DE19631281C2 - Method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable translation - Google Patents

Method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable translation

Info

Publication number
DE19631281C2
DE19631281C2 DE19631281A DE19631281A DE19631281C2 DE 19631281 C2 DE19631281 C2 DE 19631281C2 DE 19631281 A DE19631281 A DE 19631281A DE 19631281 A DE19631281 A DE 19631281A DE 19631281 C2 DE19631281 C2 DE 19631281C2
Authority
DE
Germany
Prior art keywords
transmission
speed
continuously variable
cvt
torque
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Fee Related
Application number
DE19631281A
Other languages
German (de)
Other versions
DE19631281A1 (en
Inventor
Gunter Juergens
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
LuK GS Verwaltungs GmbH and Co KG
Original Assignee
LuK GS Verwaltungs GmbH and Co KG
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 LuK GS Verwaltungs GmbH and Co KG filed Critical LuK GS Verwaltungs GmbH and Co KG
Priority to DE19631281A priority Critical patent/DE19631281C2/en
Publication of DE19631281A1 publication Critical patent/DE19631281A1/en
Application granted granted Critical
Publication of DE19631281C2 publication Critical patent/DE19631281C2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • 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
    • B60W10/101—Infinitely variable gearings
    • B60W10/108—Friction gearings
    • B60W10/109—Friction gearings of the toroïd type
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18063—Creeping
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H37/0846—CVT using endless flexible members
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H37/086—CVT using two coaxial friction members cooperating with at least one intermediate friction member
    • 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
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
    • F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
    • 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
    • F16H61/66—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 specially adapted for continuously variable gearings
    • F16H61/662—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 specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66254—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 specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • 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
    • F16H61/66—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 specially adapted for continuously variable gearings
    • F16H61/664—Friction gearings
    • F16H61/6648—Friction gearings controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/025—Clutch slip, i.e. difference between input and output speeds
    • 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
    • F16H15/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members
    • F16H15/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members without members having orbital motion
    • F16H15/04—Gearings providing a continuous range of gear ratios
    • F16H15/06—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B
    • F16H15/32—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line
    • F16H15/36—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface
    • F16H15/38—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface with two members B having hollow toroid surfaces opposite to each other, the member or members A being adjustably mounted between the surfaces
    • F16H2015/383—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface with two members B having hollow toroid surfaces opposite to each other, the member or members A being adjustably mounted between the surfaces with two or more sets of toroid gearings arranged in parallel
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
    • 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
    • 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
    • F16H2059/144—Inputs being a function of torque or torque demand characterised by change between positive and negative drive line torque, e.g. torque changes when switching between coasting and acceleration
    • 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
    • F16H61/66—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 specially adapted for continuously variable gearings
    • F16H2061/6604—Special control features generally applicable to continuously variable gearings
    • F16H2061/6609—Control of clutches or brakes in torque split transmissions
    • 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
    • F16H61/66—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 specially adapted for continuously variable gearings
    • F16H2061/6604—Special control features generally applicable to continuously variable gearings
    • F16H2061/6614—Control of ratio during dual or multiple pass shifting for enlarged ration coverage
    • 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
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
    • F16H9/18—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts only one flange of each pulley being adjustable
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Description

Die Erfindung betrifft ein Verfahren gemäß dem Oberbegriff des Patent­ anspruchs 1.The invention relates to a method according to the preamble of the patent claim 1.

Das Verhalten von Antriebssträngen mit automatischen Getriebe beim Abbremsen eines Kraftfahrzeugs bis zum Stillstand ist unter anderem durch folgende Punkte gekennzeichnet:
The behavior of drive trains with automatic transmissions when braking a motor vehicle to a standstill is characterized, among other things, by the following points:

  • - In den unteren Gängen von stufenweise schaltenden automatischen Getrieben werden häufig Freiläufe eingesetzt, damit ohne komplizierte Steuerstrategien ein guter Hochschaltkomfort erzielt wird. Diese Freiläufe müssen im Schubbetrieb durch zusätzliche Kupplungen überbrückt werden, was üblicherweise nur in niedrigen Fahrstufen, nicht aber im normalen Fahrbereich D erfolgt. - In the lower gears of gradually shifting automatic Freewheels are often used in gears, so without complicated Control strategies a good upshift comfort is achieved. These freewheels must be bridged by additional clutches in overrun mode, which is usually only in low gear steps, but not in normal Driving range D takes place.  
  • - Als Anfahrelement wird meist ein hydraulischer Drehmomentwandler verwendet, der je nach seinem Drehzahlverhältnis Schub- oder Zugmomente überträgt.- A hydraulic torque converter is usually used as the starting element used, depending on its speed ratio, thrust or tension transfers.

