EP1606537A2

EP1606537A2 - Motor vehicle

Info

Publication number: EP1606537A2
Application number: EP04719934A
Authority: EP
Inventors: Horst Wild; Klaus Wohlrab
Original assignee: Audi AG; Conti Temic Microelectronic GmbH
Current assignee: Audi AG; Conti Temic Microelectronic GmbH
Priority date: 2003-03-14
Filing date: 2004-03-12
Publication date: 2005-12-21
Also published as: US20060276950A1; WO2004081417A3; WO2004081417A2; DE10311638A1

Abstract

The invention relates to a motor vehicle comprising an automatic gearbox, a gearbox control device comprising a plurality of driving programs for controlling the gearshifting operation, and a selector lever for manually choosing between a normal D-driving program with automatic gearbox operation and a sporty S-driving program with automatic gearbox operation and/or a manual driving program with manual gearbox operation. The gearbox control device (3) can automatically change programs, from the S-driving program or from the manual driving program to the D-driving program, according to at least one operating parameter of the vehicle (1).

Description

Kraftfährzeug

The invention relates to a motor vehicle with an automatic transmission, a transmission control device comprising a plurality of drive programs which control the gear shift operation, and a selector lever for manual selection between a normal D drive program with automatic transmission adjustment and a sporty S drive program with automatic transmission adjustment and / or a manual Driving program with manual transmission adjustment.

In the case of motor vehicles with a transmission with automatic transmission adjustment - be it a continuously variable automatic transmission, in which the transmission is steplessly adjusted between different gear stages, or a defined automatic shift gearbox comprising several, e.g. six gears - there is the possibility, on the one hand, of a normal, normal D. -Select the drive program using the manually operated selector lever. In this D-driving program, an automatic transmission adjustment takes place through an automatic gear change in automatic shifting devices or a corresponding automatic transmission adjustment in continuously variable automats, whereby the shifting or adjustment strategy is conservative, i.e. the change is made early at lower engine speeds etc. On the other hand, it is possible to use the selector lever to select a sports program, which is often referred to as a sporty S driving program, whereby here too an automatic transmission adjustment that is dependent on the automatic transmission type is carried out, but the change or adjustment only takes place when compared to the D driving program higher speeds or higher output torques, etc., so that overall a more sporty driving is possible. In addition or as an alternative to the selectable S driving program, there is the option of switching to manual switching or adjustment mode. Such options are offered, for example, in the form of a "Tiptronic" function. The selector lever must be placed in the so-called "Triptronic" alley. The driver can then shift the individual gears himself or make the adjustment himself, ie there is no automatic transmission adjustment. In this way, a conventional manual switching operation, as is known from manual transmissions, is made possible. An automatic adjustment takes place, for example, only when a maximum speed has been reached in the manually set state.

Normally, the program selected by the driver remains set and is carried out until it is changed by the driver using the selector lever. However, the manually selectable S and manual driving programs generally involve higher fuel consumption than the usual D automatic driving program. This is especially true when starting off, e.g. In "Tiptronic" mode, the driver drives in first gear until the driver shifts up by himself or the maximum speed is reached, while the irri D driving program is switched to the next gear or driving position relatively early. If the driver has now set up such a special program, he himself is often surprised by the high engine speeds when starting off, even though he has only given relatively little throttle, which is particularly the case when, for example, has long forgotten that it is not in the normal D driving program, but in the S driving program or in the "Tiptronic" mode. The higher speeds inevitably lead to higher consumption, they are also disruptive and inevitably cause the driver to look for their cause, so that he may temporarily be unable to concentrate on the traffic.

The invention is therefore based on the problem of specifying a motor vehicle which provides a remedy here.

To solve this problem, it is provided according to the invention in a motor vehicle of the type mentioned at the outset that the transmission control device for the automatic change from the S driving program or from the manual Driving program in the D driving program is designed depending on at least one operating parameter of the vehicle.

