EP2614243A1 - Procédé pour faire fonctionner une chaîne cinématique - Google Patents

Procédé pour faire fonctionner une chaîne cinématique

Info

Publication number
EP2614243A1
EP2614243A1 EP11738733.2A EP11738733A EP2614243A1 EP 2614243 A1 EP2614243 A1 EP 2614243A1 EP 11738733 A EP11738733 A EP 11738733A EP 2614243 A1 EP2614243 A1 EP 2614243A1
Authority
EP
European Patent Office
Prior art keywords
driver
speed
torque
speed control
drive unit
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Withdrawn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
EP11738733.2A
Other languages
German (de)
English (en)
Inventor
Norbert Wiencek
Bernd Döbele
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 EP2614243A1 publication Critical patent/EP2614243A1/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Withdrawn legal-status Critical Current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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
    • 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
    • F16H61/0403—Synchronisation before shifting
    • 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
    • F16H63/50—Signals to an engine or motor
    • F16H63/502—Signals to an engine or motor for smoothing gear shifts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—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
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0411—Synchronisation before shifting by control of shaft brakes
    • 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
    • F16H2306/54—Synchronizing engine speed to transmission input 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal

Definitions

  • the invention relates to a method for operating a drive train according to the preamble of claim 1.
  • a method for operating a drive train with a drive unit and with a switched between the drive unit and an output manual transmission is known.
  • a manual transmission it is a variable-speed transmission, which has a variety of manual manually insertable aisles.
  • it is proposed for shift assistance to use a transmission brake which is in operative connection with a transmission input shaft or can be brought in to automatically reduce a rotational speed difference which occurs due to switching on a gear clutch of the target gear.
  • a shift assistance for a drive train with a manual transmission can already be provided to a certain extent.
  • the present invention based on the object to provide a novel method for operating a drive train.
  • This object is achieved by a method according to claim 1.
  • the drive unit automatically operate in a speed control, a setpoint for the speed control is determined automatically such that in a first phase of the speed control independent of the current transmission input speed setpoint and in a second phase of the speed control of the current transmission input speed dependent setpoint is used for speed control of the drive unit.
  • a setpoint for the speed control is automatically used in the first phase of the speed control, which is dependent on a transmission output speed and a gear ratio of the gear engaged before the gear change, in the second phase of the speed control automatically setpoint for the speed control is used, which corresponds to the filtered, current transmission input speed.
  • a setpoint for the speed control is automatically used, which corresponds to the filtered, current transmission input speed.
  • Fig. 1 is a schematic arrangement of a drive train
  • Fig. 2 is a state graph for illustrating the invention
  • Fig. 3 is a first time chart for illustrating the invention for an upshift
  • Fig. 4 is a second timing diagram to illustrate the invention for a downshift.
  • FIG. 1 shows a highly schematized drive train diagram of an exemplary drive train in which the method according to the invention can be used.
  • the drive train of FIG. 1 has a drive unit 1, an output 2 and a switched between the drive unit 1 and the output 2 stage change gear 3, which has a plurality of manual side manually insertable gears.
  • a variable speed transmission with manually insertable gears is also referred to as a manual transmission.
  • the drive train of FIG. 1 comprises a driver side manually operable clutch 4, which is connected between the drive unit 1 and the variable speed transmission 3.
  • Fig. 1 shows a clutch pedal 5 for manual operation of the clutch 4, an accelerator pedal 6, which is also referred to as an accelerator pedal, and a brake pedal 7.
  • Clutch pedal 5, accelerator pedal 6 and brake pedal 7 are the driver side operable.
  • the transmission brake 8 is coupled or coupled to a transmission input shaft 9, wherein the clutch 4 acts on the transmission input shaft 9, via which the transmission input shaft 9 with a drive assembly shaft 10 can be coupled is.
  • a transmission output shaft 1 1 is connected to the output 2 in operative connection.
  • the above-mentioned assemblies of the drive train with a control device 12 exchange control-side data for operating the drive train.
  • the control device 12 as input data, a rotational speed n1 of the drive unit 1, a speed n9 of a transmission input shaft, a speed n1 1 of a transmission output shaft, a driving speed v2 of the drive train, a clutch pedal position a5, an accelerator pedal position a6, a brake pedal position a7 and one of a not shown Coupling sensor provided clutch position signal x4 provided.
  • the control device 12 can close whether the clutch 4 is fully closed, fully opened or partially closed or
  • the control device 12 can derive a desired driver torque.
