EP2137038A1 - Procédé de fonctionnement d'une chaîne cinématique - Google Patents

Procédé de fonctionnement d'une chaîne cinématique

Info

Publication number
EP2137038A1
EP2137038A1 EP08735722A EP08735722A EP2137038A1 EP 2137038 A1 EP2137038 A1 EP 2137038A1 EP 08735722 A EP08735722 A EP 08735722A EP 08735722 A EP08735722 A EP 08735722A EP 2137038 A1 EP2137038 A1 EP 2137038A1
Authority
EP
European Patent Office
Prior art keywords
starting
speed
drive unit
automatic transmission
engine speed
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Withdrawn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
EP08735722A
Other languages
German (de)
English (en)
Inventor
Roland Mair
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 EP2137038A1 publication Critical patent/EP2137038A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/115—Stepped gearings with planetary gears
    • 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
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1884—Avoiding stall or overspeed of the engine
    • 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
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • 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
    • 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
    • B60W2540/16—Ratio selector 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • 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
    • F16H2061/023—Drive-off gear selection, i.e. optimising gear ratio for drive off of a vehicle
    • 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
    • F16H61/0248—Control units where shifting is directly initiated by the driver, e.g. semi-automatic transmissions

Definitions

  • the invention relates to a method for operating a drive train of a motor vehicle comprising at least one automatic transmission and a drive unit according to the preamble of claim 1 or 6 or 11.
  • the main components of a drive train of a motor vehicle are a drive unit and a transmission.
  • a gearbox converts torques and speeds and thus converts the tractive power of the drive unit.
  • the present invention relates to a method for operating a drive train, which comprises at least one drive unit and an automatic transmission.
  • the term automatic transmission is understood to mean all transmissions with an automated gear change or an automatic gear change.
  • a starting speed of the motor vehicle which is determined by the methods known from the prior art, can not be reliably ensured, so that the motor vehicle can come to a standstill.
  • z. B a situation in which a motor vehicle when starting a non-detectable Resistance, z. B. a curb, must overcome.
  • a safe starting of the motor vehicle can not be guaranteed with the methods known from the prior art.
  • the driver of the motor vehicle recognizes the need to increase the starting speed, the driver can not influence the starting speed. In known from the prior art method, there is no possibility for the driver to increase the starting speed individually.
  • the present invention based on the problem to provide a novel method for operating a comprehensive at least one automatic transmission and a drive unit drive train of a motor vehicle.
  • this problem is solved by a method according to claim 1. Thereafter, the starting speed of a driver is individually adjustable so that when the automatic transmission occupies the selection position neutral, the engine speed of the drive unit by the driver by pressing the accelerator pedal is determined, and that after transferring the automatic transmission from neutral to a forward or reverse requesting selecting the prevailing engine speed of the drive unit is used as the starting speed.
  • this problem is solved by a method according to claim 6. Thereafter, the starting speed of a driver is individually adjustable so that when the automatic transmission assumes a forward or reverse gear requesting position, the engine speed of the drive unit by the driver by pressing the accelerator pedal at the same time pressed brake pedal is determined, and that after releasing the brake pedal the prevailing when releasing engine speed of the drive unit is used as the starting speed.
  • this problem is solved by a method according to claim 11. After that, when the driver starts by pressing the accelerator pedal, a kickdown switch is then actuated, the starting speed is increased.
  • the inventive method according to all three aspects of the present invention allow the driver an adjustment, namely an increase, the starting speed, then, when a predetermined by a transmission control device or an engine control device of the drive train starting speed is insufficient to start, yet a start of the motor vehicle to effect.
  • the method according to the first aspect and the second aspect of the invention can be selected by a driver, the starting speed directly by pressing the accelerator pedal.
  • the increase of the starting speed by pressing the kickdown switch takes place.
  • the present invention relates to a method for operating a drive train of a motor vehicle, wherein such a drive train comprises at least one drive unit and an automatic transmission.
  • the present invention relates to the startup of a motor vehicle with such a drive train, namely, when one of a transmission control device or an engine control device predetermined or predetermined starting speed for starting the motor vehicle is not sufficient.
  • the invention allows the driver to determine the starting speed itself, namely to increase individually.
  • the starting speed of such a driver is individually adjustable or determinable that when the automatic transmission occupies the select position neutral, the driver of the engine speed of the drive unit can be determined by pressing the accelerator pedal. After transferring the automatic transmission from the neutral select position to a forward or reverse gear requesting position, the prevailing or applied during the transfer engine speed of the drive unit is used as the starting speed.
