EP0000960A1 - Dispositif de changement de vitesse pour des boîtes de vitesse à rapports étagés de véhicules automobiles - Google Patents

Dispositif de changement de vitesse pour des boîtes de vitesse à rapports étagés de véhicules automobiles Download PDF

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Publication number
EP0000960A1
EP0000960A1 EP78200007A EP78200007A EP0000960A1 EP 0000960 A1 EP0000960 A1 EP 0000960A1 EP 78200007 A EP78200007 A EP 78200007A EP 78200007 A EP78200007 A EP 78200007A EP 0000960 A1 EP0000960 A1 EP 0000960A1
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EP
European Patent Office
Prior art keywords
accelerator pedal
stage
input
output
hold
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.)
Granted
Application number
EP78200007A
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German (de)
English (en)
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EP0000960B1 (fr
Inventor
Konrad Dr. Eckert
Helmut Espenschied
Georg Rothfuss
Alexander Dr. Witte
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP0000960A1 publication Critical patent/EP0000960A1/fr
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Publication of EP0000960B1 publication Critical patent/EP0000960B1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/10—Controlling shift hysteresis
    • 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
    • F16H59/141—Inputs being a function of torque or torque demand of rate of change of torque or torque demand
    • 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
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F16H2059/183—Rate of change of accelerator position, i.e. pedal or throttle change gradient

Definitions

  • the invention relates to a device according to the preamble of the main claim.
  • the upshift or downshift points of the step transmission are determined as a function of the vehicle speed and the engine load.
  • the vehicle speed is usually derived from the transmission output speed
  • the load state of the engine is determined from the position of the accelerator pedal or the throttle valve.
  • the operating variables of the motor vehicle are converted into electrical voltages via sensors and these voltages are fed to an electronic transmission control circuit in which, for example, tilting stages are provided for controlling the solenoid valves engaging the individual gears.
  • the transmission control devices mentioned have in common that the changeover conditions from one gear to the other depending on the load condition and the vehicle speed can be represented in a load-speed diagram in which the changeover points preferably appear as inclined straight lines. These so-called shift patterns or shift straight lines determine the operating mode of the automatic transmission and, if necessary, also represent the forced downshift with overgas (kickdown).
  • DT-OS 1 954 783 for example, an electronic controller for automatic vehicle Gear ratio described, in which the travel sensor operated by the accelerator pedal or the throttle valve is of stepped design.
  • the shift pattern of the automatic transmission determined by the grading of this displacement sensor can be changed by a switch which can be actuated either manually or automatically with the aid of a signal which is dependent on the gradient of the gradient.
  • DT-PS 1 155 021 describes a control device for automatic gear change of change gears, in particular for motor vehicles, in which, by means of a hydraulic transmission control, in addition to the usual driving ranges P, R, N, D, L, the gear currently engaged is locked by a manually operated selector valve can be.
  • an electrohydraulic control device for an automatically switchable motor vehicle change gearbox in which a switch located on the accelerator pedal, which is actuated when the accelerator pedal is released, changes the shift pattern of the automatic transmission in such a way that, for example, one Three-speed gearbox with second accelerator pedal released and high speed.
  • this device has the disadvantage that it is forced to switch back to second gear when the vehicle is running in third gear and the accelerator pedal is released.
  • the control device for automatically switched motor vehicle gear change transmissions described in DT-OS 2 537 475 also provides a switch actuated by the accelerator pedal or the engine exhaust brake, which is actuated when the accelerator pedal is released and prevents an upshift or a downshift at high speed.
  • the disadvantage of these devices is that forced downshifting at high speeds and releasing the accelerator pedal surprises the driver and can thus lead to a dangerous situation.
  • the device according to the invention with the characterizing features of the main claim has the advantage over the same to include the natural behavior of a driver of a motor vehicle when driving down a slope, a curve or when coasting into the control loop to obtain a criterion for suppressing upshifts.
