Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
  • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
  • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
  • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
• • 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
  • F16H59/02—Selector apparatus
  • F16H59/08—Range selector apparatus
  • F16H2059/082—Range selector apparatus for different transmission modes

Definitions

• the invention relates to a method for controlling an element of a drive train, which can be influenced by an operating means, in a vehicle and a control unit for performing the method according to the preambles of the independent claims.
• DE 38 02 241 AI shows an electronic control unit for motor vehicles, which comprises a central unit, a program memory, a data memory and an input / output unit with several input and output channels.
• the basic equipment can be designed for several different individual versions at the same time.
• This basic configuration is assigned a code memory for at least one code word for determining the respective individual embodiment variant.
• the code word specific to the vehicle equipment variant is entered into the code memory in order to control or release the appropriate special control device version.
• the associated program sections, data records, inputs and / or Output channels can be controlled depending on the respective content of the code memory.
• the variant of the control device corresponding to the respective vehicle type is thus permanently determined by entering the code word in the code memory. With a subsequent change z. B. additional component installation, if this was already provided, this new component can be taken into account by a new code word.
• the corresponding variant is then defined for the ongoing operation of the vehicle.
• Control unit and / or transmission control panel linked very inflexibly with the associated control programs, to the extent that each transmission control panel / control unit / control program combination is coordinated separately.
• the invention shows a method and a control unit for controlling an element of a drive train, which can be influenced by an operating means, in a vehicle with a control unit and a storage means, the element and / or the operating means in different variants is executable. At least one identifier is stored in the storage means, the identifier representing the respective variant of the element and / or the operating means that is contained in the vehicle.
• the element of the drive train is controlled as a function of the respective identifier in accordance with the respective variant by the control unit, advantageously different states of the respective variant of the element being specified and an identifier being assigned to each possible state, the respective one
• control unit evaluates the control information of the identifier and the respective variant of the element is controlled by the control unit in accordance with the evaluation of the control information.
• control information is carried out in the identifier, there is advantageously a decoupling from the underlying hardware.
• control programs and / or control data can be created independently of a specific element structure or powertrain structure, in particular the structure of the transmission or transmission control panel, whereby only the states and state transitions to be implemented have to be taken into account independently of the hardware, and thus any Arrangements, in particular the drive train or transmission and the transmission control panel, can be used as a basis.
• each state is assigned a value tuple which can be applied and which contains all the information required, so-called control information, for the various parts of the software, expressly also for a prioritization process with regard to the control requirements.
• control information for the various parts of the software
• control information for the various parts of the software
• the entries can then expediently e.g. via an on-board communication computer, a value tuple (control information) being assigned to each valid input state.
• Adaptation is expediently done by adapting the control information or its content, that is to say the tuple values
• FIG. 1 shows an overview block diagram of a drive train with associated sensors and the control according to the invention.
• FIG. 2 shows exemplary states and state transitions of the invention.
• FIG. 3 shows tables for determining the state with the identifiers and control information contained therein.
• FIG. 4 shows a further table, as a supplement and to explain further exemplary embodiments.
• the drive 15 is connected here via a clutch 16, which can in particular be a main clutch or converter lockup clutch, and a transmission 17 to the drive wheels 18 of the vehicle. It can also be provided that the clutch 16 is located downstream of the transmission 17.
• the transmission 17 is, for example, a so-called CVT transmission which can be continuously changed in its translation.
• the drive 15, the clutch 16 and the transmission 17 are combined in block 11 by corresponding controls.
• the drive control, the clutch and converter control and the transmission control can be carried out separately or the control of the drive train as a coordinated control of drive, clutch or converter and transmission centrally respectively.
• at least the detection of the engine speed Nmot with a sensor 101 and the transmission input speed Nge with sensor 102 are provided.
• the gear ratio can be set within a wide range.
• Transmission control panel 20 the driver can generally choose between position N (neutral), position P (park position) and position D (gear position). If the driver selects position N (neutral), clutch 16 is opened and the power flow in the drive train is essentially interrupted. In the neutral position, a small force flow can still be provided for safety reasons. Furthermore, the transmission output speed Nga, which corresponds to the vehicle speed, can be detected via sensor 103. The transmission output speed Nga becomes like that
• Transmission input speed Nge as well as the engine speed Nmot of the powertrain control 11 are supplied. Furthermore, the controller 11 receives specifications from the transmission control panel 20 and further control units 19, such as in particular a control unit for influencing the braking effect or regulating the driving stability and / or safety of the vehicle. Such a braking action control 19 in turn receives input variables, for example the wheel speed, which can be detected by means of wheel speed sensor system 104, or a possible gear moment.
