EP1620296A1 - Procede pour faire fonctionner la chaine cinematique d'un vehicule - Google Patents

Procede pour faire fonctionner la chaine cinematique d'un vehicule

Info

Publication number
EP1620296A1
EP1620296A1 EP04718630A EP04718630A EP1620296A1 EP 1620296 A1 EP1620296 A1 EP 1620296A1 EP 04718630 A EP04718630 A EP 04718630A EP 04718630 A EP04718630 A EP 04718630A EP 1620296 A1 EP1620296 A1 EP 1620296A1
Authority
EP
European Patent Office
Prior art keywords
clutch
time
control device
target gear
gear
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.)
Withdrawn
Application number
EP04718630A
Other languages
German (de)
English (en)
Inventor
Michael Kollender
Anton Rink
Joachim SCHÄFER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daimler AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1620296A1 publication Critical patent/EP1620296A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0437—Smoothing ratio shift by using electrical signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B60W2510/0225—Clutch actuator position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/022—Clutch actuator position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/023—Clutch engagement rate
    • 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
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/50—Coupling of new gear
    • 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
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/52—Applying torque to new gears
    • 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
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/682—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings with interruption of drive
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/46—Signals to a clutch outside the gearbox

Definitions

  • the invention relates to a method for operating a drive train of a motor vehicle, according to the preamble of patent claim 1.
  • EP 0 695 665 AI describes a method for operating a drive train of a motor vehicle.
  • the motor vehicle has an automated gear change transmission in the form of an auxiliary power transmission, a control device in the form of a transmission control unit and an automated clutch in the form of a clutch which can be engaged and disengaged by the transmission control unit.
  • the clutch is opened or disengaged by the control device.
  • the peeling consists of different phases, whereby a phase only begins when the previous phase is completely completed. For example, the clutch is not closed until the target gear has been engaged.
  • the gearshift is complete when the target gear is engaged and the clutch is closed or engaged again.
  • the object of the invention is to propose a method for operating a drive train of a motor vehicle which enables fast gearshifts and at the same time ensures that the gearshifts are carried out completely.
  • the object is achieved by a method according to claim 1.
  • the control device controls the clutch for closing before the target gear is fully engaged.
  • the target gear is engaged by means of a shift actuator which is controlled by the control device. It is fully inserted when a shift element of the target gear, for example a sliding sleeve, which is actuated during the shift and thus also the shift actuator itself has reached a target position.
  • a shift element of the target gear for example a sliding sleeve, which is actuated during the shift and thus also the shift actuator itself has reached a target position.
  • the engagement of the target gear and the activation and thus the closing of the clutch thus run at least partially in parallel.
  • the automated clutch which is arranged in particular between a drive machine and the gear change transmission, can be opened and closed by means of a clutch actuator which is controlled by the control device.
  • a clutch actuator which is controlled by the control device.
  • the control device can set any desired clutch position between fully open and fully closed.
  • the clutch and the gear change transmission can also be controlled by two separate control devices.
  • the control device determines a triggering time for the clutch as a function of operating and / or status variables of the drive train.
  • the activation time is the time at which the control device begins to control the clutch actuator so that the clutch is closed.
  • reaction time of the clutch i.e. a time between activation and actual change in position of the clutch
  • a synchronous speed of the target gear ie the speed of a transmission input shaft, which is set at a current speed of the motor vehicle when the target gear is engaged
  • a shift type i.e. upshift or downshift
  • a shift mode that indicates whether a shift is sporty or comfortable.
  • the response time of the clutch must be observed especially when the clutch is actuated hydraulically, i.e. when using a hydraulic clutch actuator.
