AT515605B1 - Method for operating a motor vehicle - Google Patents

Method for operating a motor vehicle Download PDF

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Publication number
AT515605B1
AT515605B1 ATA50247/2014A AT502472014A AT515605B1 AT 515605 B1 AT515605 B1 AT 515605B1 AT 502472014 A AT502472014 A AT 502472014A AT 515605 B1 AT515605 B1 AT 515605B1
Authority
AT
Austria
Prior art keywords
engine
acceleration
gear
control unit
accelerator pedal
Prior art date
Application number
ATA50247/2014A
Other languages
German (de)
Other versions
AT515605A1 (en
Inventor
Thomas Frühwirth
Christian Jung
Original Assignee
Avl List Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Avl List Gmbh filed Critical Avl List Gmbh
Priority to ATA50247/2014A priority Critical patent/AT515605B1/en
Publication of AT515605A1 publication Critical patent/AT515605A1/en
Application granted granted Critical
Publication of AT515605B1 publication Critical patent/AT515605B1/en

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/188Controlling power parameters of the driveline, e.g. determining the required power
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11Stepped gearings
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/182Selecting between different operative modes, e.g. comfort and performance modes
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14Inputs being a function of torque or torque demand
    • F16H59/18Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001Details of the control system
    • B60W2050/0002Automatic control, details of type of controller or control system architecture
    • B60W2050/0004In digital systems, e.g. discrete-time systems involving sampling
    • B60W2050/0006Digital architecture hierarchy
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001Details of the control system
    • B60W2050/0019Control system elements or transfer functions
    • B60W2050/0026Lookup tables or parameter maps
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00Input parameters relating to occupants
    • B60W2540/10Accelerator pedal position
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/06Combustion engines, Gas turbines
    • B60W2710/0644Engine speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/06Combustion engines, Gas turbines
    • B60W2710/0666Engine torque
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/10Change speed gearings
    • B60W2710/1005Transmission ratio engaged

Abstract

The invention relates to a method for operating a motor vehicle having a manual transmission and an internal combustion engine as an engine, wherein the transmission is connected to a transmission control unit and the prime mover to an engine control unit. In order to keep the calibration effort for the gear selection as low as possible, it is provided that the accelerator pedal position (x) is evaluated on a single instance, preferably the engine control unit and the transmission control unit, with the accelerator pedal position being interpreted as an acceleration request Acceleration desired a necessary drive torque, preferably by a pilot unit and / or an acceleration controller, is determined, the necessary drive torque is converted into a target engine torque of the engine for each gear, and that · based on the acceleration request - a consumption-optimal and / or low-emission combination of Engine target torque and gear on the basis of at least one fuel characteristic map or pollutant map is selected.

Description

Description: [0001] The invention relates to a method for operating a motor vehicle having a gearbox and an internal combustion engine as a drive machine, wherein the gearbox is connected to a gearbox control unit and the drive machine is connected to an engine control unit.

In known gear selection strategies, the accelerator pedal position in the engine control unit is interpreted as an engine torque request. Different accelerator pedal maps define the engine setpoint depending on the accelerator pedal position and the engine speed. The accelerator pedal position is used in the transmission control unit for gear selection. Switching processes are triggered with the help of different shift maps. Each shift map consists of shift characteristics that define a speed for a shift up or down depending on the accelerator pedal position. The position of the accelerator pedal is thus interpreted twice and independently of each other both by the engine control unit, as well as by the transmission control unit.

A shift strategy with shift characteristics and a shift characteristic adaptation based on the actual driving resistance is known for example from US 6,067,495 A or DE 42 40 762 A1. US 4,972,737 A describes a similar shift / driving strategy, wherein it is shown that the accelerator pedal positions in the engine control unit and in the transmission control unit are interpreted separately.

