KR20030085561A - Method for controlling and/or adjusting an automatic transmission of a vehicle - Google Patents

Abstract

The present invention relates to a method for controlling and / or adjusting the automatic transmission of a vehicle, in particular a motor vehicle. According to the method a predetermined gear shift strategy is carried out and influenced by at least one suitable signal.

Description

METHOD FOR CONTROLLING AND / OR ADJUSTING AN AUTOMATIC TRANSMISSION OF A VEHICLE}

Methods are known from the automotive art for controlling and / or adjusting the automatic transmission of a motor vehicle. Through these known methods, in particular, automation of the drive train of the motor vehicle is realized. In this case, the predetermined gear shift strategy allows shifting operation without the driver's operation while driving the vehicle.

However, because there are driving situations in which the known methods cannot be fully considered, an incorrectly set gear shift strategy is sometimes implemented. For example, a situation may arise in which a vehicle must enter a running vehicle line from a stopped state. This requires the car to accelerate as fast as possible. Various limiting conditions, such as very large steering angles, wet roads, etc., cause the wheels of the car to move very slowly as the wheel spins, and the driver can react to this situation by releasing from the accelerator. The predetermined gear shift strategy of the method known in the above situation performs a gear-up shift up from the first gear to the second gear even if the vehicle has not yet reached a sufficient speed. This operation can cause an accident by significantly delaying the intended acceleration phase to reach the highest vehicle speed.

Curve driving is also classified as dangerous driving situation. In such a driving situation, if a predetermined gear shift strategy of the known method is used, driving force may be interrupted during gear shifting, resulting in instability of the vehicle. In addition, in the known method, a shift up may be performed when a vehicle starts on a curved road, which makes it difficult to cut into a crowded vehicle line, especially when being folded into a road having a precedent right.

The present invention relates to a method for controlling and / or adjusting an automatic transmission of a vehicle, in particular a motor vehicle in which a predetermined gear shift strategy is performed.

1 is a schematic diagram of a motor vehicle.

2 is a schematic view of an automobile.

It is an object of the present invention to provide a method for controlling and / or adjusting an automatic transmission of an automobile, which is improved in terms of comfort and safety.

This object is achieved in accordance with the invention through the features of claim 1.

In the method according to the invention, the driving situation is recognized by at least one signal, and the gear shift strategy is adjusted accordingly so that dangerous driving situation can be prevented. As a result, comfort and safety can be increased, especially when driving a car.

According to one refinement of the invention, the driving conditions defined in the method according to the invention are recognized and the gear shift provided in the gear shift strategy can be delayed, for example. In particular, when the wheel of the vehicle is wheeled and / or when the actual speed of the vehicle is slow, for example, shifting up from the first gear to the second gear may be prevented. Such a function can be implemented, for example, by the number of revolutions of the at least one wheel being used as a signal. In this case, it is particularly preferable that the rotation speed of the wheels of the undriven shaft be taken into account. Of course, the number of revolutions of the various wheels can also be appropriately adjusted, of which common revolutions can be detected as a signal.

The actual speed of the car can also be used as the signal. This can be implemented very simply, for example via ASR-active-bit. The evaluation of the associated signal can, for example, delay the shift-up first depending on the actual vehicle speed and then carry out at a suitable point in time. Of course, other signals may also be used in the method according to the invention to further optimize the process as a whole.

According to another embodiment of the present invention, the gear shift strategy is influenced by an appropriate signal, for example during a pull shift down operation. Of course, this characteristic can also be seen in other types of shift operations.

In one refinement of the invention, a double-clutch can be blocked, for example in a stationary state. Therefore, preferably, since the increase in the number of rotations when the vehicle is stopped can be prevented, the shift down is prevented in the coasting step in which the driver may feel uncomfortable.

In one refinement of the invention, a suitable signal may be considered for recognizing a predetermined driving situation, for example a stop by a vehicle brake. As a signal, for example, the operation of the vehicle brake can be used. It is also possible that an appropriate signal is triggered when the vehicle speed is for example less than approximately 30 km / h. Of course, other suitable restrictions on vehicle speed may also be used.

The engine speed difference can also be used as a signal. For example, an engine speed difference before gear shift and after gear shift can be formed. As soon as the engine speed difference becomes, for example, less than approximately 800 rpm, the double clutch can be shut off. In order to further optimize the method according to the invention, it is also conceivable to appropriately combine the aforementioned signals with one another. Of course, other suitable signals may also be selected and used in the method according to the invention.