  • the controller 12 may be provided with a driver request torque also from another controller.
  • a desired driver torque is a torque on the basis of which the drive unit 1 can be operated such that it provides an actual engine torque corresponding to the driver's desired torque, wherein a fuel quantity supplied to the drive unit 1 is typically determined depending on the driver's desired torque.
  • the transmission controller 12 is provided with a signal x3 of the transmission 3, wherein the signal x3 of the transmission 3 is an output variable of a so-called neutral switch 13 of the transmission 3.
  • the signal x3 accordingly provides information as to whether the variable speed transmission 3 or the manual transmission is in a neutral position or not.
  • the control device 12 According to the above input variables, namely as a function of a defined evaluation of one or more of the input variables described below, the drive train is operated, the control device 12 according to FIG. 1 providing two output quantities Y1 and Y8, namely an output variable Y1 for operating the drive unit 1 and an output quantity Y8 for operating the transmission brake 8.
  • control device 12 Under this engine intervention of the control device 12 is to be understood that in non-active engine engagement, the drive unit 1 is operated based on the above-mentioned driver's desired torque. On the other hand, when the engine is engaged, the power plant 1 is not operated based on the above-mentioned desired driver torque, but rather otherwise described in detail below.
  • a shift is carried out in the variable speed transmission 3, in these three operating states 15, 16 and 17, therefore, a circuit in the variable speed transmission 3 is active, wherein in the operating state 15, the clutch 4 is opened or partially open / closed and the engine intervention provided by the control device 12 is not active, wherein in the operating state 16, the clutch 4 is fully open and the engine intervention provided by the control device 12 is active, and wherein in the operating state 17, the clutch 4 is closed or partially open / closed and the engine intervention provided by the controller 12 is active.
  • the operating states 14, 15, 16, 17 and 14 are typically run through successively. Furthermore, it is possible for the operating states 14, 15, 17 and 14 to be run one after the other, namely when the clutch 4 is simply tapped on the driver side and then released again.
  • the operating states 14, 15, 14 or 14, 15, 16, 14 can also be run through, namely when in the operating states 15 and / or 16 signals fail.
  • the transition between the operating states 14 to 18 is defined according to FIG. 2 via so-called transition conditions 19, 20, 21, 22, 23 and 24.
  • transition conditions 19, 20, 21, 22, 23 and 24 define the transition from the operating state 14 to the operating state 15 when the transition condition 19 is met.
  • From the operating state 15 to the operating state 16 can then be changed, if the transition condition 20 is met.
  • the transition condition 21 is satisfied, either the operation state 15 can be changed to the operation state 17 or the operation state 16 can be changed to the operation state 17.
  • the transition condition 22 it is possible to change from the operating state 17 to the operating state 14 or from the operating state 18 to the operating state 14.
  • the transition condition 23 defines the transition from the operating state 14 to the operating state 18, whereas the transition condition 24 defines the change from the operating state 16 to the operating state 17.
  • Operating state 14 is an idle state between two circuits.
  • the above-mentioned engine intervention of the control device 12 is not active, but in the operating state 14, the drive unit 1 is operated depending on a driver's desired torque, which either the control device 12 is determined or provided by another control device.
  • the desired driver torque is dependent on the accelerator pedal position a6.
  • the output quantity Y1 on the basis of which the drive unit 1 is operated, corresponds to the driver's desired torque.
  • the transmission brake 8 is switched off via the output variable Y8.
  • the ratio of the transmission input rotational speed n9 and the transmission output rotational speed n1 1 is used to calculate the current transmission ratio, wherein an actual gear currently engaged in the variable speed transmission 3 can be determined or calculated depending on this transmission ratio.
  • the gear ratio and the actual gear can be stored in the controller 12.
  • the clutch 4 In the operating state 15, in which a circuit is active in the variable-speed transmission 3, the clutch 4 is opened, so that accordingly in the operating state 15, the clutch 4 is partially opened or partially closed. Even in the operating state 15, no intervention of the control device 12 takes place on the engine torque, but also in the operating state 15, the drive unit 1 is operated depending on the driver's desired torque. Accordingly, in the operating state 15, the driver himself influences a torque withdrawal of the drive unit 1 by means of his accelerator pedal actuation a6. Accordingly, even in the operating state 15, the output signal Y1 output by the control device 12 corresponds to the driver's desired torque. In the operating state 15, the transmission brake 8 is also deactivated via the output variable Y8.
