007 040 485 A1 explained - and this creates a tester programming effort as well as an operating effort.

Particularly with the caching approach, an automatic readout is also conceivable as an alternative to tester-controlled readout, similar to the triggering of EOL processes described above, but this can potentially be safety-critical. In addition, special handshake algorithms are required between the transmission-mounted intermediate storage unit and the transmission-remote control unit.

The present invention is based on the object of safely carrying out the commissioning without a tester for the TCU-HCA system with distributed commissioning steps on GW and FW, whereby the TCU-HCA system does not have an MM interface and one has to rely entirely on “Special diagnostic commands” must be able to be dispensed with.

The task is solved by a method with the features according to claim 1.

According to the invention, a method for commissioning a vehicle transmission with a transmission actuator for actuating the vehicle transmission and / or for commissioning a vehicle clutch with a clutch actuator for actuating the vehicle clutch and a first control device for controlling the clutch actuator and for controlling the transmission actuator and a second control device is proposed, wherein the Clutch actuator has a non-volatile memory area that is uniquely assigned to the clutch actuator and wherein the first control device has a memory area that is uniquely assigned to the first control device and wherein the second control device has a memory area that is uniquely assigned to the second control device. According to the invention, it is provided that if a predetermined condition is present, the second control device uses a diagnostic command to cause data to be transferred from the non-volatile memory area of the clutch actuator to the memory area of the second control device, the data to be processed in the second control device, and then by means of a Another diagnostic command is used to transfer the processed data to the memory area of the first control unit.

Not according to the invention, a method for commissioning a vehicle transmission with a transmission actuator for actuating the vehicle transmission and / or for commissioning a vehicle clutch with a clutch actuator for actuating the vehicle clutch and a first control device for controlling the clutch actuator and for controlling the transmission actuator is also proposed, wherein the clutch actuator has a non-volatile memory area that is uniquely assigned to the clutch actuator and wherein the first control device has a memory area that is uniquely assigned to the first control device. According to the invention, it is provided that if a predetermined condition is present, the first control unit uses a diagnostic command to cause data to be transferred from the non-volatile memory area of the clutch actuator to the memory area of the first control device or into a further memory area of the first control device.

According to the invention, it is provided that the data is prepared in the first control device and then transferred to the memory area of the first control device.

In a preferred embodiment of the invention it is provided that the diagnostic commands are standard diagnostic commands.

In a further preferred embodiment of the invention it is provided that the data transmission takes place using standard diagnostic commands via a UDS interface.

In a further preferred embodiment of the invention it is provided that the data transmission takes place using standard protocol-independent command sequences.

According to the invention, it is provided that the predetermined condition is a predetermined sequence of operations in the vehicle carried out by a person or a robot; for example, a person operates the brake or the gear selector lever.

• ein vorgegebenes Signal eines externen Testers, welches durch ein vorgegebenes Steuergerät detektiert wird

It is not provided according to the invention that the predetermined condition is one of the following conditions:

• a predetermined signal from an external tester, which is detected by a predetermined control device

Detection of the first voltage on a predetermined control device or expiry of a predetermined period of time after the first detection of voltage on a predetermined control device, the predetermined control device preferably being the control device that initiates the data transfer.

In a further preferred embodiment of the invention it is provided that data is transferred from the non-volatile memory area of the clutch actuator as well as from the non-volatile memory area of a further clutch actuator, or data from several or all transmission-fixed control devices and/or actuators which are non-volatile Memory area can be transferred if the data is divided into several memories.

In a further preferred embodiment of the invention it is provided that the control device that initiates the data transfer controls the further control of the commissioning.

In a further preferred embodiment of the invention it is provided that the first control device is the transmission control device TCU for controlling the clutch actuator and for controlling the transmission actuator and/or the second control device is the engine control device for controlling the drive unit.

In this way, the EOL processes can be simplified, the vehicle factory tester is no longer required, special diagnostic commands can be completely dispensed with and a high level of security against incorrect operation can be guaranteed.

Further advantages and advantageous refinements of the invention are the subject of the following figures and their description.

