FR2731060A1 - METHOD FOR DETERMINING A TYPE OF TRANSMISSION - Google Patents

Abstract

The invention relates to a method for determining a type of transmission. To determine the type of a transmission, all the sensors and / or actuators of the transmission are controlled to determine (59) the modules present in the transmission, and the speeds of rotation of the transmission and / or the engine (nM, nS1, nS2) are detected for the determination of one or more reduction constants (i1, i2) and the type of transmission is determined (56, 57) by comparing the data thus determined from the type of transmission with stored data previously for each type of transmission. Application in particular to utility vehicles with automatic transmission.

Description

The invention relates to a method for determining the type of a transmission

  selected from a predetermined number of types of transmissions and coupled to a drive motor, each transmission type being individualized by the present modules of the transmission

  and by one or more multiplication constants.

  Frequently, for specific types of vehicle

  For certain types of vehicles, it is possible to choose

  cules, different types of transmission, which can be mounted if necessary. Therefore, there is a need to have a process of the type indicated above, using which the electrical system of the vehicle, which is

  provided in the respective vehicle, can automatically identify

  the type of transmission currently mounted.

  This information can then be used for example to adjust the parameters of control devices located in the vehicle, in particular on the characteristics of the type

  identified as the pre-transmission

  feel. German Published Applications DE 32 29 411 A1 and DE 32 46 577 A1 disclose

  to control an automatic transmission and to check

  proud of the absence of defects, without considering the possibility

  identification of the type of transmission.

  In an automatic transmission proposed in the published German patent application DE 43 02 248 A1, on a main frame of this transmission is mounted a memory unit, in which data concerning the inherent properties of components installed inside can be stored. of the main chassis and which can

  be called electrically by means of a transmission line

  signal mission provided for this purpose by a transmission control unit, which is spaced apart in space. In published German patent applications

  DE 40 00 441 A1 and DE 40 33 574 A1, trans-

  automatic switching, including switching behavior

  can be adapted to the driving style of a

  the data considered of types of conduct being memorized and possibly being updated by

  a device for determining the type of pipe.

  The object of the invention is to solve the technical problem of providing a method of the type indicated above, with the aid of which a transmission type determination unit provided for this purpose can determine in a manner

  automatically selected type from several

  possible types of transmission, a transmission

coupled to an engine.

  This problem is solved using a method for determining the type of a transmission selected from a predetermined number of transmission types and coupled to a drive motor, each transmission type.

  being individualized by the present modules of the trans-

  mission and by one or more constants of multiplier-

  characterized in that all the sensors and / or

  transmitters are ordered for the determination of

  of the modules present in the transmission, by a unit for determining the type of transmission and that transmission and / or motor rotation speeds are detected for the determination of one or more

  multiplication constants, and the type of transmission

  is determined by comparing the data thus determined

  the type of transmission to corresponding data.

  stored in advance for each of the predetermined transmission types in the determination unit

the type of transmission.

  The transmission type determination unit, which is provided for carrying out the method, firstly controls all the sensors and / or actuators of the selected transmission and determines, from the incoming response signals, which modules are here

  in the transmission. On the other hand, the unit of

  Transmission type interrogates the rotational speeds of the transmission and / or the engine, with the respective required range, to derive one or more

  multiplication constants specific to the transmission

  if we. In the unit for determining the type of transmission

  In addition, the transmission present modules as well as the specific gearing constants are previously stored as transmission type data for each of the possible types of transmission. The transmission type determination unit then determines the

  type of transmission present by comparison of

  detected in the case of the currently used transmission and concerning the transmission modules and the gearing constants, to these stored transmission type data. Of course we assume that the

  type and the number of constants used for multiplying

  transmission modules used are chosen.

  so that each type of transmission differs from all other types clearly considered by at least one parameter. The method can be implemented after the identified mounting of a new transmission or

  well by means of continuous monitoring of the type of transmission

  sion, in which the type of transmission is again

fixed from time to time.

  In the case of use in a vehicle

  the unit of determination of the type of transmission

  can be integrated into an electrical control unit

  already present. The identified information regarding the type of transmission can be sent to other devices

  control system, which process the specific data

  to the types of transmission so as to

  the operating parameters of these devices

  on the chosen transmission. This allows to do

  the economics of the learning process to be

  manually, for control devices after the

  mounting a certain type of transmission in a vehicle

  for which there are several types of trans-

  mission. This method is particularly useful for example for commercial vehicles, in which frequently a multiplicity of different types can be selected.

  of transmission, whereas the same

  Electric control wires are provided.