  • the response time or dead time of the hydraulic control can be between 30 and 50 ms.
  • the shifting elements of the gear change transmission involved in the engagement for example a sliding sleeve and a gear, must not be subjected to torque. This is achieved by opening the clutch during the shift. The insertion must be completed before the coupling position reaches a so-called gripping point. At the gripping point, clutch disks come into contact with each other, so the clutch can transmit torque from this position. Thus, after reaching the gripping point, torque can be transmitted from the drive machine via the clutch to the gear change transmission and thus make it impossible to engage the target gear. This requirement is taken into account by the control device when determining the activation time for the clutch.
  • the time required for the shift is thus short, since the engagement of the target gear and the actuation and engagement of the clutch run at least partially in parallel.
  • a vehicle driver can thus accelerate the motor vehicle again shortly after triggering a shift.
  • the method according to the invention ensures that the target gear is engaged, that is, the completion of the shift. This prevents safety-critical driving situations in which, for example, the vehicle driver has to accelerate the motor vehicle, but cannot because of a gear not engaged.
  • the control device determines the activation time as a function of one Target course of a clutch position when the clutch is closed.
  • the control device determines the control, that is to say a profile of a control signal, for the clutch or the clutch actuator from the target profile.
  • the set course of the clutch position can thus also be taken into account indirectly in the form of a set course of the control signal.
  • the time span between the activation time and reaching the gripping point is largely dependent on the desired course of the clutch position. By taking the desired course into account, the specified time period can be determined very precisely and the activation time with regard to the switching time and the safe completion of the switching can thus be precisely determined.
  • the target profile of the clutch position has a smaller gradient within a range around the gripping point of the clutch than outside the specified range.
  • the area does not have to be symmetrical with respect to the gripping point.
  • the gradient of the target course before and after the gripping point can be different and the gradient can also change.
  • the gradient can in particular be constant in sections.
  • the course from a starting position to reaching the area around the gripping point can have a first gradient, a second gradient within the area, then a third gradient and a fourth gradient in an area before reaching the closed position.
  • the first gradient is larger than the second; the third also larger than the second and the fourth smaller than the third gradient.
  • the smaller fourth gradient is used, for example, to enable a clutch controller that is subsequently activated to be completely initialized.
  • the coupling position thus quickly approaches the gripping point to an adjustable distance, reaches the gripping point at a low speed and then quickly changes again in the direction of the closed position.
  • the position of the gripping point is stored in the control device.
  • the gripping point can be adapted by methods known per se.
  • the closing of the clutch can be changed by changing the gradient outside the range mentioned, for example, can be adapted to a driving style of the vehicle driver, without the behavior changing when the gripping point is reached.
  • the control device determines a first period of time which is necessary to engage the target gear. This is carried out in particular during a synchronization of the transmission input shaft to the synchronous speed in the target gear, since starting from a speed gradient of the transmission input shaft to the end of the synchronization and from there to the point in time the target gear is engaged can be calculated in advance.
  • the time for the so-called switching of the target gear i.e. the engagement of the target gear after synchronization, can be determined depending on, for example, the target gear, the desired course of the control signal and / or a temperature of the gear change transmission from a stored map or by means of a model calculation. If the clutch can be closed very quickly, i.e. the time between the triggering point and reaching the gripping point is shorter or only slightly longer than the time required to switch through the target gear, the end of the synchronization can also be recorded and calculated from this point onwards ,
  • control device determines a second period of time which is necessary to reach the gripping point of the clutch. As already described, this period of time is determined from a current position of the clutch and a set course of the clutch position.