• 1 schematisch Situation im Fahrzeug oder Fahrzeugwerk.
• 2 schematisch Situation im Getriebewerk oder am Prüfstand.
• 3 schematisch: am Prüfstand ermittelte und in prüfstandsfester TCU gespeicherte Parameter auslesen und im getriebefesten HCA speichern
• 4 schematisch: Parameter-Daten gemäß Stand der Technik mittels externen Tester aus HCA auslesen und an TCU übertragen.
• 5 schematisch ein Ausführungsbeispiel der Erfindung: Parameter-Daten mittels externen Tester aus HCA auslesen und an TCU übertragen.

They show in detail:

• 1 schematic situation in the vehicle or vehicle factory.
• 2 schematic situation in the transmission factory or on the test bench.
• 3 Schematic: read out parameters determined on the test bench and stored in the test bench-mounted TCU and save them in the transmission-mounted HCA
• 4 Schematic: Read parameter data according to the state of the art from HCA using an external tester and transfer it to the TCU.
• 5 schematically an exemplary embodiment of the invention: read parameter data from HCA using an external tester and transmit it to the TCU.

The solution was developed for a TCU-HCA system. This receives its setpoints from a higher-level powertrain control unit. The TCU-HCA system changes gears independently, controlled via a gear interface, and controls the desired clutch torque via a torque interface.

The hydrostatic clutch actuator (HCA) is equipped with a CPU and memory. The HCA communicates with the TCU and, during normal operation, receives from it, for example, position requests for the clutch, which the HCA implements accordingly. Communication takes place via a separate CAN bus, to which only the TCU and the two HCA are connected.

The HCAs are equipped with diagnostic services for maintenance and commissioning. With these it is possible, among other things, to bring the control unit software up to date. For this purpose, among other things, download and upload services have been implemented in the HCA.

The download is usually carried out by an external device (tool) such as a tester, which controls access to the private CAN and thus the HCA via the TCU and its gateway function. The TCU's gateway function connects the HCA logically (not physically) to the tester.

• Die TCU 30 kommuniziert über den Fahrzeug-CAN 20 mit anderen Steuergeräten wie z.B. Motorsteuerung (ECU) 40 oder AntiBlockierSystem (ABS) 50. An diesen Bus 20 kann auch ein externer Tester 10 angeschlossen werden und auf die an diesen Bus 20 angeschlossenen Systeme und deren Funktionen zugreifen. Eine Kommunikation einschließlich Flashen zwischen Tester 10 und HCA 80, 90 ist über die Gateway-Funktion 70 der TCU 30 möglich.

Situation in the vehicle or vehicle factory. - This situation is in 1 shown:

• The TCU 30 communicates via the vehicle CAN 20 with other control devices such as engine control (ECU) 40 or anti-lock braking system (ABS) 50. An external tester 10 can also be connected to this bus 20 and to the systems and their connected to this bus 20 Access functions. Communication including flashing between tester 10 and HCA 80, 90 is possible via the gateway function 70 of the TCU 30.

• Die TCU 30 - mit Serien-Software - ist im Prüfstand 170 verbaut und damit Bestandteil des Prüfstand 180. Der Fahrzeug-CAN 20 und/oder die fehlenden Steuergeräte können vom Prüfstand 170 simuliert werden.

Situation in the transmission factory (GW or on the test bench. - This situation is in 2 shown:

• The TCU 30 - with series software - is installed in the test bench 170 and is therefore part of the test bench 180. The vehicle CAN 20 and/or the missing control units can be simulated by the test bench 170.

The test bench 170, which replaces an external additional tester, communicates with the TCU 30 via diagnostic commands and with the HCA 80,90 via the gateway 70. Learning processes in particular are initiated via diagnostic commands to the TCU 30. The fact that the test bench computer 160 replaces the external tester for the TCU-HCA system is known and state of the art.

The parameters determined during commissioning in the GW are stored in the test bench-fixed TCU 30, but can also be read out of the TCU 30 by the test bench 170 and are therefore available for further use.

