FR2806672A1 - METHOD FOR CONTROLLING DIFFERENT COMPONENTS OF A TRANSMISSION SYSTEM OF A MOTOR VEHICLE - Google Patents

Abstract

Method of controlling a drive system (11) comprising an engine (12), a torque transmission installation (13) and an automatic gearbox (14). A transmission control installation (17) is connected by an interface to the engine (12) and / or to the installation (13). On the basis of the data characterizing the current operating situation of the system (11), permanently recorded by the installation (17), the motor (12), the installation (13) and the gearbox (14) are controlled. during switching. Apart from the switching operations, the engine torque and engine speed are predefined by actuating a control element. The installation (17) also intervenes outside of a commutation, on the basis of the recorded data, on the regulation of the engine torque and / or the speed and / or on the control of the installation (13) in certain situations of operation.

Description

The present invention relates to a method for controlling different

  components of a drive system, in particular a drive system (11) of a vehicle (10), the drive system (11) comprising a motor (12), a torque transmission installation (13 ) and an automatic gearbox (14) as well as an installation

  transmission control (17) connected by a communication interface also to the motor (12) and / or to the installation (13), and which, on the basis of the data characterizing the situation

  tion of the current operation of the drive system (11) and permanently recorded by the transmission control installation (17), controls the engine (12) and / or the installation (13) and the gearbox (14 ) during a switching operation, while apart from the switching operations, the engine torque and / or the engine speed are

  predefined by actuation of a control element.

  Transmission systems of the above type usually include an engine and other components as well as one or more clutches, a gearbox or the like. When such a transmission system is installed in a vehicle, the engine may be an internal combustion engine or the like. In general the output of the engine is connected to the clutch itself connected to the gearbox

  gearboxes such as an automated gearbox.

  When using such automated gearboxes, the basic condition is that of the control

  and engine regulation during a gear change

  speed port. For control purposes, a gearbox control system is generally provided which in

  automated gearboxes, can also be connected

  ment to the engine and / or to the clutch via a com- puter interface

  munication. This allows the gearbox control system to also act on the engine control.

and / or the clutch.

  The gearbox control system

  ses uses data signals representing the current operating state of the transmission system and which are permanently recorded by the gearbox control unit to control the engine and / or

  the clutch and the gearbox during a gear shift operation. In vehicles, the respective operating situations are, for example, certain driving situations.

  - Apart from these switching operations, the torque supplied by the engine and / or the engine speed are

  directly predefined by the actuation of a control element; in the case of vehicles it is for example the accelerator pedal.

  To save the character signal data

  risking the current operating state in the gearbox control installation and to process these signals, the control installation is connected to a series of different sensors defined later and which are for example installed at the engine, transmission, clutch and other places in the transmission system or transmission line. The signal data supplied by the sensors are stored in the gearbox control system for processing. AT

  from these values and during a switching operation

  tion, we control for example the engine torque, the speed

  of the engine, the clutch and the gearbox.

  This can be done as follows in the

  case of a vehicle. Given the very wide range of mo-

  very different, the order is for example from

  shot of the torque supplied by the engine. During a first phase of the switching operation, the torque of the

  engine, open the clutch and decouple the gearbox

  braids. In a second phase, we select the new

  calf gear ratio while the gearbox control system regulates via the

  communication, the engine torque compared to the new vi-

  input size of the gearbox. This is done from my-

  continues. In a third phase, we close

  the clutch and the engine torque are returned to the required level

  dice by the driver via the pedal

  accelerator. This allows for a consistent change

  gear ratio table. The driver does not have to remove

  his foot from the accelerator pedal. The reduction of throttle for the gear change and then the increase in engine speed are operations which are carried out automatically.5 It is also possible to perform a regulation

  "EGAS". It is an electronic control of the

  engine power which is known according to the state of the art

  that and can be found for example in the document "BOSCH-

  Kraftfahrtechnisches Taschenbuch, 22nd edition, page 474 "

from the German version.

  A method for performing the switches in

  an automated mechanical gearbox (semi-gearbox

  automatic) using this principle is for example described

in document DE 197 26 724.

  In this known method, the engine is controlled only during the gear change by the installation

  gearbox control. But there are other si-

  driving kills in which it would be advantageous to have an order. In the vehicle sector, there are a whole series of driving situations in which the driver can have a negative influence on driving comfort and the quality of clutch switching / control by direct action on the engine. For example,

  situations in which the driver operates without

  tentatively and uncontrollably the accelerator pedal; this can lead to a vehicle skid

  or damage to certain vehicle components.