  • the control device determines the activation time from the specified time periods. The determination is based on the point in time calculated by means of the first time period at which the target gear will be engaged. Taking into account the second time span, it can thus be determined when the activation time may be at the earliest so that the gripping point is not reached before the target gear is engaged. A suitable activation time can thus be determined very precisely.
  • the control device takes into account a safety period when determining the activation time.
  • the triggering time is, for example, increased by one by the safety period postponed later. This takes into account an unavoidable uncertainty in the pre-calculation of the periods mentioned.
  • the uncertainties are caused, for example, by wear of the components involved in the circuit, a component scatter, for example the actuators, and / or a reaction time when setting the desired clutch position.
  • the security period can be changed.
  • the influences mentioned on the uncertainties in the prediction of the two time periods can change during the operation of the motor vehicle.
  • the activation time can be optimally adapted to the current circumstances by means of a corresponding change, that is to say an adaptation of the safety time period. This enables short switching times and at the same time ensures that the switching can be completed safely.
  • the control device compares the clutch position with the progress of engaging the target gear while the clutch is being closed.
  • a measure of the progress is, for example, a measured position of the switch actuator.
  • the target gear should be engaged when the clutch reaches a certain position.
  • the control device changes the set course of the clutch position. For example, it can abort the clutch closing, keep the clutch position constant, or reduce the gradient of the set course.
  • the control device thus checks during the engagement of the clutch whether it is still possible to engage the target gear before the clutch is closed or whether the target gear can no longer be engaged in good time, for example due to a malfunction of the shift actuator. In this way, it may be recognized early on that the shift could not be completed without intervention in the actuation of the clutch. In this case, the clutch is opened again, thus enabling the target gear to be engaged.
  • the safety period mentioned is changed as a function of a third period between a point in time at which the target gear is fully engaged and a point in time at which the clutch reaches the gripping point. If, for example, the third time period is shorter than a target value, the safety time period can be extended and thus the third time period can be extended. A shortening is also possible.
  • the third time period can thus be set to a setpoint or in a range around a setpoint.
  • the safety period can also be changed as a function of the result of the aforementioned comparison of the clutch position with the progress of engaging the target gear. If, for example, the clutch had to be opened again, this is an indication that the calculation of the first and second time period was incorrect or that there is a malfunction.
  • the security period can be extended, for example.
  • the safety period can be changed depending on a failure to insert the target gear by reaching the gripping point too early. In the event of a failure, the security period can be extended, for example. The security period can thus be optimally adapted to a specification and to the actual circumstances.
  • control device changes the desired course of the clutch position depending on the comparison of the clutch position mentioned with the progress of engaging the target gear. If the clutch had to be opened again, the set course can be changed so that the clutch is closed more slowly. The comfort of the circuit can thus be increased while the switching time remains the same.
  • Fig. 1 shows a section of a drive train of a motor vehicle with an automated clutch and an automated gear change
  • Fig. 2 is a flowchart of a method for
  • a drive train 10 of a vehicle has a drive machine 11 which is controlled by a control device 12.
  • the Control device 12 is in signal connection with a power control element 13, by means of which a vehicle driver can make specifications for the position of a throttle valve or a given torque of drive machine 11.
  • the drive machine 11 is connected to an automated gear change transmission 15 by means of an automated clutch 14.
  • the clutch 14 is actuated by a clutch actuator 16 in the form of a hydraulic piston-cylinder unit. The necessary hydraulic lines, valves and hydraulic pump are not shown.
  • the clutch actuator 16 is controlled by the control device 17.
  • the clutch actuator 31 detects its current position and thus the clutch position and sends it to the control device 17.
