DE2811953A1 - Control for vehicle automatic transmission - with torque and speed control through variable torque converter and throttle control - Google Patents

Abstract

The automatic transmission is operated by a programmed electronic control in which the torque is adjusted to the dynamic conditions, and in which the clutch is operated to provide a minimum of drag and a smooth gearchange. The driver merely selects the mode of driving and operates the throttle pedal. The control unit adjusts the engine speed during gear change, as well as the rate of change of gear.

Description

The invention relates to a drive unit consisting of at least one motor with variable power and a gear change transmission, in particular for motor vehicles.

With such drive units, the engine output must be adapted to the respective drive requirements (cf. the control of the throttle valve in the carburettor in vehicles with internal combustion engine drive), with the engine speed being kept in the permitted or economical range with the help of a gear change in the gear change gear, if necessary, or the delivery torque on the output shaft at the output of the gear change transmission is to be increased to the required extent.

It is known to use a switchable clutch between the engine and the gear change transmission to meet these requirements and to have the change in engine power, clutch shifting and gear change in the gear change transmission carried out by one person according to the respective drive requirements (see motor vehicles with drive unit consisting of a Internal combustion engine, a switchable mechanical clutch and a manually switchable gear change transmission, which is controlled by the driver and operated with the help of an accelerator pedal, a clutch pedal and a manual shift lever). This solution is structurally simple and does not cause any loss of engine power between the engine and the gear change transmission when the clutch is engaged. The control and operation of such a drive unit, however, requires a certain amount of practice, judgment, skill, attention and effort from the operator, which can be a hindrance for the applications (cf. motor vehicles in road traffic). In terms of the human factor, inaccuracies and errors, which can cause increased wear or damage to the drive unit, cannot be ruled out.

It is also known to use a gear change transmission with automatic gear change in connection with a hydraulic speed-torque converter in order to meet the requirements mentioned in the drive unit, whereby an automatic operation of the drive unit is ensured according to the respective drive requirements (see Combustion engine, a hydraulic speed torque converter and a gear change transmission with one reverse gear and three forward gears and with automatic gear change, which enables automatic operation according to the drive requirements defined by the driving speed, the position of the pedal and the position of the manual selector lever of the driver; the manual selector lever is used by the driver to restrict the selectable gears in the gear change transmission, e.g. to reverse gear, the neutral position, all forward gears, 1st and 2nd gear or 1st gear). However, the hydraulic speed torque converter and the gear change transmission with automatic gear change (mostly a planetary gear) are much larger, heavier and more expensive compared to the above manual solution, and in addition, the hydraulic speed torque converter constantly causes a relatively large engine power loss during operation (cf. Passenger vehicles, where for these reasons such an automatic drive unit is only useful for expensive and powerful passenger vehicles and also causes a noticeably higher energy consumption and poorer driving performance in these). Drive units are also known which, with regard to the degree of automation of their control and operation, as well as with regard to their advantages and disadvantages, stand between the above two extreme solutions.

Literature: 1. Schumann, R., Hydraulic gearboxes, drive technology, (Organ of the Research Association for Drive Technology e.V., Frankfurt / Main), Vol. 14 (1975), No. 6, 375-378.

2. Krauss, J.H., Non-positive gears in automotive engineering, drive technology, Vol. 14 (1975), No. 3, 135-137.

3. Rinder, L., power flow and size comparison on three-speed planetary sets in European automatic passenger car transmissions, VDI-Z, magazine of the Association of German Engineers for Mechanical Engineering and Metal Working, Düsseldorf, Vol. 118 (1976), No. 22, 1072.

4. Holler, R., Zahnräder und Zahnradträger, VDI-Z, Vol. 119 (1977), No. 3, 180-184.

The invention specified in claim 1 is based on the object of creating a drive unit that is structurally just as simple as the drive unit controlled and operated by a person using a switchable clutch and a manually switchable gear change transmission and, like this, there is no constant loss of engine power between the engine and the Caused gear change transmission, but at the same time, analogous to the drive unit using the hydraulic speed torque converter and gear change transmission with automatic gear change, enables automatic operation according to the respective drive requirements.

According to the invention, this object is achieved by the measures of claim 1.

The advantages that can be achieved with the invention consist in particular in the fact that a switchable clutch and a manually switchable gear change gearbox, which already exist in large numbers and are still being produced, are used. can automate the drive units (as well as those that have already been developed and prepared for production for the near future) through simple and structurally simple changes. For example, in motor vehicles with internal combustion engines, switchable mechanical clutches and manually switchable gear change transmissions, this can be achieved by attaching additional automatic computer-controlled devices to operate the throttle valve on the carburetor, the clutch shift lever on the clutch housing and the lever for changing gear on the gear change transmission. These devices can, for example, be operated hydraulically, electromagnetically or by an electric motor using the existing pressure oil circuit or the existing electrical system. Because of the low forces required, this can be achieved with relatively little effort. One of the very inexpensive microcomputers that exist today can be selected as the controlling computer. Even a microcomputer specially developed for this purpose is at a negligible unit price given today's semiconductor technology and the number of items to be expected. Part of the purchase price of the additional automatic devices is compensated for in new motor vehicles by the omission of the accelerator cable between the accelerator pedal and carburetor, the clutch pedal with clutch cable and the linkage between the manual shift lever and gear change gearbox.

In applications in motor vehicles, the use of the drive unit according to claim 1 in those motor vehicle classes in which the non-automatic control and operation of the drive unit was common up to now can have a favorable effect on road safety and generally represent a technical advance. For those motor vehicle classes (and countries) in which the automatic drive unit with the use of the hydraulic speed torque converter and gear change transmission with automatic gear change is common, the drive unit according to claim 1 can represent a cheaper and more economical alternative with improved driving performance, whereby the previous control and ease of use for the driver is maintained.