  • the procedure is preferably such that the engine speed prevailing during the transfer of the automatic transmission from the neutral selector position to the forward or reverse gear position is first stored, and then that this stored speed is used as the starting speed in a subsequent starting operation triggered by actuation of the accelerator pedal becomes. Accordingly, with the speed thus preselected by the driver, in this case, a starting operation is triggered only when the accelerator pedal is pressed again after a complete drop in it.
  • the engine speed prevailing during the transfer of the automatic transmission from the neutral position into the selecting position requesting a forward gear or a reverse gear is limited by a maximum value.
  • the starting speed individually determined or set by the driver in the above manner can either be valid only for a single subsequent starting operation or for a defined number of subsequent starting operations. Furthermore, it can be provided that the starting speed individually set by the driver in the above manner is additionally or alternatively valid for a defined period of time.
  • the starting speed individually determined or set by the driver in the above manner is only used as the starting speed when the smallest possible forward gear or the smallest possible reverse gear is selected by the forward or reverse gear requesting selection position.
  • the starting speed of a driver is individually adjustable so that when the automatic transmission assumes a forward or reverse gear requesting position, the engine speed of the drive unit by the driver by pressing the accelerator pedal at the same time pressed brake pedal is determined , And that after releasing the brake pedal which prevails when releasing engine speed of the drive unit is used as the starting speed.
  • the prevailing when releasing the brake pedal engine speed of the drive unit is used as a starting speed, that with the same immediately when releasing the brake pedal, a starting process is triggered.
  • the prevailing when releasing the brake pedal engine speed of the drive unit is used as a starting speed, that with the same only a starting operation is triggered when the accelerator pedal is pressed again after a complete drop.
  • the prevailing when releasing the brake pedal engine speed of the drive unit is only used as a starting speed when the forward drive or a reverse gear requesting selecting the smallest possible forward gear or the smallest possible reverse gear is selected.
  • the aspect is taken into account that the starting ability of the motor vehicle can already be established by selecting a smaller forward gear or reverse gear without influencing the starting rotational speed. Only when the starting ability can not be established in the smallest possible forward gear or reverse gear, should the driver be given the opportunity to increase the starting speed individually. As a result, excessive stress on the starting element, namely the starting clutch, can be avoided.
  • the smallest possible forward gear or the smallest possible reverse gear, for which the individual setting or raising the starting speed is allowed by the driver, can be applied freely. Furthermore, it can be provided to take into account errors in the automatic transmission. Is z. B. the first forward gear is not switchable, it can be allowed on the basis of a detected for the first forward error, the individual increase in the starting speed by the driver for the second forward gear to make the starting ability of the motor vehicle.
  • the second aspect of the present invention it is possible to use the prevailing when releasing the brake pedal engine speed of the drive unit such as starting speed, that this speed is limited by a maximum value. In this way, in turn, an excessive stress on the starting element, namely the starting clutch can be avoided.
  • the starting speed individually selected by the driver in the above manner can only be valid for a single subsequent starting operation or for a defined number of subsequent starting operations. Furthermore, it can be provided that the starting speed individually set by the driver in the above manner is additionally or alternatively valid for a defined period of time.
  • the starting speed can be influenced by a driver by actuating a kickdown switch. Then, when a kickdown switch is closed by the driver by pressing the accelerator pedal during the starting process, according to the third aspect of the present invention, the predetermined by the transmission control device or engine control device starting speed is increased by a defined offset.
  • the speed increase is limited by closing the kickdown switch so as not to greatly increase the starting speed with every kickdown approach and thus expose the starting element, namely the starting clutch, to a heavy load and thus to increased wear.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'une chaîne cinématique d'un véhicule à moteur, laquelle chaîne cinématique comprend au moins une boîte de vitesses automatique et un organe d'entraînement, un régime de démarrage permettant le démarrage du véhicule à moteur étant déterminé et un processus de démarrage étant déclenché à l'aide du régime de démarrage déterminés par fermeture d'un élément de démarrage, en particulier d'un embrayage de démarrage. Selon l'invention, le régime de démarrage peut être réglé de façon individuelle par un conducteur, de sorte que, lorsque la boîte automatique passe au point mort, le régime moteur de l'organe d'entraînement peut alors être déterminé par le conducteur par actionnement de la pédale d'accélérateur et, une fois que la boîte automatique est passée du point mort à une position de sélection d'une marche avant ou d'une marche arrière, le régime moteur de l'organe d'entraînement, atteint au moment du passage de vitesse, est utilisé comme régime de démarrage.
EP08735722A 2007-04-26 2008-04-03 Procédé de fonctionnement d'une chaîne cinématique Withdrawn EP2137038A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007019657A DE102007019657A1 (de) 2007-04-26 2007-04-26 Verfahren zum Betreiben eines Antriebsstrangs
PCT/EP2008/053973 WO2008132012A1 (fr) 2007-04-26 2008-04-03 Procédé de fonctionnement d'une chaîne cinématique