  • the control device 17 is also in signal connection with a shift lever 18 by means of which the vehicle driver can trigger gearshifts in the gear change transmission 15.
  • circuits can also be triggered by the control device 17 as a function of switching maps known per se.
  • the gear change transmission 15 has a transmission input shaft 19, which is connected to the clutch 14, a countershaft 20 and a transmission output shaft 21, which is connected via an axle drive, not shown, to driven wheels, not shown, of the motor vehicle.
  • the transmission input shaft 19 is connected to the countershaft 20 by means of a constant 22.
  • two fixed gears 23, 24 for the 1st and 2nd gear of the gear change transmission 15 are arranged in a rotationally fixed manner.
  • the fixed gears 23, 24 mesh with associated idler gears 25, 26, which are rotatably arranged on the transmission output shaft 21.
  • one of the two idler gears 25, 26 can be connected to the transmission output shaft 21 in a rotationally secure manner.
  • Synchronizers 28, 29, which can be actuated by the switching element 27, are also arranged on the idler gears 25, 26. A speed adjustment in a shift is achieved by means of the synchronizations 28, 29.
  • the idler gear 25 is connected to the transmission output shaft 21 by means of the switching element 27.
  • the torque delivered by the drive machine 11 is reduced first and the clutch 14 is opened.
  • the switching element 27 is brought into the neutral position shown and then, by further axial displacement, first the speed of the countershaft 20 and the transmission input shaft 19 is brought to the speed of the second gear, the synchronous speed, and then the idler gear 26 is connected to the transmission output shaft 21 in a rotationally secure manner and so that the 2nd gear is engaged. So that the 2nd gear is engaged in the gear change transmission 15.
  • the clutch 14 is closed at least partially in parallel with the engagement of the second gear and the torque output of the drive machine 11 is then increased again.
  • the switching element 27 is connected via a connecting element 30 to a switching actuator 31 in the form of a hydraulic piston-cylinder unit.
  • the necessary hydraulic lines, valves and hydraulic pump are not shown.
  • the switching actuator 31 is controlled by the control device 17 by means of a control signal.
  • the switching actuator 31 detects its current position and thus the position of the switching element 27 and sends it to the control device 17.
  • the switching element 27 can thus be axially displaced along the transmission output shaft 21 in accordance with the control device 17 and the gears of the gear change transmission 15 engaged and in be interpreted.
  • the control device 17 is in signal connection with a temperature sensor 32, which is arranged within the gear change transmission 15. With the help of the temperature sensor 32, a temperature of the gear change transmission 15 can be measured.
  • the gear change transmission can have further gears, which can be engaged and disengaged via further shifting elements.
  • the switching element of the target gear is first selected by means of a selector actuator and then the target gear is inserted.
  • a method for operating the drive train begins with a shift with a shift request in block 40.
  • the shift request can be triggered directly by the driver using the shift lever 16 or by the control device 17.
  • the method is carried out by the control device 17 in a fixed time cycle, for example with a cycle time of 10 ms.
  • the output torque of the drive machine 11 is reduced and the clutch 14 is opened.
  • the original gear is designed by means of the shift actuator 31 and the sliding sleeve 27 is moved in the direction of the idler gear of the target gear.
  • the control device 17 controls the switching actuator 31 so that the target gear is engaged.
  • the target gear is not yet inserted in block 41, but the insertion process is only started and continued during the processing of the following blocks.
  • query block 42 it is checked whether the synchronization has already started and whether an adjustable period of time has expired since the start of synchronization.
  • the start of the synchronization is determined on the basis of the position of the switching actuator 31. The position of the switch actuator 31 at the start of the synchronization is known. If the test is positive, the method is continued in block 43. If the result is negative, the query block 42 is repeated. At this point, it should be mentioned that for all query blocks in FIG. 2, the method is continued downward if the result of the test is positive, corresponding to the exit of the query block, and if the result is negative, the exit to the side.
  • the gradient grad Gew of the speed n Gew of the transmission input shaft 19 is determined from the speeds n Gewl and n Gew2 in two measurements of the speed n Gew and the times t ⁇ and t 2 of the measurements.