The document US 2009/0233765 A1 discloses a method for gaspedalforcierten switching point stabilization for an automatic transmission. In doing so, unnecessary circuits such as tip-in and tip-out behavior based on the rate of change of accelerator pedal position are prevented. With the aid of the rate of change of accelerator pedal position and the time elapsed since the last shift, a modified accelerator pedal position is calculated, which is thereafter used in conventional shift maps to create a circuit. A pedal rate module is used to measure the change in the accelerator pedal, with a shift ratio selected based on the change in the accelerator pedal. The "shift" module inhibits a desired upshift and downshift, based on a comparison of the change in the accelerator pedal and the engaged gear in the transmission, taking into account the time since this gear has been engaged.

DE 103 57 443 A1 describes a method for gear selection based on the current vehicle acceleration and the current engine torque, wherein a design of the gear selection is determined by an upper and a lower engine speed limit. This engine speed limit is determined by a mathematical function that includes at least two parameters, namely the output engine torque and the acceleration of the vehicle. In this case, a control unit is provided to initiate a laying out a gear, to which a sensor is connected, which detects the position of the accelerator pedal. From this position of the accelerator pedal, the control unit calculates the torque requested by the driver. Although the controller may interpret the gears in the transmission, however, due to the controller architecture, the position of the accelerator pedal can not be interpreted as an acceleration request for which the subject invention calculates a target engine torque for each gear and accordingly selects the gear. Document D2 discloses that one of the parameters with which the speed band is determined is the output engine torque. The acceleration request of the driver is completely ignored here. A vote of the engine control unit and the transmission control unit would lead here exactly to the problem described in the description of the present application, that a very high number of calibration parameters is required, which must be changed for each driving program between multiple switching maps.

The citation DE 37 36 070 A1 describes a signal generator for a reserve acceleration signal, which calculates the actual accelerator pedal position or the

Indicates actuation of an accelerator pedal. The reserve acceleration signal is used instead of an actual acceleration signal when the generator generating the actual or actual acceleration signal fails or malfunctions.

Previous gear selection strategies have the disadvantage that a high number of calibration parameters is required. Typically, at least 12 values must be calibrated per switching characteristic. Each switching characteristic requires at least two switching characteristics. For each driving program (eg Normal, Uphill, Downhill, Trailer, Winter, Sport, Manual, "Warmup", "Stop & Go") a separate shift map is required, whereby - depending on the driving situation (sportiness recognition, driving resistance, .. .) between the switching maps must be changed. Furthermore, the necessary to achieve a sovereign acceleration tuning the shift maps to the accelerator pedal map and the adjustment of the accelerator pedal maps is complex. The entire shift strategy calibration applies only to a defined accelerator pedal map. With several accelerator maps, correspondingly more calibration parameters are necessary. In addition, accelerator maps are often varied to achieve a different vehicle characteristics. As a result, the switching strategy calibration needs to be revised.

The aim of the vote of switching characteristics and accelerator pedal maps is to achieve a linearly increasing acceleration of the vehicle with increasing accelerator pedal position, as shown in the Fig. By the rising line 1. In the diagram, the vehicle longitudinal acceleration a is plotted over the accelerator pedal position x. The points 2 in the figure show the actual vehicle acceleration a at a certain accelerator pedal position x. In the figure, it can be seen that the acceleration a from a defined speed in the current gear, when increasing the accelerator pedal position can not initially meet expectations, for example, there is too low engine torque request from the accelerator pedal map or too late downshift. In a further increase in the accelerator pedal position x corresponds to the vehicle longitudinal acceleration a not after the first downshift 3 the driver's expectations (at higher engine speed due to the downshift 3: still too low torque request from the accelerator pedal map, or too late downshift). This behavior makes the vehicle seem sluggish in the current gear and also after the first downshift 3. The second downshift 4 is triggered too early in relation to the pedal travel and greatly increases the tractive force, causing the acceleration a of the vehicle to jump abruptly (due to the downshift and the requested engine torque changed due to the engine speed change, the tractive force increases abruptly). Especially after the sluggish behavior up to this point, the vehicle behaves unexpectedly after the second downshift 4 for the driver. Achieving the ideal behavior requires a lot of effort from experienced calibrators.

The object of the invention is to avoid these disadvantages and to reduce the calibration effort for the gear selection.

