EP2118526A1 - Procédé pour commander une chaîne cinématique de véhicule automobile - Google Patents

Procédé pour commander une chaîne cinématique de véhicule automobile

Info

Publication number
EP2118526A1
EP2118526A1 EP08717001A EP08717001A EP2118526A1 EP 2118526 A1 EP2118526 A1 EP 2118526A1 EP 08717001 A EP08717001 A EP 08717001A EP 08717001 A EP08717001 A EP 08717001A EP 2118526 A1 EP2118526 A1 EP 2118526A1
Authority
EP
European Patent Office
Prior art keywords
speed
clutch
gear
drive motor
switched
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Withdrawn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
EP08717001A
Other languages
German (de)
English (en)
Inventor
Werner Wolfgang
Maik WÜRTHNER
Ingo Sauter
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2118526A1 publication Critical patent/EP2118526A1/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Withdrawn legal-status Critical Current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
    • F16H61/02—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 characterised by the signals used
    • F16H61/0202—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 characterised by the signals used the signals being electric
    • F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift 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
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • 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
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • 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
    • F16H61/02—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 characterised by the signals used
    • F16H61/0202—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 characterised by the signals used the signals being electric
    • F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/0216—Calculation or estimation of post shift values for different gear ratios, e.g. by using engine performance tables
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect

Definitions

  • the invention relates to a method for controlling a drive train of a motor vehicle, comprising a drive motor, an automated transmission and an arranged in the power flow between the drive motor and the transmission automated clutch, and in which the drive motor by means of an engine control unit and the transmission together with the clutch means a transmission control unit are controllable, and both control units via data and sensor lines with each other and at least with a speed sensor, an actuation sensor of an accelerator pedal and an actuation sensor of a brake pedal are connected, wherein in overrun at least as a function of the current vehicle speed and the current engine speed automatic push downshifts performed be made, and at the latest with the operation of the accelerator pedal a matching circuit for the transition to train operation.
  • Automated clutches and automated manual transmissions are increasingly being used in modern motor vehicles in the drivetrain, since this, on the one hand, achieves a reduction in fuel consumption and pollutant emissions and, on the other hand, an increase in the driving comfort of the relevant motor vehicles.
  • the control of the clutch and the gearbox is usually carried out in each case via an electronic transmission control unit, the information of current driving and operating parameters of the motor vehicle, such as the engine speed and the engine load of the drive motor, the rotational speeds of the input shaft and the output shaft and the engaged gear of the gearbox, the Einschungsgrad the clutch and the degrees of actuation of the accelerator pedal and the brake pedal are fed and processed there to control commands, which are used to carry out starting and switching operations to the gear selector of the gearbox, to the clutch the clutch and be passed to the engine control unit of the drive motor.
  • the information of current driving and operating parameters of the motor vehicle such as the engine speed and the engine load of the drive motor, the rotational speeds of the input shaft and the output shaft and the engaged gear of the gearbox, the Einschungsgrad the clutch and the degrees of actuation of the accelerator pedal and the brake pedal are fed and processed there to control commands, which are used to carry out starting and switching operations to the gear selector of the gearbox, to the clutch the clutch and be passed to the engine control
  • Corresponding drive trains are known, for example, from DE 197 23 393 A1, DE 199 52 623 A1, DE 101 21 389 C1, and DE 102 21 701 A1.
  • DE 197 23 393 A1 such a drive train and a control method of this drive train is described in which the clutch plate for engaging and disengaging the clutch and / or the gear plate for engaging and disengaging the gears of the gearbox are designed as electric motor.
  • DE 199 52 623 A1 has a method for controlling a corresponding drive train to the object in which the engagement of the clutch is delayed until the speed of the drive motor is adjusted independently of the operation of the accelerator pedal to the speed of the input shaft of the gearbox.
  • DE 101 21 389 C1 In another method for controlling such a drive train according to DE 101 21 389 C1, a load shock in the drive train caused by disengaging under load is avoided by disengaging the clutch by adjusting the engine torque of the drive motor, thus making disengaging more comfortable.
  • DE 102 21 701 A1 discloses a method for controlling a corresponding drive train is described with a hydraulic clutch actuator, according to the engagement of the clutch to terminate a sailing operation by a prior adjustment of the engine speed of the drive motor to the speed of the input shaft of the gearbox particularly fast and low-jerk is carried out.
  • the present invention is now based on a pushing operation of a motor vehicle provided with such a drive train.
  • the driver has released the accelerator pedal and optionally actuates the brake pedal below an actuation limit, from which an emergency braking would take place with an automatic opening of the clutch.
  • the fuel supply or fuel injection at the drive motor of the vehicle is in Pushing operation completely switched off (fuel cut-off) or at least greatly reduced, so that there is a high drag torque of the drive motor, by which the motor vehicle is decelerated except by the driving resistance of the motor vehicle and possibly the braking torque of the service brake.
  • the high number of circuits and the high switching sequence are also disadvantageously associated with high wear of the clutch and the gear clutches of the gearbox.
  • a matching circuit in the form of a downshift is required to the drive motor in conjunction with a connection or increase the fuel injection to a higher speed and to deliver a correspondingly high engine torque. Due to the decreasing driving speed increasing switching frequency of the target gear of the matching circuit often can not be determined fast enough, whereby the matching circuit is done with noticeable delay.
  • the present invention has the object to provide a method for controlling a drive train of the type mentioned, with a low-wearer and more comfortable overrun operation and a more spontaneous transition to the train operation is possible with a corresponding motor vehicle.
  • a method for controlling a drive train of a motor vehicle comprising a drive motor, an automated transmission and an arranged in the power flow between the drive motor and the transmission automated clutch, and in which the drive motor by means of a motor control unit and the manual transmission can be controlled together with the clutch by means of a transmission control unit, and both control units via data and sensor lines with each other and at least with a speed sensor, an actuation sensor of an accelerator pedal and an actuation sensor of a brake pedal are in communication, in overrun at least as a function of the current driving speed v F and the current engine speed n M automatic boost downshifts are performed, and at the latest with the actuation of the accelerator pedal x F p> 0 Anpa Switching to the transition to train operation takes place.
  • a first variant of the method it is provided that upon reaching the respective switching speed n s in the currently determined target gear G z of the respective matching circuit is switched, the clutch respectively only partially engaged and until the transition to train operation in the slip mode is kept (0 ⁇ x ⁇ ⁇ 1, where x ⁇ is the degree of engagement of the clutch).
  • the target gear intended for a transition to train operation is already engaged, so that the transition to the traction mode can be carried out quickly and conveniently at any time by the complete engagement of the clutch and the control of the drive motor in the traction mode.
  • the chronological course of the engagement of the clutch and the torque buildup of the drive motor takes place in a generally known manner as a function of the deflection of the accelerator pedal and optionally of the deflection speed of the accelerator pedal.
  • the gear Gj last engaged in overrun mode remains engaged until a deflection of the accelerator pedal from the rest position x F p> 0, ie an actuation of the driving gear.
  • the drive clutch is permanently closed, so that a larger drag torque of the drive motor can be transferred to the drive wheels and the drive train is in a safe operating state when a fault occurs. Due to the reduced compared to the first method variant switching frequency, the switching elements of the gearbox, such as speed clutches and gear shifter, spared and thus increases the life of the gearbox.
  • a disadvantage is taken into account that the transition to the train operation, a full matching circuit must be performed, which is associated with a delayed implementation of the transition to train operation.
  • there is a harmonious transition from the second method variant to the first method variant. Accordingly, from the release of the brake pedal as long as a gear track in the respective current target gear Gz the relevant matching circuit for the transition to train operation until the driver actuates the accelerator pedal (x F p> 0) and thus the complete engagement of the clutch (x ⁇ 1) and triggers the transition to train operation.
  • One possible variation for this purpose is a one-time gear tracking circuit triggered by the release of the brake pedal.
  • the clutch completely disengaged, if necessary, switched to the current target gear of the relevant matching circuit and the fuel supply of the drive motor is turned on or increased as soon as the overrun a predetermined Auslenkungsgrenzhongs by the brake pedal (x F p> x FP _ G ⁇ ) and / or a predetermined braking pressure threshold value of the service brake (per> PBI _GI-) is detected by sensors. Alternatively or additionally, this can also take place as soon as the response of an antilock braking system (ABS) is triggered by corresponding sensor signals from wheel speed sensors.
  • ABS antilock braking system
  • FIG. 2 shows a flow chart of a second variant of the control method according to the invention.
  • step S9 If, on the other hand, neither of the two conditions of S4 and S5 is fulfilled, it is checked in step S9 whether the current engine speed n M has reached or fallen below the shift speed n s previously determined in step S 3. If this is true, in step S10 in the target gear Gz the matching circuit is switched, the clutch but after step S1 1 initially only partially engaged (0 ⁇ x " ⁇ 1) to continue to drag torque of the drive motor for the deceleration of the motor vehicle use.
  • step S1 branches back to step S1