The motor vehicle according to the invention automatically switches from the set special driving program to the normal, conservative D driving program with particular advantage if the situation demands this. The change is dependent on at least one operating parameter of the vehicle, i.e. it takes place depending on the actual operation, i.e. the actual situation in which the vehicle is located. According to the invention, the speed, the transmission output speed and / or a time interval can be the operating parameters. A change can be made, for example, when the actual speed falls below a predetermined speed threshold value; alternatively or additionally, there is the possibility of making the change if the gearbox output speed falls below a gearbox output speed threshold value. It is also conceivable to make the change when a certain time interval, preferably initiated when the special driving program is selected, has expired. If the change occurs depending on the speed, it is assumed that the speed is below the relatively low speed threshold, that the special driving program is no longer required, at least in relation to the actual operating situation, which is why it In order to reduce fuel consumption and to avoid a subsequent start-up at higher engine speeds, it seems advisable to switch to the normal D driving program. The same applies to the gearbox output speed. A time interval can also be used as an operating parameter, this time interval being triggered when the special driving program is selected. In this way, a time window is given, within which the special program remains, whereby this time window, which will be discussed in more detail below, can expediently be triggered again depending on the driving operation in order to prevent a program change that is not required.

These operating parameters can each be used individually as the basis for a change. It is also conceivable, for example the speed in connection with a time interval as a dependency criterion to use for a change. In this case, the time interval is triggered, for example, when the actual speed falls below the speed threshold. If this state still exists after the time interval has elapsed, the change can take place. However, if there is a change in speed, after which the actual speed is greater than the speed threshold before the time interval has expired, there is no need to change the program.

The speed threshold value can be, for example, <20 km / h, in particular <10 km / h, the transmission output speed threshold value can, for example, be <200 rpm, in particular <150 rpm, the time interval can be> 10 s and in particular <10 min. In particular, the transmission output speed threshold value and thus also the transmission output speed is dependent on the gear ratio or the design of the transmission itself, so that higher speed threshold values can also be used.

If a time interval is provided as a dependency criterion, the transmission control device is expediently designed to initiate the time interval again, if necessary. This means that a quasi-continuous check is carried out to determine whether the S driving program or the manual driving program is still required or not. The time interval can be triggered again, for example, when cornering is detected, when a lateral acceleration threshold is exceeded, when a detected minimum curve radius is undershot, when an acceleration threshold is exceeded or undershot or when an accelerator pedal angle is exceeded or undershot. If, for example, cornering is recognized, it may be obvious that, for example, the sports ferry program is still required in order to be able to drive with the corresponding power reserves. Such cornering can be recorded, for example, by recording the steering angle; it is also conceivable to use a camera for this purpose, which is provided, for example, for another system (for example an LDW system (LDW = Lane Departure Warning) or the like). A Quefbe acceleration can be determined, for example, via detected wheel speeds, that is, if there is a difference between the wheel speeds of the left and right wheels. any cornering can also be detected. The same applies to a minimum curve radius. A new initiation can also take place when a longitudinal acceleration threshold is exceeded or undershot, i.e. a change is not necessary if, for example, the acceleration threshold value is exceeded due to significant acceleration or if there is negative acceleration due to a strong braking operation, and therefore the acceleration threshold value is significantly below. The same applies to the accelerator pedal angle. If the accelerator pedal is fully depressed, this is an indication that the driver wants to accelerate extremely. The same applies if that. Accelerator pedal is released very quickly, for example to use the engine brake. This can also be used as an indication that a change is not necessary and that the time interval has to be triggered again.

According to a particularly advantageous embodiment of the invention, it can further be provided that the transmission control device is designed to change again to the previously selected S or manual driving program as a function of at least one, possibly further, operating parameter. For the driver, this embodiment of the invention has a particular advantage that, if necessary, a switch is made to the fuel-saving D driving program, but a change back to the previously selected driving program takes place again immediately if the actual situation requires it An acquired operating parameter thus indicates that the driving and performance characteristics selected by the driver as desired with the S or manual driving program are required again. There is therefore continuous monitoring as to whether the set special program is no longer required or whether it is needed again. This enables an optimal program change to be made, which on the one hand helps to save fuel, but on the other hand always provides the desired properties when required.

Such a new change can be carried out, for example, when a second speed threshold value is exceeded. This second speed threshold, which is expediently greater than the first speed digkeϊtsschwel value, depending on which the first change to the D-ferry program is made, is exceeded when the vehicle accelerates. In urban traffic, for example, where stop-and-go operation is very slow, particularly at traffic lights, this means that there is no continuous change between the D-driving program and the other previously set program. rather, the D driving program remains set as long as the second speed threshold is not exceeded, which often occurs in such cases.

As an alternative to the renewed change as a function of the speed, a change can also take place when a second acceleration threshold value is exceeded or undershot or when a second accelerator pedal threshold value is exceeded or undershot and / or when a second transverse acceleration threshold is exceeded or undershot. As explained above, these operating parameter threshold values or the operating parameters assigned to them form the basis of a possible first program change, which is why they can equally be the basis for the return. In the event that the driver accelerates again, even though the vehicle has switched to D mode, it suggests that the higher acceleration characteristics associated with the S driving program, for example, are desired, which is why an immediate change back is necessary. In addition to these real operating parameters, it is also conceivable to use another operating parameter depending on the change, e.g. to use a signal of a push button to be operated manually by the driver or the like. Although this embodiment is also expedient, it requires active action by the driver.