  • the vehicle with the automatic transmission behaves as the driver intended, since it can be assumed that the driver will quickly, but not necessarily, take the gas off in the situations in question (downhill gradient, curve, coasting). This does not expose the driver to surprising downshifts.
  • no manual intervention in the operational sequence of the transmission control which is unreasonable and time-consuming for the driver of a motor vehicle with an automatic transmission, and which requires sudden additional concentration is required.
  • a conventional hydraulic transmission control can be used, with only the piston of the slide valve adjusting the load size being modified and a blocking valve for the inflow of the pressure medium to the slide valve must be provided, which is operated by a membrane snap switch to be attached to the intake manifold.
  • the voltage coming from a displacement sensor coupled to the accelerator pedal and corresponding to the load state of the engine is fed via a sample-and-hold stage to a conventional electronic transmission control unit, the suppression of the undesired upshifting processes by triggering the sample and hold level is triggered.
  • the voltage coming from a transmission output speed sensor and corresponding to the vehicle speed is fed via a controllable limiter stage to an electronic transmission control unit, even without changes to the electronic transmission control being necessary in this case.
  • the execution of upshift commands is finally prevented in that the line leading the upshift commands from the transmission control unit to a transmission shift unit is interrupted, the criteria for the interruption being determined by external wiring of the transmission control unit. It is therefore not necessary to change the usual electronic transmission control unit in this case either.
  • the effort for the provision of a device according to the invention is therefore reduced in the hydraulic embodiment to a few conventional hydraulic and pneumatic components;
  • the electronic embodiments of the device according to the invention only a few electronic stages are also required, which can be constructed using conventional technology and which evaluate the operating parameters of the motor vehicle which are detected in the vehicle and are present as electrical voltages.
  • the additional effort for installing a device according to the invention is small compared to the total effort of a hydraulic or an electronic transmission control unit.
  • 1 shows a load-speed diagram with the switching straight lines for a three-speed transmission
  • 2 shows a basic diagram of a first embodiment with hydraulic-pneumatic control
  • 3 shows a block diagram of a second embodiment for an electronic transmission control
  • 4 shows the block diagram of a third embodiment for an electronic transmission control
  • 5 shows the block diagram of a fourth embodiment for an electronic transmission control.
  • a load-speed diagram is shown with the usual switching lines for a three-speed transmission.
  • the operating state of a motor vehicle is characterized by the respective load state of the engine, represented by the relative opening of the throttle valve ⁇ / 0 ⁇ max and the vehicle speed, represented by the transmission output speed n GA . If such a defined operating point of the transmission is, for example, above an upshift straight line 1 for shifting from second to third gear, the second gear is engaged; if the operating point is below the upshift straight line 1, upshifting takes place in third gear.
  • This switching sequence is shown in FIG. 1 by the first operating point 2 and the second operating point 3.
  • the second operating point 3 becomes it is sufficient, upshifting line 1 being shifted up to third gear when exceeded. If the accelerator pedal is then completely removed, the third operating point 4 is reached. On the other hand, it is also possible for the vehicle to decrease in speed at the second operating point 3 with a correspondingly set partial load until it reaches the fourth operating point 5, in which it is shifted back into second gear.
  • the accelerator pedal is withdrawn from the first operating point 2, it is inevitably shifted up, or when the fourth operating point 5 is reached, it is inevitably shifted down to second gear.
  • the object of the present invention is to suppress an upshifting of the transmission when the accelerator pedal is suddenly withdrawn from, for example, the first operating point 2, with reaching the load value Zero in the third operating point 4 serving as an additional criterion at best.
  • this is achieved in that when the accelerator pedal is jerkily withdrawn, the load value assumed before the jerky withdrawal is locked as an input value for the transmission control.
  • the upshifting process is suppressed by interrupting the forwarding of the upshift command from the transmission control unit to a transmission shifting unit if the accelerator pedal is jerkily withdrawn.
  • Another operating case can occur when the vehicle is on a steep downhill gradient and, despite suppressing the upshifting process when the accelerator pedal is abruptly withdrawn, the vehicle speed increases, so that at a fifth operating point 6 the gear is shifted up to third gear because in this operating point due to the upshift line 1 is cut to increase the speed.