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Transmission Device (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé pour commander une chaîne cinématique de véhicule automobile comprenant un moteur d'entraînement, une boîte de vitesses automatique, ainsi qu'un embrayage automatique qui est disposé dans le flux de force entre le moteur d'entraînement et l'embrayage. L'objectif de cette invention est d'obtenir un mode poussée qui soit confortable et n'entraîne aucune usure, et une transition spontanée vers un mode traction. A cet effet, les rétrogradations de vitesse en poussée supplémentaires sont empêchées dès que la vitesse de conduite (vF) du véhicule automobile est inférieure ou égale (vF <= vGr) à une vitesse limite prédéterminée (vGr) pour les rétrogradations de vitesse en poussée ou dès que le rapport couramment enclenché (Gi) correspond à un rapport limite prédéterminé (GGr) pour les rétrogradations de vitesse en poussée. En outre, lorsque la vitesse de conduite est inférieure à la vitesse limite (vGr) ou dès que le rapport limite (GGr) est enclenché, une transition vers le mode traction est préparée, un rapport voulu courant (Gz) et un régime d'embrayage (ns) associé d'un embrayage d'adaptation étant respectivement déterminés en fonction de la vitesse de conduite (vF) du véhicule automobile et/ou du régime moteur (nM) du moteur d'entraînement pour la transition vers le mode traction.
EP08717001A 2007-03-02 2008-02-21 Procédé pour commander une chaîne cinématique de véhicule automobile Withdrawn EP2118526A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007010295.1A DE102007010295B4 (de) 2007-03-02 2007-03-02 Verfahren zur Steuerung eines Antriebsstrangs eines Kraftfahrzeugs
PCT/EP2008/052101 WO2008107309A1 (fr) 2007-03-02 2008-02-21 Procédé pour commander une chaîne cinématique de véhicule automobile

Publications (1)

Publication Number Publication Date
EP2118526A1 true EP2118526A1 (fr) 2009-11-18

Family

ID=39469498

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08717001A Withdrawn EP2118526A1 (fr) 2007-03-02 2008-02-21 Procédé pour commander une chaîne cinématique de véhicule automobile

Country Status (6)

Country Link
US (1) US8321102B2 (fr)
EP (1) EP2118526A1 (fr)
JP (1) JP2010520428A (fr)
CN (1) CN101622476B (fr)
DE (1) DE102007010295B4 (fr)
WO (1) WO2008107309A1 (fr)

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DE102011008597A1 (de) * 2011-01-14 2012-07-19 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Verfahren und Mittel zum Steuern des Herunterschaltens
CN102207194A (zh) * 2011-03-21 2011-10-05 重庆长安汽车股份有限公司 一种amt离合器刹车控制方法
SE537681C2 (sv) * 2011-06-10 2015-09-29 Scania Cv Ab Förfarande och system för framförande av ett fordon
SE536001C2 (sv) * 2011-08-31 2013-03-26 Scania Cv Ab Anordning och förfarande för styrning av ett motorfordons framdrivning
DE102012210328A1 (de) * 2012-06-19 2013-12-19 Bayerische Motoren Werke Aktiengesellschaft Fahrzeugstabilisierung für ein Hybridfahrzeug bei Bremsschlupf der Antriebsräder oder erhöhter Gefahr hierfür
US10035500B2 (en) * 2012-10-02 2018-07-31 Scania Cv Ab Regulation of concentration/fraction of substances in an exhaust stream
DE102013109638A1 (de) 2013-09-04 2015-03-05 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren und Vorrichtung zum Steuern einer Verbrennungskraftmaschine
GB2525138B (en) * 2013-09-11 2016-06-08 Jaguar Land Rover Ltd Vehicle controller and method
DE102014014848A1 (de) * 2014-10-07 2016-04-07 Audi Ag Antriebsvorrichtung für ein Kraftfahrzeug
FR3030425B1 (fr) * 2014-12-22 2016-12-23 Renault Sa Procede de commande d'une boite de vitesses automatique pour vehicule automobile.
DE102018204844A1 (de) * 2018-03-29 2019-10-02 Volkswagen Aktiengesellschaft Steuerungsverfahren für einen Antriebsstrang mit mindestens einem freilaufgeschalteten Getriebegang
CN111692330A (zh) * 2020-05-27 2020-09-22 中国北方车辆研究所 一种基于驾驶意图的自动变速器换挡规律修正方法
DE102021206547A1 (de) 2021-06-24 2022-12-29 Zf Friedrichshafen Ag Verfahren und Steuergerät zum Betreiben eines Antriebsstrangs

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Also Published As

Publication number Publication date
WO2008107309A1 (fr) 2008-09-12
CN101622476A (zh) 2010-01-06
DE102007010295B4 (de) 2020-09-03
DE102007010295A1 (de) 2008-09-04
CN101622476B (zh) 2013-07-10
US8321102B2 (en) 2012-11-27
US20100324790A1 (en) 2010-12-23
JP2010520428A (ja) 2010-06-10

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