  • the clutch 4 In the operating state 16, in which a circuit is also active in the variable speed transmission 3, the clutch 4 is fully open. According to the invention, it is proposed that when the clutch 4 is fully opened on the driver side and if the driver continues to execute a gear in the variable speed transmission 3, ie when the operating state 16 is present, the driver unit is not used to operate the drive unit 1, but rather the drive unit 1 becomes operated depending on an intervention of the control device 12, namely such that the drive unit is automatically operated in the operating state 16 in a speed control.
  • This speed control which is specified by the control device 12, is carried out automatically such that in a first phase of the speed control independent of the current transmission input speed n9 setpoint for the speed control is used, wherein in a subsequent to the first phase phase of the speed control of the current transmission input speed dependent setpoint for speed control of the drive unit 1 is used.
  • the setpoint used in the first phase of the speed control in operating state 16 is preferably determined as a function of a transmission output rotational speed n1 1 and as a function of a ratio of the transmission 3 of the gear engaged in the transmission 3 before the gear change.
  • the valid before the execution of a gear change transmission output speed n1 1 is multiplied by the valid before the gear change gear ratio of the last engaged gear to provide in this way the target value for the first phase of the speed control in the operating state 16.
  • the required translation was calculated in operating state 14.
  • the target speed for the speed control of the vehicle speed v2 is tracked in the first phase of the speed control in the operating state 16.
  • the current transmission input speed 9 is filtered and calculated from the filtered, current transmission input speed n9 of the transmission 3, a theoretical target value for the speed control, but this is not used in the first phase for speed control. Rather, the speed control in the first phase is based on the setpoint, which is dependent on the valid before the gear change transmission output speed and the engaged before the gear change gear.
  • the filtered, current transmission input speed n9 is used as a target speed for the speed control in the subsequent, second phase of the speed control, with increasing time the filtering effect of the filtering the transmission input speed n9 is attenuated in the setpoint formation for the speed control.
  • the current unfiltered transmission input speed is used as the desired speed for the speed control.
  • the above speed control namely the duration of the second phase of the speed control or the total duration of the first phase and the second phase of the speed control is limited by an applizierbare, maximum time, after which the speed control is automatically canceled. After exceeding this maximum time, the above speed control is not allowed until the next circuit.
  • the above speed control is also stopped immediately when the clutch 4 is not fully open. Accordingly, if the clutch 4 is closed on the driver side, the above speed control is automatically aborted, both from the first phase of the speed control and from the second phase of the speed control.
  • the filtering of the current transmission input speed n9 to determine the setpoint for the speed control in the second phase of the same can be done via a moving averaging.
  • the filtering effect of this filtering decreases with increasing time of the speed control.
  • the corresponding setpoint for the speed control is compared with a metrologically detected actual value of the speed n1 of the drive unit 1, wherein depending on a control deviation, a controller generates a control variable, so that the actual speed of the target speed is approached or follows.
  • a controller generates a control variable, so that the actual speed of the target speed is approached or follows.
  • This can be realized via a PID controller.
  • this scheme can also be done map-dependent.
  • the manipulated variable of the controller which outputs the same to approximate the actual speed of the target speed, it is typically a target torque for the drive unit. 1
  • the target torque determined by the controller can be corrected to compensate for friction losses of the drive unit 1 with an offset value.
  • the subdivision of the above speed control into the first phase and the second phase has the advantage that at the beginning of the first phase, in which the current transmission input speed can still be subject to strong vibrations, an independent of the current transmission input speed setpoint for the speed control is used. Only in the second phase of the current transmission input speed dependent setpoint for the speed control is then used, optionally existing swinging the transmission input speed can be filtered. Then, when the speed control is terminated in the operating state 16 and the operating state 16 is still active or when it is moved to the operating state 17 by closing the clutch, an intervention via the control device 12, namely such that the drive unit 1 depends on a torque setpoint is basically decoupled from the driver request torque, but is limited by the driver request torque.
  • the control device 12 does not provide a speed setpoint for operating the drive unit, but rather a torque setpoint which is basically decoupled from the driver's desired torque but limited by the driver's desired torque.