  This is why there is a need to improve the

  transmission system or drive line command in such driving situations, but also in

  passages between stopping and starting or in the al-

  thrust / pull tarnish or similar situations.

  In this context, according to document DE 197 26 214, a common control system for an assisted clutch and a vehicle engine is known, the engine and the clutch.

  being controlled by a common control installation during

  during startup, but also outside an operation

of commutation.

  This system intervenes at all times by actuating an accelerator pedal. During operation

  operation of the vehicle outside the start-up phase, the engine is controlled according to the position of the accelerator, depending on the power or the torque. During the start-up phase which is defined using values of the speed of movement of the vehicle, the position of the clutch and the gear ratio used, by actuating the accelerator pedal of the engine and the clutch, arrives at an acceleration or speed with a small variation in acceleration according to the driver's request. This is intended to have the same behavior of the vehicle at startup, whatever the load situations, for example in

  uphill, downhill, or with a trailer or in situations

analogous tions.

  The present invention aims to develop a method for controlling various components of a drive system of the type defined above, to allow optimal control of the drive system and in particular of the engine and / or the clutch or even outside operations

  switching, depending on the existing operating state

both instantly.

  To this end, the invention relates to a method of the type defined above, characterized in that the transmission control installation also operates outside of a switching operation and independently of the ratio

  speed instantly, based on data from

  recorded characterizing the current operating state, on a regulation of the engine torque and / or the engine speed in the driving of the engine, and / or on the control of

  the installation transmitting the torque in certain situations

  operating conditions, and thus temporarily suspends the predetermined engine torque by actuation of the

control and / or engine speed.

  The installation for transmitting the torque can

  consist of at least one clutch, a double em-

clutch or the like.

  s The method according to the invention makes it possible to control the various components of the transmission system as

  for example the engine and / or the torque transmission installation by the transmission control installation even outside switching operations, optimally for each operating state.

  The basic idea of the present invention is that from the data of the signals characterizing the current operating situation which are recorded and processed permanently and thus outside the switching operations by the control installation of the transmission,

  this control installation can also act outside the switching operations on the control of different components of the transmission system.15 Usually, outside the switching operations

  tion, the engine torque and / or its speed are predefined by the control element. But one can also encounter operating situations in which the conditions predefined by the control element could result in

  dangerous or uncomfortable results. By the

  recording of the corresponding data signals, you can

  tect such a situation (examples will be given later

  laughing) by the transmission control system. The different components of the drive system including the motor and / or the installation of

  torque transmission can be controlled appropriately

  prayed which avoids negative results. The installation of

  transmission control intervenes in driving the

  tor and / or the control of the torque transmission system, against the current setpoint indication of the control element, and temporarily suspend the indications of

  instructions. This suspension takes place until the situation

  priority is normalized or until a result is obtained

  fixed state. Then the engine and / or the torque transmission installation is regulated by the set point indications given by the control element. Any variations in the indications of the control element during this priority command executed by the transmission control or regulation installation are recorded by the transmission control installation and will then be taken into account as appropriate. The method according to the invention also makes it possible to "absorb" any sudden variations in the instructions given by the control element, for example if the accelerator pedal of the vehicle is abruptly depressed, to soften the variations unlike the teaching of document DE 197 26 214, the invention provides a method allowing in certain driving situations, apart from switching situations, to intervene on certain components of the control system. drive in particular on the engine and / or the torque transmission installation by the transmission control installation and temporarily, the setpoint indication given by the control element is suspended, regulation or control being done regardless of this instruction to exclude any uncomfortable or dangerous situation. During these phases, the indication predefined by the control element, that is to say the accelerator pedal, does not have priority for control or regulation. Contrary to this, in document DE 197 26 214, the control of the accelerator pedal will be

  always the trigger for a command or regulation.

  Depending on the operating state, this command of the accelerator pedal will simply be interpreted differently. Regulation or provisionally priority control of this indication given by the accelerator pedal is not

not wanted.

  The process according to the invention takes place independently

  especially the position each time selected or adjusted the gear ratio during the entire operation of the drive system. The data is detected by various sensors and is transmitted to the transmission control system, which records it. From the data thus recorded, a current operating state is determined which is compared with the current indication given by the control element. In case of difference, the indication of

  instructions given by the control element will be temporarily suspended. In principle, the present invention is not limited to

  certain types of drive systems. This is how we can for example consider using the process

  for drive systems in the form of machines.