Typisch für den Anhaltevorgang bei Stufenautomatgetrieben ist, daß einerseits in den unteren Gängen das Fahrzeug mit der Betriebsbremse abgebremst werden muß, während der Motor weitgehend frei mit seiner Leerlaufdrehzahl dreht, und andererseits sich ein Kriechmoment aufbaut, sobald die Getriebe-seitige, d. h. die Turbinen-Drehzahl des Drehmomentwand­ lers die Motorleerlaufdrehzahl unterschreitet. Dieses Verhalten ist in Fig. 4, obere beide Diagramme, verdeutlicht. Die Abszisse stellt die Zeitachse eines Anhaltevorgangs dar. Auf der Ordinate ist im obersten Diagramm das Verhältnis zwischen der Abtriebsdrehzahl des Drehmomentwandlers ωab und der Leerlaufdrehzahl des Motors ωmot angegeben. Im zweiten Diagramm gibt die Ordinate das Abtriebsmoment Mab des hydraulischen Drehmomentwand­ lers an, das sich bei Drehzahlgleichheit zwischen Abtriebsdrehzahl des Drehmomentwandlers und Leerlaufdrehzahl des Motors von einem Brems­ moment in ein Antriebsmoment umwandelt, das bei Fahrzeugstillstand (Abtriebsdrehzahl des Drehmomentwandlers = Null) als Kriechmoment sein Maximum erreicht. It is typical of the stopping process in multi-speed automatic transmissions that, on the one hand, the vehicle must be braked with the service brake in the lower gears while the engine rotates largely freely at its idling speed, and on the other hand a creep torque builds up as soon as the transmission-side, ie the turbine Speed of the torque converter falls below the engine idle speed. This behavior is illustrated in FIG. 4, top two diagrams. The abscissa represents the time axis of a stopping process. The ordinate in the top diagram shows the ratio between the output speed of the torque converter ω ab and the idling speed of the engine ω mot . In the second diagram, the ordinate indicates the output torque M ab of the hydraulic torque converter, which converts from a braking torque into a drive torque that is the same as the creeping torque when the vehicle is at a standstill (output torque of the torque converter = zero) if the speed between the output speed of the torque converter and idling speed of the engine is the same Maximum reached.

Bei stufenlosen Automatikgetrieben ist üblicherweise kein Freilauf vorhanden, d. h. die Wandlerausgangsdrehzahl (Turbinendrehzahl) ist direkt vom Übersetzungsverhältnis des stufenlosen Getriebes bestimmt. Das bedeutet, daß der Abtriebsmomentverlauf beim Verzögern des Fahrzeugs durch das Zusammenwirken von Motorleerlaufdrehzahlregler und Übersetzungsregelung bestimmt wird.With continuously variable automatic transmissions, there is usually no freewheel, d. H. the converter output speed (turbine speed) is directly from Gear ratio of the continuously variable transmission determined. That means, that the output torque curve when decelerating the vehicle by Interaction between engine idle speed controller and transmission ratio control is determined.

Fig. 3 beschreibt das Motorverhalten im Leerlaufbereich. Die Abszisse gibt die Motordrehzahl ω, die Ordinate das Motormoment Mmot an. ωmot ist wiederum die Leerlaufdrehzahl des Motors. Oberhalb der Leerlaufdrehzahl ωmot gibt der Motor im Schubbetrieb ein Schubmoment ab, unterhalb der Leerlaufdrehzahl wird infolge des normalerweise vorhandenen Leerlaufreglers (elektronisch oder konventionell) ein zusätzliches Moment aufgebracht. Der Verlauf des Motormoments über Motordrehzahl ist je nach Reglerausführung unter­ schiedlich steil. Dieser Gradient hat einen erheblichen Einfluß auf den Abtriebsdrehmomentverlauf beim Anhalten. Fig. 3 describes the engine behavior in the idling range. The abscissa indicates the engine speed ω, the ordinate indicates the engine torque M mot . ω mot is again the engine idling speed. Above the idle speed ω mot , the engine delivers a thrust torque in overrun; below the idle speed, an additional torque is applied due to the normally available idle controller (electronic or conventional). The course of the engine torque over engine speed is different depending on the controller version. This gradient has a significant influence on the output torque curve when stopping.

Gibt die Übersetzungsregelung eines stufenlosen Getriebes eine Turbinen­ drehzahl vor, die größer als die Motorleerlaufdrehzahl ist, so stellt sich am Getriebeausgang ein Schubmoment ein, das dem Schubmoment des Motors, multipliziert mit der Getriebeübersetzung entspricht. Ist durch die Überset­ zungsregelung die Turbinendrehzahl kleiner als die Motordrehzahl, so wird sich ein positives (Zug-)Moment ergeben, das wiederum abhängig ist von dem Moment aufgrund des Leerlaufreglers multipliziert mit der Drehmomentwand­ lung im Drehmomentwandler multipliziert mit der Übersetzung im stufenlosen Getriebe. Ist anstelle eines Drehmomentwandlers eine Kupplung eingesetzt, so gilt das vorher Gesagte, solange die Kupplung nicht schlupft. Läßt man die Kupplung - wie in der DE 39 39 660 A1 gezeigt - schlupfen, so wird in Abhängigkeit der Differenzdrehzahlrichtung Zug oder Schub in einer Höhe auftreten, die jeweils wieder vom Kupplungs­ moment - mit der Übersetzung des stufenlosen Getriebes multipliziert - abhängt.The ratio control of a continuously variable transmission gives a turbine speed that is greater than the engine idling speed, so it turns out on Transmission output a thrust torque that corresponds to the thrust torque of the engine, multiplied by the gear ratio. Is through the translator control the turbine speed is lower than the engine speed, so  there is a positive (pull) moment, which in turn depends on that Torque due to the idle speed multiplied by the torque wall in the torque converter multiplied by the ratio in the stepless Transmission. If a clutch is used instead of a torque converter, then what has been said applies until the clutch slips. If you leave that Slip - as shown in DE 39 39 660 A1 - slip, depending on the differential speed direction Train or thrust occur at a height, again from the clutch moment - multiplied by the ratio of the continuously variable transmission - depends.