  In the case of a method, according to which, in the case of use for a motor vehicle having an automatic transmission, the present modules of the transmission are first determined and then, while the engine is idling and the clutch is engaged, the ratio of the rotational speed of the engine to the input rotational speed of the transmission is

  detected as a specific gearing constant

  the type of transmission, we obtain

  advantageous method for a motor vehicle comprising

  both an automatic transmission. First, the

  modules present in the transmission mounted in the vehicle.

  the ignition speed, then the ratio of the engine rotational speed to the input rotational speed of the transmission is detected while the engine is idling and when the clutch is engaged. is engaged. This

  report represents, in the case of automatic transmission

  tick, a specific gearing constant. For

  automatic transmissions, this constant of

  this is sufficient, together with the information

  the modules, to clearly identify the type of

the transmission.

  For a motor vehicle with a trans-

  manually operated mission, a preferred procedure is that the gear ratios of the transmission

  in the different stages of speed are determined

  the displacement by detecting the respective input rotational speed and the respective output speed of the transmission and are used as the reduction constants for the determination of the

  type of transmission, which makes it possible

  modules, a clear identification of the type of

the transmission used.

  Other features and advantages of the pre-

  invention will emerge from the description given below.

  after making reference to the accompanying drawings, on

  which: - Figures 1 to 4 show successive sections of a flow chart of a program for a method of controlling the type of transmission in the case of a commercial vehicle having an automatic transmission. According to FIG. 1, the method firstly starts, after ignition connection (step 1) by a starting step (2), to identify the type of the transmission, not at which a unit of activation is activated.

  determination of the type of transmission provided for in the vehicle

  the utility unit, which is integrated in one of the control units present in the

  example in a control device of the transmission.

  A transmission type determination unit then performs the procedure described hereinafter. The starting of the determination of the type of transmission can be triggered for example by means of the command of a key provided for in

this effect.

  First, the different sensors and the different

  The actuators of the transmission are controlled

  in order to determine by interrogation which modules have the present transmission. Initially

  interrogation block, it is determined whether the transmission

  is a range doubler module, for the control of which two magnetic valves (MV1, MV2) are used. Consequently, during a first interrogation step (3), the

  presence of a first magnetic valve (MV1) is

  Rogée. If the transmission type determination unit establishes that this magnetic valve (MV1) is absent, it concludes that there is no range doubler module (step 4). If, on the contrary, the presence of the first magnetic valve (MV1) is detected, the presence of the second magnetic valve (MV2) is then interrogated

  (not 5). If the unit for determining the type of transmission

  then receives a positive signal from a second magnetic valve (MV2) associated with the range doubler, concludes that the valve fails (step 6) and starts a repeated interrogation of the magnetic valves (MV1, MV2) associated with the range doubler modules. It is only when the interrogation applied to the second magnetic valve (Mv2) associated with the range doubler is positive that the transmission type determination unit identifies a doubler transmission module.

range present (not 7).

  In a next block of interrogation, the range doubler transmission module is queried to determine if its operation is correct and if the number of speeds present is correct. First of all a check is made to know if the signal delivered by the detector of the gear engaged is correct (step 8). If this is not the case, the magnetic valves associated with the speeds are then explored (step 9) and, in the case where

  the magnetic valves associated with the speeds are identical

  the procedure concludes that it is correct

  failure of the speed sensor engaged (step 10).

  Even if no correct signal is received from the magnetic valves

  associated with the speeds, this is interpreted as a failure in the speed stage module of the transmission (step 11). Even in the case where the speed sensor engaged works perfectly, the magnetic valves associated with the speeds are then explored (step 12), and the procedure concludes a valve failure (step 13), in the case where a signal correct is not

  not reported back by the magnetic valves associated with

  at speeds. When the transmission type determination unit has instead identified the presence

  magnetic valves associated with speeds, which function

  Then, it determines the number of speeds present in the speed stage transmission module (step 14). The progress of the program then continues with the program block shown in FIG.

  which the presence of a transmission module to group-

  relay. First, we check by query the existence of

  a relay group detector (step 15). If a feedback is not received from the detector, the presence of the magnetic valves associated with the relay group (step 16) is verified and, in the case of the identification of the magnetic valves associated with the relay group, concludes that the detector has failed

  relay group (step 17). If, on the contrary, no

  Feedback also comes from the magnetic valves.

  associated with the relay group, the determination unit

  the type of transmission concludes that the transmission

  There is no transmission module for

  relay (step 18). If initially a correctly functioning relay group detector has been identified, after the next interrogation step (19), the procedure concludes, in that

  magnetic valves associated with the

  relay, to a failure of the latter (step 20), when no confirmation signal is returned by the magnetic valves associated with the relay group. If instead, after the two associated interrogation steps (15, 19), an existing magnetic sensor and valve device of a relay group transmission module is established, the transmission type determining unit then performs an interrogation (step 21) to determine whether the value of the travel stroke (SMR1) of the relay group displacement travel sensor when controlling the magnetic valve by a first final stage (MR1) is greater than to the travel distance value (SMR2) of the travel path sensor

  relay group when ordering the magnetic valve

  tick by a second final stage (MR2). If this is not the case, we conclude that there is a permuted disposition of the bounds of these final stages (MR1, MR2) (step 22), whereas, otherwise, the

  presence of a relay group transmission module cor-

  rect and wired correctly is identified (not 23).

