DE102019004645B4 - Method and control unit for controlling at least one transmission - Google Patents

Abstract

Method (200) for execution in a vehicle (100), the vehicle (100) containing: - at least one drive (101); and - at least one transmission (103) adapted to shift up at one or more predetermined upshift speed values of the drive; wherein the method contains the following steps: - Determining (210) a desired vehicle speed vdes; - Determining (220) a total number of upshift steps Supshift_tot by which the at least one transmission (103) is to be upshifted so that the vehicle (100) reaches the desired vehicle speed Vds accelerated;- determine (230) of at least two possible step sequences Seqstep_Cidate_1, Seqstep_Cidate_2, ..., seqstep_candidate_n, with each of the at least two possible steps sequences Seqstep_Cidate_2, ..., seqstep_candistie determined overall number of high-shell steps Supshift _Tototen, spread over at least two consecutive university steps Supshift_1, Supshift_2, ..., Supshift_k; - Determining (240) a first drive speed ω1 at which the at least one drive (101) would rotate after carrying out the determined total number of upshift steps Supshift_tot with a one-step sequence SEQone_step or at least two possible step sequences SEQstep_candidate_1, SEQstep_candidate_2, ..., SEQstep_candidate_n; - Determine (250) of at least two time periods T1, T2, ..., Tn which would require the at least one transmission (103) to have the determined total number of upshift steps Supshift_totwith the at least two possible step sequences SEQstep_candidate_1, SEQstep_candidate_2, ..., SEQstep_candidate_n so that the at least one drive (101) reaches the determined first drive speed ω1; - Selecting (260) a step sequence SEQstep from the possible step sequences SEQstep_candidate_1, SEQstep_candidate_2, ..., SEQstep_candidate_n, which is the shortest Time period Tminder determined at least two time periods T1, T2, ..., Tncorresponds; and - controlling (270) the at least one transmission (103) based on the selected step sequence SEQstep.

Description

Technical area

The invention relates to a vehicle and in particular to a method and a control unit of a vehicle for controlling at least one transmission in the vehicle. The invention also relates to a computer program and a computer-readable medium which implement the method according to the invention.

background

The following description relates to the background of the present invention, but does not necessarily constitute a representation of the prior art (in the legal sense).

Vehicles, such as passenger cars, buses, or trucks, are moved forward by drive torque generated by a drive, such as an internal combustion engine and/or an electric motor in the vehicle. This torque is at least partially transmitted to the drive wheels of the vehicle via a drive train/drive train/power transmission in the vehicle. The drive train contains a number of components, such as a clutch, at least one gearbox/transmission device, one or more shafts, and at least one differential (balancing gear). The drive train can also have further components, as described in more detail below.

The vehicle must be accelerated in a variety of situations. For example, a vehicle is to be accelerated after a stop, after braking, and/or when a desired vehicle speed v _des is increased. The vehicle may be braked by driver operation, for example by operating a brake pedal, and/or by a cruise control system. Accordingly, the desired vehicle speed v _des can be set by a cruise control system and/or according to a driver input, for example by using an accelerator pedal. In the case of autonomous vehicles, the desired vehicle speed v or braking of the vehicle can be achieved by a speed control function or unit that is _also equipped/set up to brake the vehicle.

Brief description of the invention

In a variety of situations, maximum acceleration of the vehicle is desired. For example, rapid/aggressive acceleration may be required/desired after a stop, after braking of the vehicle and/or in connection with overtaking/passing another vehicle. Thus, in a variety of possible situations, it may be required/desired that the vehicle be accelerated to a desired vehicle speed v _des as quickly as possible.

As mentioned above, the torque generated is transmitted to the vehicle's drive wheels via a number of powertrain components in the vehicle. The at least one gear is one of these components. The control of the at least one transmission, i.e. the shifting of the at least one transmission, thus has an influence on the acceleration of the vehicle.

It is difficult to determine when and how the at least one transmission should be shifted, ie when and how the gear ratio of the at least one transmission should be changed/shifted/changed. In general, one or more predetermined speed values ω ₁ , ω ₂ ..., ω _N of the drive (motor) are specified for upshifting, at which at least one transmission should be upshifted during acceleration. However, since the at least one transmission has discrete gears, ie, discrete usable gear ratios, each time the at least one transmission is upshifted, no torque is transmitted to the drive wheels during the upshift period, ie the period of time required to transition/ Change to the neutral position and the subsequent transition/change to the new, higher gear. Therefore, during acceleration, the driving force is lost during the effective time periods when changing gears. If the transmission is shifted up frequently, such as during aggressive acceleration, there will be a large number of such periods of time in which no torque is transferred to the drive wheels. These torque losses have negative effects on acceleration. Accordingly, such torque absences occur in smaller numbers if the transmission is shifted less frequently and shifted in larger steps. However, higher engine speeds are required when the transmission is shifted less often, which increases fuel consumption.

It is therefore an object of the invention to provide a method and a vehicle control unit for controlling at least one transmission in the vehicle such that aggressive acceleration is enabled which does not unnecessarily increase fuel consumption. that is, in such a way that the problems mentioned above are at least partially overcome.

• - zumindest einen Antrieb; und
• - zumindest ein Getriebe, welches eingerichtet ist für ein Hochschalten bei einem oder mehreren vorab bestimmten Hochschalt-Geschwindigkeitswerten des Antriebs (Motors); wobei das Verfahren enthält:
• - Bestimmen einer gewünschten Fahrzeuggeschwindigkeit v_des;
• - Ermitteln der Gesamtzahl an Hochschaltschritten S_{upshift_tot}, um welche das zumindest eine Getriebe hochgeschaltet werden muss, damit das Fahrzeug auf die gewünschte Fahrzeuggeschwindigkeit v_des beschleunigt;
• - Bestimmen von zumindest zwei möglichen Schrittsequenzen SEQ_{step_candidate1}, SEQ_step__candidate2, ..., SEQ_step__candidate__n, wobei jede der zumindest zwei möglichen Schrittsequenzen SEQ_{step_candidate1}, SEQ_{step_candidate2}, ..., SEQ_{step_candidate_n} die ermittelte Gesamtzahl von Hochschaltschritten S_{upshift_tot} enthält, die auf zumindest zwei aufeinanderfolgende Hochschaltschritte S_{upshift_1}, S_{upshift_2}, .., S_{upshift_k} verteilt sind;
• - Ermitteln einer ersten Antriebsgeschwindigkeit (Motorgeschwindigkeit) ω₁, mit der der zumindest eine Antrieb (Motor) dann, wenn die ermittelte Gesamtzahl von Hochschaltschritten S_{upshift_tot} mit einer Ein-Schritt-Sequenz SEQ_{one_step} der zumindest zwei möglichen Schrittsequenzen SEQ_{step_candidate_1}, SEQ_{step_candidate_2}, ..., SEQ_{step_candidate_n} ausgeführt worden wäre, rotieren würde;
• - Bestimmen von zumindest zwei Zeitspannen T₁, T₂, ..., T_n, die es bräuchte, das zumindest eine Getriebe um die ermittelte Gesamtzahl von Hochschaltschritten S_{upshift_tot} mit den zumindest zwei möglichen Schrittsequenzen SEQ_{step_candidate_1}, SEQ_{step_candidate_2}, ..., SEQ_{step_candidate_n} hochzuschalten derart, dass der Antrieb (Motor) die ermittelte erste Antriebsgeschwindigkeit ω₁ jeweils erreicht;
• - Auswählen aus den zumindest zwei möglichen Schrittsequenzen SEQ_{step_candidate_1}, SEQ_{step_candidate_2}, ..., SEQ_{step_candidate_n} einer Schrittsequenz SEQ_step, die unter den bestimmten zumindest zwei Zeitspannen T₁, T₂, ..., T_n mit der kürzesten Zeitspanne T_min verbunden ist; und
• - Steuern des zumindest einen Getriebes auf Basis der ausgewählten Schrittsequenz SEQ_step.