In another embodiment of the invention, the gear shift strategy can be influenced, for example, in such a way that the gear shift is delayed during the operation of the indicator. This characteristic is signaled during operation of the direction indicator, such that the gear shift strategy is varied before curve driving, turning or uphill driving. In particular, the gear shift is delayed, for example.

In this case, for example, not only the shift up but also the shift down, in particular the pull down shift caused when the pedal operation degree is low, can be prevented. Preferably no further input is required for gear control in this process.

For example, by reading a signal that can be performed via CAN, the driving situation can be indicated by the driver operating the direction indicator lever during driving. The driver can thereby influence the gear shift strategy in the method according to the invention. Of course, the signal may be involved in other ways.

In one refinement of the invention, when the direction indicator is activated, the threshold for the evaluation of the lateral acceleration can be reduced. As a result, for example, if the lateral acceleration of the vehicle has already been reduced, it is recognized as a curve driving situation and for example, a shift up can be prevented.

It may also be considered that the shift-up is prevented by limiting the pedal value used in the evaluation of the shift characteristic curve to the minimum value during operation of the direction indicator. This characteristic may be provided in the shift down operation as well as the shift down operation.

It is also contemplated that the shift up is delayed by varying the vehicle speed used in the evaluation of the shift characteristic curve by a predetermined value during the operation of the direction indicator. According to one refinement of the invention, in principle the shift indicator can be prevented if the direction indicator is activated, for example up to the speed threshold inherent in the gear stage.

According to a further refinement of the invention, the shift of the vehicle speed used for the evaluation of the shift characteristic curve, for example, during operation of the direction indicator, may be varied by a predetermined value, so that the shift down may occur early when the accelerator is not operated. Of course, other strategies may be used depending on the signal involved. It is also contemplated that other signals may be used that affect the gear shift strategy. If possible, the above-described and other strategies may be appropriately combined with each other to further optimize the method according to the present invention.

The method according to the invention can preferably be used for automatic transmission (ASG). Of course, other transmissions are also possible. In particular the method according to the invention can also be used in an automatic clutch.

Other advantages and preferred embodiments are set out in the dependent claims.

The invention is explained in more detail with reference to the embodiments shown in the following figures.

1 shows a motor vehicle 1 with a drive unit 2, such as an engine or an internal combustion engine. Also shown is the torque transmission device 3 and the transmission 4 in the drive train of the motor vehicle. In this embodiment the torque transmission device 3 lies in the output flow between the engine and the transmission, at which time the drive torque of the engine is transmitted to the transmission via the torque transmission device and the output shaft from the output side of the transmission 4. And 5 to the shaft 6 and the wheel 6a behind it.

The torque transmission device 3 is designed as a clutch such as a friction clutch, a multiplate clutch, an electromagnetic clutch or a torque converter lockup clutch, wherein the clutch can be a self-control and wear compensation clutch. The transmission 4 is shown as a manual transmission, such as a stepped transmission. However, the transmission may be an automatic transmission which can be automatically shifted at least by an actuator, in accordance with the concept according to the invention. By automatic transmission is meant an automatic transmission which is shifted by traction interruption and in which the gear shifting operation is at least controlled by the driver.

It is also possible to use an automatic transmission which is usually formed of a planetary gear stage without blocking the traction force during the shift operation.

Also continuously variable transmission gears can be used, for example conical pulley twist shift gears. The automatic transmission may also be provided with a torque transmission device 3 provided on the output side, such as a clutch or friction clutch. The torque transmission device may also be designed as a starting clutch and / or a reverse gear set clutch for turning direction and / or a safety clutch with torque which can be controlled and transmitted as intended. The torque transmission device can be for example a dry friction clutch or can be a wet friction clutch for example operating in a fluid. It may also be a torque converter.

The torque transmission device 3 has a drive side 7 and an output side 8 at which time a pressure plate 3b, a leaf spring 3c, a clutch release bearing 3e and a flywheel 3d The power is supplied to the clutch disc 3a by the torque, and the torque is transmitted from the drive side 7 to the output side 8. The clutch release lever 20 is operated by an operating device such as a driver for this power supply.

The control of the torque transmission device 3 is made by a control unit 13, such as a controller, which may comprise an electronic control device 13a and a driver 13b. In another embodiment, the driver and the electronic control device may be installed in two different modules, such as a housing.

The control unit 13 may include an electronic control device and a power electronic device for controlling the electric motor 12 of the driver 13b. Thus, for example, the system may preferably require an installation space for a driver including an electronic device as a unique installation space. The driver is formed of a drive motor 12 such as an electric motor, in which the motor 12 acts on the master cylinder 11 via a gear such as a worm gear or spur gear or a crank gear or a screw spindle gear. This action on the master cylinder can be done directly or via a rod.