If the transmission is now transported to the vehicle factory (FW) after the test run, the parameters that have already been learned must also be transferred to the FW. If, for logistical reasons, the TCU is not transported to the FW with the transmission, a solution must be sought to still make the data available in the FW. This is via barcode, other data transfer methods, for example a database or with those in the German patent application DE 10 2011 108 750 A1 as well as the German disclosure documents DE 2005 000 888 A1 and DE 10 2007 040 485 A1 described procedure possible.

This will be discussed below 3 briefly presented again to demonstrate understanding for further improvement.

The parameters 150 determined during the test run on the test bench 170 and stored in the test bench-fixed TCU 30 can be read from the test bench 170 from the TCU 30 using a diagnostic command, buffered there - in the test bench 170 - 140 and made non-volatile in the transmission-fixed HCA 80, 90 using a download command e.g. stored in EEPROM 130. For this purpose, appropriate storage space 130 must be provided in the HCA 80, 90.

By storing the transmission-specific parameters in the transmission-mounted HCA 80, 90, they can be transported to the vehicle factory without any risk of mix-ups or handling effort. In the vehicle factory, the transmission is being combined with the transmission control unit (TCU) for the first time. The task now is to configure the “new” TCU - which was not present in the GW during the learning process - with the parameters already known from the gearbox.

In common applications, such as those in 4 shown schematically, this data update is triggered and controlled by diagnostic commands from an external tester 10.

The parameter data is read out (upload) from the HCA 80, 90 with a diagnostic command.

The parameter data are then prepared in the tester 10 for transmission to the TCU 30.

The parameter data is then transferred (flashed) to the TCU 30 with another command.

• Mit einem Diagnosebefehl werden die Parameter-Daten aus dem HCA 80, 130, 90 ausgelesen (upload).

In the new, in 5 In the solution shown, the data update is now initiated and controlled by commands from a control device already present in the control device network - in an exemplary embodiment of the invention the ECU 40, hereinafter referred to as the higher-level control device. Advantageously, this higher-level control device - that is, in this exemplary embodiment, the ECU 40 - controls the transmission via standard diagnostic commands via the UDS interface. However, a standard protocol-independent command sequence is also conceivable. Instead of the tester 10 according to the above process 4 According to this embodiment of the invention, controls the higher-level control device - i.e. the ECU 40:

• The parameter data is read out (upload) from the HCA 80, 130, 90 with a diagnostic command.

Then the parameter data in the ECU 40, 140 is prepared for transmission to the TCU 30.

The parameter data is then transferred (flashed) to the TCU 30 with another command.

• ein MMI, wie z.B. durch den Werker betätigte Bremse oder Wählhebel
• ein externer Tester, welche dann nur mit dem übergeordneten Steuergerät - in diesem Ausführungsbeispiel der ECU 40 - kommuniziert
• ein zeitlicher Trigger zum Beispiel erstmals Spannung an einem Steuergerät - beispielsweise am übergeordneten Steuergerät - in diesem Ausführungsbeispiel an der ECU 40.

The higher-level control unit - in this exemplary embodiment the ECU 40 - can be activated using various methods to trigger the data transfer from HCA 80, 130, 90 to the TCU 30. This can be:

• an MMI, such as a brake or selector lever operated by the worker
• an external tester, which then only communicates with the higher-level control unit - in this exemplary embodiment, the ECU 40
• a time trigger, for example for the first time, voltage on a control device - for example on the higher-level control device - in this exemplary embodiment on the ECU 40.

• 1) den Entfall des Fahrzeugwerk-Testers
• 2) eine sehr hohe Sicherheit gegen Fehlerbedienung - insbesondere bei Aktivierung über b) bzw. a). Automatische Routinen zwischen HCA und TCU, wie Update, wenn TCU nicht bedatet ist, könnten fehlerhaft im Fahrzeugbetrieb ausgelöst werden.
• 3) dadurch keinen Mehraufwand in HCA und TCU, da vorhandene Diagnosebefehle zur Kommunikation genutzt werden können. Im HCA-TCU-Verbund müssen weniger Kombinationen entwickelt und getestet werden. Bei geschickter Architektur können die notwendigen ECU-Ansteuerungs- und Verarbeitungsbefehle direkt aus dem Werkstatttester übertragen werden.

