CN1200825C - 自适应自动变速箱换高档控制 - Google Patents

自适应自动变速箱换高档控制 Download PDF

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CN1200825C
CN1200825C CNB001202936A CN00120293A CN1200825C CN 1200825 C CN1200825 C CN 1200825C CN B001202936 A CNB001202936 A CN B001202936A CN 00120293 A CN00120293 A CN 00120293A CN 1200825 C CN1200825 C CN 1200825C
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D·P·亚尼克
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/111—Stepped gearings with separate change-speed gear trains arranged in series
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W30/00—Purposes 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
    • B60W30/18—Propelling the vehicle
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    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0248—Control units where shifting is directly initiated by the driver, e.g. semi-automatic transmissions
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/21—Providing engine brake control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
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    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/366—Engine or motor speed
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
    • F16H2061/161—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed by checking feasibility of shifts, i.e. determine if requested shift can be successfully completed and post shift values are in an acceptable range
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    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/24—Inputs being a function of torque or torque demand dependent on the throttle opening
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
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    • Y10T74/19219—Interchangeably locked
    • Y10T74/19251—Control mechanism

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Abstract

一种用在汽车上的自动机械变速箱(10)中控制换高档的方法/系统。当要求从当前接合的速比(GR)换高档(ES＞ESU/S)时，依次评价跳高档(GRTARGET＝GR+N，N＞1)和换高一档(GRTARGET＝GR+1)。如果节气门命令高(THL＞REF)，为利于性能意向的速比选择，评价跳高档以确定是否能在比其它情况下要求的更高的发动机转速(ESMIN＝ESDEFAULT+补偿值)上完成。