  • the output value for this torque setpoint is the last engine setpoint torque valid in the operating state 16 based on the speed control, wherein when the torque setpoint is less than the desired driver torque, the torque setpoint is raised to the desired driver torque based on the last engine target torque valid during the speed control.
  • the increase of the torque setpoint to the driver pedal torque dependent on the accelerator operation can be done continuously or in several steps.
  • the engine engagement by the controller 12 is not deactivated.
  • the clutch 4 is fully closed and equality exists between the driver request torque and the torque command value, the engine engagement by the controller 12 is deactivated and the power plant 1 is subsequently operated based on the driver's desired torque.
  • the operating state 18 is an operating state outside a circuit, in which therefore no transmission is active in the transmission 3 and in which furthermore the clutch 4 is completely closed.
  • the operating state 18 preferably corresponds to a push-pull change in the drive train, wherein in a push-pull change in the drive train, the drive unit 1 is operated via an engine intervention by the controller 12 so dependent on a torque setpoint that the torque setpoint delayed to that of the Accelerator pedal dependent driver input torque is adjusted.
  • This engine intervention in the push-pull change is preferably carried out only when the accelerator pedal 6 from a thrust position, which is defined for example by an accelerator operation a6 of less than 3%, the driver side moves out.
  • a thrust position which is defined for example by an accelerator operation a6 of less than 3%
  • an accelerator pedal pedal a6 below this thrust position of the torque setpoint is set to approximately zero, but not yet used to operate the drive unit 1. Only then, when the accelerator pedal has been moved out of the push position, if the accelerator pedal angle a6, for example, greater than or equal to 3%, a torque setpoint is given, which is adapted delayed to the driver's desired torque.
  • the driver's request torque serves as the maximum value, from which it follows that when the driver's requested torque is smaller than the torque command value, the driver's request torque is used to operate the power plant 1, and if the driver's request torque is larger than the torque command value, the torque command value is delayed Driver's desired torque is approximated. Then, when the torque command value reaches the driver's desired torque, the operating state 18 is left, changed to the operating state 14 and this engine intervention, which is permitted only once per push-pull change terminated.
  • the transition condition 19 for changing from the operating condition 14 to the operating condition 15 is satisfied when the clutch state of the clutch 4 changes from a fully-closed to a partially-closed clutch when the input signals of the controller 12 are valid when a vehicle speed v2 is greater than one is predetermined limit value, and when an ignition of the motor vehicle is turned on.
  • the transition condition 20 for changing over from the operating state 15 to the operating state 16 is satisfied when the clutch state has changed from a partially closed state to a fully opened state, if the input signals of the control device 12 continue to be valid, moreover if the vehicle speed is greater than that already mentioned limit value, and when the ignition is switched on.
  • the transition condition 21 for changing from the operating state 16 to the operating state 17 or to the change from the operating state 15 to the operating state 17 is fulfilled when the clutch 4 is closed and therefore the clutch state is partially closed, if furthermore the input signals of the control device 12 are valid, when the vehicle speed is greater than the aforementioned limit, and when the ignition of the motor vehicle is turned on.
  • a change from the operating state 17 to the operating state 14 and a change from the operating state 18 to the operating state 14 in the sense of the transition condition 22 takes place when the clutch 4 is fully closed and further when a torque setpoint for operating the drive unit 1 is greater than or equal to the driver's desired torque ,
  • the transient condition 22 is satisfied when one or more of the input signals of the controller 12 are invalid or when the ignition of the motor vehicle is off or when the vehicle speed is less than a threshold.
  • the transition condition 23 for changing over from the operating state 14 to the operating state 18 is satisfied when the clutch 4 is closed, when the accelerator pedal is further transferred from the pushing position to a pulling position and, in addition, when input signals of the control device 12 are valid, the vehicle speed increases as a limit and the ignition of the motor vehicle is turned on.
  • a change from the operating state 15 to the operating state 14 in the sense of the transition condition 24 takes place when either at least one input signal of the control device 12 becomes invalid or if the vehicle speed becomes smaller than a limit value or if the ignition of the motor vehicle is switched off.
  • the transmission brake 8 via the output signal Y8 of the control device 12 are automatically activated, namely, when a difference between an engine speed n1 of the drive unit and a preferably filtered transmission input speed n9 is greater than a applizierbarer, first upper limit. Then, when subsequently this difference between the engine speed n1 and the transmission input speed n9 reaches or falls below a second lower limit, the transmission brake 8 is subsequently deactivated again automatically via the output signal Y8.