According to a variant of the invention, these objectives are achieved by the method described above for use in a vehicle, the vehicle comprising:

• - at least one drive; and
• - at least one transmission which is set up for upshifting at one or more predetermined upshift speed values of the drive (motor); where the procedure contains:
• - Determining a desired vehicle speed v _des ;
• - Determining the total number of upshift steps S _{upshift_tot} by which the at least one transmission must be upshifted so that the vehicle accelerates to the desired vehicle speed v _des ;
• - Determining at least two possible step sequences SEQ _{step_candidate1} , SEQ _{step_candidate2} , ..., _{SEQ step_candidate_n} , where each of the _at least two possible step sequences SEQ _{step_candidate1} , SEQ _{step_candidate2} , _... , SEQ _{step_candidate_n} is the determined total number of upshift steps S _{upshift_tot} contains, which are distributed over at least two consecutive upshift steps S _{upshift_1} , S _{upshift_2} , .., S _{upshift_k} ;
• - Determining a first drive speed (motor speed) ω ₁ with which the at least one drive (motor) when the determined total number of upshift steps S _{upshift_tot} with a one-step sequence SEQ _{one_step} of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} had been executed, would rotate;
• - Determining at least two time periods T ₁ , T ₂ , ..., T _n , which would be needed for at least one transmission to have the determined total number of upshift steps S _{upshift_tot} with the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ... , SEQ _{step_candidate_n} to switch up in such a way that the drive (motor) reaches the determined first drive speed ω ₁ in each case;
• - Selecting from the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} a step sequence SEQ _step , which among the determined at least two time periods T ₁ , T ₂ , ..., T _n with the shortest time period T _min connected is; and
• - Controlling the at least one transmission based on the selected step sequence SEQ _step .

A step sequence SEQ _step is thus selected, which delivers the fastest possible acceleration to the desired vehicle speed v _des , the step sequence SEQ _step determining at least two successive upshift steps S _{upshift_1,} S _{upshift_2} , ..., S _{upshift_k} , which during the acceleration in the at least a gearbox. Thus, the upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} to be carried out are determined for each shift so that the acceleration is optimized. For example, it can be decided that no upshift is to be carried out, or it can be decided how many gears each of the upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} corresponds to, ie how many steps, for example one, two, three, four or more steps to upshift at least one transmission with each shift. The vehicle can thus be accelerated strongly, e.g. it can achieve a maximum acceleration within a given/predetermined drive speed limitation [ω _min , ω _max ], since the scope, ie the number of gears, of each upshift step S _{upshift_1} , S _{upshift_2} , ..., S _upshift _ _k is chosen so that the shortest time period T _min is achieved for the selected step sequence SEQ _step .

The process can be implemented without retrofitting that increases the complexity of the vehicle. No hardware components need to be added in the vehicle as the method can be carried out with information that is already accessible in the vehicle.

• - einer momentanen Fahrzeuggeschwindigkeit v_act;
• - der angestrebten Fahrzeuggeschwindigkeit v_des; und
• - dem einen oder den mehreren vorab bestimmten Hochschalt-Geschwindigkeitswerten des Antriebs (Motors) für das zumindest eine Getriebe.

According to an exemplary embodiment of the invention, the determination of the total number of upshift steps S _upshift _ _tot is based at least on:

• - a current vehicle speed v _act ;
• - the desired vehicle speed v _des ; and
• - the one or more predetermined upshift speed values of the drive (motor) for the at least one transmission.

This achieves a reliable determination of _the total number of upshift steps S _{upshift_tot} .

• - Identifizieren aller Sequenzen von aufeinanderfolgenden Hochschaltschritten S_{upshift_1}, S_{upshift_2}, ..., S_{upshift_k}, welche die ermittelte Gesamtzahl von Hochschaltschritten S_{upshift_tot} ergeben und bei denen jeder nachfolgende Hochschaltschritt S_{upshift_2}, ..., S_{upshift_k} gleich oder kleiner ist als der vorangegangene Hochschaltschritt S_{upshift_1}, S_{upshift_2}, ..., S_{upshift_k-1}; und
• - Hinzufügen der identifizierten Sequenzen von aufeinanderfolgenden Hochschaltschritten S_{upshift_1}, S_{upshift_2}, ..., S_upshift__k zu den zumindest zwei möglichen Schrittsequenzen SEQ_{step_candidate_1}, SEQ_{step_candidate_2}, ..., SEQ_{step_candidate_n}·

According to an exemplary embodiment of the invention, the determination of at least two possible step sequences includes SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} :

• - Identifying all sequences of successive upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} , which result in the determined total number of upshift steps S _{upshift_tot} and in which each subsequent upshift step S _{upshift_2} , ..., S _{upshift_k} is equal to or smaller than that previous upshift step S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k-1} ; and
• - Adding the identified sequences of successive upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _upshift _ _k to the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} ·

This limits the number of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} , since they are reduced to sequences with monotonically decreasing step sizes, which reduces the complexity of the calculations for implementing the method.

According to an embodiment of the invention, each of the upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} has an integer value in the interval from one to a maximum upshift step S _{upshift_max} ; 1 ≤ S _{supshift_1} , S _{upshift_2} , ..., S _{upshift_k} ≤ S _{upshift_max} .

This means that the number of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} is limited due to the restriction regarding the maximum upshift step S _{upshift_max} , which reduces the complexity of the computing effort when implementing the method.

According to an exemplary embodiment of the invention, the determined total number of upshift steps S _{upshift_tot} has an integer value in the interval from two to the maximum total upshift step S _{upshift_tot_max} ; 2 ≤ S _{upshift_tot} ≤ S _{upshift_tot_max} .

This means that the number of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} is limited due to the restriction regarding the maximum overall upshift step S _{upshift_tot_max} , which reduces the complexity in terms of the computational effort when implementing the method.

• - einer momentanen Fahrzeuggeschwindigkeit v_act;
• - der angestrebten Fahrzeuggeschwindigkeit v_des;
• - dem einen oder den mehreren Hochschalt-Antriebsgeschwindigkeitswerten für das zumindest eine Getriebe;
• - dem Fahrtwiderstand des Fahrzeuges; und
• - zumindest einem Merkmal des Fahrzeuges.