An advantageous further development of the invention is described in claim 2. The flexibility of a computer control is used here. In the embodiment of the drive unit according to claim 2, it is achieved that the drive unit can be selected by the operator from various working regimes preprogrammed in the controlling computer or switched over automatically by the computer. This can be a work regime that is required for different states of the drive unit (e.g. work regime for running in a new internal combustion engine until a certain total number of revolutions of the engine is reached, or work regime for

Combustion engine in the cold or warm state, depending on the engine oil temperature, or work regime to prevent engine damage in an internal combustion engine when the engine oil pressure falls below a limit or the engine oil temperature exceeds a limit), or work regime that is optimal for different applications ( e.g., when used in motor vehicles, work regime with minimal energy consumption or with low noise and exhaust emissions for urban areas, or with high or low delivery torques on the output shaft for sporty driving or driving on slippery roads). This achieves a further significant technical advance compared to all drive units used today in motor vehicles.

An exemplary embodiment of the invention is explained with reference to FIG. 1. It is the drive unit of a passenger vehicle consisting of an internal combustion engine 1 with a carburetor 2, a switchable mechanical clutch 3 and a fully synchronized gear change gear 4 with four forward gears, one reverse gear and an idle position without an engaged gear. On the carburetor, clutch housing and gear change gear housing there are automatic devices 5, 6 and 7, e.g. hydraulic, electromagnetic or electric motor operated and controlled by a computer 11, for operating the throttle valve of the carburetor, the lever for clutch shifting and the lever for changing gear in the gear change gear.

In order to have concrete figures in mind, the following parameters and properties of the drive unit and the driven passenger vehicle are assumed:

Combustion engine:

Motor speed working range 800-6000 (1 / min)

Engine speed at idle with closed throttle valve less than but not equal to 750 (1 / min)

maximum permitted engine speed 6500 (1 / min)

Engine speed limiter, effective at 6500 (1 / min)

Gear change gearbox: Gear ratios:

1st gear 3.543: 1st gear

2nd gear 1,941: 1st

3rd gear 1,292: 1st

4th gear 0.966: 1st

Reverse gear -3.091: 1

Maximum speed of the passenger vehicle:

160 km / h at engine speed 6000 (1 / month).

The following describes how this drive unit is automatically controlled by the computer 11 according to the respective drive requirements and operated by means of the devices 5, 6 and 7. The drive requirements are represented by the driving speed, represented by the specification of the tachometer 14 on the output shaft at the gear change output, and by the positions of the pedal 8 operated by the driver (to determine the desired delivery torque on the output shaft), the manual lever 9 (to restrict the selectable gears in the gear change transmission) and the switch 10 (to determine one of the two selectable operating modes of the drive unit: "normal" and "sporty" ") Are defined; the corresponding values are constantly sent to the computer as the input signals AD, PE, HW and RE while the drive unit is in operation. The computer in turn sends the output signals V, K and G to the devices 5 on the carburetor, 6 on the clutch housing and 7 on the gear change gearbox, through which it controls these devices, and receives as feedback from these devices the input signals VR, KR and GR, which it Information about the throttle valve position, clutch position or the gear engaged in the gear change gearbox, as well as the information MD and KD of the tachometers 12 and 13 about the respective engine speed and clutch speed. The signals can have the following values:

Input signals

PE: 0,1,2, ..., VMAX (according to the position of pedal 8; see output signal V, input signal VR)

HW: P, R, N, D, 3,2,1 (corresponding to the position of the manual selector lever 9, to restrict the selectable gears to "idle position", "reverse gear", "idle position", "all forward gears", "1st, 2nd and 3rd gear "," 1st and 2nd gear "or" 1st gear ", one after the other)

RE: 1 and 1.2 (corresponding to the "normal" or "sporty" position of switch 10 for selecting a working mode for the drive unit)

AD: 0,1,2, ..., 6999,7000 (indication of the tachometer 14)

MD: 0,1,2, ..., 6999,7000 (specification of the tachometer 12)

KD: 0,1,2, ..., 6999,7000 (indication of the tachometer 13)

VR: 0,1,2, ..., VMAX (feedback from device 5 on the carburettor about the position of the throttle valve; see output signal V)

KR: 0 and 1 (feedback from device 6 on the clutch housing about the disengaged or engaged clutch; see output signal K)

GR: N, R, 1,2,3,4 (feedback of the device 7 on the housing of the gear change transmission about the idle position or the engaged reverse, 1st, 2nd, 3rd or 4th gear; see output signal G ).

Output signals

V: 0,1,2, ..., VMAX (control signal to device 5 on the carburettor, corresponding to the VMAX + 1 positions of the throttle valve to be set by this device; see input signal VR)

K: 0,1,2,3 (control signal to the device 6 on the coupling housing, according to the functions to be performed by this device: "disengage", "engage quickly", "engage slowly" and "engage very slowly", in sequence)

G: N, R, 1,2,3,4 (control signal to the device 7 on the housing of the gear change transmission, according to the functions to be performed by this device "disengage into idle position", "engage reverse gear", "engage 1st gear", "Engage 2nd gear", "Engage 3rd gear" and "Engage 4th gear", one after the other).

The description of the function of the programmed control of the drive unit by the computer is similar to a program for the computer 11. It is only a matter of routine to convert this description into a program in the machine language of the microcomputer used. For example, floating point expressions that appear in many places in this description are evaluated as far as possible in such a conversion and the resulting values are used as constants in the appropriate place, so that no floating point arithmetic is required in the computer for the implementation . In this description, comments are enclosed in parentheses and the following designations are used: "*" for multiplication, "/" for division, "[x]" for the smallest integer greater than or equal to x; "y: = expression" denotes an assignment of the value of the expression to the memory location or signal y. The convention known from the SNOBOL programming language is used for the input and output signals: precisely when the value of an input signal is queried, this input signal is read in by the computer, and precisely when an output signal is assigned a value, this output signal is sent by the computer sent.