  • the transmission brake 8 is then deactivated when a transition condition from the operating state 16 is met in another operating state, that is, when the operating state 16 is no longer valid. Furthermore, the transmission brake 8 is automatically deactivated when the clutch 4 is not fully open and / or when the neutral switch 13 of the transmission 3 signals that the transmission 3 is no longer in neutral.
  • Fig. 3 and 4 show over time t a plurality of temporal signal waveforms that can be formed using the method according to the invention, namely in Fig. 3 for an upshift and in Fig. 4 for a downshift, wherein in Figs. 3 and 4 on the Time t are respectively an accelerator pedal operation a6, a clutch pedal operation a5, an engine speed n1, a transmission input speed n9, an accelerator operation-dependent driver demand torque MFW, an actual torque M1 -IST of the power plant 1, a torque target value M1 -SOLL for the power plant 1, an operation signal Y8 for the transmission brake 8 and a signal Z are plotted.
  • the signal Z provides information about the state of the clutch 4, so information about whether the clutch 4 is fully closed, fully open or partially closed or partially open.
  • the driver at the time tO the accelerator pedal operation a6 back wherein at the time t1, the clutch is actuated and the clutch state changes from fully closed to partially closed.
  • the clutch 4 is then fully opened, in which case the operating state 16 is present, in which initially a speed control takes place.
  • the first phase of the speed control in which an independent of the transmission input speed n9 setpoint for the speed control is used between the times t2 and t4, the first phase of the speed control is thus characterized by At. Fig. 3 can be further seen that at time t3 via the signal Y8, the transmission brake 8 is activated until time t4 to decelerate the transmission input speed n9.
  • the synchronization in the transmission starts and the new gear is switched, wherein at the time t6 the synchronization is completed and the gear is engaged.
  • the driver starts to accelerate again by actuating the accelerator pedal 6, the second phase of the speed control ending at the instant t8. Subsequent to the time t8, therefore, no more speed control is made for the operation of the drive unit 1, but a torque setpoint M1 -SOLL is given, which is decoupled in principle from the driver's desired torque MFW, but is limited by the driver's desired torque MFW maximum.
  • the actual motor torque M1 -IST follows the torque setpoint M1 -SOLL.
  • the clutch changes from partially closed to fully closed.
  • the driver also begins at time t0 with a return of the accelerator pedal position a6 and thus with a gas take-off, wherein the clutch state completes the state of being partially closed at the time t1.
  • the state changes from partially closed to fully open, in which case the first phase of the speed control takes place starting at the time t2 until the time t4.
  • the time t4 is switched to the second phase of the speed control, wherein previously at time t3 of the synchronization process in the transmission starts and a gear in the transmission is turned on.
  • time t5 the synchronization process in the transmission is completed and the new gear is engaged in the transmission 3.
  • the driver begins to accelerate again by actuating the accelerator pedal 6, the second phase of the speed control ends at time t7 and a torque setpoint M1-SOLL for the operation of the drive unit is decoded, which is basically decoupled from the driver's desired torque MFW, but by the same is limited.
  • the clutch state changes from partially closed to fully closed.
  • equality between the driver request torque MFW and the target torque M1 -SOLL is present, so that then the engine intervention is terminated again and the operation of the drive unit 1 is based on the driver's desired torque.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner une chaîne cinématique comprenant un groupe d'entraînement, et un engrenage réducteur monté entre le groupe d'entraînement et un élément de sortie, qui présente une pluralité de rapports enclenchables manuellement par le conducteur, et un embrayage pouvant être actionné manuellement par le conducteur; en fonction d'un actionnement par le conducteur, d'une pédale d'accélérateur de la chaîne cinématique, un couple souhaité par le conducteur, sur la base duquel le groupe d'entraînement est actionné, est déterminé, après quoi, lorsque l'embrayage est débloqué par le conducteur et lorsqu'en outre, un changement de rapport est effectué, c'est non pas le couple, souhaité par le conducteur qui est utilisé pour faire fonctionner le groupe d'entraînement, mais au contraire, le groupe d'entraînement est actionné automatiquement en régulation de régime, une valeur de consigne étant automatiquement déterminée pour ladite régulation de régime, de telle façon que dans une première phase de la régulation de régime, une valeur de consigne indépendante du régime d'entrée réel de la boîte de vitesses soit utilisée et, dans une seconde phase de la régulation de régime, une valeur de consigne dépendant du régime d'entrée réel de la boîte de vitesses, soit utilisée.
EP11738733.2A 2010-09-09 2011-08-03 Procédé pour faire fonctionner une chaîne cinématique Withdrawn EP2614243A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010040455A DE102010040455A1 (de) 2010-09-09 2010-09-09 Verfahren zum Betreiben eines Antriebsstrangs
PCT/EP2011/063331 WO2012031836A1 (fr) 2010-09-09 2011-08-03 Procédé pour faire fonctionner une chaîne cinématique