In a further development of the inventive theory, it can be provided that the renewed change occurs when a speed threshold value is exceeded and at least one of the operating parameter threshold values acceleration threshold value, accelerator pedal angle threshold value or lateral acceleration threshold value is exceeded or undershot. Ie, the renewed change takes place in dependence of two operating parameters, which must exceed or fall below their assigned threshold values. If the actual speed exceeds the speed threshold, but if this is associated with very moderate acceleration, it is not absolutely necessary to switch back to the special program for reasons of consumption. Rather, the performance parameters required at the moment can also be made available via the D driving program. After the parameters have been recorded continuously and the comparison with the assigned threshold values is carried out continuously, the moment at which the performance characteristics assigned to the special program are required can be recorded in any case and reacted immediately.

The respective operating parameter threshold value can either be predefined, that is to say the threshold values are predefined, for example depending on the respective motor vehicle type or the performance characteristics of a drive unit, etc., once during vehicle construction or can be changed, for example, at the factory or as part of customer service, but they are always fixed implemented. As an alternative to this, there is the possibility that the respective operating parameter threshold value is variable depending on the actual speed, the motor vehicle load, the roadway inclination or a driving strategy on which the control operation is based. That is, there is a threshold value adaptation to the instantaneous operation of the vehicle or with regard to external influences. For example, if a trailer is coupled, the acceleration behavior is of course different, and the operating characteristics required by the driver are different than when driving without a trailer. If the respective threshold value is now variable, the actual circumstances can be adapted. The same applies to the road gradient. Different threshold values will be required in the case of an uphill ride than in the case of a downhill ride. The detection of the respective parameters or parameter threshold values takes place, as already described, using suitable sensors, which are usually present on the respective motor vehicle, or, in particular in the case of external properties such as cornering, driving uphill, etc., if appropriate using suitable camera devices Etc. While the second acceleration, lateral acceleration or driving pedal angle threshold values can be the same as those on which the first change from the special program to the D driving program is based, as described above, it is necessary with regard to the second speed threshold value that it be greater than the first speed threshold value , The difference can be designed depending on the design of the program change operation, for example it can be 2, 5 or 10 km / h or more.

Finally, in a further development of the inventive concept it can be provided that, despite a change to the D driving program, the originally selected driving program is displayed on a display device for the driving program. If, for example, there is an automatic change from the S driving program to the D driving program, the driver is still shown the originally selected S driving program. There is therefore no continuous change of display, which can be confusing, in particular if there are multiple changes in a short time. In addition, the display of the D driving program is also not necessary for the driver, since the immediate change back to the originally selected driving program is immediately available to him due to the instant change provided according to the invention.

The driver has the option of either switching from one program to another while driving, for example switching from the D driving program to the S driving program. If there is then a situation that justifies or requires a program change to the D driving program, the program change described takes place, for example when you approach a traffic light and the speed is reduced accordingly or you stop. However, there is also the option of selecting the S drive program or the manual drive program while the vehicle is at a standstill or at an actual speed or actual speed that is lower than the assigned setpoint, e.g. if the engine has just started or you have started stands at a traffic light and you decide to do so. In this case, two options are possible. On the one hand, the selected special program be carried out because the driver selected it deliberately shortly before. This means that, for example, the control parameters of the S driving program would also be used. As an alternative, there is the possibility of already using the program change function according to the invention during this start-up following the selection in the state and of using the D-drive program for the start-up process. So there is a quasi-conservative start-up, although the driver has chosen the sporty program variant, for example. The actual change can be displayed to the driver in this special case, for example via a suitable display device. To finally select the special program, the driver must then, for example, operate the selector lever again or briefly confirm his original selection or the like. In particular, however, if the transmission control device is designed to be changed back, despite switching to the D driving program during the starting process, there is the possibility of switching immediately to the selected S or manual driving program, for example if the driver accelerates sufficiently or the like. In this case, the driver has the full performance of the selected special program at his disposal, even though the intelligent transmission control device has switched back to the fuel-saving D-driving program from an economic point of view.

Further advantages, features and details of the invention result from the exemplary embodiment described below and from the drawing.