(Set values in the memory locations ÜR, Ü1, Ü2, Ü3 and Ü4 according to the amount of the gear ratios :)

1st OR: = 3,091;

2. Ü1: = 3,543;

3. Ü2: = 1.941;

4. Ü3: = 1,292;

5. Ex4: = 0.966;

(Set values in the memory locations RR, R1, R2, R3 and R4 according to the relative gear ratios of the gears to 4th gear :)

6. RR: = 3.1998;

7. R1: = 3.6677;

8. R2: = 2.0093;

9. R3: = 1.3375;

(This is often used in the following, after changing the position of the manual selector lever :)

10. if HW = R, go to 27;

11. if HW = D, go to 54;

12. if HW = 3, go to 168;

13. if HW = 2, go to 265;

14. if HW = 1, go to 333;

(Position "P" or "N" of the manual selector lever :)

15. wait 0.2 sec;

16. if (HW not equal to P and HW not equal to N), go to 10; (other position of the manual lever)

(Disengage, control the carburettor with the pedal; see 68-70 :)

17. K: = O;

18. if KR is not equal to O, V: = [R1 * PE] and go to 18;

19. if (HW not equal to P and HW not equal to N), go to 10;

(Adjust the neutral position in the gearbox, control the carburettor with the pedal; see 71-73 :)

20. G: = N;

21. if GR is not equal to N, V: = [R1 * PE] and go to 21;

22. if (HW not equal to P and HW not equal to N), go to 10;

(Engage at position "P" of the manual selector lever. The "P" position of the manual selector lever is actually superfluous; however, it is common when using gear change transmissions with automatic gear changes and hydraulic speed-torque converters. At this point, at least the following difference between the positions " P "and" N "done: in the" N "position, the gearbox is not engaged in the neutral position; the driver can take advantage of this when starting a very cold engine :)

23. if HW = N, go to 25;

24. K: = 1;

(Wait until the new position of the manual lever is selected; control the carburettor with the pedal :)

25: if (HW not equal to P and HW not equal to N), go to 10;

26. V: = [R1 * PE] and go to 25;

(Position "R" of the manual selector lever :)

27. wait 0.2 sec;

28. if HW does not equal R, go to 10; (other position of the manual lever)

(Disengage, control the carburettor with the pedal; see 68-70 :)

29. K: = O;

30. if KR is not equal to O, V: = [RR * PE] (cf. 69) and go to 30;

31. if HW is not equal to R, go to 10;

(Engage reverse gear while controlling the carburettor with the pedal; see 71-75 :)

32. G: = R;

33. if GR is not equal to R, V: = [RR * PE] and go to 33;

34. if HW does not equal R, go to 10;

35. if KD is greater than or equal to 850, go to 48; (Car rolls backwards; speed greater than or equal to 7 km / h)

36. if MD is less than 900, go to 44; (Engine speed too low to start up)

(Starting backwards; see 76-77 :)

37. if (KD less than 800 and MD less than 1000), K: = 3 and go to 39; (large difference between engine and clutch speed: engage very slowly)

38. K: = 2; (engage slowly)

(Drive in reverse gear; control the carburettor with the pedal; see 78-81 :)

39. if HW does not equal R, go to 10;

41. if MD is less than 800, go to 43; (Engine speed too low; speed less than 6.7 km / h)

42. V: = [RR * PE] and go to 39; (Continue driving in reverse; see 69)

(Disengage :)

43. K: = O;

(Engine speed not high enough: wait and control the carburetor with the pedal; see 83-86 :)

44. if HW does not equal R, go to 10;

45. if KD is greater than or equal to 850, go to 48; (Car rolls backwards; speed greater than or equal to 7 km / h)

46. if MD is greater than or equal to 900, go to 37; (Engine speed increased: start up)

47. V: = [RR * PE] and go to 44; (wait)

(Engage when the car is rolling backwards and reverse gear is engaged; enable effective engine braking :)

48. if (MD less than 0.8 * KD or MD less than 1.2 * KD), K: = 3 and go to 51; (large speed difference: engage very slowly)

49. if (0.99 * KD less than or equal to MD less than or equal to 1.01 * KD), K: = 1 and go to 51; (very small speed difference: engage quickly)

50. K: = 2; (engage slowly)

51. if HW does not equal R, go to 10;

52. if KR does not equal 1, V: = [RR * PE] and go to 48; (wait until the clutch is engaged; control the carburetor with the pedal)

53. go to 39; (Drive in reverse)

(Position "D" of the manual selector lever :)

54. wait 0.2 sec;

55. if HW is not equal to D, go to 10; (other position of the manual lever)

(Has a forward gear already been engaged? :)

56. if (GR = 1 and KR = 1) go to 78; (1st gear engaged and clutched)

57. if GR = 1, K: = 0 and go to 74; (disengage to achieve a defined clutch position)

58. if (GR = 2 and KR = 1), go to 123;

59. if GR = 2, K: = 0 and go to 114;

60. if (GR = 3 and KR = 1) go to 149;

61. if GR = 3, K: = 0 and go to 140;

62. if (GR = 4 and KR = 1), go to 165;

63. if GR = 4, K: = 0 and go to 158;

(Does the car roll forward without a forward gear engaged? RE = 1 ("normal" work regime) or RE = 1.2 ("sporty" work regime), depending on the position of switch 10 :)

64. if AD is less than RE * 536, go to 68; (1st level included; speed less than 14 (or 17) km / h)

65. if AD is less than RE * 979, go to 107; (2nd level includes; speed less than 25 (or 30))

66. if AD is less than RE * 1393, go to 133; (3rd level includes; speed less than 36 (or 43))