Werden keine besonderen Maßnahmen getroffen, so ergibt sich beim stufenlosen Getriebe durch das Fehlen von Freiläufen ein anderer Anhaltevor­ gang als beim Stufenautomaten. Ist der Motor aufgrund der Übersetzungs­ regelung des stufenlosen Getriebes im Schubbereich, so multipliziert sich das Schubmoment mit der Übersetzung des stufenlosen Getriebes. Für einen guten Ausrollkomfort wäre es also notwendig, die Übersetzung nicht zu groß zu wählen, was der Forderung widerspricht, beim Wiederbeschleunigen in einer möglichst großen Übersetzung zu sein. Eine Übersetzungsverstellung im Stillstand des Fahrzeugs ist problematisch.If no special measures are taken, the result is at continuously variable transmission due to the lack of freewheels gear than the step machine. Is the engine due to the gear ratio regulation of the continuously variable transmission in the thrust area, that multiplies Thrust torque with the transmission of the continuously variable transmission. For one good roll-out comfort, it would be necessary not to over-translate to choose what contradicts the requirement when accelerating in as large a translation as possible. A translation adjustment in Standstill of the vehicle is problematic.

Besonders schwierig werden die Verhältnisse bei stufenlosen Getrieben mit einer sogenannten Nullregel- oder Geared-Neutral-Struktur, wie sie beispielsweise aus den VDI-Berichten 579, Seiten 125-150 bekannt sind, bei der um den Anfahrpunkt die Übersetzung unendlich ist, so daß die Abtriebsmomentenver­ läufe besonders schwer steuerbar sind.The situation with stepless transmissions becomes particularly difficult a so-called zero-rule or geared-neutral structure, such as that found in VDI reports 579, Pages 125-150 are known in the order of the  Approach point the ratio is infinite, so that the output torque ver runs are particularly difficult to control.

Ein an sich bekanntes Getriebe mit einer solchen Geared-Neutral-Struktur ist in Fig. 5 schematisch dargestellt. Es umfaßt eine Eingangswelle e und eine Ausgangswelle a. An einem ersten Verzweigungsknoten 3 teilt sich der Übertragungspfad zwischen Eingangswelle und Ausgangswelle in zwei Pfade. Der erste Pfad enthält eine Reibungskupplung K1, der eine Übersetzungsstufe 5 folgt, an die sich ein Differentialgetriebe 7 anschließt, dessen Ausgang über einen zweiten Verzweigungsknoten 9 mit der Ausgangswelle a verbunden ist.A known transmission with such a geared-neutral structure is shown schematically in FIG. 5. It comprises an input shaft e and an output shaft a. At a first branch node 3 , the transmission path between the input shaft and the output shaft is divided into two paths. The first path contains a friction clutch K1, which is followed by a transmission stage 5 , to which a differential gear 7 connects, the output of which is connected to the output shaft a via a second branching node 9 .

Der zweite Übertragungspfad enthält ein stufenloses Getriebe CVT, beispiels­ weise ein Umschlingungsgetriebe mit zwei Scheiben veränderbaren Durch­ messers, dessen Ausgang über einen Knoten 11 mit einem Stützglied des Getriebes 7 verbunden und über eine zweite Reibungskupplung K2 mit dem zweiten Verzweigungsknoten 9 verbunden ist.The second transmission path contains a continuously variable transmission CVT, for example a belt transmission with two disks with variable diameters, the output of which is connected via a node 11 to a support member of the transmission 7 and via a second friction clutch K2 to the second branch node 9 .

Die Funktion des Getriebes gemäß Fig. 5 wird anhand Fig. 6 erläutert, bei der auf der Abszisse das Drehzahlverhältnis des gesamten Getriebes und auf der Ordinate das Drehzahlverhältnis des stufenlosen Getriebes aufgetragen sind. Dabei bedeuten:
νG das Drehzahlverhältnis des gesamten Getriebes,
νCVT das Drehzahlverhältnis des stufenlosen Getriebes,
ωa die Drehzahl der Ausgangswelle a,
ωe die Drehzahl der Eingangswelle e und
ωWa die Drehzahl der Abtriebswelle des stufenlosen Getriebes.The function of the transmission according to FIG. 5 will be explained with reference to FIG. 6, in which the speed ratio of the entire transmission is plotted on the abscissa and the speed ratio of the continuously variable transmission is plotted on the ordinate. Mean:
ν G the speed ratio of the entire transmission,
ν CVT the speed ratio of the continuously variable transmission,
ω a the speed of the output shaft a,
ω e is the speed of the input shaft e and
ω Wa is the speed of the output shaft of the continuously variable transmission.