According to an exemplary embodiment of the invention, at least the determination of the first drive speed ω ₁ and/or the determination of the at least two time periods T ₁ , T ₂ , ..., T _n are based on at least one simulation, the at least one simulation being based on at least one of the based on the following sizes:

• - a current vehicle speed v _act ;
• - the desired vehicle speed v _des ;
• - the one or more upshift drive speed values for the at least one transmission;
• - the driving resistance of the vehicle; and
• - at least one feature of the vehicle.

By means of the at least one simulation, the first drive speed (motor speed) ω ₁ and/or the at least two time periods T ₁ , T ₂ , ..., T _n can be determined precisely and reliably.

According to an exemplary embodiment of the invention, the control of the at least one transmission includes upshifting the at least one transmission using the at least two successive upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} of the selected step sequence SEQ _step .

This achieves strong acceleration of the vehicle, which is advantageous in a variety of driving situations, e.g. when overtaking other vehicles, as mentioned above.

According to an exemplary embodiment of the invention, the control of the at least one transmission to be upshifted using the selected step sequence SEQ _step causes a maximum acceleration of the vehicle in comparison with the one or more predetermined upshift speed values of the drive (motor) from a current speed v _act to the desired vehicle speed v _of .

This results in maximum acceleration for the vehicle, which is also advantageous in a variety of driving situations, as mentioned above.

• - arbeitet der zumindest eine Antrieb (Motor) gemäß einem Antriebsmodus, der definiert ist durch ein Antriebsgeschwindigkeitsintervall Δω; und
• - entspricht die Steuerung des zumindest einen Getriebes einer Einstellung des Antriebsgeschwindigkeitsintervalls Δω des Antriebsmodus (Motorbetriebsmodus).

According to an embodiment of the invention:

• - the at least one drive (motor) operates according to a drive mode that is defined by a drive speed interval Δω; and
• - the control of the at least one transmission corresponds to a setting of the drive speed interval Δω of the drive mode (engine operating mode).

This means that the drive/operating mode selected by the driver can be adapted to the current driving situation, thus making it possible to use the drive/operating mode in accordance with the situation.

• - eine eingestellte Geschwindigkeit v_{set_cc} einer Geschwindigkeitsregelungsfunktion;
• - eine Referenzgeschwindigkeit v_{ref_cc} einer Geschwindigkeitsregelungsfunktion;
• - eine angeforderte Geschwindigkeit v_req; und
• - ein Vorgabewert v_{des_default}.

According to an exemplary embodiment of the invention, the desired vehicle speed v is selected from _the following:

• - a set speed v _{set_cc} of a cruise control function;
• - a reference speed v _{ref_cc} of a speed control function;
• - a requested speed v _req ; and
• - a default value v _{des_default} .

Since the embodiments of the invention are based on different speeds, at least one of these speeds is usually already accessible in the vehicle, which reduces the complexity of the implementation.

According to an exemplary embodiment of the invention, the one-step sequence SEQ _{one_step} contains the determined total number of upshift steps S _{upshift_tot} , distributed over a number N _{upshift_tot} of consecutive upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_tot} , each of which has a gear step.

This means that the one-step sequence can be used as a reference switching sequence in relation to which other sequences can be determined.

• - zumindest einen Antrieb (Motor); und
• - zumindest ein Getriebe, eingerichtet für ein Hochschalten bei einer oder mehreren Hochschalt-Geschwindigkeitswerten des Antriebs; wobei eine Steuereinheit eingerichtet ist zum:
• - Bestimmen einer angestrebten Fahrzeuggeschwindigkeit v_des;
• - Ermitteln der Gesamtzahl von Hochschaltschritten S_upshift__tot, um welche das zumindest eine Getriebe hochgeschaltet werden musst, um das Fahrzeug auf die angestrebte Fahrzeuggeschwindigkeit v_des zu beschleunigen;
• - Bestimmen von zumindest zwei möglichen Schrittsequenzen SEQ_{step_candidate_1}, SEQ_{step_candidate_2}, ..., SEQ_step__candidate__n, wobei jede der zumindest zwei möglichen Schrittsequenzen SEQ_{step_candidate_1}, SEQ_{step_candidate_2}, ..., SEQ_{step_candidate_n} die ermittelte Gesamtzahl der Hochschaltschritte S_{upshift_tot} enthält, die über zumindest zwei aufeinanderfolgende Hochschaltschritte S_{upshift_1}, S_{upshift_2}, ..., S_{upshift_k} verteilt sind;
• - Ermitteln einer ersten Antriebsgeschwindigkeit ω₁, mit welcher der zumindest eine Antrieb rotieren würde, nachdem die ermittelte Gesamtzahl von Hochschaltschritten S_{upshift_tot} durchgeführt worden wäre mit einer Ein-Schritt-Sequenz SEQ_{one_step} der zumindest zwei möglichen Schrittsequenzen SEQ_{step_candidate_1}, SEQ_{step_candidate_2}, ..., SEQ_{step_candidate_n};
• - Bestimmen von zumindest zwei Zeitspannen T₁, T₂, ..., T_n die es brauchen würde, das zumindest eine Getriebe um die ermittelte Gesamtzahl an Hochschaltschritten S_{upshift_tot} hochzuschalten durch die zumindest zwei möglichen Schrittsequenzen SEQ_{step_candidate_1}, SEQ_{step_candidate_2}, ..., SEQ_{step_candidate_n} derart, dass der zumindest eine Antrieb die bestimmte erste Antriebsgeschwindigkeit ω₁ jeweils erreicht;
• - Auswählen aus den möglichen Schrittsequenzen SEQ_{step_candidate_1}, SEQ_{step_candidate_2}, ..., SEQ_step__candidate__n, einer Schrittsequenz SEQ_step, welche der kürzesten Zeitspanne T_min der bestimmten zumindest zwei Zeitspannen T₁, T₂, ..., T_n zugeordnet ist:
  • - Steuern des zumindest einen Getriebes auf Basis der ausgewählten Schrittsequenz SEQ_step.

According to a variant of the invention, the objectives are achieved by a vehicle, the vehicle containing:

• - at least one drive (motor); and
• - at least one transmission, set up for upshifting at one or more upshift speed values of the drive; where a control unit is set up to:
• - Determining a desired vehicle speed v _des ;
• - Determining the total number of upshift steps S _upshift _ _tot by which the at least one transmission must be upshifted in order to accelerate the vehicle to the desired vehicle speed v _des ;
• - Determining at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _step _ _candidate _ _n , whereby each of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} is the determined total number of upshift steps S _{upshift_tot} contains, which are distributed over at least two consecutive upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} ;
• - Determining a first drive speed ω ₁ at which the at least one drive would rotate after the determined total number of upshift steps S _{upshift_tot} had been carried out with a one-step sequence SEQ _{one_step} of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , .. ., SEQ _{step_candidate_n} ;
• - Determining at least two time periods T ₁ , T ₂ , ..., T _n that it would take to upshift the at least one transmission by the determined total number of upshift steps S _{upshift_tot} using the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , .. ., SEQ _{step_candidate_n} such that the at least one drive reaches the specific first drive speed ω ₁ in each case;
• - Selecting from the possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _step _ _candidate _ _n , a step sequence SEQ _step , which corresponds to the shortest time period T _min of the determined at least two time periods T ₁ , T ₂ , ..., T _n is assigned:
  • - Controlling the at least one transmission based on the selected step sequence SEQ _step .