67. go to 153: (engage 4th gear)

(1st gear :)

(Switch from reverse gear or neutral to 1st gear and engage (start up) :)

(Disengage, control the carburettor with the pedal :)

68. K: = 0;

69. if KR is not equal to 0, V: = [R1 * PE] and go to 69; (The control of the throttle valve in the carburettor is carried out according to the following scheme: While driving in 4th gear, the throttle valve position corresponds to the pedal position (V: = PE, cf. 167). The pedal position is also important for any gear changes in the transmission which corresponds to zero delivery torque on the output shaft (cf. 80); it is approximately determined by the throttle valve position at which, with the clutch disengaged, the engine speed MD = Ü4 * AD corresponding to the actual output speed AD in 4th gear is reached. After a gear change in 1st gear applies to the corresponding engine speed MD = Ü1 * AD. So if we control the throttle valve position according to V :-( Ü1 / Ü4) * PE = R1 * PE after the pedal position while driving in 1st gear we use the same pedal position for delivery torque zero as in 4th gear. Analogous to the other gears made when driving in 1st gear; similarly in the other courses.)

70. if HW does not equal D, go to 10;

(Engage 1st gear while controlling the carburetor with the pedal :)

71. G: = 1;

72. if GR does not equal 1, V: = [R1 * PE] and go to 72;

73. if HW does not equal D, go to 10;

74. if KD is greater than or equal to 850, go to 92; (Car rolls; speed greater than or equal to 6.2 km / h: engage)

75. if MD is less than 900, go to 83; (Engine speed too low to start up)

(Start up :)

76. if (KD less than 800 or MD greater than 1000), K: = 3 and go to 78; (large difference between engine and clutch speed: engage very slowly)

77. K: = 2; (engage slowly)

(Drive in 1st gear; control the carburetor with the pedal :)

78. if HW does not equal D, go to 10;

79. if MD is less than 800, go to 82; (Engine speed too low; speed less than 6.7 km / h)

(Change from 1st gear to a higher gear? RE = 1 ("normal" work regime) or RE = 1.2 ("sporty" work regime), depending on the position of switch 10 :)

80. if AD greater than or equal to RE * (621 + minimum {0, ((PE- (AD / 6211) * V6000) / (VMAX-V6000)) * (1411-621)}),

THEN: = 107 and go to 104; (Skip 2nd gear? If no, continue with "Switch to 2nd gear". For the output speed at which the switch is made, the actual position PE of the pedal relative to the position of the pedal corresponding to the delivery torque zero at this output speed is decisive : It is assumed that the driver is driving in 4th gear, in which the throttle valve position corresponds to the pedal position (V: = PE, cf. 167). At a maximum driving speed of 160 km / h (corresponding engine speed MD = 6000), the driver becomes PE through the pedal position = V6000 (corresponding to the throttle valve position at which MD = 6000 is achieved with the clutch disengaged) or the pedal position PE = VMAX (corresponding to the maximum throttle valve opening) indicate that the delivery torque is zero or the maximum at the relevant output speed AD = 6211, the delivery torque that can be achieved on the output shaft is desired Rapid difference PE- (AD / 6211) * V6000 between the actual pedal position PE and the pedal position for delivery torque zero ((AD / 6211) * V6000 which corresponds approximately to this output speed ((AD / 6211) * V6000 is approximately the throttle position at which, with the clutch disengaged, the output speed AD in the 4th Corresponding engine speed is reached) relative to the difference VMAX-V6000. This relative difference in the pedal positions will determine the switching point output speed both when shifting up and down: if this difference is positive, the minimum permitted switching point output speed is increased accordingly. For example, with RE = 1 and a change from 1st to 2nd gear, the minimum switching point output speed is AD = 621, which the driver can increase to AD = 1411 if he depresses the pedal correspondingly far. When changing gear from 2nd to 1st gear (cf. 101-103), the driver can increase the minimum switching point output speed AD = 536 to AD = 1270 in the same way ("kick-down"). For a sporty driving style, by setting the switch 10 accordingly, the driver can achieve that these switching point output speeds increase by a factor of 1.2. Orientation according to the output speed instead of the engine speed has the advantage that not all gears have to be shifted through, but instead, when the pedal is depressed far enough when the "kick-down" occurs, e.g. from 4th gear to 2nd or 1st gear is switched over. and similarly when accelerating. The following is a compilation of the switching point output speeds and the associated engine speeds and travel speeds for upshifting from 1st gear for RE = 1 (or for RE = 1.2, depending on the position of switch 10):

minimum: maximum:

AD 621 (745) 1411 (1693)

MD, 1st G. 2200 (2640) 5000 (6000)

MD, 2.G. 1205 (1446) 2739 (3287)

Speed 16 (19) 36 (44))

81. V: = [R1 * PE] and go to 78; (Continue driving in 1st gear; see 69)

(Disengage :)

82. K: = 0;

(Engine speed not high enough: wait and control the carburetor with the pedal :)

83. if HW does not equal D, go to 10;

84. if KD is greater than or equal to 850, go to 92; (Car rolls; speed greater than or equal to 6.2 km / h: engage)

85. if MD is greater than or equal to 900, go to 76; (Engine speed increased: start up)

86. V: = [R1 * PE] and go to 83; (wait)

(Shift from 2nd, 3rd or 4th gear to 1st gear and engage; enable jerk-free acceleration :)

(Disengage; roughly set the engine speed corresponding to the output speed by controlling the carburetor :)

87. K: = 0;

88. if KR is not equal to 0, V: = [(Ü1 * AD * V6000) / 6000] and go to 88; (V6000 is the throttle valve position at which the engine speed MD = 6000 is reached with the clutch disengaged)

89. if HW does not equal D, go to 10;