  • the speed signal is limited upwards to that at the moment the jerky withdrawal of the accelerator pedal provided value provided so that due to an increase in speed can not be switched up due to a decrease in speed.
  • FIG. 2 shows the basic diagram of a first embodiment of a device according to the invention.
  • An accelerator pedal 10 of a motor vehicle is rotatably mounted about a spatially fixed joint 11 and is held in its rest position by a spring 12, which is articulated on a spatially fixed fastening point 13, on a support point 14.
  • the accelerator pedal 10 actuates a throttle valve 15 of an internal combustion engine of the motor vehicle via a linkage, not shown here, which is indicated by a broken line.
  • a tappet 16 of a slide valve 17 can be deflected with the accelerator pedal 10.
  • the slide valve 17 has a pressure medium inflow 18 which is connected to a pressure medium pump 19.
  • a pressure medium opening 20 of the slide valve 17 is guided to a load input 210 of a transmission control unit with comparator 21, to which further operating parameters of the motor vehicle are supplied, for example via a speed input 211.
  • the transmission control unit 21 is connected via an upshift line 212 and a downshift line 213 to a transmission shift unit 22 which is symbolized in FIG. 2 by two hydraulic slides.
  • a first pressure medium outlet 23 of the slide valve 17 is connected to a pressure medium storage vessel 24 via a low pressure line.
  • a second pressure medium outlet 25 of the slide valve 17 is via a pre-stressed check valve 26 also with the pressure medium supply vessel 24 and via a throttle 27 with a directional control valve 28, which has a switching magnet 29, in the exemplary embodiment shown in FIG.
  • a 2/2-way valve connected in the slide valve 17, a control slide which can be actuated by the tappet 16 is arranged movably.
  • a first part 30 of the control slide has a tapered part through which a reciprocal connection between the pressure medium inlet 18 and the first pressure medium outlet 23 on the one hand and via a channel 31 in the valve housing with the pressure medium opening 20 on the other hand can be established.
  • the first part 30 of the control slide is connected to a second part 33 of the control slide via a helical spring 32.
  • the space occupied by the helical spring 32 of the control slide bore of the slide valve 17 is connected to the second pressure medium outlet 23 via a channel 34 in the valve housing.
  • the second part 33 of the control slide has a central bore, in which a helical spring 35 is attached, which rests on one side on the base of the bore and on the other side on a collar 36 of the plunger 16 which is in the central bore of the second Part 33 of the control slide is arranged axially displaceable.
  • a contact plate 37 is attached, on the opposite end face of the plunger 16, a contact plate 38 is attached isolated.
  • a snap switch 41 which has a first pressure chamber 42 and a second pressure chamber 43 which are separated from one another by a membrane 44.
  • the first pressure chamber 42 is connected via a connection 45, the second pressure chamber 43 via a throttle 46 and a cavity 47 to an intake pipe 48 of the internal combustion engine of the motor vehicle.
  • the membrane 44 carries a switching pin 49, which can be disengaged in two locking positions by means of a linkage 50 which is mounted in a fixed joint 51 and in a joint 52 on the switching pin 49.
  • two springs 53, 54 are attached to a fixed attachment point 55 and the switching pin 49 or a joint 56 of the linkage 50 and the switching pin 49.
  • the switching pin 49 carries on one end face an insulated contact plate 57, which faces an insulated contact plate 58 attached to the housing. In one latching position of the snap switch - in the example shown in the right latching position - the contact plates 57, 58 are connected to one another; in the other rest position they are separated from each other.
  • the switching pin 49 also carries a ferromag netische disc 59, which is in operative connection with a switching magnet 60.