According to a variant of the invention, the goals are achieved by a vehicle with the control unit described here.

It goes without saying that all of the exemplary embodiments and their features described here with regard to the method variant of the invention can also be used in the control unit variant of the invention. Features described in connection with the method variant of the invention can therefore also be used in the control unit, which is a control device, i.e. a device. The control unit and its embodiments have advantages that correspond to the advantages mentioned above in connection with the method and its embodiments.

According to a variant of the invention, the above-mentioned computer program and the computer-readable medium are set up to implement the method described here and its exemplary embodiments.

Short description of the characters

• 1 zeigt ein Beispiel für ein Fahrzeug, in dem Ausführungsbeispiele der Erfindung implementiert werden können,
• 2 zeigt ein Flussdiagramm für ein Verfahren gemäß einigen Ausführungsbeispielen der Erfindung,
• 3 zeigt eine Steuereinheit, in der ein Verfahren gemäß jedem der hier beschriebenen Ausführungsbeispiele implementiert werden kann, und
• 4 erläutert schematisch ein nicht einschränkendes Beispiel für einige Ausführungsbeispiele der vorliegenden Erfindung.

Embodiments of the invention will now be explained in detail together with the attached figures, using the same reference numerals for corresponding components:

• 1 shows an example of a vehicle in which embodiments of the invention can be implemented,
• 2 shows a flowchart for a method according to some embodiments of the invention,
• 3 shows a control unit in which a method according to each of the exemplary embodiments described here can be implemented, and
• 4 schematically explains a non-limiting example of some embodiments of the present invention.

Description of preferred embodiments

1 schematically shows an exemplary heavy-duty vehicle 100, such as a truck or a bus for transporting passengers, which are used here to explain the exemplary embodiments. However, the exemplary embodiments do not correspond to the use of such vehicles 1 limited, but can also be used in lighter vehicles such as delivery vans, smaller buses and/or passenger cars.

A vehicle 100 according to 1 has a pair of drive wheels 111, 112. The vehicle further has a drive train/drive train/power transmission 130, which is set up to transmit a torque between at least one drive 101 and the drive wheels 111, 112. The at least one drive 101 can have an internal combustion engine, at least one electric motor, or a combination thereof for a so-called hybrid drive. If it is an internal combustion engine, the at least one drive 101 can be supplied with fuel from a fuel tank which is connected to the at least one drive. The drive can also be supplied with electrical energy from at least one battery, which is connected to the at least one drive 101. The at least one drive 101 rotates/rotates during operation at a drive speed ω. The drive speed ω therefore corresponds to a motor speed of an internal combustion engine provided in the drive and/or it corresponds to an electric motor speed when an electric motor is used as a drive.

The at least one drive 101 is connected, for example, in the usual way via an output shaft 102 of the drive 101 to a clutch 106 and also to a gear 103 via the clutch. The torque provided by the drive 101 is transmitted to an input shaft 109 of the gear 103. A drive shaft 107 is connected to an output shaft of the transmission 103 and drives the drive wheels 111, 112 via a central gear arrangement 108, such as a conventional differential, and drive shafts 104, 105 are connected to the central gear arrangement 108. One or more electric motors can be arranged at a suitable location, provided that only the torque generated can be transferred to one or more wheels 111, 112, for example they can be arranged adjacent to the one or more drive wheels 111, 112, as is known to a person skilled in the art.

A control unit 150 can be set up/configured to control one or more components of the drive train 130, for example the at least one drive 101, the clutch 106 and/or the transmission 103. The control unit/device 150 can have a first determination unit 151, a second Determination unit 152, a third determination unit 153, a fourth determination unit 154, a fifth determination unit 155, a sixth selection unit 156 and a seventh control unit 157, as explained in more detail below. The control unit/device 150 and/or another control unit/device can thus be set up to control one or more of the following components: the at least one drive 101, the clutch 106, the transmission 103 and/or other units/devices /Sizes of the vehicle. In 1 However, only units/equipment/sizes of the vehicle are shown schematically that are helpful for understanding the present invention. In this description and in the claims, the term “controls” also includes “rules”.

2 shows a flowchart for a method 200 of the control unit 150 of the vehicle 100, which has at least one transmission 103 and a drive 101, the at least one transmission 103 being set up to be upshifted during acceleration at one or more predetermined upshift speed values of the drive.

In the 2 The method steps explained and described here do not necessarily have to be in the in 2 executed in the order shown. The steps can essentially be performed in any suitable order, as long as only physical requirements and the information necessary to carry out each one are met required for the step are accessible when the step is executed.

In a first step 210 of the method, a desired vehicle speed v _des is determined. The desired vehicle speed v _des is a value that can be achieved by accelerating the vehicle with the existing conditions with respect to the vehicle 100. According to various exemplary embodiments, the desired vehicle speed v _des can be a setting speed v _{set_cc} in a speed control function as selected by the driver Reference speed v _{ref_cc} when using a speed control function based on the entered setting speed v _{set_cc} and/or a requested speed v _req requested by a driver, for example by input using the accelerator pedal/accelerator pedal. The desired vehicle speed v _des can, for example, be based on a speed limit on a road section and/or on a maximum speed limit that is permissible for the vehicle. A non-limiting example is a target vehicle speed v _of 89 km/h or 90 km/h for a road section with a speed limit of 90 km/h. According to one exemplary embodiment, the desired vehicle speed v _des can also be a standard value D _{des_default} , for example 90 km/h, which is used if none of the above-mentioned values are available, whereby the fastest possible acceleration is achieved, as long as, for example Accelerator pedal is pressed. In this description, the desired vehicle speed v _des is a speed that can actually be achieved by the vehicle through acceleration, that is, the desired vehicle speed v _des is at most the speed that the vehicle 100 can reach through acceleration.

In a second step 220 of the method, the total number of upshift steps S _{upshift_tot} of the at least one transmission 103 is determined by which the transmission must be upshifted so that the vehicle 100 accelerates so that it reaches the desired vehicle speed v _des .

According to an exemplary embodiment of the invention, the total number of upshift steps S _{upshift_tot} is determined in step 220 on the basis of at least the current actual vehicle speed v _act , the desired vehicle speed v _des and based on one or more predetermined upshift speed values of the drive for the at least one Transmission 108. In other words: the total number of upshift steps S _{upshift_tot} is determined in step 220 based on at least the acceleration that must be carried out so that the vehicle comes from the current actual vehicle speed v _act to the desired vehicle speed v _des , ie the Difference between the desired vehicle speed v _des and the current actual vehicle speed v _act . Since the currently used gear is known and since the predetermined upshift speed values of the drive for the at least one transmission 103 are known, it can be calculated how many gears, ie how many gear steps, must be used in order to change from the current one Vehicle speed v _act to achieve the desired vehicle speed v _des .