(Engage 1st gear; roughly set the engine speed corresponding to the output speed by controlling the carburetor :)

90. G: = 1;

91. if GR is not equal to 1, V: = [(Ü1 * AD * V6000) / 6000] and go to 91; (see 88)

(By controlling the carburetor, adjust the engine speed to the clutch speed and engage :)

92. if HW is not equal to D, go to 10;

93. if (KD less than or equal to MD less than or equal to 1.1 * KD), go to 96; (satisfactory speed difference)

(If the speed difference is not satisfactory, reduce or increase the throttle valve position accordingly :)

94. V: = VR + [((KD-MD) * V6000) / 6000]; (see 88)

95. wait 0.1 sec and go to 92;

96. if (KD less than or equal to MD less than or equal to 1.01 * KD), K: = 1 and go to 98; (very small speed difference: engage quickly)

97. K: = 2; (engage slowly)

98. if KR is not equal to 1, go to 92; (wait until engaged)

99. go to 78; (Drive in 1st gear)

(Should 2nd gear be skipped? :)

(Switch to 1st gear? (See 80); THEN saves the address where you want to continue :)

101. wait 0.1 sec; (wait for any change in the position of the pedal or switch 10)

102. if (AD <RE * (536 + minimum {0, ((PE- (AD / 6211) * V6000) / (VMAX-V6000)) * (1270-536)}) and AD <RE * 1270), go to 87; (switch to 1st gear; corresponding values for RE = 1 (or RE = 1.2):

minimum: maximum:

AD 536 (643) 1270 (1524)

MD, 2.G. 1041 (1249) 2465 (2958)

MD, 1st G. 1900 (2280) 4500 (5400)

Speed 14 (17) 33 (40))

103. go to THEN; (continue as desired)

(Switch to 3rd gear? (See 80); THEN saves the address at which to continue :)

104. wait 0.1 sec; (wait for any change in the position of the pedal or switch 10)

105. if AD greater than or equal to RE * (1133 + minimum {0, ((PE- (AD / 6211) * V6000) / (VMAX-V6000)) * (2576-1133)}),

THEN: = 133 and go to 130; (Skip 3rd gear? If no, continue with "switch to 3rd gear" .; corresponding values for RE = 1 (or RE = 1.2):

minimum: maximum:

AD 1133 (1360) 2576 (3091)

MD, 2.G. 2200 (2640) 5000 (6000)

MD, 3.G. 1464 (1757) 3328 (3994)

Speed 29 (35) 66 (80))

106. go to THEN; (continue as desired)

(2nd gear :)

(Shift to 2nd gear and engage; enable jerk-free acceleration; see 87-98 :)

(Disengage :)

107. K: = 0;

108. if KR is not equal to 0, V: = [(Ü2 * AD * V6000) / 6000] and go to 108;

109. if HW does not equal D, go to 10;

110. THEN: = 111 and go to 102; (Engage 1st gear? If not, continue here)

111. THEN: = 112 and go to 105; (Engage 3rd gear? If not, continue here)

(Engage 2nd gear :)

112. G: = 2;

113. if GR is not equal to 2, V: = [(Ü2 * AD * V6000) / 6000] and go to 113;

(Engage :)

114. if HW does not equal D, go to 10;

115. THEN: = 116 and go to 102; (see 110)

116. THEN: = 117 and go to 105; (see 111)

117. if (KD less than or equal to MD less than or equal to 1.1 * KD), go to 120;

118. V: = VR + [((KD-MD) * V6000) / 6000];

119. wait 0.1 sec and go to 114;

120. if (KD less than or equal to MD less than or equal to 1.01 * KD), K: = 1 and go to 122;

121. K: = 2;

122. if KR does not equal 1, go to 114;

(Drive in 2nd gear; control the carburettor with the pedal; see 78-81 :)

123. if HW is not equal to D, go to 10;

124. THEN: = 125 and go to 102; (switch to 1st gear? If not, continue here)

125. THEN: = 126 and go to 105; (switch to 3rd gear? If not, continue here)

126. V: = [R2 * PE] and go to 123; (Continue driving in 2nd gear; see 69)

(Should 3rd gear be skipped? Compare 101-106 :)

(Shift to 2nd gear? :)

127. wait 0.1 sec;

128. if (AD less than RE * (979 + minimum {0, ((PE- (AD / 6211) * V6000) / (VMAX-V6000)) * (2318-979)}) and AD less than RE * 2318 ),

THEN: = 107 and go to 101; (Skip 2nd gear? If not, continue with "Switch to 2nd gear" .; Corresponding values for RE = 1 (or RE = 1.2):

minimum: maximum:

AD 979 (1175) 2318 (2782)

MD, 3.G. 1265 (1518) 2995 (3594)

MD, 2.G. 1900 (2280) 4500 (5400)

Speed 25 (30) 60 (72))

129. go to THEN; (continue as desired)

(Shift to 4th gear? :)

130. wait 0.1 sec;

131. if AD greater than or equal to RE * (1625 + minimum {0, ((PE- (AD / 6211) * V6000) / (VMAX-V6000)) * (3870-1625)}), go to 153;

(switch to 4th gear; corresponding values for RE = 1 (or RE = 1.2):

minimum: maximum:

AD 1625 (1950) 3870 (4644)

MD, 3.G. 2100 (2520) 5000 (6000)

MD, 4.G. 1570 (1884) 3738 (4486)

Speed 42 (50) 100 (120))

132. go to THEN; (continue as desired)

(3rd gear; cf. 107-126 :)

(Shift to 3rd gear and engage; enable jerk-free acceleration; see 107-122 :)

(Disengage :)

133. K: = 0;

134. if KR is not equal to 0, V: = [(Ü3 * AD * V6000) / 6000] and go to 134;

135. if HW does not equal D, go to 10;