  The method is however preferably applied to vehicles

  of any type such as road vehicles,

  marine vehicles or air or other vehicles. The pro-

  assigned is particularly applicable to vehicles

  land vehicles such as passenger vehicles or trucks.

  The present invention will be described below in more detail using an example of application to

a vehicle.

  In this case, the control element can be by

  example the accelerator pedal or a control system

  lation which sets the vehicle speed (automatic regulation

than speed).

  As already indicated, various data which

  react to a certain driving situation (the state of

  are recorded in the installation

  transmission control. For motor vehicles, there is a whole series of different data. Some non-exclusive examples will be discussed below. This is how we can consider the vehicle speed, rotation speed of the different wheels, input speed of the transmission, speed ratio used instantly,

  the instant position of the clutch, the instant position

  born of the control element (for example the position instan-

  accelerator pedal) to determine the current setpoint indication given by the driver, instantaneous engine torque, instantaneous engine speed, other information concerning engine management or

  analogous situations which are recorded in the installation

  Transmission / gearbox connection for further processing.

  The transmission / gearbox installation may also contain corresponding reference values.

  to the different data. These reference values can for example be absolute values, characteristic curves or information of this type. The current data measured by the sensors is compared in the transmission control system with the different reference values. In case of overshoot or

  down the reference values, the components of the system

  In particular, the drive and / or the clutch are controlled or regulated appropriately. This would be

  described below using some examples.

  Advantageously, the control installation

  can generate from recorded data, which characterizes

  risk the current operating state, apart from operations

  switching conditions, a limitation of the gradient of the motor torque. This is particularly advantageous during start-up or in operating situations with a looped drive line so as to considerably reduce the

  driving comfort and reduce the risk of dangerous situations

reuses.

  The corresponding rise in engine torque is

  pond to a sort of filter function for the given setpoint

  born by the driver. Outside the operations of

  switching, the setpoint is generally given by the

  actuator. If for example

  during start-up, the driver abruptly depresses the accelerator pedal or if he does so while driving or

  if he releases the pedal (alternating actuation) by an inter-

  vention on the engine, the engine torque can be controlled so that despite this "disturbance" the start is done in a harmonious way or that perceptible longitudinal acceleration variations (jolts) are avoided in

  move. In this case, the acceleration variation along

  gitudinal occurs smoothly and harmoniously. Anyway, the driver's instructions are taken into account,

  especially if by a brutal and rapid actuation of the

  dale by the driver, he wishes a corresponding modification

  laying down of conduct. However, abruptly changing load change reactions are avoided. By generating a limitation or gradient (slope) of the motor torque, we can assist the functions of the two-mass flywheel and / or of the oscillation damper

  torque in the clutch or replace them in part. This also makes it possible to improve driving safety since, for low adhesion coefficients of the roadway, active stabilization of the vehicle is achieved.

  According to another development, the installation of

  command can generate from recorded data, ca-

  reactivating the current operating state, a speed of

  maximum engine start-up rotation outside operations

  switching conditions. This is particularly advantageous for the

  starting the vehicle as this increases the starting comfort

  rage. By lowering the engine speed, we actually reduce the noise level. In addition, a reduction in the stress on the clutch results because it is lower the faster the starting rotation speed.

is weak.

  The control installation can advantageously generate from the recorded data, characterizing the current driving situation, an excessive increase in the engine torque outside of the switching operations. That

  is for example advantageous during start-up. In particular

  bind in the case of an underpowered engine, increasing

  important couple, that is to say with a couple

  workforce greater than that requested by the driver,

  liore startup. This is true for all starting situations under high load such as for example in a

slope, or with a trailer.

  The increase in engine torque is also

  lie in improved comfort, for example if the vehicle

  cule begins to roll in the opposite direction. When such movement in the opposite direction is detected, which

  corresponds to a movement in reverse while the

  che before is passed or vice versa, we can by a position-

  appropriate clutch engagement and increased torque

  by the transmission control system, brake the vehicle or stop it. Advantageously, the installation of

  command can generate from the recorded data, characterizing the current operating state, a reduction of the

  motor torque outside of a switching operation. This is particularly advantageous during start-up or in operating states with a looped drive line10, which considerably increases the comfort of use.

  picks up and reduces the risk of dangerous situations.