  • the directional control valve 28 Since the switch formed by the contact plates 57, 58 is still open, the directional control valve 28 remains in its open position and the pressure medium from the slide bore of the slide valve 17 can pass through the second pressure medium outlet 25, the throttle 27 and that Flow directional valve 28 into the pressure medium reservoir 24. This allows the control slide of the slide valve 17 to move to the right in accordance with the withdrawal of the accelerator pedal 10. As a result, the connection between the pressure medium inlet 18 and the first pressure medium outlet 23 is opened again and the pressure at the pressure medium opening 20 and thus correspondingly at the load input 210 of the transmission control unit 21 drops — in accordance with the position of the accelerator pedal 10.
  • the throttle valve 15 also suddenly closes the intake pipe 48, as a result of which a rapid build-up of vacuum in the intake pipe 48 is formed. This creates a strong negative pressure in the first pressure chamber 42 via the connection 45, while the previously prevailing negative pressure still exists in the second pressure chamber 43 remains because the sudden build-up of negative pressure in the intake pipe 48 can only be transferred to the second pressure chamber 43 with a delay via the throttle 46 and the cavity 47.
  • the membrane 44 is now deflected to the right, as a result of which, on the one hand, the snap switch 41 is brought into its right latching position due to its arrangement formed by the linkage 50 and the springs 53, 54, and on the other hand in this locking position, a contact between the contact plates 57, 58 is made.
  • This in turn has the result that the switching magnet 29 of the directional control valve 28 is excited, whereby the directional control valve 28 is brought into its blocking position.
  • the pressure medium from the slide bore of the slide valve 17 can now no longer flow out via the third pressure medium outlet 25 and the control slide remains in the position assumed before the jerky removal of the accelerator pedal.
  • the pressure medium from the control slide bore of the slide valve 17 can now flow out again via the second pressure medium outlet 25, the throttle 27 and the directional control valve 28.
  • the control slide of the slide valve can thus also move to the right again, which, as explained above, is accompanied by a reduction in the input variable at the load input 210 of the transmission control unit 21.
  • the preloaded check valve 26 is provided in order to allow a pressure medium inflow into the control slide bore of the slide valve 17 from the pressure medium storage vessel 24 when the accelerator pedal 10 is quickly deflected, but on the other hand to prevent an outflow via this branch.
  • the throttle 27 causes a delayed deflection of the control slide when the accelerator pedal 10 is withdrawn, thus ensuring that the position of the control slide which was in use at the time of the jerky withdrawal of the accelerator pedal is locked in the shifting process described above to suppress upshifts the throttle 27, the deflection of the control slide takes place more slowly in the sense of a load reduction than the blocking process of the pressure medium outflow from the control slide bore caused by the snap switch 41 and the directional control valve 28.
  • FIG. 3 shows the block diagram of a second embodiment of a device according to the invention.
  • the accelerator pedal 10 - in the drawing for the sake of simplicity including a travel sensor - is connected via a first sample-and-hold stage 80 to the load input 210 of the transmission control unit 21, which in turn is connected to the transmission shift unit 22 via the upshift line 212 and a downshift line 213 connected.
  • the transmission control Unit 21 is also supplied via the speed input 211 a signal corresponding to the vehicle speed from a transmission output speed sensor 70.
  • the signal corresponding to the accelerator pedal position is also applied via a differentiating stage 81 and a characteristic stage 82 to the first input of a first comparator 83, the second input of which can be connected to a further voltage by a terminal 84.
  • the output of the first comparator 83 is connected to the set input 851 of a flip-flop 85, the output of which is led to the hold input of the first sample-and-hold stage 80.
  • the signal corresponding to the accelerator pedal position is finally fed to the first input of a second comparator 86, the second input of which is connected to the output of the first sample-and-hold stage 80.
  • the output of the second comparator 86 is fed to an input of a first AND stage 87, the other input of which is connected to ground.
  • the output of the first AND stage 87 finally controls the reset input 852 of the flip-flop 85.
  • the signal originating from the accelerator pedal 10 and corresponding to the accelerator pedal position is fed to the transmission control unit 21 via the first sample-and-hold stage 80.