136. THEN: = 137 and go to 128; (Switch on 2.G.? If not, continue here)

137. THEN: = 138 and go to 131; (Switch on 4.G.? If not, continue here)

(Engage 3rd gear :)

138. G: = 3;

139. if GR does not equal 3, V: = [(Ü3 * AD * V6000) / 6000] and go to 139;

(Engage :)

140. if HW does not equal D, go to 10;

141. THEN: = 142 and go to 128; (cf. 136)

142. THEN: = 143 and go to 131; (see 137)

143. if (KD less than or equal to MD less than or equal to 1.1 * KD), go to 146;

144. V: = VR + [((KD-MD) * V6000) / 6000];

145. wait 0.1 sec and go to 140;

146. if (KD less than or equal to MD less than or equal to 1.01 * KD), K: = 1 and go to 148;

147. K = 2;

148. if KR is not equal to 1, go to 140;

(Drive in 3rd gear; control the carburettor with the pedal; cf. 123-126 :)

149. if HW does not equal D, go to 10;

150. THEN: = 151 and go to 128; (switch to 2nd gear?)

151. THEN: = 152 and go to 131; (switch to 4th gear?)

152. V: = [R3 * PE] and go to 149; (Continue driving in 3rd gear; see 69)

(4th gear :)

(Shift to 4th gear and engage; enable jerk-free acceleration; see 87-98 :)

(Disengage :)

153. K: = 0

154. if KR is not equal to 0, V: = [(O4 * AD * V6000) / 6000] and go to 154;

155. if HW does not equal D, go to 10;

(Engage 4th gear :)

156. G: = 4;

157. if GR does not equal 4, V: = [(Ü4 * AD * V6000) / 6000] and go to 157;

(Engage :)

158. if HW does not equal D, go to 10;

159. if (KD less than or equal to MD less than or equal to 1.1 * KD), go to 162;

160. V: = VR + [((KD-MD) * V6000) / 6000];

161. wait 0.1 sec and go to 158;

162. if (KD less than or equal to MD less than or equal to 1.01 * KD), K: = 1 and go to 164;

163. K = 2;

164. if KR is not equal to 1, go to 158;

(Drive in 4th gear; control the carburettor with the pedal; see 78-81 :)

165. if HW does not equal D, go to 10;

166. if (AD <RE * (1393 + minimum {0, ((PE- (AD / 6211) * V6000) / (VMAX-V6000)) * (3483-1393)}) and AD <RE * 3483),

THEN: = 133 and go to 127; (Skip 3rd gear? If no, continue with "Switch to 3rd gear" .; Corresponding values for RE = 1 (or RE = 1.2):

minimum: maximum:

AD 1393 (1672) 3483 (4180)

MD, 4.G. 1346 (1615) 3364 (4037)

MD, 3.G. 1800 (2160) 4500 (5400)

Speed 36 (43) 90 (108))

167. V: = PE and go to 165; (Continue driving in 4th gear; see 69)

(Position "3" of the manual selector lever :)

168. wait 0.2 sec;

169. if HW does not equal 3, go to 10;

(Has a forward gear already been engaged? Cf. 56-63 :)

170. if (GR = 1 and KR = 1) go to 190;

171. if GR = 1, K: = 0 and go to 186;

172. if (GR = 2 and KR = 1) go to 234;

173. if GR = 2, K: = 0 and go to 225;

174. if (GR = 3 and KR = 1) go to 250;

175. if GR = 3, K: = 0 and go to 243;

176, if GR = 4 go to 253;

(Does the car roll forward without a forward gear engaged? Cf. 64-67 :)

177. if AD <RE * 536, go to 180;

178. if AD <RE * 979, go to 218;

179. go to 253;

(1st gear; cf. 68-99 :)

(Switch from reverse gear or neutral to 1st gear and engage (start up) :)

(Disengage :)

180. K = 0;

181. if KR is not equal to 0, V: = [R1 * PE] and go to 181;

182. if HW does not equal 3, go to 10;

(Engage 1st gear :)

183. G: = 1;

184. if GR does not equal 1, V: = [R1 * PE] and go to 184;

185. if HW does not equal 3, go to 10;

186. if KD is greater than or equal to 850, go to 204;

187. if MD <900, go to 195;

(Start up :)

188. if (KD <800 or MD> 1000), K: = 3 and go to 190;

189. K = 2;

(Drive in 1st gear :)

190. if HW does not equal 3, go to 10;

191. if MD <800, go to 194;

192. if AD greater than or equal to RE * (621 + minimum {0, ((PE- (AD / 6211) * V6000) / (VMAX-V6000)) * (1411-621)}),

THEN: = 218 and go to 215;

193. V: = [R1 * PE] and go to 190;

(Disengage :)

194. K = 0;

(Engine speed not high enough :)

195. if HW does not equal 3, go to 10;

196. if KD is greater than or equal to 850, go to 204;

197. if MD is greater than or equal to 900, go to 188;

198. V: = [R1 * PE] and go to 195;

(Switch from 2nd or 3rd gear to 1st gear :)

(Disengage :)

199. K: = 0;

200. if KR is not equal to 0, V: = [(Ü1 * AD * V6000) / 6000] and go to 200;

201. if HW does not equal 3, go to 10;

(Engage 1st gear :)

202. G: = 1;

203. if GR is not equal to 1, V: = [(Ü1 * AD * V6000) / 6000] and go to 203;

(Engage :)

204. if HW does not equal 3, go to 10;

205. if (KD less than or equal to MD less than or equal to 1.1 * KD), go to 208;

206. V: = VR + [((KD-MD) * V6000) / 6000];

207. wait 0.1 sec and go to 204;

208. if (KD = MD = 1.01 * KD), K: = 1 and go to 210;

209. K = 2;

210. if KR does not equal 1, go to 204;

211. go to 190;

