DE19950306A1 - Determining optimum reduction retarding reductions with retarding changing down gear connections of motor vehicles to give smoother and more comfortable gear changing in motor vehicles - Google Patents

Determining optimum reduction retarding reductions with retarding changing down gear connections of motor vehicles to give smoother and more comfortable gear changing in motor vehicles

Info

Publication number
DE19950306A1
DE19950306A1 DE19950306A DE19950306A DE19950306A1 DE 19950306 A1 DE19950306 A1 DE 19950306A1 DE 19950306 A DE19950306 A DE 19950306A DE 19950306 A DE19950306 A DE 19950306A DE 19950306 A1 DE19950306 A1 DE 19950306A1
Authority
DE
Germany
Prior art keywords
motor vehicles
retarder
retarding
changing
calculated
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.)
Ceased
Application number
DE19950306A
Other languages
German (de)
Inventor
Roland Leibinger
Otto Lutz
Peter Muschel
Franz Sorg
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Priority to DE19950306A priority Critical patent/DE19950306A1/en
Publication of DE19950306A1 publication Critical patent/DE19950306A1/en
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H61/0437—Smoothing ratio shift by using electrical signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
    • 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
    • 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
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/196—Conjoint control of vehicle sub-units of different type or different function including control of braking systems acting within the driveline, e.g. retarders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0414—Synchronisation before shifting by retarder control

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)

Abstract

The determining method is carried out so that the value of the retardation reduction is analytically computed. The retarder reduction is computed from the level of the dynamic torque of the gear changing mechanism input shaft. The synchronizing of the gear element is supported by the retarder.

Description

Die Erfindung betrifft ein Verfahren zur Bestimmung der optimalen Reduzierung der Bremswirkung bei primärseiti­ gen Dauerbremsen und Rückschaltungen unter Bremswirkungen (Retarderrückschaltungen) bei Kraftfahrzeugen nach dem Oberbegriff des Patentanspruchs 1.The invention relates to a method for determination the optimal reduction of the braking effect with primary side against permanent braking and downshifts under braking effects (Retarder downshifts) in motor vehicles after Preamble of claim 1.

Bei Retarderrückschaltungen ist es erforderlich, eine Reduzierung der Bremswirkung vorzunehmen, um somit die Schaltqualität zu verbessern.Retarder downshifts require a Reduce the braking effect to make the To improve switching quality.

Der Stand der Technik lehrt, während Retarderrück­ schaltungen den Retarder kurz abzuschalten.The prior art teaches retarder retraction switch off the retarder briefly.

Diese Vorgehensweise gewährleistet keinen optimalen Schaltverlauf; zudem ist der dadurch erzielbare Schaltkom­ fort schlecht.This procedure does not guarantee an optimal one Switching history; in addition, the switching com attainable thereby away bad.

Der vorliegenden Erfindung liegt daher die Aufgabe zugrunde, ausgehend von diesem Stand der Technik ein Ver­ fahren zur Optimierung der Retarderreduzierung bei Retar­ derrückschaltungen anzugeben, welches die vorhandenen Ver­ fahren hinsichtlich des Schaltkomforts verbessert und somit eine bessere Schaltqualität gewährleistet.The present invention is therefore based on the object based on a Ver drive to optimize the retarder reduction at Retar the downshifts to indicate which existing Ver drive improved in terms of shift comfort and thus better switching quality guaranteed.

Diese Aufgabe ist gemäß der Erfindung durch die Merk­ male des Patentanspruchs 1 gelöst. Weitere Ausgestaltungen der Erfindung gehen aus den Unteransprüchen hervor. This object is according to the invention by the Merk male of claim 1 solved. Other configurations the invention emerge from the subclaims.  

Dementsprechend wird vorgeschlagen, die Retarderredu­ zierung analytisch zu berechnen.Accordingly, it is proposed to reduce the retarder to calculate ornamentation analytically.

Erfindungsgemäß errechnet sich die Retarderreduzierung aus der Höhe der dynamischen Momente, die während des Schaltvorgangs oft als störend empfunden werden. Die dyna­ mischen Momente der Schaltgetriebe-Eingangswelle lassen sich durch folgende Gleichung zweiter Ordnung approximie­ ren:According to the invention, the retarder reduction is calculated from the amount of dynamic moments that occur during the Switching process are often perceived as annoying. The Dyna mix moments of the manual transmission input shaft approximate itself by the following second order equation ren:

M_T_dyn(t) = a0 + a1.t + a2.t2, wobei die Koeffizienten a0, a1 und a2 in Abhängigkeit von folgenden Größen berechnet werden:
M_T_dyn (t) = a0 + a1.t + a2.t 2 , whereby the coefficients a0, a1 and a2 are calculated depending on the following quantities:

  • - Lastübernahmezielmoment,- target load moment,
  • - Moment am Ende der Rutschphase,- moment at the end of the slip phase,
  • - Drehzahldifferenz, die an der Schaltgetriebe-Eingangs­ welle abzubauen ist,- Speed difference at the gearbox input wave is breaking down,
  • - gewünschte Soll-Rutschzeit und- desired slipping time and
  • - Verlauf des eintreibenden Drehmoments (Retarder- und Wandlermoment) während der Rutschphase.- Course of the driving torque (retarder and Torque) during the slip phase.