Description

自适应自动变速箱换高档控制
本申请是共同未决的于1999年1月14日提交的、系列号为No.09/232,252、名称为“自动变速箱换高档控制(AUTOMATEDTRANSMISSION UPSHIFT CONTROL)”、已转让给EATON公司即本申请的受让人的美国申请的继续部分。
本申请涉及一系列号为No.09/356744、名称为“自适应自动变速箱换低档控制(ADAPTIVE AUTOMATED TRANSMISSION DOWNSHIFTCONTROL)”、已转让给EATON公司即本申请的受让人的美国申请，该申请已于2000年11月14日被授予美国专利，即US6,146,310。
技术领域
本发明涉及一种用于控制至少半自动的机械变速箱系统的换高档的控制方法/系统。具体说，本发明涉及汽车自动机械变速箱中换高档的控制，其中该系统感测指示出从当前接合的传动比(RO)换高档的条件，进而评价跳高档的愿望，然后是向高换一档的愿望，命令执行认为适当的换高档。更具体说，本发明将感测指示出操作者对性能的需求的条件，然后相应地修改评价可能的跳档的准则。
背景技术
现有技术中已知汽车用的全自动或半自动机械变速箱系统，如可参见美国专利NO.4,361,060；4,648,290；4,722,248；4,850,236；5,389,053；5,487,004；5,435,212及5,755,639。
现有技术中已知对自动变速箱系统的控制，尤其是在保持主离合器接合时完成换档和/或评价换一档和/或跳档的可行性中的控制，如可参见美国专利No.4,576,065；4,916,979；5,335,566；5,425,689；5,272,939；5,479,345；5,533,946；5,582,069；5,620,392；5,489,247；5,490,063；5,509,867，其公开的内容在此作为参考。
发明内容
本发明的控制提供了一种对汽车自动机械变速箱系统的控制，其感测指示从当前接合传动比换高档的条件，然后评价大幅度跳档的愿望，然后是跳高一档，然后是换高一档，继而命令执行换高档至根据当前汽车工况认为适当的第一目标速比。
在优选实施例中通过以下设定完成上述目标：(i)为完成换高档所需的最大可接受换档时间；(ii)换档可行性规则以确定在当前汽车工况下提议的换高档是否可行。换高档可行性规则包括两部分检验，(a)换高档能在最小发动机速度以上完成吗？(b)当完成时，发动机在目标速比将提供足够的扭矩给驱动轮以允许至少最小汽车加速度吗？
评价大幅度换高档(即，换高档自GR至GR+3)(GR，gear ratio传动比)，然后是跳高一档(即，换高档至GR+2)，以确定是否(i)它们能在最大可接受换档时间内完成(ii)它们是否可行。如果被评价的跳高档满足两项检验，则合适，命令执行。如果跳高档不合适，评价换高一档(即换高档至GR+1)的可行性，如果可行则命令执行。
如果感测到一种性能模式下的运行，通常如果节气门位置较高(如85％或更高)，则增加最小发动机转速，以同步实现可能的跳高档，迫使更符合性能意向的档位选择。
相应地，提供了一种改进的自动机械变速箱的换高档控制，当要求性能运行时，该控制将根据一准则自动评价和命令适当的跳高档，以迫使选择所需性能的传动比。
所述性能参考值约为节气门全开的80-90％。而在本发明中，所述发动机是一柴油机，所述默认值约为1200RPM，所述补偿值约为100RPM。
附图说明
通过阅读下面结合附图对优选实施例的描述，可以了解本发明的种种目标和优点。
图1是应用了本发明的控制的自动机械变速箱系统的方框图形式的示意说明。
图2是根据本发明的图1所示变速箱系统换档点曲线的图形示意图。
图3A和3B是本发明的控制的流程图示意说明。
具体实施方式
图1中示出了用于汽车的至少半自动的机械变速箱系统。自动变速箱系统10包括燃油控制发动机12(如公知的柴油发动机等)、多档变速箱14、驱动地插在发动机和变速箱输入轴18之间的非刚性联接(non-positive coupling)16(如摩擦主离合器)。变速箱14可以是组合式，包括主变速器串联一个分级式和/或范围式副变速器。这种形式的变速箱，尤其用于重型车辆，通常具有6，7，8，9，10，12，13，16或18个前进档。这种变速箱的例子可见美国专利No.5,390,561和5,737,978，其公开的内容在此作为参考。
变速箱输出轴20从变速箱14向外延伸并通常借助传动轴24驱动地连接到车辆驱动桥22上。图中示出的主离合器16包括连接在发动机曲轴/飞轮上的驱动部分16A和联接到变速箱输入轴18上并用于摩擦接合到驱动部分16A上的从动部分16B。换高档制动器26(也称为输入轴制动器或惯性制动器)可以用来选择性地减速输入轴18的旋转速度，以便更迅速地换高档，这是已知的。现有技术中已知输入轴或换高档制动器，如可参见美国专利No.5,655,407和5,713,445。
基于微处理器的电控单元(或ECU)28用来接收输入信号30和根据预定的逻辑规则处理该输入信号，从而发出命令信号32给各种系统致动器等。这种基于微处理器的控制器是公知的，如可参见美国专利No.4,595,986。
系统10包括一个用于感测发动机转速和提供指示该转速的输出信号(ES)的转速传感器34，一个用于感测输入轴16的转速并提供指示该转速的输出信号(IS)转速传感器36，以及一个用于感测输出轴20的转速并提供指示该转速(OS)的转速传感器38。可以备有一个传感器40用于感测节气门踏板的位移并提供指示该位移的输出信号(THL)。可以备有一个换档控制操纵台42用于使操作者可以选择变速箱系统的工作模式并提供指示该模式的输出信号(GRT)。
众所周知，如果离合器接合，发动机的转速可以从输入轴转速和/或输出轴转速和接合的传动比确定(ES＝IS＝OS*GR)。