Im Bereich niedriger Gesamtdrehzahlverhältnisse ist die Kupplung K1 geschlossen und die Kupplung K2 geöffnet, wobei in der linken unteren Hälfte der Fig. 6 die Relativdrehzahl ΔωK2/ωe der Kupplung K2 angegeben ist. Diese Relativdrehzahl nimmt bei abnehmendem Drehzahlverhältnis des stufenlosen Getriebes CVT ab und wird im dargestellten Beispiel bei dem Drehzahl­ verhältnis 0,45, dem Synchronpunkt des Getriebes, Null. Bei Drehzahl­ verhältnissen νG über 0,45 ist die Kupplung K2 geschlossen und die Kupplung K1 offen, wobei in der rechten unteren Hälfte der Fig. 6 die Relativdrehzahl an der Kupplung K1 angegeben ist. Wie aus Fig. 6 weiter ersichtlich, vermindert sich das Übersetzungsverhältnis νG des Getriebes bei einer Vergrößerung des Übersetzungsverhältnisses des stufenlosen Getriebes CVT und geschlossener Kupplung K1 zu immer kleineren Werten und nimmt schließlich bei einem Wert von 1,45 des Übersetzungsverhältnisses νCVT den Wert Null an. Wird das Übersetzungsverhältnis CVT weiter vergrößert, so nimmt νG negative Werte an, d. h. die Ausgangswelle beginnt bei weiterem Vorwärtsdrehen der Eingangswelle rückwärts zu drehen. Der Punkt, in dem das Übersetzungsverhältnis Null ist, wird als Neutralpunkt bezeichnet.In the range of low overall speed ratios, clutch K1 is closed and clutch K2 is open, the relative speed Δω K2 / ω e of clutch K2 being indicated in the lower left half of FIG. 6. This relative speed decreases with decreasing speed ratio of the continuously variable transmission CVT and in the example shown is at the speed ratio 0.45, the synchronization point of the transmission, zero. At speed ratios ν G above 0.45, clutch K2 is closed and clutch K1 is open, the relative speed at clutch K1 being indicated in the lower right half of FIG. 6. As can further be seen from FIG. 6, the transmission ratio ν G of the transmission decreases as the transmission ratio of the continuously variable transmission CVT and clutch K1 increases to ever smaller values and finally takes the value zero at a value of 1.45 of the transmission ratio ν CVT on. If the gear ratio CVT is further increased, then ν G takes on negative values, ie the output shaft begins to rotate backwards when the input shaft is turned further forward. The point at which the gear ratio is zero is called the neutral point.

In Fig. 4, unten, ist der Abtriebsmomentenverlauf eines solchen Geared- Neutral-Getriebes ohne Vorhandensein eines Drehmomentwandlers gezeigt. Ergibt die Übersetzungsregelung des stufenlosen Getriebes CVT der Fig. 5 exakt die Motorleerlaufdrehzahl, so ist auch das Abtriebsmoment exakt Null (Δ = Null). Bei dieser Betrachtung sind die Wirkungen von Massenbe­ schleunigungen und Massenverzögerungen in der Getriebestruktur ver­ nachlässigt. Liegt die von der Getriebeübersetzung bestimmte Motordrehzahl dagegen unter der Leerlaufdrehzahl, so wird sich ein Kriechmoment ergeben, das bei Vernachlässigung von Verlusten im Stillstand wegen der Drehmo­ mentübersetzung Unendlich betragen muß. Analog ergibt sich bei einer zu hoch eingeregelten Motordrehzahl ein Schubmoment, das ebenfalls gegen unendlich gehen kann.In Fig. 4, below, the output torque curve of such a geared-neutral transmission is shown without the presence of a torque converter. If the gear ratio control of the continuously variable transmission CVT of FIG. 5 gives exactly the engine idling speed, the output torque is also exactly zero (Δ = zero). In this view, the effects of mass accelerations and mass decelerations in the transmission structure are neglected. However, if the engine speed determined by the gear ratio is below the idling speed, a creep torque will result which, when neglecting losses at a standstill due to the torque ratio, must be infinite. Similarly, if the engine speed is set too high, there is a thrust torque that can also go towards infinity.

Da die Motorleerlauf-Solldrehzahl von vielen Parametern abhängt und auch die gesamte Übersetzungsregelung des CVT-Getriebes toleranzbehaftet ist, ist der Anhaltevorgang bei Geared-Neutral-Getrieben ohne Zusatzmaßnahmen problematisch, es sei denn, man setzt, wie von Vahabzadeh, H.; James, P.; Dittrich, O.; "Stufenloses Null-Regelgetriebe mit Leistungsverzweigung", 23. FISITA, Turin, 1990, beschrieben, Freiläufe ein.Since the engine idle speed depends on many parameters and also the entire gear ratio control of the CVT transmission is subject to tolerance, is the Stopping process for geared neutral transmissions without additional measures problematic unless you bet, as von Vahabzadeh, H .; James, P .; Dittrich, O .; "Continuously variable zero-speed transmission with power split", 23. FISITA, Turin, 1990, described freewheels.

Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren anzugeben, mit dem sich der Anhaltevorgang eines mit einem stufenlosen, automatischen Getriebe versehenen Kraftfahrzeug bei geringem konstruktiven Aufwand in zufrieden­ stellender Weise steuern läßt.The invention has for its object to provide a method with which the stopping process with a continuously variable, automatic transmission provided motor vehicle with little design effort in satisfied controlling way.

Diese Aufgabe wird mit einem Verfahren gemäß dem Anspruch 1 gelöst.This object is achieved with a method according to claim 1.

Durch die Kombination einer Übersetzungsregelung des stufenlosen Getriebes und einer Momentensteuerung der im Antriebsstrang schlupfenden Reibungs­ kupplung kann der Abtriebsmomentenverlauf, das ist der Drehmomentverlauf der fahrzeugseitig wirksamen Ausgangswelle des Getriebes, in einem weiten Bereich frei vorgegeben werden.By combining a transmission control of the continuously variable transmission and a torque control of the friction slipping in the drive train clutch can the output torque curve, that is the torque curve the output shaft of the transmission effective on the vehicle, in a wide range Area can be freely specified.

Eine solche Reibungskupplung ist bei stufenlosen Getrieben entweder als Anfahrkupplung oder als Bereichswechselkupplung vorhanden. Besonders vorteilhaft ist, wenn die schlupfende Kupplung zwischen dem stufenlosen Getriebe und dem Abtrieb liegt, da dann das Abtriebsmoment nicht das Kupplungsmoment multipliziert mit der Getriebeübersetzung ist, sondern direkt das Kupplungsmoment. Unter Berücksichtigung der jeweiligen Getriebe­ übersetzung läßt sich jedoch auch eine antriebsseitige Reibungskupplung entsprechend dem gewünschten Abtriebsmoment steuern. Such a friction clutch is either as in continuously variable transmissions Start clutch or range change clutch available. Especially It is advantageous if the slipping clutch between the stepless Transmission and the output is because then the output torque is not that Coupling torque is multiplied by the gear ratio, but directly the clutch torque. Taking into account the respective gear However, translation can also be a drive-side friction clutch control according to the desired output torque.  

Die Unteransprüche sind auf vorteilhafte Durchführungsformen des erfin­ dungsgemäßen Verfahren gerichtet.The subclaims relate to advantageous embodiments of the invention directed method according to the invention.

Insgesamt wird mit der Erfindung erreicht, ohne die Notwendigkeit des Einbaus von Freiläufen einen zufriedenstellenden Abtriebsmomentenverlauf zu erzielen.Overall, is achieved with the invention without the need for Installation of freewheels to a satisfactory output torque curve achieve.

Die Erfindung wird im folgenden anhand schematischer Zeichnungen beispielsweise und mit weiteren Einzelheiten erläutert.The invention is described below with the aid of schematic drawings for example and explained in more detail.

Es stellen dar:They represent:

Fig. 1 Diagramme zur Erläuterung des Einsatzes der Erfindung bei einem Geared-Neutral-Getriebe, Fig. 1 diagrams for explaining the use of the invention in a geared neutral transmission,

Fig. 2 ein Gesamtdiagramm eines Antriebsstrangs mit Steuergerät zum Durchführen des erfindungsgemäßen Verfahrens, Fig. 2 is an overall diagram of a powertrain having control apparatus for performing the method according to the invention,

Fig. 3 das sich aufbauende Motormoment in Abhängigkeit von verschiedenen Drehzahlen, Fig. 3, which builds up the engine torque as a function of different speeds,

Fig. 4 sich in einem Antriebsstrang aufbauende Momente in Ab­ hängigkeit des Verhältnisses von Abtriebsdrehzahl zu Leerlauf­ drehzahl des Motors, Fig. 4, in a drive train construction moments in dependence from the ratio of output speed to idling speed of the engine,

Fig. 5 das Schema eines Geared-Neutral-Getriebes und Fig. 5 shows the diagram of a geared-neutral transmission and

Fig. 6 Diagramme zur Erläuterung der Funktionsweise des Geared- Neutral-Getriebes gemäß Fig. 5. Fig. 6 are diagrams for explaining the operation of the Geared- neutral transmission according to Fig. 5.

Die Abszisse der Fig. 1 bedeutet ähnlich wie die der bereits erläuterten Fig. 4 die Zeitachse während eines Anhaltevorgangs. Die oberste Gerade zeigt den Verlauf des Drehzahlverhältnisses νG = Drehzahl ωa der Ausgangswelle a (Fig. 5) zu Drehzahl ωe der Eingangswelle e während des Anhaltevorgangs.Like the FIG. 4 already explained, the abscissa of FIG. 1 means the time axis during a stopping process. The top straight line shows the course of the speed ratio ν G = speed ω a of the output shaft a ( FIG. 5) to speed ω e of the input shaft e during the stopping process.