This shows a motor vehicle 1 according to the invention, comprising an automatic transmission 2, to which a transmission control device 3 and a selector lever 4 are assigned. A drive program stored in the transmission control device 3 can be selected via the selector lever, which is then called up and processed in the transmission control device 3. In the example shown, only three driving programs can be selected by way of example using the selector lever, namely a "normal" D-driving program which is conservative in terms of driving strategy and a sporty one. ches S driving program, in which an automatic transmission adjustment is also carried out, as well as a manual driving program, in the example shown a T driving program (T = "Tiptronic"), in which the driver manually by briefly pressing the selector lever 4 or a corresponding switch on the selector lever or on the steering wheel makes the transmission adjustment for shifting up or down. Depending on which selector lever position is set and which drive program is selected, the corresponding drive program is processed in the control device 3.

In the example shown, the S driving program is set, this is called up and processed. The control device 3 is designed such that it automatically changes from the S driving program to the D driving program if the current situation requires this or if it appears to be expedient. For this purpose, the actual speed is determined using a suitable speed detection device 5, for example the usual speed sensor - Speed v detected and given to the control device 3. In addition or as an alternative to this, a suitable device 6 for detecting the transmission output speed U can also detect this and transmit it to the control device 3. In this the respective actual speed value v or the actual speed value U is compared with a corresponding threshold value, in the case of the speed with a speed threshold value vi or in the case of the speed with a speed threshold value Ui. If the actual speed v is less than the speed threshold], the control device 3 automatically switches from the S driving program to the D driving program. The speed setpoint Vi is, for example, either implemented permanently or, in the case of a variable choice of the threshold value, is set at 10 km / h at the time of comparison. As soon as v is less than vi as described, the program is changed. The same applies correspondingly in the case of a comparison of the rotational speed, a rotational speed threshold value Ui can be, for example, 200 rpm, whereby this can also be either fixed or variable. In the case of a variable threshold value selection, the selected threshold value can, for example, depend on the actual speed, the motor vehicle load (for example trailer operation), the road inclination or one general driving strategy underlying the control operation (sporty, comfortable, conservative, etc.).

In the exemplary embodiment shown, a timing element 7 is also provided in the control device 3. This timer 7 is triggered, for example, at the moment when the driver sets the selector lever 4 to the S driving program. If the time interval now expires, a program can be changed even if, for example, neither the speed nor the speed are processed as change parameters. However, it is particularly expedient if the processing of the time interval takes place in connection in particular with the speed. If, for example, the speed is constant within the time interval (and, if necessary, the speed is also relatively low), this can be taken as an indication that, due to the constant travel, the S-program is no longer required and can be switched to the D program , So it makes sense in the case of consideration of the time interval which is indicated in Fig. .DELTA.t with to make the change in communication with at least ^'a further operating parameter.

In addition to the change from the set special drive program to the D drive program, the control device 3 is also designed to switch back to the originally set special program. This return can take place when different operating parameters or situations exist. For example, it is conceivable to switch back to the S driving program if the actual speed v increases and exceeds a second speed threshold value v ₂ , which is greater than the first speed threshold value Vi. In this case, the return can already take place. In addition, it is also conceivable to undertake this only if on the one hand v is greater than v ₂ and on the other hand there is sufficient acceleration. For this purpose, the control device 3 is designed to determine, for example, a longitudinal acceleration a. If the driver accelerates sufficiently strongly and if v is greater than v ₂ , then this indicates that the properties assigned to the S driving program are required, which is why the driver switches back immediately becomes. However, if the acceleration is low, ie if the acceleration is only leisurely, the driving characteristics assigned to the D driving program may be sufficient; a change is then not necessary.

A change back can also take place depending on the position or movement of the accelerator pedal 8, that is, the accelerator pedal. If, for example, this is followed relatively quickly or far after the first change to the D driving program, i.e. if an accelerator pedal angle threshold value is exceeded when stepping on, this is an indication that sufficient acceleration is desired, which is why at. This parameter can be used to switch back to the S driving program. Alternatively, you can. this. - As already described with regard to the processing of the longitudinal acceleration a - take place in connection with the actual speed v if this is greater than - the second speed tail value v ₂ .