  • a sample-and-hold stage has the property of forwarding the signal present at its input - possibly amplified by a predeterminable factor - to its output as long as the hold input is not activated. In this mode of operation, a sample-and-hold stage acts as an amplifier. However, the moment the hold input is activated, the output signal remains at its instantaneous value, ie the input variable can be locked by activating the hold input.
  • the hold input 801 of the first sample-and-hold stage 80 is controlled by the flip-flop 85.
  • first sample-and-hold stage 80 is not the subject of this invention.
  • SHA-1A company Analog Devices
  • the signal corresponding to the accelerator pedal position is differentiated in the differentiating stage 81 and fed to a characteristic curve stage 82.
  • the characteristic level 82 suppresses the positive output signals of the differentiating stage 81 in accordance with a positive deflection of the accelerator pedal 10, so that a signal is available at the output of the characteristic level 82 which corresponds to the speed at which the accelerator pedal 10 is withdrawn.
  • This voltage is compared in the first comparator 83 with a predeterminable threshold voltage applied to the terminal 84, so that the first comparator 83 switches over when the speed at which the accelerator pedal 10 is withdrawn exceeds the predetermined value.
  • a minimum jerk for the withdrawal of the accelerator pedal 10 can be defined, in which the device according to the invention is triggered.
  • the output of the first comparator 83 now sets the flip-flop 85, which in turn controls the hold input 801 of the first sample-and-hold stage. In this way it is achieved that, when the accelerator pedal 10 is suddenly pulled back, the voltage at that time, which corresponds to the accelerator pedal position, is locked at the load input 210 of the transmission control unit 21.
  • this latching is to be released again when the accelerator pedal 10 has been deflected again to its value assumed at the time of the jerky withdrawal.
  • the latched value at the output of the first sample-and-hold stage 80 is compared with the instantaneous value of the Accelerator pedal position corresponding voltage compared in the second comparator 86. If the two input voltages of the second comparator 86 are identical, the flip-flop 85 is reset via the first AND stage 87 and the first sample-and-hold stage 80 is thus unlocked. From this point in time, as described above, the transmission control unit 21 is again supplied with a signal corresponding to the instantaneous value of the accelerator pedal position.
  • FIG. 4 shows the block diagram of a third embodiment of a device according to the invention.
  • This third embodiment essentially builds on the embodiment shown in FIG. 3, accordingly the same elements are provided with the same reference numerals and the further description is limited to the additionally provided elements.
  • a first delay element 88 and a changeover switch 89 are connected in the connecting line between the accelerator pedal 10 and the first sample-and-hold stage 80. In its one switch position, the changeover switch 89 causes the delay element 88 to be switched on in the connecting line between the accelerator pedal 10 and the first sample-and-hold stage 80; in its other switch position, the delay element 88 is bridged, so that a circuit as shown in FIG 3 shown arises.
  • the control input of the switch 89 is connected to the output of the characteristic level 82.
  • the output of the transmission output speed sensor 70 is fed to the input of a second sample-and-hold stage 90 and, via a controllable limiter stage 91, to the speed input 211 of the transmission control unit 21.
  • the output of the second sample-and-hold stage 90 is connected to the control input of the controllable limiter stage 91.
  • the hold input 901 of the second sample-and-hold stage 90 like the hold input 801 of the first sample-and-hold stage 80, is operatively connected to the output of the flip-flop 85.
  • a second AND stage 92 is connected between the output of flip-flop 85 and at least one hold input 801, 901, the second input of which is led to a terminal 93.
  • the transmission output speed transmitter 70 is no longer directly connected to the speed input 211 of the transmission control unit 21 via a controllable limiter stage 91.
  • the limitation threshold of the controllable limiter stage 91 is determined via the second sample. and-hold stage 90 - which, as mentioned, operates as an amplifier in normal operation - is set by the output signal of the transmission output speed sensor 70 so that it is just above the instantaneous value of the transmission output speed. In this way, during normal operation of the motor vehicle, ie without jerky withdrawal of the accelerator pedal and the resulting blocking of the second sample-and-hold stage 90, the signal corresponding to the transmission output speed is transmitted undistorted and unlimited to the speed input 211 of the transmission control unit 21.