(Should 2nd gear be skipped? Compare 101-106 :)

(Shift to 1st gear? :)

212. wait 0.1 sec;

213. if (AD <RE * (536 + minimum {0, ((PE- (AD / 6211) * V6000) / (VMAX-V6000)) * (1270-536)}) and AD <RE * 1270), go to 199;

214. go to THEN;

(Shift to 3rd gear? :)

215. wait 0.1 sec;

216. if AD greater than or equal to RE * (1133 + minimum 0, {((PE- (AD / 6211) * V6000) / (VMAX-V6000)) * (2576-1133)}), go to 238;

217. go to THEN;

(2nd gear; cf. 107-126 :)

(Switch to 2nd gear :)

(Disengage :)

218. K: = 0;

219. if KR is not equal to 0, V: = [(Ü2 * AD * V6000) / 6000] and go to 219;

220. if HD does not equal 3, go to 10;

221. THEN: = 222 and go to 213;

222. THEN: = 223 and go to 216;

(Engage 2nd gear :)

223. G: = 2;

224. if GR does not equal 2, V: = [(Ü2 * AD * V6000) / 6000] and go to 224;

(Engage :)

225. if HW does not equal 3, go to 10;

226. THEN: = 227 and go to 213;

227. THEN: = 228 and go to 216;

228. if (KD less than or equal to MD less than or equal to 1.1 * KD), go to 231;

229. V: = VR + [((KD-MD) * V6000) / 6000];

230. wait 0.1 sec and go to 225;

231. if (KD less than or equal to MD less than or equal to 1.01 * KD), K: = 1 and go to 233;

232. K: = 2;

233. if KR does not equal 1, go to 225;

(Drive in 2nd gear :)

234. if HD does not equal 3, go to 10;

235. THEN: = 236 and go to 213;

236. THEN: = 237 and go to 216;

237. V: = [R2 * PE] and go to 234;

(3rd gear :)

(Shift to 3rd gear and engage; enable jerk-free acceleration; see 153-164 :)

(Disengage :)

238. K = 0;

239. if KR is not equal to 0, V: = [(Ü3 * AD * V6000) / 6000] and go to 239;

240. if HW does not equal 3, go to 10;

(Engage 3rd gear :)

241. G: = 3;

242. if GR is not equal to 3, V: = [(Ü3 * AD * V6000) / 6000] and go to 242;

(Engage :)

243. if HW does not equal 3, go to 10;

244. if (KD less than or equal to MD less than or equal to 1.1 * KD), go to 247;

245. V: = VR + [((KD-MD) * V6000) / 6000];

246. wait 0.1 sec and go to 243;

247. if (KD less than or equal to MD less than or equal to 1.01 * KD), K: = 1 and go to 249;

248. K: = 2;

249. if KR does not equal 1, go to 243;

(Driving in 3rd gear; cf. 165-167 :)

250. if HW does not equal 3, go to 10;

251. if (AD less than RE * (979 + minimum {0, ((PE- (AD / 6211) * V6000) / V6000) / (VMAX-V6000)) * (2318-979)}) and AD less than RE * 2318), THEN: = 218 and go to 212;

252. V: = [R3 * PE] and go to 250;

(Switch to 3rd gear and engage after changing the position of the manual lever and with 3rd gear not engaged; enable effective engine braking :)

(Disengage, control the carburettor with the pedal; see 68-70 :)

253. K = 0;

254. if KR is not equal to 0, V: = [R3 * PE] and go to 254;

255. if HW does not equal 3, go to 10;

(Engage 3rd gear, controlling the carburettor with the pedal; see 71-73 :)

256. G: = 3;

257. if GR does not equal 3, V: = [R3 * PE] and go to 257;

258. if HW does not equal 3, go to 10;

(Engage; see 48-53 :)

259. if (MD less than 0.8 * KD or MD greater than 1.2 * KD), K: = 3 and go to 262;

260. if (0.99 * KD less than or equal to MD less than or equal to 1.01 * KD), K: = 1 and go to 262;

261. K: = 2;

262. if HW does not equal 3, go to 10;

263. if KR does not equal 1, V: = [R3 * PE] and go to 259;

264. go to 250; (Drive in 3rd gear)

(Position "2" of the manual selector lever :)

265. wait 0.2 sec;

266. if HW does not equal 2, go to 10;

(Has a forward gear already been engaged? Cf. 56-63 :)

267. if (GR = 1 and KR = 1) go to 284;

268. if GR = 1, K: = 0 and go to 280;

269. if (GR = 2 and KR = 1) go to 318;

270. if GR = 2, K: = 0 and go to 311;

271. if (GR = 3 or GR = 4) go to 321;

(Does the car roll forward without a forward gear engaged? Cf. 64-67 :)

272. if AD is less than RE * 536, go to 274;

273. go to 321;

(1st gear; cf. 68-99 :)

(Switch from reverse gear or neutral to 1st gear and engage (start up) :)

(Disengage :)

274. K: = 0;

275. if KR is not equal to 0, V: = [R1 * PE] and go to 275;

276. if HW does not equal 2, go to 10;

(Engage 1st gear :)

277. G: = 1;

278. if GR does not equal 1, V: = [R1 * PE] and go to 278;

279. if HW does not equal 2, go to 10;

280. if KD is greater than or equal to 850, go to 298;

281. if MD is less than 900, go to 289;

(Start up :)

282. if (KD less than 800 or MD greater than 1000), K: = 3 and go to 284;

283. K = 2;

(Drive in 1st gear :)

284. if HW does not equal 2, go to 10;

285. if MD is less than 800, go to 288;

286. if AD greater than or equal to RE * (621 + minimum {0, ((PE- (AD / 6211) * V6000) / (VMAX-V6000)) * (1411-621)}),

go to 306;