系统10也可包括传感器44和46分别用来感测车辆脚制动器(又称行车制动器)和发动机制动器的工作，并提供分别指示其工作的信号FB和EB。
主离合器16可以根据来自ECU 28的输出信号通过离合器踏板48或通过离合器致动器50控制。作为另一种选择，可以备有一个响应控制输出信号的致动器，其可以被人工离合器踏板的操作越过。在优选实施例中，离合器由人工控制，只用来使车辆起步(见美国专利NO.4,850,236；5,272,939和5,425,689)。变速箱14可以包括一个变速箱致动器52，该致动器响应来自ECU 28的输出信号和/或向ECU 28发出指示其被选定位置的输入信号。这种换档机构，通常称为X-Y换档型，在现有技术中已知，如可参见美国专利No.5,305,240和5,219,391。致动器52可以使变速箱14的主和/或副变速器换档。离合器16的接合和分离状态可以通过位置传感器(未示出)感测或者可以通过比较发动机转速(ES)和输入轴转速(IS)确定。
发动机的燃油供给最好通过电子发动机控制器54控制，该控制器54接受来自ECU 28的命令信号和/或为ECU 28提供输入信号。有利的是，发动机控制器54与符合公知的工业协议如SAE J1922，SAE1939和/或ISO 11898的工业标准数据链路DL通信。ECU 28可以结合在发动机控制器54内部。
众所周知，为了自动换档，ECU 28必须确定何时要求换高档和换低档以及换一档或跳档是否合适(见美国专利No.4,361,060；4,576,065；4,916,979和4,947,331)。
图2是换档点曲线示意图，用来确定换档命令何时应由ECU 28发给换档致动器52。实线60是默认换高档曲线，而实线62是默认换低档曲线。众所周知，如果车辆运行到换高档曲线60右边，则应命令变速箱14换高档，而如果车辆运行到换低档曲线62左边，则应命令变速箱14换低档。如果车辆运行在曲线60和62之间，则不要求变速箱换档。
换档曲线60表示了对各种节气门开度下的发动机转速(ESU/S)，在这些发动机转速下指示了从当前接合的传动比(GR)换高档(即，命令)。
根据本发明优选实施例的控制，如果要求从当前接合的传动比(GR)换高档(即，如果在当前节气门开度发动机转速(ES)大于在换档点曲线60上的换高档发动机转速(ESU/S))，则启动一序列以识别合适的换高档目标速比(GRTARGET)，如果有的话。然后，控制将评价跳档的合适性然后是换高一档的合适性，并命令换高档至认为合适的第一可能目标速比。
完成换高档的最大时间基于换档质量、汽车性能等考虑建立。例如对重型卡车，该时间值可以大概在1.0秒到2.0秒之间的值。
建立两部分可行性检验：
(1)给定当前的/假定的发动机和车辆减速度，发动机转速将处于高于预选的最小发动机转速ESMIN的一个同步值吗？例如，ESMIN有一个默认值选在约1100到1300转每分(rpm)，这对典型的重型柴油机来说是峰值扭矩转速或者接近峰值扭矩转速。发动机减速度可以利用或者不利用发动机制动来评价。该逻辑可以参见美国专利No.5,335,566和5,425,689，其公开的内容在这里作为参考。利用发动机制动器(又称排气制动器和Jake致动器)增强换高档是已知的，如可参见美国专利No.5,409,432；以及
(2)在完成想要的换高档时，驱动轮上的扭矩将提供足够的扭矩以实现至少最小车辆加速度吗？(见美国专利No.5,272,939和5,479,345，其公开的内容在这里作为参考。)
如果可行性检验的两部分中的一个或两个未满足，则换高档至被评价的目标速比(GR+1，2，3，……)不可行而不作该命令。
根据本发明的逻辑，在感测到指示出一个换高档(ES＞ESU/S)时，则：
(1)评价从当前接合速比大幅度跳高档(GR到GR+3)(不利用发动机制动)，如果换高档至GR+3是(i)可行的并且(ii)能够在最大时间内完成，则是合适的，换高档至GR+3将被启动。如果不是，
(2)然后评价跳高一档至GR+2(不利用发动机制动)，如果换高档至GR+2是(i)可行的并且(ii)能够在最大时间内完成，则是合适的，换高档至GR+2将被启动。如果不是，
(3)然后评价换高一档至GR+1(不利用发动机制动)，如果换高档至GR+1(不利用发动机制动)是可行的，则将命令换高档至GR+1(不利用发动机制动)。如果不是，
(4)然后评价利用发动机制动换高一档至GR+1，如果利用发动机制动换高档至GR+1是可行的，则将命令利用发动机制动换高档至GR+1。如果不是，
(5)不启动换高档。
为了在操作者要求某性能(performance)时提供增强的性能，例如，当节气门踏板高于参考值(通常约85-90％)时，用来评价跳高档的最小发动机转速被增加一个性能补偿值(即，ESMIN＝ESDEFAULT+性能补偿值)。对限速约为2100RPM(转每分)的典型的柴油机来说，补偿值等于约50-150RPM。通过提高用来评价跳高档(但不是换高一档)的最小发动机转速值，加强了更符合性能意向的档位选择。
作为另一种选择，当节气门位置超过了参考值，用来评价跳高档的最小发动机转速值可以在几次递增或者连续地从默认值提高到其完全补偿值。
图3A和3B以流程图示出了本发明的控制。本发明的控制逻辑将引起换高档至某速比，导致发动机转速接近但不少于标定值ESMIN，该标定值在默认值时处于或者接近于发动机的峰值扭矩转速，在默认值加补偿值时处于或者接近于发动机的峰值功率转速。尽管在图3A和3B中仅示出了跳高一档，但本发明也可用于跳两个或三个或更多档位。
在本发明的一种替换实施例中，如果发现被评价的跳高档(不利用发动机制动器)不可行，则可评价该同一跳高档并命令利用发动机制动器。
相应地，可以看出，提供了一种在至少部分自动的机械变速箱系统中控制换高档的改进的控制系统/方法。
尽管在这里以一定具体程度地描述了本发明，但应理解该优选实施例的描述只是举例性的，在不超出后附权利要求书的精神和范围的情况下可以对形式和细节作出多种改变。