In a third step 230 of the method, at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} are determined such that each of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} is the total number of upshift steps S contains _{upshift_tot} , which were determined in the second step 220. In each of the at least two possible _step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} , the total number of upshift steps S _{upshift_tot} is distributed over at least two consecutive upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} · Thus, each contains of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} the total number of upshift steps S _{upshift_tot} , whereby this total number of upshift steps S _{upshift_tot} is divided/distributed among the at least two consecutive upshift steps S _{upshift_1} , S _{upshift_2} , ... , S _{upshift_k} .

According to a non-limiting example, if the total number of upshift steps S _{upshift_tot} is three, S _{upshift_tot} = 3, then the first possible step sequence SEQ _{step_candidate_1} may be a one-step sequence with only one shift gear, SEQ _{step_candidate_1} = 1-1-1; a second possible step sequence SEQ _{step_candidate_2} can initially be a gear shift with two steps and a subsequent gear shift with one step, SEQ _{step_candidate_2} = 2-1. Thus, these exemplary possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} each contain a total of three steps, S _{upshift_tot} = 3, but these are distributed differently in the possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} . As will be explained further below, in this description a one-step sequence is a sequence with a certain total number of upshift steps S _{upshift_tot} , which is limited to a number N _{upshift_tot} of successive upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _upshift _ _tot are distributed, each having one gear step, which is a sequence with a total of three steps, S _{upshift_tot} = 3, three consecutive one-step shifts 1- 1-1 means and for a sequence with a total of four steps, S _{upshift_tot} = 4 means four consecutive one-step shifts 1-1-1-1 and so on.

In a fourth step 240 of the method, a first drive speed ω ₁ is determined, with which the at least one drive 101 would rotate after carrying out the determined total number of upshift steps S _{upshift_tot} by a one-step sequence SEQ _{one_step} of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n.} A first drive speed ω ₁ is thus determined at which the at least one drive 101 would rotate after the at least one transmission had been shifted using a one-step sequence with successive one-step shifts 1-1-. ..-1 corresponding to the determined total number of upshift steps S _{upshift_tot} . In other words: the one-step sequence SEQ _{one_step} contains the determined total number of upshift steps S _{upshift_tot} , distributed over a number N _{upshift_tot} of consecutive upshift steps S _{upshift_1} , S _{upshifts_2} , ..., S _{upshift_tot} , where each of the upshift steps S _{upshifts_1} , S _{upshifts_2} , ..., S _{upshifts_tot} has a one-gear step, ie a shift to the next higher gear, which is defined for the transmission. The first drive speed ω ₁ is therefore a drive speed at which the drive rotates after the transmission has been shifted _{upshift_tot} by the total number of upshift steps S. Essentially, any rotational speed ω at which the drive rotates at the respective gear/gear ratio, ie after carrying out the upshift S _{upshift_tot} of the transmission, can be selected as the first drive speed ω ₁ . The purpose of determining the first drive speed ω ₁ is that this first drive speed ω ₁ for the specific gear of the transmission can serve as a reference drive speed with which other sequences can be compared. As one skilled in the art will understand, a drive speed in combination with a gear corresponds to an instantaneous vehicle speed vact.

In a fifth step 250 of the method, at least two time periods T ₁ , T ₂ , ..., T _n are determined, which would be required for the at least one transmission 103 to _{be upshift_tot} by the determined total number of upshift steps S with the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} to switch up in such a way that the at least one drive 101 reaches the determined first drive speed ω in each case. For each of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} , it is determined how long time T ₁ , T ₂ , ..., T _n it would take for at least one gear to increase the total number of Upshift steps S _upshift _ _tot and also how long the drive 101 needed to reach the first/reference drive speed ω ₁ using the possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} .

In a sixth step 260 of the method, a step sequence SEQ _step is selected, which is associated with the shortest time period T _min from the at least two time periods T ₁ , T ₂ , ..., T _n which were determined in the fifth step 250 . The at least two time periods T ₁ , T ₂ , ..., T _n corresponding to the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} are compared and the step sequence SEQ _step associated with the shortest time period T _min is selected/selected for further use.

In a seventh step 270 of the method, the selected step sequence SEQ _step is used to control the at least one transmission 103 when accelerating the vehicle to the desired vehicle speed v _of .

According to an exemplary embodiment of the invention, the control step 270 of the at least one transmission 103 then includes the execution of an upshift process for the at least one transmission 103 using the at least two successive upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} of the selected step sequence SEQ _step . This enables a maximum acceleration of the vehicle 100, based on the predetermined upshift speed values of the drive, from a current speed v _act to the desired vehicle speed v _des .

According to an exemplary embodiment of the invention, the determination step 230 described above of at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} includes a first step 231 of identifying all sequences of successive upshift steps SEQ _{upshift_1} , SEQ _{upshift_2} , ..., SEQ _{upshift_k} , which result in the determined total number of upshift steps S _{upshift_tot} and in which each successive upshift step S _{upshift_2} , ..., S _{upshift_k} is equal to or smaller than the previous upshift step S _{upshift_1} , S _upshift _ ₂ , ..., S _{upshift_k-1} · Thus, in Step 231 for further analysis all sequences of successive upshift steps S _{upshift_1} , S _{uPshift_2 /} ..., S _{upshift_k} , which in total execute the total number of upshift steps S _{upshift_tot} in sequence and for which the upshift step sizes S _{upshift_1} , S _{upshift_2} , ..., S _upshift _ _k of the sequences falling monotonically, identified.

In a second step 232 of the determination step 230, the sequences of successive upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} , which were identified in the first step 231, become the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ... , SEQ _{step_candidate_n} added. These added sequences are then further analyzed, for example by the determination step 250, with respect to the respective time periods T ₁ , T ₂ , ..., T _n that are required for the upshift by the total number of upshift steps S _{upshift_tot} such that the drive 101 the first drive speed ω ₁ is reached, as described above.

Thus, by executing the first and second steps 231 and 232, the number of sequences to be added to the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} for further examination/analysis is reduced so that only those sequences are included that have monotonically decreasing step sizes, which reduces the complexity of the calculations.

According to an embodiment _of the invention, each of the upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} of the sequences has an integer value in the interval from one to a maximum upshift step S _{upshift_max} ; 1 :5 S _{upshift_1} , S _{upshift_2} , S _{upshift_k} :5 S _{upshift_max} . The maximum upshift step S _{upshift_max} can be determined based on one or more vehicle parameters, such as at least one feature of the drive, at least one feature of the transmission and / or at least one feature of the clutch; and/or the determination may be made based on one or more parameters relating to a road section on which the vehicle 100 is traveling, such as at least information regarding the course/slope. Information regarding the road section can be obtained, for example, through position information, map information, camera information and/or radar information. As a non-limiting example, the maximum upshift step S _{upshift_max} may have a value of four, which then means that the step size of each upshift of the transmission corresponds to at most a four-step upshift. This means a restriction on the number of possible sequences to be added to the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} for further investigation/analysis, which in turn reduces the complexity of the computational effort due to the limited number of possible sequences.