According to the invention, we achieved this by: · that the accelerator pedal position on a single - preferably the engine control unit and the transmission control unit parent - instance is evaluated, the accelerator pedal position is interpreted as an acceleration request, that to fulfill the acceleration request a necessary to drive torque, preferably by a pilot unit and / or an acceleration controller, is determined, wherein the necessary drive torque is converted into a target engine torque of the engine for each gear, and that · based on the acceleration request - a consumption-optimal and / or Low-emission combination of engine torque and gear on the basis of at least one fuel characteristic map or pollutant characteristic is selected.

The operating points of the internal combustion engine to fulfill the desired acceleration can be defined by the speed of the engine and the engine torque in each gear.

The accelerator pedal position is only more easily evaluated by the engine and transmission control unit higher-level instance and assigned to a specific acceleration request. On the basis of this acceleration request, a necessary drive torque of the internal combustion engine is determined by a pilot control unit and / or an acceleration controller. The necessary drive torque is converted for each gear into a motor setpoint torque of the internal combustion engine. Then, using at least one fuel consumption characteristic map and / or at least one pollutant characteristic map of the internal combustion engine, a fuel consumption optimal and / or pollutant-optimal engine nominal torque is selected in the associated gear.

Characterized in that the accelerator pedal predetermines a desired acceleration and regulates a controller, an ideal acceleration behavior can be implemented with very little effort. Same accelerator pedal positions means the same acceleration, regardless of whether the vehicle is on a horizontal, rising or falling track.

With an accelerator pedal position, which corresponds to the acceleration request 0 m / s2, the current speed can be maintained at a horizontal, increasing or decreasing distance.

In order to keep the number of gear changes as small as possible, it is advantageous if a defined acceleration reserve is taken into account in the selection of the gear, wherein the gear is selected so that within the range of the acceleration reserve no gear change is required.

Different vehicle characteristics can be very easily on different accelerator pedal acceleration maps and possibly allow different acceleration reserves.

Compared to known switching strategies, much fewer calibration parameters are needed. The calibration effort is thus much lower.

In the figure, the vehicle longitudinal acceleration a is shown on the accelerator pedal position. The line 1 represents the ideal course of the vehicle longitudinal acceleration a as a function of the accelerator pedal position x. The points 2 correspond to the course when using switching strategies known from the prior art.

With the method according to the invention, a line 1 corresponding or at least strongly approximate course of the vehicle longitudinal acceleration a can be achieved. In this case, the accelerator pedal position x is interpreted by a single instance as an acceleration request and the corresponding drive torque of the drive wheels is determined. This instance can be formed, for example, by the transmission control unit or by a higher-level instance of both the engine control unit and the transmission control unit. For each available gear, the drive torque is converted into a corresponding engine nominal torque of the internal combustion engine and then carried out an optimization in terms of consumption and / or emissions. That gear, together with the associated engine target torque to fulfill the desired acceleration with minimum fuel consumption and / or minimum emissions, is finally selected and the shift is carried out.

In order to avoid frequent gear changes with little change in the position of the accelerator pedal, a defined acceleration reserve is taken into account in the selection of the gear. This acceleration reserve - which may be positive both in the direction of increasing acceleration and negative, ie in the direction of falling acceleration - makes it possible to slightly raise or lower the desired acceleration, without requiring a gearshifting or raising gearshift.

For added peace of mind, additional functions such as curve recognition can inhibit up and / or downshifts for a limited time.

An interface to lock certain gears is also present, which makes it possible, for example, to prevent the shifting into gears in which overheated or damaged switching elements would have to be used.