Movement of the output of the driver, such as the master cylinder spring 11a, is detected by the clutch position sensor 14, which is a value proportional to the position or engagement position of the clutch or to the speed or acceleration of the clutch. Detect position or velocity or acceleration. The master cylinder 11 is connected to the slave cylinder 10 via a pressure medium line 9, such as a hydraulic line. When the output element 10a of the slave cylinder 10 is moved as the output element 10a of the slave cylinder is connected to the clutch release lever or the clutch release means 20, the clutch release means 20 also moves to the clutch 3 The torque that can be transmitted from can be controlled.

The driver 13b for controlling the transferable torque of the torque transmission device 3 can be operated by the pressure medium. That is, the driver 13b may be equipped with a pressure medium master cylinder and a slave cylinder. The pressure medium may for example be a hydraulic fluid or gas. The pressure medium master cylinder can be operated by an electric motor, at which time the electric motor 12 can be controlled electronically. The drive element of the driver 13b may be a drive element other than the motorized drive element, for example actuated by a pressure medium. An electromagnet driver can also be used to adjust (set) the position of the element.

In the case of the friction clutch, the frictional lining of the clutch disc is pressed between the flywheel 3d and the pressure plate 3b to control the transferable torque. At the position of the clutch release means 20, such as the clutch release fork or the center release lever, the power supply of the pressure plate or the friction lining can be controlled as intended, wherein the pressure plate can be moved between two final positions and arbitrarily adjusted and fixed. Can be. One final position corresponds to a fully engaged clutch position and the other final position corresponds to a fully released clutch position. For example, the position of the pressure plate 3b lying within the range between the two final positions can be controlled to determine the deliverable torque which is smaller than the temporarily applied engine torque. The clutch can be fixed in this position by intentional control of the clutch release means 20. In addition, the transmittable clutch torque, which is greater than the engine torque generated temporarily as defined, can also be controlled. In such a case the engine torque currently occurring can be transmitted, where periodic torque fluctuations (torque non-uniformity) in the drive train, for example in the form of torque peaks, are attenuated and / or isolated.

Also for operation, such as control or adjustment of the torque transmission device, there is provided a sensor that monitors the relevant variables of the entire system over time and supplies the state variables, signals and measurements, which are processed by the control unit, necessary for the control. Used, where a signal connection to other electronic components such as, for example, engine electronics or electronics of ABS or ASR can be provided. The sensors detect, for example, wheel revolutions, revolutions such as engine revolutions, the position of the load lever, the throttle valve position, the gear stage position, shift intent and other vehicle specific characteristic values.

In FIG. 1, a throttle valve sensor 15, an engine torque sensor 16, and a taco sensor 17 are used, and measured values or information are transmitted to the control device. An electronic unit, such as a computer unit, a control unit, processes the system input variables and provides control signals to the driver 13b.

The gear is formed as a stepped gear, wherein a gear stage is selected by the shift lever, or the gear is operated or operated by the shift lever. The control lever of the manual gear, such as the shift lever 18, is also provided with at least one sensor 19b which detects the shift intent and / or gear position and transmits it to the control device. Sensor 19a is coupled to the gear to detect the current gear stage position and / or shift intent. When the sensor is a force sensor for detecting a force acting on the shift lever, at least one of the two sensors 19a and 19b may be used to detect the shift intention. The sensor can also be designed as a position sensor, in which case the control unit recognizes the shift intent from the change in position signal over time.

The control device establishes a signal connection with all the sensors at least temporarily, and evaluates the sensor signals and the system input variables in such a way that the control unit issues a control command or an adjustment command to the at least one driver according to the current operating point. The drive element 12 of the driver, such as an electric motor, obtains measured values and / or system input variables and / or control variables in accordance with the signals of the connected sensors from the control unit controlling the clutch operation. For this purpose a control program is built up in the control device as hardware and / or software, which evaluates the relevant signals and calculates or measures the output variables in accordance with the comparison and / or function and / or characteristic diagram.

The control device 13 preferably implements a torque measuring unit, a gear position measuring unit, a slip measuring unit and / or an operating state measuring unit or makes a signal connection with at least one of the units. Since the units can be executed by a control program as hardware and / or software, the relevant sensor signals are used to prevail in the area of the torque of the drive unit 2 of the vehicle 1, the gear 4 end position, the area of the torque transmission device. The slip and the current operating state of the vehicle can be measured. The gear stage position measuring unit detects the currently inserted gear stage based on the signals of the sensors 19a and 19b. Sensors are then connected to the shift lever and / or the adjusting means inside the gear, for example a central shift shaft or shift bar, which sensors for example detect the state and / or speed of the parts. . In addition, a load lever sensor 31 for detecting a load lever position may be installed in the load lever 30 such as an accelerator. Another additional sensor 32 may act as an idle switch, ie during the operation of an accelerator, such as a load lever, and the idle switch 32 is switched on and then switched off if the signal is not actuated. It can be recognized whether or not a load lever such as an accelerator is actuated. The load lever sensor 31 detects the operation degree of the load lever.