Die mittleren zueinander parallelen Geraden gemäß Fig. 1 geben Beispiel für einen Verlauf der Drehzahldifferenz Δω zwischen Leerlaufdrehzahl des Motors ωmot und Drehzahl ωe der Eingangswelle während eines Anhaltevorgangs an. Die mittlere durchgezogene Gerade entspricht dem Fall, bei dem ωmot und ωe so aufeinander abgestimmt sind, daß sie bei der Getriebeübersetzung 1 miteinander übereinstimmen. Bei der strichpunktierten oberen Gerade ist die Leerlaufdrehzahl hoch bzw. die Übersetzungsregelung des Getriebes nicht ideal auf die Motordrehzahl abgestimmt. Bei der gestrichelten Kurve ist die Getriebeübersetzung so, daß die Drehzahl der Getriebeeingangswelle bereits bei Getriebedrehzahlverhältnissen über 1 gleich der Leerlaufdrehzahl ist. Die untersten Kurven der Fig. 1 zeigen die sich einstellenden Abtriebsmomente an der Antriebswelle a, wobei das maximale Abtriebsmoment (Kriechmoment MK1) durch die Ansteuerung der Kupplung K1 festgelegt ist. Wie unmittelbar ersichtlich, kann durch entsprechende Regelung der Getriebeübersetzung und Ansteuerung der Kupplung K1 weitgehend jeder vorgebbare Verlauf des Abtriebsmoments, übergehend von einem Bremsmoment (links in Fig. 1) zu einem Antriebs- bzw. Kriechmoment (rechts in Fig. 1) erzeugt werden. Dabei ist die Übersetzung des Getriebes bei Fahrzeugstillstand, die für die Anfahr­ dynamik wichtig ist, ebenfalls innerhalb weiter Grenzen variierbar.The middle straight lines parallel to one another according to FIG. 1 give an example of a course of the speed difference Δω between idling speed of the engine ω mot and speed ω e of the input shaft during a stopping process. The middle solid straight line corresponds to the case in which ω mot and ω e are matched to one another in such a way that they correspond to one another in gear ratio 1. With the dash-dotted upper straight line, the idling speed is high or the gear ratio control of the transmission is not ideally matched to the engine speed. In the dashed curve, the gear ratio is such that the speed of the transmission input shaft is equal to the idle speed even at gear speed ratios above 1. The bottom curves in FIG. 1 show the output torques which occur on the drive shaft a, the maximum output torque (creep torque M K1 ) being determined by the actuation of the clutch K1. As can be seen immediately, by appropriately regulating the gear ratio and actuating the clutch K1, largely any predeterminable course of the output torque, from a braking torque (on the left in FIG. 1) to a driving or creeping torque (on the right in FIG. 1), can be generated. The transmission ratio when the vehicle is at a standstill, which is important for the starting dynamics, can also be varied within wide limits.

Fig. 2 zeigt eine Gesamtanordnung zur Durchführung des anhand Fig. 1 geschilderten Verfahrens. FIG. 2 shows an overall arrangement for carrying out the method described with reference to FIG. 1.

Das leistungsverzweigte Getriebe umfaßt hier ein stufenloses Getriebe CVT, das als Umschlingungsgetriebe mit zwei Kegelscheiben S1 und S2 ausgeführt ist. Das Getriebe 7 ist als Planetengetriebe ausgeführt, dessen Hohlrad 13 fest mit der Ausgangswelle a verbunden ist, dessen Planetenradträger 15 mit der Übersetzungstufe 5 kämmt und dessen Sonnenrad 17 drehfest mit der Abtriebswelle des stufenlosen Getriebes CVT verbunden ist. Die erste Kupplung K1 verbindet die Eingangswelle e mit der Übersetzungsstufe 5; die zweite Kupplung K2 verbindet den Planetenradträger 15 mit dem Hohlrad 13.The power-split transmission here comprises a continuously variable transmission CVT, which is designed as a belt transmission with two conical pulleys S1 and S2. The gear 7 is designed as a planetary gear, the ring gear 13 is fixedly connected to the output shaft a, the planet gear 15 meshes with the gear ratio 5 and the sun gear 17 is rotatably connected to the output shaft of the continuously variable transmission CVT. The first clutch K1 connects the input shaft e to the transmission stage 5 ; the second clutch K2 connects the planet gear carrier 15 to the ring gear 13 .

Die Ausgangswelle des Getriebes a ist über ein Achsdifferential 19 mit den angetriebenen Rädern 21 eines Kraftfahrzeugs verbunden. Die Eingangswelle e ist über ein Zweimassenschwungrad 23 mit der Brennkraftmaschine 25 verbunden. Das Hohlrad 13 arbeitet mit einer Lockupkupplung KL zum Stillsetzen des Fahrzeugs zusammen.The output shaft of the transmission a is connected via an axle differential 19 to the driven wheels 21 of a motor vehicle. The input shaft e is connected to the internal combustion engine 25 via a dual-mass flywheel 23 . The ring gear 13 works with a lockup clutch KL to stop the vehicle.