  • the synchronization is complete when the speed n Gew reaches the synchronous speed n Sync of the target gear.
  • the synchronous speed n Sync results from the speed n Gaw of the transmission output shaft 21 and the translation of the target gear i Z! El .
  • the speed n Gaw can be measured directly or calculated from the speeds of the driven vehicle wheels and an axle ratio.
  • n Sync n Gaw ⁇ target Starting from the point in time t 2 , the synchronization time .DELTA.t ⁇ still required is also calculated in block 43 from the speed n Gew2 , the gradient degree Gew and the synchronous speed n Sync : n S nc n Gew2
  • a switching time t through is determined which is necessary after the synchronization has been completed in order to engage the target gear.
  • the switching time .DELTA.t Durck is determined from a map stored in the control device 17 as a function of the target gear, a set course of the control signal of the switching actuator 31 and a temperature measured in the gear change transmission 15.
  • the map values are determined and saved in a development phase using measurements.
  • the stored values can be adapted during operation of the motor vehicle by comparing the stored values with measured values.
  • a time period t gripping is determined, which is necessary to bring the clutch 14 from a current clutch position to the gripping point.
  • the target course of the clutch position becomes a time period At idea! determines which would be necessary if the clutch position Ideal course would follow.
  • ⁇ t a reaction time ⁇ t Reat is added.
  • the activation time t Anst is calculated according to the following
  • query block 47 it is checked in query block 47 whether the triggering time t Anst has been reached. If this is not the case, the query block 47 is repeated. When the triggering time t Anst is reached , the control device 17 in begins
  • Block 48 to actuate the clutch actuator 16 in accordance with a desired course of the clutch position such that the clutch 14 is started to be closed.
  • the clutch 14 is not fully closed in block 48, but the closing process continues while further blocks are being processed.
  • the clutch position is compared with the position of the switch actuator 31.
  • the clutch position and the switch actuator position are in [%] from the necessary total route specified. In the case of the switching actuator 31, it depends on the total path until the target gear is engaged, and in the clutch position it depends on the path until the gripping point is reached.
  • the query block 49 delivers a negative result if one of the following conditions is met:
  • query block 50 If the result is positive, that is if none of the conditions are met, a check is made in query block 50 as to whether the target gear is engaged and the gripping point has been reached. If the result is negative, query block 49 is repeated; at a the positive result, the method is continued in block 51.
  • an adaptation of the safety time period ⁇ t ft . cA done. It is checked whether the actual time period ⁇ t r ⁇ & between the actual engagement of the target gear and the actual reaching of the gripping point lies within a tolerance range around a target time period ⁇ ty o // . If the actual time period ⁇ t Tats is longer an upper limit of the
  • ⁇ t a - c ⁇ is increased by a value.
  • the value can be fixed or dependent on the actual time period.
  • the desired time period ⁇ t 5o // and thus also indirectly ⁇ t Sl - cft is extended by a value.
  • the value can be fixed given or dependent on the clutch and shift actuator position at the time the query block 49 is processed.
  • the torque of the drive machine 11 can also be increased in parallel with the closing of the clutch 14.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé selon lequel l'embrayage (14) est amorcé en fermeture avant que le rapport cible ne soit complètement engagé. Un dispositif de commande (17) détermine un moment d'amorçage (Anst) pour l'embrayage (14) en fonction de données de fonctionnement et/ou d'état de la chaîne cinématique (10). Le dispositif de commande (17) calcule un laps de temps (Einleg) nécessaire à l'engagement complet du rapport cible, ainsi qu'un laps de temps (Greif) nécessaire pour que l'embrayage (14) soit en prise, un moment d'amorçage (Anst) optimal étant déterminé à partir de ces laps de temps. Ainsi, l'interruption de la force de traction lors d'un changement de vitesse est très courte et la fermeture du circuit d'embrayage est simultanée.
EP04718630A 2003-04-19 2004-03-09 Procede pour faire fonctionner la chaine cinematique d'un vehicule Withdrawn EP1620296A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10318033A DE10318033A1 (de) 2003-04-19 2003-04-19 Verfahren zum Betrieb eines Antriebsstrangs eines Kraftfahrzeugs
PCT/EP2004/002386 WO2004094177A1 (fr) 2003-04-19 2004-03-09 Procede pour faire fonctionner la chaine cinematique d'un vehicule