• the sensor sizes, sizes of an operating element 20, in particular a transmission control panel, and sizes of further control units 19 as well as other sizes not shown are fed to the control or control unit 11.
• the control 11 forms setpoints or manipulated variables for an integrated motor control, a clutch or converter control and a transmission control.
• These controls or the control 11 in turn deliver control signals to the corresponding ones Actuators of the drive 15, the clutch 16 and the transmission 17.
• the actuators and switching elements carry out the desired conversion effects through control.
• the actuators are actuated directly by the driver or automatically with the aid of sensors whose signals are further processed in a hydraulic or electronic control unit according to a predetermined program.
• control of the transmission 17 by the control unit 11 is shown in particular.
• variables such as gearbox output speed, load condition and speed of the drive are detected by sensors.
• Selector lever position as well as the position of the program and kickdown switch as well as other sizes of other control units are also included.
• the control unit 11 processes this
• the transmission control panel 20 usually consists of a selector lever that engages in several positions and a restricted number of buttons or switches. From the
• the transmission control panel therefore often consists of switches and / or buttons that are intended to influence driving behavior. Typical examples of this are winter / sport buttons / switches and the manual setting of the
• control programs or control data for determining the optimal transmission ratio of an automatic transmission are made up of several parts due to different, sometimes contradicting requirements (e.g. wish to save gasoline as opposed to a high torque reserve), each trying to meet one requirement.
• a final result is determined from all requirements using a prioritization process.
• An identifier can be applied to each state, which can be specified by the input variables in the control unit 11. This means that there is not only a static variant for a special gear arrangement or drive train arrangement, but also different states are distinguished within the same arrangement, whereby these states are each assigned an identifier which contains the control information and also the information for prioritizing requirements. With the control, only the identifier or the control information contained in the identifiers is used without experiencing the actual raw information of the transmission control panel or the other input signals.
• FIG. 2 generally shows a state representation with the associated state transitions.
• the state could correspond to A neutral. So that would mean that, for example, the transmission control panel would assume control position N.
• state AC can be used to transition to state C.
• Condition C is a special winter vote, for example.
• the transition AC can take place on the one hand by operating elements by the driver or on the other hand by information from sensors or other control devices, for example in the case of winter operation, can be triggered by temperature sensors or driving stability detection. It is also possible to change from a winter state to a neutral state, here state A, by changing state CA, again by external information or the transmission control panel.
• Program selector switch or a sport button or for example a driver type recognition of an automatic transmission.
• the trigger for the state transition AB can also be a driver type recognition by evaluating the accelerator pedal, for example
• the state is changed to the sport state, here B.
• the state B can also be used to switch back to a neutral state A by means of the state transition BA. This can again be done by actuating an operating element, for example switching off a sport button, actuating the selector lever in neutral position, etc.
• further state transitions BC and CB of the sport state into the winter state and vice versa are conceivable.
• the presentation is limited to three states.
• a normal driving state can be specified as standard), driving with limitation, an economy or economic state, an off-road state, etc. would be conceivable.
• FIG. 3 shows an example of a button combination with certain selector lever values.
• control element specifications in particular buttons or switches, or status specifications for sport and winter and if neither of these are present, are normal. Shown in Table 1 Tl, Table 2 T2 and Table 3 T3.
• the assignment table ZT contains, for example, the selector lever positions P for parking position, R for reverse, N for neutral, D for driving operation and the limits 3, 2 and 1.
• a 7 * 3 matrix can thus be created in this exemplary embodiment in which 21 different reactions that is, 21 different identifiers can be stored.
• the previously mentioned conditions are each represented by an identifier. If the identifiers are the same, the associated specifications can be summarized in one state. For example, the positions P, R, N of the selector lever could be combined into one state without a sport or winter setting being provided in this example, that is, in normal operation, Table 1 T1.
• gear determination can lead to a shift as well as a shift prevention.
• gear quantity should be maintained in accordance with the specified gear, which can lead to a downshift as well as a shift prevention.
• each entry in the matrix i.e. each identifier, consists, for example, of the components characteristic curve KL, adaptation or adaptation method AD, driver type FT and switching situation SS. Applied or applicable information and control information are thus made available that depend on the current state of the
• the characteristic curve information KL contains identifications for all possible shift characteristic curves of the transmission. These can be switching characteristics for economical operation, mountain operation, sporty driving, Ralley or off-road, winter operation, warm-up, cornering, comfort, a sport mountain matrix, switching characteristics for ACC operation, for trailer operation, etc.
• Identification as control information does not allow a fixed, predetermined characteristic to be used.