Ein Fahrpedal 27 ist ebenso wie ein Wählhebel 28 mit einem programmier­ baren elektronischen Steuergerät 29 verbunden, das die Brennkraftmaschine 25 und das leistungsverzweigte Getriebe steuert. Dem Steuergerät 29 werden als Eingangssignale unter anderem die Stellung α des Fahrpedals 27, die Stellung W des Wählhebels 28, die Drehzahl ωa der Ausgangswelle a, das Drehmoment MD der Brennkraftmaschine und die Drehzahl n der Brenn­ kraftmaschine, die der Drehzahl der Eingangswelle e entspricht, sowie die Drehzahl ωCVT der Abtriebswelle des Getriebes CVT zugeführt.An accelerator pedal 27 , like a selector lever 28, is connected to a programmable electronic control unit 29 which controls the internal combustion engine 25 and the power-split transmission. The control unit 29 as input signals include the position α of the accelerator pedal 27 , the position W of the selector lever 28 , the speed ω a of the output shaft a, the torque MD of the internal combustion engine and the speed n of the internal combustion engine, which corresponds to the speed of the input shaft e , as well as the speed ω CVT of the output shaft of the CVT transmission.

Aus diesen Werten rechnet das elektronische Steuergerät 29 entsprechend in ihm abgelegten Kennfeldern und Programmen Werte zur Ansteuerung eines Leistungsstellgliedes LG der Brennkraftmaschine 25 sowie der Übersetzung des stufenlosen Getriebes CVT und der Kupplungen K1 und K2 aus. From these values, the electronic control unit 29 calculates values for controlling a power actuator LG of the internal combustion engine 25 and the translation of the continuously variable transmission CVT and the clutches K1 and K2 in accordance with the maps and programs stored in it.

Die für die Durchführung des erfindungsgemäßen Verfahrens erforderlichen Kennfelder und Sollgrößen sind in entsprechenden Speichern des Steuergerä­ tes 29 abgelegt, so daß der Anhaltevorgang, wie beschrieben, abläuft, wobei während des Anhaltevorgangs das Leistungsstellglied LG nicht betätigt ist, so daß die Brennkraftmaschine im Leerlauf oder - bei entsprechender Ausrüstung mit einer die Kraftstoffzufuhr absperrenden Schubabschaltung - bis fast zum Fahrzeugstillstand mit maximalem Bremsmoment läuft.The maps and setpoints required for carrying out the method according to the invention are stored in corresponding memories of the control device 29 so that the stopping process proceeds as described, the power actuator LG not being actuated during the stopping process, so that the internal combustion engine is idling or with the appropriate equipment with a fuel cut-off overrun cut-off - runs almost to a standstill with maximum braking torque.

Claims (8)