Claims (3)

1. A method for operating a manual transmission and an internal combustion engine having a motor vehicle having the transmission with a transmission control unit and the prime mover is connected to an engine control unit, characterized in that • the accelerator pedal position (x) on a single - preferably the engine control unit and the transmission control unit superordinate - instance is evaluated, the accelerator pedal position is interpreted as an acceleration request, • that to fulfill the acceleration request a necessary drive torque, preferably by a pilot unit and / or an acceleration controller is determined, the necessary drive torque in a target engine torque of the prime mover for each Gear is converted, and • that - based on the acceleration request - a consumption-optimal and / or low-pollution combination of engine torque and gear due to a Motorver Nutzkennfeldes or pollutant map is selected.
2. The method according to claim 1, characterized in that in the selection of the gear a defined acceleration reserve is taken into account, wherein preferably the gear is selected so that within the range of the acceleration reserve no gear change is required.
3. The method according to claim 1 or 2, characterized in that the operating points of the internal combustion engine to fulfill the desired acceleration by the rotational speed of the engine and the engine nominal torque are defined in each gear. For this 1 sheet drawings
ATA50247/2014A 2014-04-02 2014-04-02 Method for operating a motor vehicle AT515605B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
ATA50247/2014A AT515605B1 (en) 2014-04-02 2014-04-02 Method for operating a motor vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50247/2014A AT515605B1 (en) 2014-04-02 2014-04-02 Method for operating a motor vehicle
DE102015105098.6A DE102015105098A1 (en) 2014-04-02 2015-04-01 Method for operating a motor vehicle

Publications (2)

Publication Number Publication Date
AT515605A1 AT515605A1 (en) 2015-10-15
AT515605B1 true AT515605B1 (en) 2016-02-15

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DE (1) DE102015105098A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016002203A1 (en) 2016-02-25 2017-08-31 Audi Ag Method for automatically leaving a current driving mode of a vehicle
DE102016204657A1 (en) * 2016-03-21 2017-09-21 Volkswagen Aktiengesellschaft Method and control device for selecting a gear of a transmission in a drive train of a motor vehicle
DE102017122989A1 (en) * 2017-10-04 2019-04-04 Mtu Friedrichshafen Gmbh Control unit and method for controlling a vehicle with a control lever

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3736070A1 (en) * 1986-10-24 1988-05-11 Diesel Kiki Co Device for generating a reserve acceleration signal
US4972737A (en) * 1988-01-21 1990-11-27 Mazda Motor Corporation Control system for engine and transmission using two power modes
DE4240762A1 (en) * 1991-12-03 1993-06-09 Hitachi, Ltd., Tokio/Tokyo, Jp Automatic gearbox control for motor vehicle - uses vehicle wt. calculator, output torque estimator and stored gear setting tables to select gear taking into account required acceleration
US6067495A (en) * 1997-06-24 2000-05-23 Chrysler Corporation Acceleration based shift strategy for an automatic transmission
DE10357443A1 (en) * 2002-12-11 2004-06-24 Scania Cv Ab Motor vehicle automatic gearbox changing arrangement, has gearbox control unit which triggers a gear change when engine speed exceeds upper or lower limits based on a mathematical function
US20090233765A1 (en) * 2008-03-17 2009-09-17 Gm Global Technology Operations, Inc. Control system and method for accelerator pedal based shift point stabilization for an automatic transmission

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3736070A1 (en) * 1986-10-24 1988-05-11 Diesel Kiki Co Device for generating a reserve acceleration signal
US4972737A (en) * 1988-01-21 1990-11-27 Mazda Motor Corporation Control system for engine and transmission using two power modes
DE4240762A1 (en) * 1991-12-03 1993-06-09 Hitachi, Ltd., Tokio/Tokyo, Jp Automatic gearbox control for motor vehicle - uses vehicle wt. calculator, output torque estimator and stored gear setting tables to select gear taking into account required acceleration
US6067495A (en) * 1997-06-24 2000-05-23 Chrysler Corporation Acceleration based shift strategy for an automatic transmission
DE10357443A1 (en) * 2002-12-11 2004-06-24 Scania Cv Ab Motor vehicle automatic gearbox changing arrangement, has gearbox control unit which triggers a gear change when engine speed exceeds upper or lower limits based on a mathematical function
US20090233765A1 (en) * 2008-03-17 2009-09-17 Gm Global Technology Operations, Inc. Control system and method for accelerator pedal based shift point stabilization for an automatic transmission

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Publication number Publication date
DE102015105098A1 (en) 2015-10-08
AT515605A1 (en) 2015-10-15

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