  • the output signal of the second sample-and-hold stage 90 which is locked at this time, causes that the limiting threshold of the controllable limiter stage 91 is locked at the value of the transmission output speed present at that time. Accordingly, only those speed signals from the transmission output speed transmitter 70 reach the speed input 211 of the transmission control unit 21 that are less than or equal to the locked value of the transmission output speed. Looking at the shift pattern shown in Fig.
  • the latching of the speed signal takes into account the operating case in which the motor vehicle from the first operating point 2, despite the accelerator pedal being withdrawn, arrives at the fifth operating point 6, for example due to a steep downhill gradient, and still there in the higher gear upshifts.
  • the speed lock simulates the first operating point 2 while the fifth operating point 6 has already been reached.
  • the second AND stage 92 At the input of the second AND stage 92 are the output signal of the flip-flop 85 and, via a terminal 93, a signal corresponding to the zero position of the accelerator pedal, which signal can be formed in a manner not shown here from the signal output by the accelerator pedal 10.
  • the second AND stage 92 has the effect that the load and / or speed value is only locked when the accelerator pedal has been jerkily withdrawn and then assumes the zero position.
  • FIG. 5 shows the block diagram of a fourth embodiment of a device according to the invention. While the embodiments shown in FIGS. 3 and 4 are preferably constructed in analog circuit technology, the embodiment shown in FIG. 5 is particularly suitable for use in conjunction with a digital transmission control device, as described, for example, in DT-OS 2 036 732.
  • the embodiment of the device according to the invention shown in FIG. 5 has a second delay element 100 and switches 101, 102, which are connected in series in the upshift line 212 between the transmission control unit 21 and the transmission switching unit 22.
  • the load input: 210 of the transmission control unit 21 has a differential stage 103, a zero detector 104 and a threshold stage 110 connected.
  • the output of differential stage 103 is connected to the first input of a third AND stage 105, the second input of which lies on upshift line 212.
  • the third AND stage 105 controls a monostable multivibrator 106, one output of which is connected to the control input of the first switch 101 and the second output of which is connected to the first input of a fourth AND stage 107.
  • the second input of the fourth AND stage 107 is connected to the output of the zero detector 104, while its output is connected to the set input of a flip-flop 108.
  • the reset input of flip-flop 108 is connected to the output of threshold stage 110 via a third delay element 109.
  • the differential stage 103 forms corresponding values and the difference between successive values in rapid succession to the accelerator pedal position. If this difference is negative, ie if there is a load reduction, the third AND stage 105 is activated. If the transmission control unit 21 has simultaneously calculated an upshift process, the monostable multivibrator 106 is triggered via the third AND stage 105 and the first switch 101 is opened for a short time, for example 500 ms.
  • the second delay element 100 has the effect that the upshift command from the transmission control unit 21 cannot reach the transmission shift unit 22 before the logic formed from the components 103, 105, 106 could determine whether the switch 101 should be opened.
  • the fourth AND stage 107 forms a criterion for whether the accelerator pedal position zero has been reached after this time. If this is the case, flip-flop 108 is set and second switch 102 is opened. This means that in the case of an upshift operation calculated in the transmission control unit 21 and a simultaneous load reduction, the upshift command is initially suppressed for a short time and after this time it is checked whether the accelerator pedal 10 is in the neutral position. If so, the upshift command finally suppressed and the upshift process is not carried out.
  • the test time determined by the service life of the monostable flip-flop 106 is to be set so that an upshift is only suppressed when the accelerator pedal 10 is suddenly pulled back, ie when the idle position of the accelerator pedal 10 is reached during the test time.
  • the flip-flop 108 is then reset when a signal from the threshold stage 108 has reached the reset input via the third delay element 109. This is the case when the accelerator pedal 10 has been deflected again to a predeterminable value.