  In particular in certain situations the vehicle can be stabilized. In particular on road surfaces with a low coefficient of adhesion, the transmission control installation can constitute a regulation of

  starting or traction control. For this, the diff-

  Different wheel speeds are detected by corresponding sensors to be recorded by the transmission control system. For values

  appropriate, the installation of transmission control re-

  reduces the engine torque to avoid stalling the vehicle

  cule. In this embodiment, different functions of a traction control (ASR) can be ensured

  currently existing in many vehicles by an ins-

  transmission control unit which constitutes

ultimately an economy.

  According to another development, the installation of

  command, from the recorded data, which characterizes

  feels the current operating state, can generate a li-

  mimicking the engine torque at idle outside the switching operations. Among other things, this leads to improved comfort when the vehicle is stationary. In particular in the case of an engine with high torque at idle level like diesel engines, stopping is difficult because below the load one cannot go under the idle rotation speed. That

  may result in the clutch remaining closed and the vehicle

  The vehicle continues to run due to the idle speed regulator.

  In this case, the information that the idle governor dominates the engine torque can be used by

  the gearbox control system to detect a stop request. From this information, the torque is reduced and at the same time the clutch is opened. This5 prevents clutch shocks, overshoots or similar situations.

  The control installation can preferably generate from the data characterizing the operating state-

  Currently, a limitation for the gradients (d / dt) of the motor torque outside of the switching operations. This is advantageous in particular at the stop / start transition of the vehicle because it increases the comfort of movement. In particular in the case of approaching a crossing which corresponds to a stop phase followed by a

  starting, without first having completed the vehicle

  When stopped, it is important to make this passage in a harmonious and comfortable way. The basic problem is as follows: At standstill, the gear ratios of the automatic gearbox are automatically downshifted. At

  during these immobilization switches, there is in general

  ral no engine intervention. But if under these conditions

  tions, you accelerate, you must first complete the current gear change operation before you can close the clutch again. During this time, the engine can run. The next start-up would be

  with a very high starting rotation speed. In line

  reducing the gradient (d / dt) of the motor torque, we make this passage

harmonious and comfortable.

  The present invention will be described below in more detail with the aid of an exemplary embodiment shown in the accompanying drawing, the only figure of which is a schematic view of a circuit of a drive system.

  vehicle for implementing the method of the invention.

  The single figure shows a drive system 11 of a vehicle 10. The drive system 11 comprises a motor (here an internal combustion engine) whose output is connected to an installation 13 for transmitting the torque (here a clutch ). The clutch 13 is connected by its output to an automatic gearbox 14. The torque generated by the drive system 11 is transmitted to the axle 15 and from there

to the wheels 16 of the vehicle.

  To control the gearbox 14, a gearbox control installation 17 is provided. This installation is connected by a communication interface (not shown), corresponding both to the engine 12 and to the clutch 13. The gearbox control installation 17 cooperates with a motor control 18. According to the embodiment, the two control installations

  17, 18 can also be produced in a single set

corn.

  The transmission control installation 17 in-

  permanently records the data characterizing the state of

  current operation of the drive system 11, i.e.

  tell the current driving situation of the vehicle 10. The various data are captured by appropriate sensors

  to be transmitted by transmission lines

  general to the transmission control installation 17; the

  signals are recorded, processed and stored there. The diff-

  data represent vehicle data allows-

  both to accurately determine each situation of

driving the vehicle.

  Some of the vehicle data,

  that is to say the sensors necessary for this purpose are represented in FIG. 1. There is on the one hand a sensor 19 detecting the

  vehicle speed. The transmission control installation

  sion 17 is equipped with a sensor 20 which detects the speed

  transmission input, a sensor 21 detecting the vi-

  tesse of rotation of the wheels, a sensor 22 detecting the implementation of the ignition, a sensor 23 detecting the position of the accelerator pedal and a sensor 24 detecting the speed ratio setpoint. We can also have

  other sensors 25 for detecting other data.

  The method of controlling the drive system 11 will be described below. The control is preferably done from the engine torque. As is already known according to the state of the art, on the basis of the data characterizing the current driving situation, and which are permanently recorded by the transmission control installation 17, the engine 12, l is controlled or regulated. 'clutch 13 and la5 gearbox 14 during a switching operation by the control system 17. During a first phase of the switching operation, the engine torque is reduced; the clutch 13 is disengaged and the gearbox 14 is uncoupled. In a second phase, a new speed ratio is selected while the control installation 17 regulates by the communication interface, the engine torque by

  compared to the new gearbox input speed-

  his. This is done continuously. During a third phase, the clutch 13 is closed and the engine torque is reset.

  calf requested by the driver through the

  accelerator plate. This allows a change of

  comfortable gear ratio. The driver doesn't have to

  take your foot off the accelerator pedal. Speed reduction for gear change and increase in speed

  consecutive of the motor 12 are done automatically.