Publications (1)

Publication Number Publication Date
EP2137038A1 true EP2137038A1 (fr) 2009-12-30

Family

ID=39420336

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08735722A Withdrawn EP2137038A1 (fr) 2007-04-26 2008-04-03 Procédé de fonctionnement d'une chaîne cinématique

Country Status (4)

Country Link
US (1) US8246516B2 (fr)
EP (1) EP2137038A1 (fr)
DE (1) DE102007019657A1 (fr)
WO (1) WO2008132012A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8825319B2 (en) * 2012-05-21 2014-09-02 GM Global Technology Operations LLC Automatic transmission input clutch control
DE102015200522B4 (de) * 2015-01-15 2022-03-31 Ford Global Technologies, Llc Verfahren zum Unterstützen eines Manövriervorganges eines Kraftfahrzeuges sowie Fahrassistenzsystem
FR3052725B1 (fr) * 2016-06-16 2018-07-06 Peugeot Citroen Automobiles Sa Procede d'identification d'un decollage a venir d'un vehicule automobile

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US4874070A (en) * 1988-02-10 1989-10-17 Eaton Corporation Control for AMT system start from stop operation
JPH0650189A (ja) * 1992-07-30 1994-02-22 Unisia Jecs Corp 自動変速機の出力制御装置
DE4409122C2 (de) * 1993-08-10 1998-12-24 Porsche Ag Vorrichtung und Verfahren zum Regeln einer Kupplung eines Fahrzeugantriebes
SE9901349L (sv) * 1999-04-16 2000-03-20 Scania Cv Ab Förfarande och anordning för styrning av en automatiserad växellåda
GB2353835B (en) 1999-09-04 2003-09-24 Luk Lamellen & Kupplungsbau Automated transmission systems
DE10208205B4 (de) * 2001-02-27 2015-04-02 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung/Regelung optimaler Einkuppel-Verläufe beim Anfahren und Wiedereinkupplen nach Gangwechseln
DE10150422B4 (de) * 2001-10-11 2012-04-05 Robert Bosch Gmbh Verfahren und Vorrichtung zur Ermittlung eines Fahrerwunsches
DE10202520A1 (de) 2002-01-24 2003-08-14 Bayerische Motoren Werke Ag Antriebsstrangsteuerung für Kraftfahrzeuge
US6939268B2 (en) * 2003-11-04 2005-09-06 Zf Meritor Llc Vehicle transmission system with coast controls
DE10356194A1 (de) * 2003-12-02 2005-07-07 Zf Friedrichshafen Ag Verfahren zur Steuerung des Anfahrvorgangs eines Kraftfahrzeugs mit Automatgetriebe
DE102005032614A1 (de) * 2005-07-13 2007-01-25 Dr.Ing.H.C. F. Porsche Ag Verfahren zur Realisierung eines Rennstartes eines Kraftfahrzeuges
DE102005035303B4 (de) * 2005-07-28 2021-03-18 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Steuerung eines vom Fahrer anwählbaren Anfahrvorganges eines Kraftfahrzeuges

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Also Published As

Publication number Publication date
US20100113220A1 (en) 2010-05-06
WO2008132012A1 (fr) 2008-11-06
US8246516B2 (en) 2012-08-21
DE102007019657A1 (de) 2008-10-30

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