  • the third delay element 109 serves on the one hand to suppress interference pulses which could cause incorrect downshifts of the flip-flop 108, and on the other hand the delay has the effect that the accelerator pedal 10 is not yet shifted up. If the threshold value set in the threshold value stage 110 is low or zero, the flip-flop would be switched up when the reset input was driven directly, as can be seen from the load-speed diagram shown in FIG. 1. When the accelerator pedal 10 is released and the upshift is suppressed (open second switch 102), the motor vehicle is in the third operating point 4.
  • the threshold value of the threshold value stage 110 is now set low, for example at the level of the second operating point 2 or if it is zero, the threshold value would be exceeded the upshift line 212 is released and closed by closing the second switch 102, since the motor vehicle is at an operating point below the upshift line 1. If the output signal of the threshold value stage 110 is delayed, however, the operating point of the motor vehicle is again above the upshift line 1 when the second switch 102 is closed. By switching on the third delay element 109, it is thus possible to come out of the area below the upshift line 1 with the operating point without triggering an upshift process.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Velocity Or Acceleration (AREA)
EP78200007A 1977-08-29 1978-06-01 Dispositif de changement de vitesse pour des boîtes de vitesse à rapports étagés de véhicules automobiles Expired EP0000960B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2738914 1977-08-29
DE2738914A DE2738914C2 (de) 1977-08-29 1977-08-29 Verfahren zum Schalten von Stufengetrieben in Kraftfahrzeugen

Publications (2)

Publication Number Publication Date
EP0000960A1 true EP0000960A1 (fr) 1979-03-07
EP0000960B1 EP0000960B1 (fr) 1981-06-03

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EP78200007A Expired EP0000960B1 (fr) 1977-08-29 1978-06-01 Dispositif de changement de vitesse pour des boîtes de vitesse à rapports étagés de véhicules automobiles

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US (1) US4258591A (fr)
EP (1) EP0000960B1 (fr)
JP (1) JPS5447067A (fr)
DE (2) DE2738914C2 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1979000781A1 (fr) * 1978-03-17 1979-10-18 Bosch Gmbh Robert Dispositif de reglage de l'unite moteur de commande-et-transmission d'un vehicule a moteur
FR2453328A1 (fr) * 1979-04-03 1980-10-31 Nissan Motor Systeme de commande de changement de vitesse pour vehicule a transmission automatique
FR2521079A1 (fr) * 1982-02-10 1983-08-12 Nissan Motor Systeme et procede de commande pour une transmission automatique de vehicule automobile
FR2545567A1 (fr) * 1983-05-02 1984-11-09 Renault Perfectionnements a la commande de changements de rapport dans une transmission automatique a rapports etages
EP0273735A2 (fr) * 1986-12-27 1988-07-06 Isuzu Motors Limited Système de commande électronique pour transmission automatique
EP0438643A2 (fr) * 1990-01-26 1991-07-31 Bayerische Motoren Werke Aktiengesellschaft Procédé pour générer un signal de changement de vitesse à partir d'un réseau de courbes de changement de vitesse
NL9300350A (nl) * 1978-01-24 1993-07-01 Lahive John Anthony Electro-mechanische automatische overbrenging.
FR2694616A1 (fr) * 1992-08-08 1994-02-11 Daimler Benz Ag Système pour modifier automatiquement le rapport de transmission d'une boîte de vitesses d'un véhicule dans le sens d'un passage à une vitesse supérieure.

Families Citing this family (54)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4383456A (en) * 1975-09-25 1983-05-17 Ganoung David P Apparatus using a continuously variable ratio transmission to improve fuel economy
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EP0574965A1 (fr) * 1990-01-26 1993-12-22 Bayerische Motoren Werke Aktiengesellschaft Méthode pour provoquer un signal de changement de vitesse depuis un tableau de commande
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Also Published As

Publication number Publication date
JPS5447067A (en) 1979-04-13
DE2860742D1 (en) 1981-09-10
DE2738914A1 (de) 1979-03-15
US4258591A (en) 1981-03-31
EP0000960B1 (fr) 1981-06-03
JPS6135422B2 (fr) 1986-08-13
DE2738914C2 (de) 1982-05-06

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