  According to the invention, it is also possible to regulate or control the torque and / or the engine speed.

  12 and / or the clutch 13 outside of the switching operations

  by the gearbox control installation 17.

  From the permanently recorded data, the transmission control installation 17 can intervene outside the switching operations and independently of the

  gear ratio passed instantly, based on data

  recorded births, characterizing the current driving state, by regulating the engine torque and / or the speed of

  rotation of the engine in the engine line and / or the

  clutch 13 in certain con-

  pick. Examples are given in the description to which

we will refer.

  Usually, the engine torque and / or engine speed requests outside of the switching operations, by the corresponding actuation of an operating element, for example an accelerator pedal, are predefined by the driver. However, situations can arise where this instruction leads to deterioration of comfort or dangerous situations. These situations are detected by the data entered by the sensors 19-25 inside the transmission control installation 17. Then these intervene in the driving of the engine and / or the clutch control 13 and the engine torque predefined by actuation of the control element and / or the engine speed can be temporarily neutralized. Then the setpoint indication is again by

  through the control element.

NOMENCLATURE

  Vehicle 11 Drive system 12 Engine (internal combustion engine) 13 Torque transmission installation (clutch) 14 Automatic transmission Axle 16 Wheels 17 Transmission control installation 18 Motor control 19 Sensors (for speed vehicle)

  Sensors (for the gearbox input speed-

  ses) 21 Sensors (for wheel rotation speed) 22 Sensors (for ignition) 23 Sensors (for accelerator pedal position) 24 Sensors (for speed ratio setpoint)

Sensors (for other signals).

Claims (4)

R E V E N D I C A T IONS   1) Method for controlling various components of a drive system, in particular a drive system (11) of a vehicle (10), the drive system (11) comprising a motor (12), a torque transmission installation (13) and a gearbox   automatic gears (14) as well as a   transmission control (17) connected by a communication interface   also indication to the engine (12) and / or to the installation   (13), and which, on the basis of the data characterizing the situation   tion of the current operation of the drive system (11) and permanently recorded by the transmission control installation (17), controls the engine (12) and / or the installation (13) and the gearbox (14 ) during a switching operation, while apart from the switching operations, the engine torque and / or the engine speed are predefined by the actuation of a control element, characterized in that the transmission control installation (17) intervenes   also outside of a switching operation and inde-   depending on the speed ratio passed instantly, on the   database of recorded data characterizing the state of operation   current operation, on a regulation of the engine torque and / or   engine speed in the engine and / or on the engine   control of the installation transmitting the torque (13) in certain   certain operating situations, and thus temporarily suspends the predetermined engine torque by actuation   of the control element and / or the engine speed.   2) Method according to claim 1, characterized in that it is applied to the control of a drive system   (11) of a vehicle (10), and the control element is the   accelerator plate or the regulating installation which   nit the speed of movement of the vehicle.   ) Method according to claim 1 or 2, characterized in that, apart from the switching operations, the installation of   command (17) generates a slope limitation of the engine torque from the recorded data characterizing the current operating state.   ) Method according to any one of claims 1 to 3, characterized in that   apart from the switching operations, on the basis of the recorded data characterizing the current operating state, the control installation (17) generates a maximum starting speed for the engine.   ) Method according to any one of claims 1 to 4, characterized in that   outside the switching operations, the control installation (17) generates an overshoot of the engine torque from   recorded data, characterizing the current situation tuelle.   6) Method according to any one of claims 1 to 5,   characterized in that apart from the switching operations from the data   recorded characterizing the operating situation ac-   control system (17) generates a reduction engine torque.   ) Method according to any one of claims 1 to 6,   characterized in that, apart from the switching operations, the control installation (17) generates a limitation of the engine idling torque from the recorded data, characterizing the current state of play.   8) Method according to any one of claims 1 to 6,   characterized in that, apart from the switching operations, the control installation (17) generates a limitation of the gradients (d / dt) of the   engine torque from the recorded data, characteristic   the current operating state.