A switch back to the S driving program can also take place if e.g. cornering is detected, or a sufficient lateral acceleration threshold is exceeded when cornering, or a curve radius is undershot. The acquisition of these parameters can e.g. on the basis of a detection of the steering angle, which is not shown in detail in FIG. 1. In this case, the steering angle or the set wheel angle, which is an indication of cornering, is detected by sensors. The curve radius can also be recorded here. The larger the steering angle, the smaller the turning radius. In addition, there is also the option of calculating the lateral acceleration based on the steering angle and the actual speed and comparing this with a lateral acceleration threshold. Depending on how briskly the driver drives into the curve, this can be an indication that the driver is sporty and it is useful to switch back to the S driving program.

In addition, there is the possibility of recording roadway-specific information using a camera 9, such as is available, for example, in vehicles with implemented track detection systems and the like. This can be used to easily recognize whether the road is a curve describes and if yes what the curve radius is, what can be determined from the correspondingly recorded images.

Finally, a display device 10 is shown, e.g. the dashboard, on which, in addition to the information normally displayed, such as speed and speed, the set driving program is also given, in the example shown "S" is given for the S driving program selected via the selector lever 4. This originally selected driving program is displayed permanently, even if there is a change to the D driving program. On the one hand, this change can only be of a relatively short duration, • if the recorded operating parameter (s) make a quick change necessary. In addition, due to the advantageous immediate change back to the S driving program, the driver always has the full performance of the S driving program at the moment when it is needed. As a result, it has no important information content or any influence for the driver whether the S driving program is now displayed, even though the D driving program is actually set to reduce consumption. This also avoids a frequent change of display,> which can be confusing at times.

Overall, the motor vehicle according to the invention offers the possibility of switching to the fuel-saving D driving program if the external circumstances or the operating circumstances make this appear expedient. On the other hand, due to the possibility of immediate replacement at any time, it is possible to access the specific performance and operating characteristics of the special program. For the driver, this means that fuel can be saved if it is sensible, and secondly, he can access the full performance of the desired special program at any time.

Claims

PATENT CLAIMS

1.Motor vehicle with an automatic transmission, a transmission control device comprising a plurality of drive programs which control the gear shift operation, and a selector lever for manual selection between a normal D drive program with automatic transmission adjustment and a sporty S drive program with automatic transmission adjustment and / or a manual drive program with manual transmission adjustment , characterized in that the transmission control device (3) is designed to automatically change from the S driving program or from the manual driving program to the D driving program as a function of at least one operating parameter of the vehicle (1).

2. Motor vehicle according to claim 1, characterized in that the operating parameter is the speed (v), the transmission output speed (U) and / or a time interval (Δt).

3. Motor vehicle according to claim 1, characterized in that the change takes place when the speed threshold or the transmission output speed threshold is undershot or when the time interval (Δt) has elapsed.

4. Motor vehicle according to claim 3, characterized in that the speed threshold value <20 km / h, in particular <10 km / h, that the transmission output speed threshold value <200 U / min, in particular <150 U / min, and that the time interval (Δt)> 10s and in particular <10 min.

5. Motor vehicle according to one of claims 2 or 3, characterized in that the transmission control device (3) is designed to restart the time interval (Δt).

6. Motor vehicle according to claim 5, characterized in that there is a renewed impetus when a corner is detected, when a lateral acceleration threshold is exceeded, when a detected minimum curve radius is undershot, when an acceleration threshold is exceeded or undershot or when an accelerator pedal angle threshold is exceeded or undershot.

7. Motor vehicle according to one of the preceding claims, characterized in that the Getriebesteuerungsein direction (3) for renewed change in the previously selected S or manual driving program is designed as a function of at least one possibly further operating parameter.

Motor vehicle according to claim 7, characterized in that the renewed change takes place when a second speed threshold value is exceeded, when a second acceleration threshold value is exceeded or undershot, when a second accelerator pedal angle threshold value is exceeded or undershot and / or when a second transverse acceleration threshold value is exceeded or undershot ,

9. Motor vehicle according to claim 8, characterized in that the renewed change when exceeding a speed threshold and exceeding or falling below at least one of the loading drive parameter threshold values, acceleration threshold value, accelerator pedal angle threshold value or lateral acceleration threshold value.

10. Motor vehicle according to claim 8 or 9, characterized in that the operating parameter threshold value, in particular the acceleration, lateral acceleration or accelerator pedal angle threshold value, is predetermined, or as a function of the actual speed, the motor vehicle load, the road inclination or one which is the basis for the control operation Driving strategy is variable.

11. Motor vehicle according to one of claims 8 to 10, characterized in that the second speed threshold is greater than the first speed threshold.

12. Motor vehicle according to one of the preceding claims, characterized in that, despite a change to the D driving program, the originally selected driving program is displayed on a display device (10) for the driving program.