According to an exemplary embodiment of the invention, the determined total number of upshift steps S _{upshift_tot} has an integer value in the interval from two to a maximum total upshift step S _{upshift_max} , 2 ≤ _{S upshift_tot} ≤ S _{upshift_tot_max} . The maximum overall upshift step S _{upshift_max} can be determined based on one or more vehicle parameters, such as at least one feature of the drive, at least one feature of the transmission and / or at least one feature of the clutch and / or the determination can be made on the basis of one or more features relating to the road section on which the vehicle 100 is traveling, such as information at least regarding the course/slope. Information regarding an upcoming road section can be provided, for example, by position information, map information, camera information and/or radar information. As a non-limiting example, let the maximum total upshift step S _{upshift_max} have a value of 7, meaning that at most seven shift steps are performed by each of the possible sequences. This is therefore a restriction on the number of possible sequences that must be added to the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} for further investigation/analysis, which in turn reduces the complexity of the calculations due to the limited Number of possible sequences.

According to an exemplary embodiment of the invention, at least one simulation is carried out, which is then used as a basis for, for example, the above determination according to step 240 of the first drive speed ω ₁ and/or the above determination according to step 250 of the at least two time periods T ₁ , T ₂ . .., T _n . The at least one simulation can, among other possible parameters, also be based on the current vehicle speed v _act , the desired vehicle speed _v and / or the predetermined upshift speed values of the drive for the at least one transmission 103. The at least one simulation can also be based on the Driving resistance of the vehicle 100 including any significant forces acting on the vehicle, such as rolling resistance, air resistance and/or gravitational forces. The at least one simulation can also be based on at least one vehicle feature, such as one or more other features regarding the at least one drive, the transmission and/or the clutch.

The at least one simulation as a basis for, for example, the above determination step 240 for the first drive speed ω ₁ and/or for the above determination step 250 of the at least two time periods T ₁ , T ₂ , ..., T _n can be based on essentially any suitable information regarding an upcoming road section.

In general, information regarding an upcoming road section for the vehicle can be obtained in many different ways. For example, the information can be determined based on map data, e.g. digital maps in combination with position information, e.g. GPS (global positioning system) data. The position information can be used to determine the location of the vehicle in relation to the map data so that the relevant information can be extracted from the map data. Various prior art cruise control systems use map data and position information. Such systems can then provide the map data and location information necessary to carry out the embodiments of the present invention, thereby reducing the additional complexity of the system, particularly with respect to traffic light information. By using position information and digital map data, the embodiments of the invention can virtually look ahead along upcoming road sections to obtain information regarding the road sections, such as slopes/courses, which are not yet visible from the vehicle.

Information regarding upcoming road sections can also be provided by other vehicles using so-called vehicle-to-vehicle communication (V2V) and/or it can be provided by one or more infrastructure devices using so-called vehicle-to-infrastructure communication (V2I). Thus, other vehicles traveling on the road section can report/provide information, such as slopes/trajectories, rolling resistances and/or air resistances for the vehicle 100, either directly (V2V) or via infrastructure facilities (V2I). The vehicle 100 itself can acquire information when driving over a section of road, which is then used when the vehicle 100 approaches the same section of road again.

The information may be collected in any suitable manner, for example by using one or more sensors, one or more cameras and/or one or more radar devices in or on the vehicle 100, in or on another vehicle and/or by means of a device , which is arranged externally with respect to the vehicle, such as an infrastructure facility.

According to an embodiment of the invention, the drive 101 operates according to a drive/motor operating mode, for example defined by a drive speed interval Δω. The operating modes typically include engine operating modes of an internal combustion engine.

The vehicle 100 may be provided with a number of drive/engine operating modes that determine vehicle behavior. The drive/engine operating modes may determine a number of vehicle parameters, such as allowable fuel consumption, allowable drive/speed interval, engine power, transport times, and/or other suitable parameters. For example, the vehicle may be configured to operate according to one of the following parameters: a standard mode, an economy mode, a performance mode and/or an off-road mode. The standard mode may be defined as a generally suitable mode with an overall satisfactory performance with economical fuel consumption. Economy mode is set up to use as little fuel as possible. The performance mode is set up to set dynamic behavior and especially strong performance uphill. Off-road mode is set up for driving on uneven terrain. In addition to those given as examples above, other drive/motor operating modes can also be used. The embodiment is generally applicable in combination with essentially any drive/motor operating mode. If the driver has selected a mode, he has also shown which driving parameters are most important to him at the moment.

The above-described control of the at least one transmission 103 in control step 270 can be understood as an adjustment (setting) of the drive speed interval Δω of the selected drive/motor operating mode. This results from the fact that a higher drive speed ω can be classified as permissible in some embodiments of the invention than those drive speeds which are determined by the drive speed interval Δω according to the drive/motor operating mode if the selected step sequence SEQ _step requires larger drive speeds starts outside the drive speed tervalls Δω according to the selected drive/motor operating mode. This makes it possible to achieve an adaptation of the drive/engine operating mode that is “tailor-made” in such a way that the drive/engine operating mode is adapted to the current situation of the vehicle 100.

According to a variant of the invention, a control unit 150 of a vehicle 100 is provided. The vehicle 100 has at least one drive 101 and at least one transmission 103, which is set up to be upshifted with one or more predetermined upshift speed values of the drive.

The control unit 150 is set up, for example contains a device 151, for a determination step 210 of a target vehicle speed v _of . The control unit 150 is further set up, for example contains a device 152, for a determination step of a total number of upshift steps S _{upshift_tot} by which the at least one transmission 103 must be upshifted so that the vehicle 100 can accelerate to the desired vehicle speed v _des .

The control unit 150 is further set up _, for example contains a device, for determining at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n , each of the two at least two possible step sequences SEQ step_candidate_1 ,} SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} contains the determined total number of upshift steps S _{upshift_tot} , distributed over at least two consecutive upshift _steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} .

The control unit 150 is further set up, for example contains a device 154, for a step 240 of determining a first drive speed ω ₁ at which the at least one drive 101 would rotate if the determined total number of upshift steps S _upshift _ _tot with an on-step -Sequence SEQ _{one_step} of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} would have been carried out, the one-step sequence S _{upshift_tot} containing one-step upshifts, as explained above.

The control unit 150 is further set up, for example has a device 155, for determining, according to step 250, at least two time periods T ₁ , T ₂ , ..., T _n that would be needed for the at least one transmission 103 through the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} to upshift to the determined total number of upshift steps S _{upshift_tot} , whereby the at least one drive 101 would reach the determined first drive speed ω ₁ in each case.

The control unit 150 is further set up, for example contains a device 156, for selecting according to step 260 from the possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} of a step sequence SEQ _step , which corresponds to the shortest time period T _min of the determined at least two time periods T ₁ , T ₂ , ..., T _n belongs.

The control unit 150 is further set up, for example contains a device 157, for controlling the at least one transmission 103 according to step 270 based on the selected step sequence SEQ _step such that a strong acceleration, for example a maximum acceleration of the vehicle 100, is achieved.