287. V: = [R1 * PE] and go to 284;

(Disengage :)

288. K = 0;

(Engine speed not high enough :)

289. if HW does not equal 2, go to 10;

290. if KD is greater than or equal to 850, go to 298;

291. if MD is greater than or equal to 900, go to 282;

292. V: = [R1 * PE] and go to 289;

(Switch from 2nd gear to 1st gear :)

(Disengage :)

293. K = 0;

294. if KR is not equal to 0, V: = [(Ü1 * AD * V1000) / 6000] and go to 294;

295. if HW does not equal 2, go to 10;

(Engage 1st gear :)

296. G: = 1;

297. if GR is not equal to 1, V: = [(Ü1 * AD * V6000) / 6000] and go to 297;

(Engage :)

298. if HW does not equal 2, go to 10;

299. if (KD less than or equal to MD less than or equal to 1.1 * KD), go to 302;

300. V: = VR + [((KD-MD) * V6000) / 6000];

301. wait 0.1 sec and go to 298;

302. if (KD less than or equal to MD less than or equal to 1.01 * KD), K: = 1 and go to 304;

303. K = 2;

304. if KR does not equal 1, go to 298;

305. go to 284;

(2nd gear; cf. 238-264 :)

(Shift to 2nd gear and engage; while doing so, jerk-free acceleration possible :)

(Disengage :)

306. K = 0;

307. if KR is not equal to 0, V: = [(Ü2 * AD * V6000) / 6000] and go to 307;

308. if HW does not equal 2, go to 10;

(Engage 2nd gear :)

309. G: = 2;

310. if GR is not equal to 2, V: = [(Ü2 * AD * V6000) / 6000] and go to 310;

(Engage :)

311. if HW does not equal 2, go to 10;

312. if (KD less than or equal to MD less than or equal to 1.1 * KD), go to 315;

313. V: = VR + [((KD-MD) * V6000) / 6000];

314. wait 0.1 sec and go to 311;

315. if (KD less than or equal to MD less than or equal to 1.01 * KD), K: = 1 and go to 317;

316. K: = 2;

317. if KR does not equal 1, go to 311;

(Drive in 2nd gear :)

318. if HW does not equal 2, go to 10;

319. if (AD less than RE * (536 + minimum {0, ((PE- (AD / 6211) * V6000) / (VMAX-V6000)) * (1270-536)}) and AD less than RE * 1270 ), go to 293;

320. V: = [R2 * PE] and go to 318;

(Switch to 2nd gear and engage after changing the position of the manual lever and with 2nd gear not engaged; enable effective engine braking :)

(Disengage, control the carburettor with the pedal :)

321. K: = 0;

322. if KR is not equal to 0, V: = [R2 * PE] and go to 322;

323. if HW does not equal 2, go to 10;

(Engage 2nd gear :)

324. G: = 2;

325. if GR does not equal 2, V: = [R2 * PE] and go to 325;

326. if HW does not equal 2, go to 10;

(Engage :)

327. if (MD less than 0.8 * KD or MD greater than 1.2 * KD), K: = 3 and go to 330;

328. if (0.99 * KD less than or equal to MD less than or equal to 1.01 * KD), K: = 1 and go to 330;

329. K = 2;

330. if HW does not equal 2, go to 10;

331. if KR does not equal 1, go to 327;

332. go to 318;

(Position "1" of the manual selector lever; see 27-53, or 54-99 :)

333. wait 0.2 sec;

334. if HW does not equal 1, go to 10;

(Has 1st gear already been engaged? :)

335. if (GR = 1 and KR = 1) go to 347;

336. if GR = 1, K: = 0 and go to 343;

(Shift to 1st gear; see 68-81 :)

(Disengage :)

337. K = 0;

338. if KR is not equal to 0, V: = [R1 * PE] and go to 338;

339. if HW does not equal 1, go to 10;

(Engage 1st gear :)

340. G: = 1;

341. if GR does not equal 1, V: = [R1 * PE] and go to 341;

342. if HW does not equal 1, go to 10;

343. if KD is greater than or equal to 850, go to 355;

344. if MD is less than 900, go to 351;

(Start up :)

345. if (KD less than 800 or MD greater than 1000), K: = 3 and go to 347;

346. K = 2;

(Driving in 1st gear; see 39-42 :)

347. if HW does not equal 1, go to 10;

348. if MD is less than 800, go to 350;

349. V: = [R1 * PE] and go to 347;

(Disengage :)

350. K: = 0;

(Motor speed not high enough; see 83-86 :)

351. if HW does not equal 1, go to 10;

352. if KD is greater than or equal to 850, go to 355;

353. if MD is greater than or equal to 900, go to 345;

354. V: = [R1 * PE] and go to 351;

(Engaging with the carriage rolling forward and 1st gear engaged; see 48-53 :)

355. if (MD less than 0.8 * KD or MD greater than 1.2 * KD), K: = 3 and go to 358;

356. if (0.99 * KD less than or equal to MD less than or equal to 1.01 * KD), K: = 1 and go to 358;

357. K = 2;

358. if HW does not equal 1, go to 10;

359. if KR does not equal 1, V: = [R1 * PE] and go to 355;

360. go to 347; (Drive in 1st gear)

Claims (2)

1. Drive unit, consisting of at least one motor with variable power and a gear change transmission, in particular for motor vehicles, characterized in that the motor and the gear change transmission with a switchable clutch, a computer and with automatic devices controlled by this computer for changing the power of the engine, for clutch switching and are equipped for changing gears in the gear change transmission in such a way that the computer changes the engine power by programmed control of these automatic devices according to the respective drive requirements, shifts the clutch and changes the gears in the gear change transmission. 2. Drive unit according to claim 1, characterized in that a plurality of different operating modes of the drive unit, which can be switched by input or automatically, are programmed in the controlling computer.