1 shows an accelerator 30 such as a load lever and a sensor connected to the accelerator, a brake actuating element 40 for the operation of a foot brake or hand brake such as a brake pedal, a hand brake lever or a hand or hand brake. The actuation element is shown. At least one sensor 41 is installed in the actuation element 40 to monitor the operation of the actuation element 40. The sensor 41 is designed, for example, as a digital sensor such as a switch, wherein the sensor detects whether the actuating element is activated. The sensor makes a signal connection with a signal device that signals that the brake is activated, such as a brake. This characteristic applies to hand brakes as well as foot brakes. The sensor can also be designed as an analog sensor, in which a sensor, for example a potentiometer, detects the degree of operation of the actuating element. Such sensors can also make signal connections with signal devices.

2 schematically shows a drive train of an automobile comprising a drive unit 100, a torque transmission device 102, a gear 103, a differential gear 104 and a drive shaft 109 and a wheel 106. The torque transmission device 102 is attached or fixed to the flywheel 102a, at which time the flywheel normally has a starter ring gear 102b. The torque transmission device includes a pressure plate 102d, a clutch cover 102e, a leaf spring 102f and a clutch disk 102c with a friction lining. Between the clutch disk 102d and the flywheel 102a, a clutch disk 102c with a damping device is optionally installed. A force storage device such as leaf spring 102f exerts a force on the pressure plate axially towards the clutch disc, at which time a clutch release bearing 109 such as a central release lever actuated by the pressure means actuates the torque transmission device. Is provided for. The clutch release bearing 110 is installed between the central release lever and the tongue of the leaf spring 102f. The clutch release bearing is moved in the axial direction so that the leaf spring is pressed and the clutch is released. The clutch may also be formed as a pushed or pulled clutch.

The driver 108 is likewise a driver of an automatic transmission with an operating unit for the torque transmission device. The driver 108 actuates shift elements inside the gear, such as, for example, a shift drum or shift bar or a center shift shaft of the gear, by which the gear can be inserted or removed, for example sequentially or in any order. have. The clutch actuation element 109 is actuated via a connection line 111. The control unit 107 is connected to the driver via the signal connection 112, at which time the signal connection lines 113 to 115 are connected to the control unit, the line 114 processes the relevant signals and the line 113. Processes the control signals of the control unit, and the connection line 115 forms a connection to other electronic units, for example using a data bus.

In order to start or start the vehicle from a slow rolling motion, such as at rest or creeping motion, i.e. to accelerate the vehicle according to the driver's intention, the driver only needs an accelerator such as the load lever 30. In which the transmittable torque of the torque transmission device in the starting operation is controlled via an actuated or controlled automatic clutch operation. The load lever is actuated to detect the driver's request for a rather powerful or quick starting operation by the load lever sensor 31 and then appropriately controlled by the control unit. The accelerator and the sensor signal of the accelerator are used as input variables for controlling the starting operation of the vehicle.

In starting operation, the torque that can be transmitted during starting, such as clutch torque (M _ksoll ), is measured either by a preset function or as a function of engine speed, for example according to a characteristic curve or characteristic diagram, Depending on other variables such as, it is preferably embodied on a characteristic diagram or characteristic curve.

When the load lever or the accelerator is operated at a predetermined value (a) at a low speed when starting from the stop state or the creeping state, the engine torque is controlled by the engine control device 40. By controlling the transmittable torque of the torque transmission device corresponding to the preset function or characteristic diagram by the control unit of the automatic clutch operating portion 13, a static equilibrium state is set between the controlled engine torque and the clutch torque. The equilibrium state is characterized by a start speed determined according to the load lever position a, start torque or engine torque, a specified torque that can be transmitted by the torque transmission device, and a torque transmitted to the drive wheel, for example, drive torque. The functional correlation between the start speed and the start torque is described as a start characteristic curve below. The load lever position a is proportional to the throttle valve position of the engine.