1. Verfahren zum Steuern des Anhaltevorgangs eines mit einem automati­ schen Getriebe mit stufenlos veränderbarer Übersetzung ausgerüsteten Kraftfahrzeugs, bei welchem eine Eingangswelle (e) des automatischen Getriebes von einem Antriebsmotor des Fahrzeugs drehangetrieben wird und eine Ausgangswelle (a) des Getriebes das Fahrzeug antreibt, wobei zwischen der Eingangswelle des Getriebes und der Ausgangswelle eine Reibungskupplung (K1) vorgesehen ist, dadurch gekennzeichnet, daß während des Anhaltevorgangs die Übersetzung des stufenlosen Getriebes (CVT) und das von der Reibungskupplung (K1) übertragbare Moment derart aufeinander abgestimmt werden, daß ein vorgebbarer oder vorgegebener Drehmomentverlauf der Ausgangswelle (a) erzielt wird.1. A method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable transmission, in which an input shaft (s) of the automatic transmission is driven in rotation by a drive motor of the vehicle and an output shaft (a) of the transmission drives the vehicle, wherein A friction clutch (K1) is provided between the input shaft of the transmission and the output shaft, characterized in that during the stopping process the ratio of the continuously variable transmission (CVT) and the torque which can be transmitted by the friction clutch (K1) are coordinated with one another in such a way that a specifiable or predetermined torque curve of the output shaft (a) is achieved. 2. Verfahren nach Anspruch 1, bei welchem das Getriebe ein leistungsver­ zweigtes Getriebe mit einem Neutralpunkt ist, in welchem bei einer bestimmten Übersetzung des stufenlosen Getriebes (CVT) das Verhältnis zwischen Drehzahl der Ausgangswelle (a) und Drehzahl der Eingangswelle (e) Null beträgt, dadurch gekennzeichnet, daß die Übersetzung des stufenlosen, im leistungsverzweigten Getriebe enthaltenen Getriebes (CVT) zumindest kurz vor dem Anhalten aus Vorwärtsfahrt derart eingestellt wird, daß ein Antriebsmoment auf die Ausgangswelle (a) wirkt.2. The method of claim 1, wherein the transmission is a power ver branched gearbox with a neutral point, in which at a certain ratio of the continuously variable transmission (CVT) the ratio between the speed of the output shaft (a) and the speed of the input shaft  (e) is zero, characterized in that the translation of the stepless transmission contained in the power split transmission (CVT) at least just before stopping from driving forward like this is set that a drive torque on the output shaft (a) acts. 3. Verfahren nach Anspruch 2, dadurch gekennzeichnet, daß die Über­ setzung des stufenlosen, im leistungsverzweigten Getriebe enthaltenen Getriebes (CVT) während des Anhaltevorgangs und in Fahrt befindlichen Fahrzeug derart eingestellt wird, daß die Drehzahl der Eingangswelle (e) größer als die Leerlaufdrehzahl des Motors ist.3. The method according to claim 2, characterized in that the over setting of the stepless, contained in the power split transmission Transmission (CVT) during the stopping process and while driving Vehicle is adjusted so that the speed of the input shaft (s) is greater than the engine idling speed. 4. Verfahren nach Anspruch 2 oder 3, dadurch gekennzeichnet, daß die Übersetzung des stufenlosen, im leistungsverzweigten Getriebe enthaltenen Getriebes (CVT) erst kurz vor Stillstand des Fahrzeuges in die Nähe des Neutralpunktes verstellt wird.4. The method according to claim 2 or 3, characterized in that the Gear ratio of the continuously variable transmission in the power split transmission contained transmission (CVT) just before the vehicle comes to a standstill in the proximity of the neutral point is adjusted. 5. Verfahren nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß während des Anhaltevorgangs durch stetige Änderung der Übersetzung des stufenlosen Getriebes zum Erreichen einer Getriebeeingangsdrehzahl von größer zu kleiner als die Leerlaufdrehzahl des Motors, damit ein stetiger Übergang vom Schubbetrieb auf Zugbetrieb erfolgt. 5. The method according to any one of claims 1 to 4, characterized in that during the stopping process by constantly changing the Gear ratio of the continuously variable transmission to achieve a Transmission input speed from greater to less than idle speed of the engine, thus a steady transition from overrun to Train operation takes place.   6. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß der Verlauf des Abtriebsmomentes über der Fahrgeschwindigkeit beim Anhaltevorgang durch Vorgabe des übertragbaren Moments einer schlupfenden Kupplung, wie Reibungs­ kupplung, erfolgt.6. The method according to any one of the preceding claims, characterized in that the course of the output torque over the driving speed when stopping by specifying the transmissible moments of a slipping clutch, such as friction clutch, takes place. 7. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gezeichnet, daß der Schlupf in der Kupplung, wie Reibungskupp­ lung, durch den Übersetzungsverlauf in CVT klein gehalten wird.7. The method according to any one of the preceding claims, characterized in that the slip in the clutch, like friction clutch by which the translation history in CVT is kept small. 8. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Wirkrichtung des Abtriebsmomentes im Zusammenhang mit einer Ansteuerung eines Leerlaufreglers einer Antriebsmaschine durch die Richtung des Schlupfes in der Kupplung, gegeben durch das Übersetzungsverhältnis des CVTs, vorgegeben wird.8. The method according to any one of the preceding claims, characterized in that the effective direction of the output torque in connection with a control of an idle controller Drive machine by the direction of slip in the clutch, given by the gear ratio of the CVT.
DE19631281A 1995-08-23 1996-08-02 Method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable translation Expired - Fee Related DE19631281C2 (en)

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DE19530929 1995-08-23
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DE19536863 1995-10-02
DE19536864 1995-10-02
DE19536865 1995-10-02
DE19536747 1995-10-02
DE19631281A DE19631281C2 (en) 1995-08-23 1996-08-02 Method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable translation

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DE19631281A Expired - Fee Related DE19631281C2 (en) 1995-08-23 1996-08-02 Method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable translation
DE19631216A Withdrawn DE19631216A1 (en) 1995-08-23 1996-08-02 Transmission unit esp. for motor vehicle with cone and pulley belt drive
DE19631236A Expired - Fee Related DE19631236C2 (en) 1995-08-23 1996-08-02 Gear unit and method for using a gear unit
DE19631243A Expired - Fee Related DE19631243C2 (en) 1995-08-23 1996-08-02 gear unit
DE19631294A Expired - Fee Related DE19631294C2 (en) 1995-08-23 1996-08-02 gear unit

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DE19631236A Expired - Fee Related DE19631236C2 (en) 1995-08-23 1996-08-02 Gear unit and method for using a gear unit
DE19631243A Expired - Fee Related DE19631243C2 (en) 1995-08-23 1996-08-02 gear unit
DE19631294A Expired - Fee Related DE19631294C2 (en) 1995-08-23 1996-08-02 gear unit

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DE19631236A1 (en) 1997-02-27
DE19631281A1 (en) 1997-02-27
DE19631294C2 (en) 2003-03-20
DE19631236C2 (en) 2003-03-20
DE19631294A1 (en) 1997-02-27
DE19631243C2 (en) 2003-05-15
DE19631216A1 (en) 1997-03-20
DE19631243A1 (en) 1997-02-27

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