The control unit 150, for example as a device or a control device, according to the invention can be set up to carry out all of the method steps contained above, in the claims and in the present description as a whole. The control unit 150 thus has the advantages described above with regard to the respective exemplary embodiment.

The invention also relates to a vehicle 100 with the control unit 150.

4 shows a schematic representation of a non-limiting example of some embodiments of the invention. 4 can be understood as an example for explaining simulations carried out by some embodiments of the invention as described above.

According to the example 4 the drive speeds ω are shown schematically as a function over time t with respect to three possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , SEQ _{step_candidate_3} determined according to step 230. The total number of upshift steps S _{upshift_tot} by which the at least one transmission 103 must be upshifted in order for the vehicle to perform the requested/desired acceleration is determined to be four in step 220 in this example. The transmission should therefore be shifted up a total of four gears; S _upshift _ _dead = 4.

The first possible step sequence SEQ _{step_candidate_1} (solid line) is a one-step sequence SEQ _one-step with four upshifts, where each upshift shifts the transmission up one gear, i.e. the transmission shifts to the next higher gear.

The second possible step sequence SEQ _{step_candidate_2} (dashed line) carries out a total of four upshifts (S _{upshift_tot} ) by shifting the transmission twice by two steps, ie the transmission is shifted by two gears in each of the two upshifts.

The third possible step sequence SEQ _{step_candidate_3} (dot-dash line) carries out the total of four upshifts (S _{upshift_tot} ) by first upshifting the transmission by three steps, ie first upshifting the transmission by three gears, and then switching the transmission over a gear.

The first drive speed ω ₁ is determined according to step 240 for the one-step sequence SEQ _{one_step} after upshifting by four gears, ie after upshifting by the total number of upshift steps S _{upshift_tot} . A first time period T _one-step (0 ≤ t ≤ t _one-step ) that it took to reach the first drive speed ω ₁ using the one-step sequence SEQ _{one_step} is determined according to step 250. The first drive speed ω ₁ and/or the first time period T _one-step can then be used as reference values.

The corresponding second and third time periods T _{candidate_2} (0 ≤ t ≤ t _{candidate_2} ) and T _{candidate_3} (0 ≤ t ≤ t _{candidate_3} ), respectively, which would be needed for the second possible step sequence SEQ _{step_candidate_2} and the third possible step sequence SEQ _{step_candidate_3} , respectively first drive speed ω ₁ after upshifting the transmission to reach four gears (S _{upshift_tot} ) are determined according to step 250.

According to the example 4 the second time period T _{candidate_2} is the shortest time period, while the first time period T _one-step is slightly longer and the third time period T _{candidate_3} is the longest. In this example, the second possible step sequence SEQ _{step_candidate_2} (dashed line) corresponding to the shortest time period T _{candidate_2} would be selected in step 260 as the step sequence SEQ _step that would be used for the control according to step 270 of the at least one transmission.

This enables strong acceleration for the vehicle in relation to the current operating conditions of the vehicle 100.

How 4 shows, all three possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , SEQ _{step_candidate_3} are within the generally permitted drive speed interval [ω _min , ω _max ], which can be determined in advance. Otherwise, according to one exemplary embodiment, these sequences would not be provided as possible step sequences. The drive speed in the third possible step sequence SEQ _{step_candidate_3} exceeds the drive speed interval [ω _min , ω _{max_economy} ] for a selected operating mode, eg an economy mode, which may be permitted according to some embodiments. The possibility (permission) to exceed the operating mode interval [ω _min , ω _{max_economy} ] can therefore be understood as a setting/adaptation of the operating mode to the current driving situation.

The person skilled in the art will recognize that the exemplary embodiments described here for decelerating a vehicle can also be implemented with a computer program, which, when executed in a computer, instructs it to carry out the method. The computer program is typically provided with a computer program product 303 stored in a non-transitory digital storage medium, the program being contained in a computer-readable medium of the product. The computer-readable medium has a suitable memory such as a ROM (read-only memory), a PROM (programmable read-only memory), an EPROM (erasable PROM), a flash memory, an EEPROM (electronically erasable PROM), a hard disk, etc.

3 shows schematically a control unit 300/150, which corresponds to or contains one or more of the control units 151, 152, 153, 154, 155, 156, 157 explained above, ie the first determination unit 151 for carrying out the first method step 210, a second determination unit 152 for executing the second method step 220, a third determination unit 153 for executing the third method step 230, a fourth determination unit 154 for executing the fourth method step 240, a fifth determination unit 155 for executing the fifth method step 250, a sixth selection unit 156 for executing the sixth method step and a seventh control unit (157) for carrying out the seventh method step 270. The control unit 300/150 has a computing unit 301, which is formed by a suitable processor or microprocessor, for example a circuit for digital signal processing (digital signal processor, DSP), or a Circuit with a predetermined specific function (application-specific integrated circuit, ASIC). The computing unit 301 is connected to a storage unit 302 in the control unit 300/150, the storage unit of the computing unit 301, for example, containing the stored program code and/or stored ones Provides data that the computing unit 301 needs to carry out the calculations. The computing unit 301 is also set up to store partial results or final results of calculations in the storage unit 302.

Furthermore, the control unit 300/150 is provided with devices 311, 312, 313, 314 for receiving and transmitting input and output signals. These input and output signals can have waveforms, pulses or other properties which can be detected as information by the devices 311, 313 for receiving input signals and can be converted into signals which can be processed by the computing unit 301. These signals are then made accessible to the computing unit 301. The devices 312, 314 for transmitting the output signals are set up to convert signals received by the computing unit 301 to generate output signals, for example by modulating the signals, which can be transmitted to other components and/or systems in the vehicle.

Each of the connections to the devices for receiving and transmitting input and output signals can be formed by one or more cables, a data bus, such as a CAN bus (network bus for a control area), a MOST bus (transmission bus for media-oriented systems), or any other bus configuration; or through a wireless connection. A person skilled in the art will recognize that the above-mentioned computer can be constituted by a computing unit 301 and that the above-mentioned memory can be constituted by a storage unit 302.

Control systems in contemporary vehicles have in common communication bus systems consisting of one or more communication buses for connecting a number of electronic control units (ECU) or controllers and various components located in the vehicle. Such a control system may have a large number of control units and responsibility for a specific function may be distributed among more than one control unit. Vehicles of the type in question often have significantly more control units than in 1 and 3 What is shown is what is known to the person skilled in the art.

In an exemplary embodiment shown, the invention can be implemented by one or more of the above-mentioned control units 151, 152, 153, 154, 155, 156, 157. However, the invention can also be implemented in whole or in part in one or more control units that are already present in a vehicle, or with some control units specifically intended for the invention.

In this document, units are often described as “arranged to carry out steps of the method according to the invention”. This includes that these units are designed and/or set up to carry out these method steps.

In 1 the one or more control units 151, 152, 153, 154, 155, 156, 157 are shown as separate units. However, these units 151, 152, 153, 154, 155, 156, 157 can also be implemented logically separately but physically in the same unit, or they can be implemented together both logically and physically. These units 151, 152, 153, 154, 155, 156, 157 can, for example, correspond to groups of instructions which are in the form of a program code which is entered and used by a processor/arithmetic unit 301 when the respective units are active for use the execution of the respective procedural steps.