Publications (1)

Publication Number Publication Date
EP2614243A1 true EP2614243A1 (fr) 2013-07-17

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EP11738733.2A Withdrawn EP2614243A1 (fr) 2010-09-09 2011-08-03 Procédé pour faire fonctionner une chaîne cinématique

Country Status (5)

Country Link
US (1) US20130172148A1 (fr)
EP (1) EP2614243A1 (fr)
CN (1) CN103097700A (fr)
DE (1) DE102010040455A1 (fr)
WO (1) WO2012031836A1 (fr)

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EP2713030A1 (fr) * 2011-05-12 2014-04-02 Toyota Jidosha Kabushiki Kaisha Dispositif de commande pour véhicule

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WO2015056382A1 (fr) * 2013-10-18 2015-04-23 本田技研工業株式会社 Dispositif de commande de transmission et procédé de commande de transmission
FR3023589B1 (fr) 2014-07-08 2016-08-12 Continental Automotive France Procede pour controler une envolee de regime d'un moteur a combustion interne d'un vehicule en deplacement, lors d'un changement de rapport de boite de vitesses
US10425026B2 (en) * 2017-11-21 2019-09-24 The Boeing Company Independent speed variable frequency alternating current generator
US10454278B2 (en) 2018-01-09 2019-10-22 The Boeing Company Independent speed variable frequency based electrified propulsion system architecture
FR3082267B1 (fr) * 2018-06-08 2020-05-29 Renault S.A.S Procede de selection d’une cible d’etat de chaine cinematique de transmission automatique

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Publication number Priority date Publication date Assignee Title
EP2713030A1 (fr) * 2011-05-12 2014-04-02 Toyota Jidosha Kabushiki Kaisha Dispositif de commande pour véhicule
EP2713030A4 (fr) * 2011-05-12 2015-03-25 Toyota Motor Co Ltd Dispositif de commande pour véhicule

Also Published As

Publication number Publication date
DE102010040455A1 (de) 2012-03-15
CN103097700A (zh) 2013-05-08
WO2012031836A1 (fr) 2012-03-15
US20130172148A1 (en) 2013-07-04

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