Publications (1)

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EP1620296A1 true EP1620296A1 (fr) 2006-02-01

Family

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Application Number Title Priority Date Filing Date
EP04718630A Withdrawn EP1620296A1 (fr) 2003-04-19 2004-03-09 Procede pour faire fonctionner la chaine cinematique d'un vehicule

Country Status (4)

Country Link
US (1) US20070062772A1 (fr)
EP (1) EP1620296A1 (fr)
DE (1) DE10318033A1 (fr)
WO (1) WO2004094177A1 (fr)

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006003879A1 (fr) 2004-07-01 2006-01-12 Yamaha Hatsudoki Kabushiki Kaisha Mécanisme de transmission de force motrice et véhicule à selle
CN1926019B (zh) 2004-07-01 2012-02-29 雅马哈发动机株式会社 跨骑式车辆
EP1772365B1 (fr) 2004-07-26 2014-03-26 Yamaha Hatsudoki Kabushiki Kaisha Dispositif de commande de changement de vitesse de vehicule de type a selle
JP4608298B2 (ja) 2004-12-10 2011-01-12 ヤマハ発動機株式会社 変速制御装置、変速制御方法及び鞍乗型車両
JP4789688B2 (ja) 2006-04-18 2011-10-12 ヤマハ発動機株式会社 クラッチ用アクチュエータ、エンジンユニットおよび鞍乗型車両
JP4873542B2 (ja) 2006-04-18 2012-02-08 ヤマハ発動機株式会社 自動変速制御装置および車両
JP4873543B2 (ja) 2006-04-18 2012-02-08 ヤマハ発動機株式会社 自動変速制御装置および車両
JP5121159B2 (ja) 2006-04-18 2013-01-16 ヤマハ発動機株式会社 自動変速制御装置および車両
JP5164337B2 (ja) 2006-04-18 2013-03-21 ヤマハ発動機株式会社 自動変速制御装置および鞍乗型車両
JP4972334B2 (ja) 2006-04-18 2012-07-11 ヤマハ発動機株式会社 クラッチ用アクチュエータ、エンジンユニットおよび鞍乗型車両
JP4931464B2 (ja) 2006-04-18 2012-05-16 ヤマハ発動機株式会社 クラッチ制御装置および車両
JP4863755B2 (ja) 2006-04-18 2012-01-25 ヤマハ発動機株式会社 クラッチ用アクチュエータ、エンジンユニットおよび鞍乗型車両
EP1826441A1 (fr) * 2006-02-24 2007-08-29 Yamaha Hatsudoki Kabushiki Kaisha Dispositif de commande pour boîte de vitesses automatique
JP5089056B2 (ja) 2006-02-24 2012-12-05 ヤマハ発動機株式会社 クラッチ異常検出装置、自動クラッチ装置および鞍乗型車両
TWI293603B (en) 2006-04-18 2008-02-21 Yamaha Motor Co Ltd Shift actuator, vehicle, and method of integrating vehicle

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DE4012595C2 (de) * 1990-04-20 1999-12-02 Mannesmann Sachs Ag Anordnung zur Betätigung einer Kraftfahrzeug-Reibungskupplung
IT1266914B1 (it) * 1994-08-05 1997-01-21 Magneti Marelli Spa Sistema di controllo di un cambio servoassistito.
BR9606511A (pt) * 1995-07-12 1998-06-09 Luk Getriebe Systeme Gmbh Dispositivo de ativação
DE19908602A1 (de) * 1999-02-27 2000-09-14 Getrag Getriebe Zahnrad Automatisierter Antriebsstrang für ein Kraftfahrzeug und Verfahren zum Steuern eines Antriebsstranges
GB0025000D0 (en) * 2000-10-12 2000-11-29 Luk Lamellen & Kupplungsbau Hydraulic actuation systems

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See references of WO2004094177A1 *

Also Published As

Publication number Publication date
US20070062772A1 (en) 2007-03-22
WO2004094177A1 (fr) 2004-11-04
DE10318033A1 (de) 2004-11-25

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