2 shows an accelerator 122 such as a load lever and a sensor 123 connected to the accelerator, a brake actuating element 120 for operating a foot brake or hand brake, such as a brake pedal, a hand brake lever or a hand or foot. The actuation element of the hand brake is shown. At least one sensor 121 is installed in the actuation element 120 to monitor the actuation of the actuation element. The sensor 121 is designed as a digital sensor such as a switch, for example, wherein the sensor detects whether the actuating element is actuated. The sensor makes a signal connection with a signal device that signals that the brake is activated, such as a brake. This characteristic applies to hand brakes as well as foot brakes. The sensor can also be designed as an analog sensor, in which a sensor, for example a potentiometer, detects the degree of operation of the actuating element. Such sensors can also make signal connections with signal devices.

Patent claims submitted with this application are unprecedented proposals for obtaining comprehensive patent protection. Applicant's side has withheld claims for further combinations of features which have only been published so far in the specification and / or drawings.

The recitations used in the dependent claims refer to further explanation of the subject matter of the independent claims through the features of the respective dependent claims, and do not imply abandonment of the acquisition of independent and specific patent rights of the combination of features of the reclaimed dependent claims.

Since the subject matter of the dependent claims can form an independent and independent invention on the priority date in view of the prior art, the applicant withholds the invention and the divisional declaration for the subject matter of the independent claims. In addition, the subject matter of the dependent claims may form an independent invention having a form that does not depend on the subject matter of the preceding dependent claims.

The invention is not limited to the embodiments of the specification. Rather, many modifications and variations are possible within the scope of the specification, and in particular, such variations, components, combinations and / or materials may, for example, include features described in the general specification, examples and claims and shown in the drawings. Combinations or modifications of individual materials associated with elements or process steps lead to very original and combinable features that lead to new objects or new process steps or process step sequences, which are generally manufacturing methods, inspection methods and methods of operation. Is associated with.

Claims (22)

A method for controlling and / or adjusting an automatic transmission of a vehicle, in particular a motor vehicle in which a preset gear shift strategy is performed, wherein the gear shift strategy is affected in accordance with at least one suitable signal. 2. A method according to claim 1, wherein the gear shift strategy is adapted to the driving condition recognized by each relevant signal. 3. A method according to claim 2, wherein gear shifts are inhibited when the wheels rotate and / or when the actual speed of the vehicle is low. 4. A method according to any one of claims 1 to 3, wherein the speed of at least one wheel of the vehicle is used as a signal. 5. A method according to claim 4, wherein the wheel speed of the shaft which is not driven as a signal is used. 6. A method according to any one of the preceding claims, wherein the actual speed of the vehicle is used as the signal. 7. A method according to claim 6, wherein ASR-active-bit is used to measure the actual speed of the vehicle. The driving condition according to any one of claims 1 to 7, wherein the driving situation in which the gear shift strategy is affected in such a way that a double-clutch is prevented when the push-down shift is in a stopped state is recognized by at least one signal. Characterized in that the method. 9. A method according to claim 8, wherein the actuation of the vehicle brake is used as a signal. 10. A method according to claim 8 or 9, wherein the speed of the vehicle is used as the signal. 11. The method of claim 10, wherein the double clutch is blocked when the speed of the vehicle is less than approximately 30 km / h. 12. The method according to any one of claims 8 to 11, wherein an engine speed difference is used as a signal. 13. The method of claim 12, wherein the double clutch is blocked when the engine speed difference before gear shift and after gear shift is less than approximately 800 rpm. The method according to any one of claims 1 to 13, characterized in that the driving situation in which the gear shift is delayed is recognized by at least one signal. 15. A method according to claim 14, wherein the actuation of the direction indicator is used as a signal to recognize the curve driving situation and to delay the gear shift. 16. The method of claim 14 or 15, wherein the shift up and / or shift down is delayed in accordance with the read signal. 17. The method according to claim 15 or 16, wherein the actuation of the direction indicator lever is read via CAN as a signal. 18. The method according to any one of claims 15 to 17, wherein when the direction indicator is actuated the threshold for evaluating lateral acceleration of the vehicle is reduced. 19. The method according to any one of claims 15 to 18, wherein when the direction indicator is actuated, shift up is prevented by limiting the pedal value used for the evaluation of the shift characteristic curve to a minimum value. 20. The method according to any one of claims 15 to 19, wherein, when the direction indicator is actuated, the shift up is delayed by varying the vehicle speed used to evaluate the shift characteristic curve by a predetermined value. 21. A method according to any one of claims 15 to 20, wherein shifting is inhibited up to a speed threshold inherent in the gear stage when the direction indicator is actuated. 22. The method according to any one of claims 15 to 21, wherein when the direction indicator is actuated, the vehicle speed used for the evaluation of the shift characteristic curve is varied by a predetermined value, so that the shift down is caused early when the accelerator is not operated. Characterized in that the method.