  The module of the switching channels of the trans-

  mission is analyzed during a next operating step shown in FIG.

  of a switch channel detector is

  rogée during an initial interrogation step (24). Lors-

  that no correct feedback is made to

  from this sensor, but if during a subsequent interrogation

  extinguishing (25) in the direction of the associated magnetic valves

  switching channels the presence of magnetic valves

  The identification unit of the transmission type determines that the detector has failed to detect the detector (step 26). It is assessed as a failure concerning the module of

  switching channels, the fact that no positive signaling

  In return, there are no associated magnetic valves

  switching channels. When, on the other hand, the

  in the direction of the switch channel detector is positive and that during the next interrogation step

  (28), the magnetic valves associated with

  mutations are explored, the transmission type determination unit concludes that there is a failure in the absence of proper feedback from the magnetic valves associated with the switching channels.

  (not 29). If on the contrary positive feedback

  This occurs from the magnetic valves associated with the switching channels, a switching step (30) to R / C switching channels is executed. The result of the interrogation is then stored (step 31), after which the command carried out by the transmission type determination unit triggers reverse (step 32) and checks for the possible presence of a transmission module.

  transmission for very low speed (step 33). As a result

  it is established that a very low speed transmission module is present (step 34) or that no

  this type is not provided in this transmission (step 35).

  Then the different switching channels are

  successively and their presence or absence is respectively stored, and this successively with an interrogation step (36) towards the switching channels 1/2 with subsequent storage of the result (step 37), an interrogation step (38). ) to the switching channels 3/4 with subsequent storage of the result (step 39) and an interrogation step (40) in the direction of the switching channels / 6 with subsequent storage of the result (step 41).

  At the end of this part of the interview program

  switching channels, the transmission type determination unit has the information concerning the

  number of switching channels in the pre-transmission

  feel (not 42). The determination of the presence and type of the individual modules of the automatic transmission of the

  utility vehicle is thus completed.

  Another precondition for the determination of

  nation of the transmission type, then it is necessary also

  further determine the specific gearing constants

  to the transmission, which is done while the engine is running according to the part of the process illustrated in Figure 4. For this purpose, a prerequisite is first that the engine is started (not 43) , after which the clutch is engaged (not 44), and a

  interrogation is performed again (step 59) to determine

  if a range doubler transmission module is present. If this is not the case, the transmission type determination unit determines, by measurement of the engine input speed (nM) and the input speed (nge) of the transmission. , the report of

  gear ratio (i1 = nm / nge) which depends on the type of trans-

  mission (not 60). The speed of rotation of the associated input sensor of the transmission is taken by means of a gear of the transmission, which rotates jointly, when the transmission is in the transmission.

  neutral position. Then we go to a comparison stage

  sound (56) which will be explained later in a more

  cise. When on the other hand we have identified a transmission module doubler range, first a first

  position of the range doubler transmission is

  (not 45). In this state of the transmission, again the gearing constant, which depends on the type of transmission, is present in the form of the ratio (II) of the input rotational speed (nM) of the engine to the speed of rotation of the engine. input (nSl) of the transmission. By means of a measurement of the corresponding rotational speeds (nM, nSl), the transmission type determining unit determines this multiplication constant (il) (not

  46). Then the other position of the transmission

  The range constant (i2) is determined for this position of the transmission as a ratio of the engine input speed (nM) to the speed of the engine. input rotation (nS2) of the transmission, which is then

present (not 48).