Analog dazu wird die Retarderreduzierung erfindungsge­ mäß durch folgende Gleichung beschrieben:
Analogously, the retarder reduction according to the invention is described by the following equation:

M_Ret_reduz = c1.t + c2.t2 + c0M_Ret_reduz = c1.t + c2.t 2 + c0

c0 ist abhängig von:
c0 depends on:

  • - Drehzahl-Wunschverlauf am Beginn der Rutschphase;- Desired speed at the beginning of the slip phase;
  • - Lastübernahmezielmoment,- target load moment,
  • - Schaltgetriebe-Eingangswellen am Anfang der Rutschpha­ se.- Manual transmission input shafts at the beginning of the slip phase se.

c1 ist abhängig von:
c1 depends on:

  • - Lastübernahmezielmoment,- target load moment,
  • - gewünschter Soll-Rutschzeit,- desired slipping time,
  • - Schaltgetriebe-Eingangswellen am Anfang der Rutschphase- Manual transmission input shafts at the beginning of the Slip phase
  • - a0- a0
  • - c0- c0

c2 = a2c2 = a2

Diese Lösung verbessert die Schaltqualität, indem am Abtrieb ein konstantes Moment eingestellt wird. In diesem Fall wird die Synchronisierung vom Retarder unterstützt.This solution improves the switching quality by Output a constant torque is set. In this In this case, synchronization is supported by the retarder.

Claims (5)

1. Verfahren zur Bestimmung der optimalen Retarderre­ duzierung bei Retarderrückschaltungen von Kraftfahrzeugen, dadurch gekennzeichnet, dass der Wert der Retarderreduzierung analytisch berechnet wird.1. A method for determining the optimal retarder reduction in retarder downshifts of motor vehicles, characterized in that the value of the retarder reduction is calculated analytically. 2. Verfahren nach Anspruch 1, dadurch gekenn­ zeichnet, dass die Retarderreduzierung aus der Höhe der dynamischen Momente der Schaltgetriebe- Eingangswelle berechnet wird.2. The method according to claim 1, characterized records that the retarder reduction from the Amount of dynamic moments of manual transmission Input shaft is calculated. 3. Verfahren nach Anspruch 2, dadurch gekenn­ zeichnet, dass die Höhe der dynamischen Momente der Schaltgetriebe-Eingangswelle durch eine Parabel zweiter Ordnung in der Form:
M_T_dyn (t) = a0 + a1.t + a2.t2
beschrieben wird, wobei die Koeffizienten a0, a1 und a2 in Abhängigkeit vom Lastübernahmezielmoment, vom Moment am Ende der Rutschphase, von der Drehzahldifferenz, die an der Schaltgetriebe-Eingangswelle abzubauen ist, von der ge­ wünschten Soll-Rutschzeit und vom Verlauf des eintreibenden Moments während der Rutschphase berechnet werden.3. The method according to claim 2, characterized in that the height of the dynamic moments of the transmission input shaft by a parabola of the second order in the form:
M_T_dyn (t) = a0 + a1.t + a2.t 2
is described, the coefficients a0, a1 and a2 as a function of the load transfer target torque, the torque at the end of the slip phase, the speed difference to be reduced on the manual transmission input shaft, the desired target slip time and the course of the driving torque during the slip phase can be calculated. 4. Verfahren nach Anspruch 3, dadurch gekenn­ zeichnet, dass die Retarderreduzierung aus fol­ gender Gleichung berechnet wird:
M_Ret_reduz = c1.t + c2.t2 + c0,

wobei die Koeffizienten c0, c1 und c2 in Abhängigkeit von
  • - Drehzahl-Wunschverlauf am Beginn der Rutschphase,
  • - Lastübernahmezielmoment,
  • - Schaltgetriebe-Eingangwellenmoment am Gang der Rutschphase und
  • - gewünschter Soll-Rutschzeit
berechnet werden.4. The method according to claim 3, characterized in that the retarder reduction is calculated from the following equation:
M_Ret_reduz = c1.t + c2.t 2 + c0,

the coefficients c0, c1 and c2 depending on
  • - desired speed at the beginning of the slip phase,
  • - target load moment,
  • - Manual transmission input shaft torque at the gear of the slip phase and
  • - Desired target slide time
be calculated. 5. Verfahren nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die Synchro­ nisierung der Gangelemente vom Retarder unterstützt wird.5. The method according to any one of the preceding claims, characterized in that the Synchro nization of the gear elements is supported by the retarder.
DE19950306A 1999-10-19 1999-10-19 Determining optimum reduction retarding reductions with retarding changing down gear connections of motor vehicles to give smoother and more comfortable gear changing in motor vehicles Ceased DE19950306A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE19950306A DE19950306A1 (en) 1999-10-19 1999-10-19 Determining optimum reduction retarding reductions with retarding changing down gear connections of motor vehicles to give smoother and more comfortable gear changing in motor vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19950306A DE19950306A1 (en) 1999-10-19 1999-10-19 Determining optimum reduction retarding reductions with retarding changing down gear connections of motor vehicles to give smoother and more comfortable gear changing in motor vehicles

Publications (1)

Publication Number Publication Date
DE19950306A1 true DE19950306A1 (en) 2001-04-26

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2815294B1 (en) * 1978-04-08 1979-10-04 Zahnradfabrik Friedrichshafen Control system of a hydrodynamic flow brake for vehicles
US5357444A (en) * 1990-02-28 1994-10-18 Aisin Seiki Kabushiki Kaisha Retarding control apparatus which operates on the basis of signals such as a shift lever position signal
DE19643086A1 (en) * 1996-10-18 1998-04-23 Voith Turbo Kg Retarder brake torque adjustment when coupling and shifting

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2815294B1 (en) * 1978-04-08 1979-10-04 Zahnradfabrik Friedrichshafen Control system of a hydrodynamic flow brake for vehicles
US5357444A (en) * 1990-02-28 1994-10-18 Aisin Seiki Kabushiki Kaisha Retarding control apparatus which operates on the basis of signals such as a shift lever position signal
DE19643086A1 (en) * 1996-10-18 1998-04-23 Voith Turbo Kg Retarder brake torque adjustment when coupling and shifting

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Effective date: 20150115