Claims (17)

1.一种在车辆自动机械变速箱系统(10)中控制自动换高档的方法，该变速箱系统包括燃油控制发动机(12)、多档机械变速箱(14)和一个控制器(28)，该控制器用于接收输入信号(30)包括一个或多个指示节气门位置(THL)、发动机转速(ES)、接合的速比(GR)和车速(OS)的信号，并根据逻辑规则处理所述的输入信号以向变速箱系统致动器发出命令输出信号(32)，所述变速箱系统致动器包括使所述变速箱有效换档的变速箱致动器(52)，所述方法包括：
(i)建立完成跳高档的最大可接受时间(TMAX)；
(ii)建立换高档可行性准则，由此只有在感测到车辆工况下，满足下列时换高档至目标速比才被认为是可行的，
(a)在高于预定发动机转速时能够获得基本同步以及
(b)在接合目标速比时，车辆将能够达到至少预定的加速度(dOS/dt)；
(iii)在感测到要求从接合的速比(GR)换高档(ES＞ESU/S)后，然后：
(a)确定在不大于所述最大可接受时间内从当前接合的速比向高跳两个档位(GRTARGET＝GR+2)是否可行，如果是，命令从当前接合速比向高跳两个档位；如果否，
(b)然后确定换高一档(GRTARGET＝GR+1)是否可行，如果可行，命令从当前接合速比换高一档；所述方法的特征在于：
(i)感测节气门位置(THL)；
(ii)比较节气门位置与性能参考值(REF)；
(iii)如果是至少下述之一：(a)考虑换高一档的可行性或者(b)如果节气门位置小于所述性能参考值，使所述发动机转速等于默认值(ESMIN＝ESDEFAULT)；以及
(iv)如果(a)考虑跳高档的可行性和(b)节气门位置超过所述性能参考值，使所述发动机转速等于补偿值加默认值之和(ESMIN＝ESDEFAULT+补偿值)。
2.如权利要求1所述的方法，其特征在于，所述性能参考值约为节气门全开的80-90％。
3.如权利要求1所述的方法，其特征在于，所述补偿值约为50-150RPM。
4.如权利要求2所述的方法，其特征在于，所述补偿值约为50-150RPM。
5.如权利要求1所述的方法，其特征在于，所述发动机是一柴油机，所述默认值约为1200RPM，所述补偿值约为100RPM。
6.如权利要求2所述的方法，其特征在于，所述发动机是一柴油机，所述默认值约为1200RPM，所述补偿值约为100RPM。
7.如权利要求1所述的方法，其特征在于，所述补偿值有一固定值。
8.如权利要求1所述的方法，其特征在于，所述补偿值随节气门位置变化。
9.一种在车辆自动机械变速箱系统(10)中控制自动换高档的控制系统，该变速箱系统包括燃油控制发动机(12)、多档机械变速箱(14)和一个控制器(28)，该控制器用于接收输入信号(30)包括一个或多个指示节气门位置(THL)、发动机转速(ES)、接合的速比(GR)和车速(OS)的信号，并根据逻辑规则处理所述的输入信号以向变速箱系统致动器发出命令输出信号(32)，所述变速箱系统致动器包括使所述变速箱有效换档的变速箱致动器(52)，所述控制系统包括建立换高档可行性准则的逻辑规则，由此只有在感测到车辆工况下、在高于预定的发动机转速(ESMIN)上能够获得基本同步时，换高档至目标速比才被认为是可行的；所述控制系统的特征在于对以下有效的所述逻辑规则：
(i)感测节气门位置(THL)；
(ii)比较节气门位置和性能参考值(REF)；
(iii)如果考虑换高一档的可行性或者如果节气门位置小于所述性能参考值，使所述发动机转速等于默认值(ESMIN＝ESDEFAULT)；以及
(iv)如果(a)考虑跳高档的可行性和(b)节气门位置超过所述性能参考值，使所述发动机转速等于补偿值加默认值之和(ESMIN＝ESDEFAULT+补偿值)。
10.如权利要求9所述的系统，其特征在于，所述的性能参考值约为节气门全开的80-90％。
11.如权利要求9所述的系统，其特征在于，所述补偿值约为50-150RPM。
12.如权利要求10所述的系统，其特征在于，所述补偿值约为50-150RPM。
13.如权利要求9所述的系统，其特征在于，所述发动机是一柴油机，所述默认值约为1200RPM，所述补偿值约为100RPM。
14.如权利要求10所述的系统，其特征在于，所述发动机是一柴油机，所述默认值约为1200RPM，所述补偿值约为100RPM。
15.如权利要求11所述的系统，其特征在于，所述发动机有一最大扭矩转速，所述默认发动机转速(ESDEFAULT)基本等于所述最大扭矩转速。
16.如权利要求11所述的系统，其特征在于，所述的补偿值有一固定值。
17.如权利要求11所述的系统，其特征在于，所述补偿值随节气门位置变化。
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