  When the input rotational speed of the transmission is taken, in the case of a transmission comprising a range doubler module, on an input gear of the transmission behind the doubled-range module, it can be established a clear distinction between the overdrive transmission module and the module

  transmission at a reduced speed for the crossing

  In this case, the following procedure for identifying the overdrive transmission module or the speed reduction gear module for coast crossing is not necessary. This part of the process starts with an interrogation step (49), in which a determination is made as to whether the frequency (fMs1) of the speed of rotation of the doubler module is lower, when the valve is controlled. by a final stage (MS), at the frequency (fMs2) of the speed of rotation of the

  doubled range module when ordering the sou-

  magnetic pope by the other final stage (MS2). When

  this is the case, for the control of the transmission, the first

  The first final stage (TMs1) is associated with the slow position of the range doubler transmission and the second final stage (TMS2) is associated with the fast operating position of the range doubler transmission (step 50).

  which then corresponds to the part of the transmission that

  for crossing the coast (step 51). If, on the other hand, a negative response is obtained during the step (49) indicated above for interrogating the frequency associated with the rotational speed, a counter-verification is then performed to determine whether the frequency (fMs1), associated with the speed of rotation, the range doubler module and, when controlling the magnetic valve by the first final stage (MS1), greater than the frequency

  (fMs2), associated with the speed of rotation, of the

  range when controlling the magnetic valve by the second final stage (MS2). If this is not the case, the transmission type determination unit interprets this as a disturbance of the sensor system

  the speed of rotation (step 53). If, on the contrary, the last

  interrogation receives a positive response, for the control of the transmission, the fast-walking position

  doubled range transmission is associated with the first

  The first final stage (TMS1) and the slow running position of the range doubler transmission is associated with the second final stage (TMS2) (step 54), which represents the overdrive transmission part (step 55). As a result, the transmission type determination unit has all the data it needs for determination.

  the type of current transmission.

  The transmission type determination unit then compares, during a subsequent process step (56), the transmission type data, which is detected as previously described in the transmission.

  currently mounted, to the corresponding data of the

  transmission types possible, these data having previously been stored in an EEPROM memory of the transmission type determination unit. Thus, the types of transmissions considered differ, for example

  depending on whether a range doubler module is pre-

  or not, that a relay group module is present or

  no, that three or four switching channels are

  and that the speed stage module includes

  four, five, six or seven reports. Apart from this

  different from the transmission from the

  different types of transmissions as regards the ratio of the input rotational speed of the

  motor at the input rotational speed of the transmission

  and, in the case of the presence of a range doubler module, two different values are present for this multiplication constant. It is obvious that for the example described, it is assumed that two different types of transmissions respectively differ by at least one of the parameters indicated above, so that

  comparing stored data of the type of trans-

  With the measured data, it is possible to have a clear determination of the type of the mounted transmission, by means of the transmission type determining unit (step 57), following which the method of determining the type of transmission is determined. transmission is completed (not 58). The information of the transmission type is stored in the EEPROM memory

  of the transmission type determination unit.

  The transmission type determination unit then retransmits the information obtained concerning the type of transmission present, to the electrical control devices located in the vehicle, whose operation depends on the type of transmission, so that these control devices can be set automatically on the mounted transmission. When the transmission type determination unit is simultaneously a control unit of the transmission, it is then responsible for controlling the transmission.

  the automatic transmission itself of the motor vehicle

  bile, depending on the type of transmission identified.

  It is obvious that the method described above can be modified in the context of the invention and for example, depending on the use case, a smaller number of transmission modules, other transmission modules or additional modules of transmission

  can be interrogated and multiplier constants

  can be determined. In addition, in a similar way, the method according to the invention can also be used for

  a manual transmission. In this case, generally

  For the clear determination of the type of transmission, it is necessary to have a determination of the

  transmission for all speeds during the

  and not when the vehicle is stationary, by means of corresponding rotational speeds, which are present

  on the input side and on the output side of the transmission

if we.

Claims (3)

  A method for determining the type of a transmission selected from a predetermined number of   types of transmissions and coupled to a drive motor.   each type of transmission being individualized by   present modules of the transmission and by one or more   multiplier constants, characterized in that all the sensors and / or actuators of the transmission   are ordered, for the determination (59) of the modules   transmission unit, and that transmission and / or engine rotational speeds are detected for the transmission   determination of one or more constants of demulti   plication (il, i2), and the type of transmission is   determined (56,57) by comparison of the data thus determined   the type of transmission to corresponding data.   stored in advance for each of the predetermined transmission types in the determination unit the type of transmission.   2. Method according to claim 1, further characterized in that, in the case of use for a motor vehicle having an automatic transmission, the present modules of the transmission are first determined and then, while the engine idle and that the clutch is engaged, the ratio of the motor input rotation speed (nM) to the transmission input rotation speed (nge) is detected as a reduction constant (i1 , i2-) specific to the type of transmission.   3. Method according to claim 1, further characterized in that in the case of its use for a motor vehicle having a manually controlled transmission, the gear ratios of the transmission in the different speed stages are determined during the   displacement by detecting the speed of rotation   the input speed (nM) and the respective output speed (ns1, nS2) of the transmission and are used as multiplication constants (il, i2) for the   determination of the type of transmission.