• the characteristic curve 3 is provided for sport operation and a characteristic curve 7 for winter operation, whereas in normal operation, ie table T1, there is no fixed characteristic curve (99), but can be selected or specified during operation.
• a shift characteristic 0 is generally provided for the selector lever positions P, R, N, for example.
• the next information concerns the adaptation, i.e. the adaptation process. A distinction can be made here, for example, between not adapting 0, adapting economically 1, adapting sportily 2 and adapting offroad 4, which can be assigned to the individual conditions.
• the last information of the identifier, the shift situation SS, here specifies certain shift situations, for example by the transmission control panel.
• a 0 entry indicates that, for example, no specific switching situation is specified.
• 1 can be used to specify a special switching situation P, R, N corresponding to the selector lever positions, with 2 a representation of the limiting operation, i.e. here the positions 3, 2, 1 from ZT, with 3 for example the switching situation winter and with 4 for example the switching situation Sports.
• Switching situations such as warm-up, emergency running, mountain or curve, in particular that cannot be triggered by the transmission control panel, can be marked with 5, 6, 7 etc.
• the prioritization method can therefore use the identification of the individual switching situations and, for example, prioritize the different requirements in accordance with an assignment table.
• control programs only use the control information itself, which means that this hardware can be designed independently. Therefore, only the control information of the identifiers is used for the calculations without the actual ones
• the identifiers and the information contained in them are switched during operation of the control system in accordance with the possible states and state transitions, and the corresponding, clear control information is used, which, in this case, is KL, AD, FT, SS about all variants of Arrangements of the drive train and / or the transmission control panel (see Fig.l) are determined and accessed regardless of the respective arrangement.
• FIG. 4 A further manual option is shown in FIG. 4 in table T4.
• the selector lever on the transmission control panel was pushed into an alley and can now be manually typed using buttons.
• this is only permitted in normal driving operation D in particular.
• This behavior known under the term Tipptronic, can also be mastered by the process of states and state transitions with assigned identifiers. No specific characteristic curve is defined as the characteristic curve; adaptation is economical, for example, and furthermore no basic driver type and no specific switching situation are specified.
• This table T4 can be added to the tables from FIG. 3 or replace individual ones.
• other tables are, for example, an economic table, Ralley or off-road table, all-wheel drive table, comfort table or cf.
• the Tipptronic a Hypertronic with gait simulation etc. is conceivable as a matrix component.
• control information of the status identifier is evaluated regardless of how one got into the respective status.
• One possibility is to define the change of state, initiated by the transmission control panel, for example, using an automatic table. All states that are to be reached by external signals, in particular the transmission control panel, are encoded. For example, the neutral state, represented by selector lever positions P, R and N in normal operation, receives coding 0. Sport state 1, winter state 2 and a possible manual state 3, binary codable in 2 bits. The current and the status of the last cycle are used by elements of the transmission control panel, that is to say the control elements, in particular the buttons / switches.
• the sport button with the current state S (0) and the past S (-l).
• the winter button with W (0) and W (-l) and the manual button with M (0) and M (-l).
• the current state which results from the previous operations of the buttons or the external signals, for example by sensors or another control device, is determined by means of a state machine. After a restart or reset, the machine is in the neutral state. Depending on the external input signal, a change is made to the state according to FIG. 2. To the new current
• Determining state STA (O) is generated from the last state STA (-l) and the current input signal states S (0), W (0), M (0), the composite input signal ON for the machine table.
• the new state STA (0) is represented by bits 3 and 4, and the deletion of the previous signals by reset, i.e. M (R), W (R), S (R) (with R as reset).
• M (R), W (R), S (R) with R as reset.
• This feature is also supported by the switch / push button class through a corresponding method interface if the object in question is applied as a push button.
• This function is naturally not supported for switches. It is transparent to the application software whether an instance of the switch / push button class is applied as a switch or push button, since the method interface remains unchanged. If the control element type is changed, one is not mandatory in the application software either Software change necessary. So z. B. simply ignores a release request to a switch from the switch / push button class while it is being implemented for a push button.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Control Of Transmission Device (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Automatic Cycles, And Cycles In General (AREA)

Priority Applications (5)

Applications Claiming Priority (2)

Publications (1)

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Family Applications (1)

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Citations (6)

Family Cites Families (7)

• 1999
  • 1999-12-29 DE DE19963468A patent/DE19963468A1/de not_active Withdrawn
• 2000
  • 2000-11-17 US US10/169,445 patent/US6708096B1/en not_active Expired - Lifetime
  • 2000-11-17 EP EP00988625A patent/EP1247030B1/de not_active Expired - Lifetime
  • 2000-11-17 WO PCT/DE2000/004043 patent/WO2001050039A1/de not_active Ceased
  • 2000-11-17 JP JP2001549945A patent/JP4813728B2/ja not_active Expired - Lifetime
  • 2000-11-17 DE DE50005563T patent/DE50005563D1/de not_active Expired - Lifetime
  • 2000-11-17 ES ES00988625T patent/ES2217019T3/es not_active Expired - Lifetime
  • 2000-11-17 AT AT00988625T patent/ATE261071T1/de not_active IP Right Cessation
  • 2000-11-17 CZ CZ20022236A patent/CZ20022236A3/cs unknown

Patent Citations (6)

Non-Patent Citations (2)

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