The invention is not limited to the exemplary embodiments described above. Rather, the invention relates to and includes all different embodiments within the scope of the independent claims.

Claims (15)

Method (200) for execution in a vehicle (100), the vehicle (100) containing: - at least one drive (101); and - at least one transmission (103) adapted to upshift at one or more predetermined upshift speed values of the drive; wherein the method contains the following steps: - determining (210) a desired vehicle speed v _des ; - Determining (220) a total number of upshift steps S _{upshift_tot} by which the at least one transmission (103) is to be upshifted so that the vehicle (100) accelerates to the desired vehicle speed v _des ; - Determine (230) at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _step _ _candidate _ _n , whereby each of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} is the determined total number Contains upshift steps S _{upshift_tot} , distributed over at least two consecutive upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} ; - Determining (240) a first drive speed ω ₁ with which the at least one drive (101) would rotate after carrying out the determined total number of upshift steps S _{upshift_tot} with a one-step sequence SEQ _{one_step} of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} ; - Determine (250) at least two time periods T ₁ , T ₂ , ..., T _n that would be needed for the at least one transmission (103) to have the determined total number of upshift steps S _{upshift_tot} with the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} to switch up so that the at least one drive (101) reaches the determined first drive speed ω ₁ ; - Selecting (260) a step sequence SEQ _step from the possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _step _ _candidate _ _n , which corresponds to the shortest time period T _min of the determined at least two time periods T ₁ , T ₂ , ... , T _n corresponds; and - controlling (270) the at least one transmission (103) based on the selected step sequence SEQ _step . Procedure (200) according to Claim 1 , wherein the determination (220) of the total number of upshift steps S _{upshift_tot} is based at least on: - a current vehicle speed v _act ; - the desired vehicle speed v _des ; and - one or more predetermined upshift drive speed values for the at least one transmission (103). Method (200) according to one of Claims 1 or 2 , wherein the determination (230) of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} contains the following steps: - Identifying (231) all sequences of successive upshift steps S _{upshift_1} , S _{upshift_2,} ..., S _{upshift -k} , which result in the determined total number of upshift steps S _{upshift_tot} and for which each subsequent upshift step S _upshift _ ₂ , ..., S _{upshift_k} is equal to or smaller than the previous upshift step S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k- 1} ; and - adding (232) the identified sequences of successive upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} to the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} . Method (200) according to one of Claims 1 until 3 , where each of the upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _upshift _ _k has an integer value in the interval from one to a maximum upshift step S _{upshift_max} ; 1 ≤ S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} ≤ S _{upshift_max} . Method (200) according to one of Claims 1 until 4 , where the determined total number of upshift steps S _{upshift_tot} has an integer _value in the interval from two to a maximum total upshift step S _{upshift_max} ; 2 ≤ S _{upshift_tot} 2 ≤ S _{upshift_tot_max} . Method (200) according to one of Claims 1 until 5 , wherein the determination (240) of the first drive speed ω ₁ and/or the determination (250) of the at least two time periods T ₁ , T ₂ , ..., T _n are based on at least one simulation, the at least one simulation being based on at least one based on the following variables: - an instantaneous vehicle speed v _act ; - the desired vehicle speed v _des ; - the one or more predetermined upshift speed values of the drive for the at least one transmission (103); - a driving resistance for the vehicle (100); and - at least one feature of the vehicle. Method (200) according to one of Claims 1 until 6 , wherein the control (270) of the at least one transmission (103) includes an upshift of the at least one transmission (103) using the at least two successive upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_k} of the selected step sequence SEQ _step . Method (200) according to one of Claims 1 until 7 , wherein the control (270) of the at least one transmission (103), which is to be upshifted using the selected step sequence SEQ _step , causes a maximum acceleration of the vehicle (100) in relation to one or more predetermined upshift speed values of the drive of one current speed v _act to the desired vehicle speed v _of . Method (200) according to one of Claims 1 until 8th , wherein - the at least one drive (101) operates according to a drive mode that is determined by a drive speed interval Δω; and - the control (270) of the at least one transmission (103) corresponds to an adjustment of the drive speed interval Δω of the drive mode. Method (200) according to one of Claims 1 until 9 , where the target vehicle speed v _des is one of the following: - a set speed v _{set_cc} of a cruise control function; - a reference speed v _{ref_cc} of a speed control function; - a requested speed v _req ; and - a default value D _{des_default} . Method (200) according to one of Claims 1 until 9 , where the one-step sequence SEQ _{one_step} contains a certain total number of upshift steps S _{upshift_tot} , which are distributed over a number N _{upshift_tot} of consecutive upshift steps S _{upshift_1} , S _{upshift_2} , ..., S _{upshift_tot} , each of which _has an on- Has gait step. Computer program with instructions which, when executed by a computer, cause it to carry out the method (200) according to one of Claims 1 until 11 to carry out. Computer-readable medium with instructions which, when executed by a computer, cause it to carry out the method (200) according to one of Claims 1 until 11 to carry out. Control unit (150) of a vehicle (100), the vehicle (100) containing: - at least one drive (101); and - at least one transmission (103) which is set up for upshifting at one or more predetermined upshift speed values of the drive; wherein the control unit (150) is set up to: - determine (210) a desired vehicle speed v _des ; - Determining (220) a total number of upshift steps S _{upshift_tot} by which the at least one transmission (103) is to be upshifted in order to accelerate the vehicle (100) to the desired vehicle speed v _des ; - Determine (230) at least two possible step sequences SEQ _{step_candidate_1,} SEQ _{step_candidate_2} , ..., SEQ _step _ _candidate _ _n , whereby each of the at least two possible step sequences SEQ _{step_candidate_1,} SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} is the total number determined upshift steps S _{upshift_tot} over at least two consecutive upshift steps _{S upshift_1} , S _{upshift_2} , ..., S _{upshift_k} ; - Determining (240) a first drive speed ω ₁ at which the at least one drive (101) would rotate after carrying out the determined total number of upshift steps S _{upshift_tot} by a one-step sequence SEQ _{one_step} of the at least two possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} ; - Determine (250) at least two time periods T ₁ , T ₂ , ..., T _n that would be needed for an upshift of the at least one transmission (103) by the specific total number of upshift steps S _{upshift_tot} by the at least two possible step sequences SEQ _{step_candidate_1,} SEQ _{step_candidate_2} , ..., SEQ _{step_candidate_n} such that the at least one drive (101) reaches the specific first drive speed ω ₁ in each case; - Selecting (260) a step sequence SEQ _step from the possible step sequences SEQ _{step_candidate_1} , SEQ _{step_candidate_2} , ..., SEQ _step _ _candidate _ _n , which corresponds to the shortest time period T _min from the determined at least two time periods T ₁ , T ₂ , .. ., T _n corresponds; and - controlling (270) the at least one transmission (103) based on the selected step sequence SEQ _step . Vehicle (100) with a control unit (150) according to Claim 14 .

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