The proposed solution is characterized by:

• 1) the elimination of the vehicle factory tester
• 2) a very high level of security against incorrect operation - especially when activated via b) or a). Automatic routines between HCA and TCU, such as updates if TCU is not updated, could be triggered incorrectly during vehicle operation.
• 3) This means no additional effort in the HCA and TCU, as existing diagnostic commands can be used for communication. Fewer combinations need to be developed and tested in the HCA-TCU network. With clever architecture, the necessary ECU control and processing commands can be transferred directly from the workshop tester.

The higher-level control unit - outside the TCU-HCA network - can be used not only to control the data transfer between HCA and TCU but also to further control commissioning in the vehicle factory.

If the memory requirement of the TCU parameters is greater than the memory available in an HCA, the parameters can be divided among all transmission-mounted control units. In the exemplary embodiment according to 5 This would be the division between the two HCAs HCA1 and HCA2. The diagnostic commands for saving in the HCAs and for reading out from the HCAs must then be executed several times.

In a further exemplary embodiment of the invention it is provided that the TCU is the higher-level control device. In this case, the download function and upload function are implemented in the TCU. Instead of the download/upload function, you can also choose other diagnostic services.

The upload mechanism itself is stored in the TCU. The TCU recognizes the need for an upload based on certain signals and/or boundary conditions described above and carries it out. This is appropriately secured from a safety perspective, so that this does not happen, for example, during ongoing driving, etc.

By using a control unit in the control unit network, which is equipped with MMI, for example, to specify diagnostic commands, it is possible to dispense with an otherwise necessary diagnostic tester in the vehicle factory

Reference symbol list

10

External tester

20

Vehicle CAN

30

TCU

40

ECU

50

SECTION

60

Private CAN

70

Gateway

80

HCA1

90

HCA2

100

Gear actuator

110

transmission

120

RAM

130

EEPROM/Flash memory

140

Caching

150

Learned parameters

160

Test bench PC

170

test bench

180

TCU is part of the test bench

Claims (7)

Method for starting up a vehicle transmission (110) with a transmission actuator for actuating the vehicle transmission (110) and/or for starting up a vehicle clutch with a clutch actuator (80, 90) for actuating the vehicle clutch and a first control unit (30) for controlling the clutch actuator (80 , 90) and for controlling the transmission actuator and a second control device (40), the clutch actuator (80, 90) having a non-volatile memory area (130) that is uniquely assigned to the clutch actuator (80, 90) and the first expensive device (30 ) has a memory area (120) that is uniquely assigned to the first control device (30) and wherein the second control device (40) has a memory area (140) that is uniquely assigned to the second control device (40), whereby if a predetermined condition is present, the second control device (40) by means of a diagnostic command, data is transferred from the non-volatile memory area (130) of the clutch actuator (80, 90) to the memory area (140) of the second control device (40), the data is processed in the second control device (40), and the processed data are then transferred to the memory area (120) of the first control device (30) by means of a further diagnostic command, characterized in that the predetermined condition is a predetermined sequence of operations in the vehicle carried out by a person or a robot. Procedure according to Claim 1 , characterized in that the diagnostic commands are standard diagnostic commands. Method according to one of the preceding claims, characterized in that the data transmission takes place using standard diagnostic commands via a UDS interface. Method according to one of the preceding claims, characterized in that the data transmission takes place using standard protocol-independent command sequences. Method according to one of the preceding claims, characterized in that data is transferred from the non-volatile memory area (130) of the clutch actuator (80, 90) and from the non-volatile memory area of a further clutch actuator (80, 90), or data from several or all transmission-mounted control devices and/or actuators that have a non-volatile memory area, if the data is divided into several memories. Method according to one of the preceding claims, characterized in that the control device initiating the data transfer controls the further control of the commissioning. Method according to one of the preceding claims, characterized in that the first control unit (30) is the transmission control unit TCU (30) for controlling the clutch actuator (80, 90) and for controlling the transmission actuator and/or the second control unit (40) is the engine control unit ( 40) for controlling the drive unit.

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