WO2001073321A1 - Commande de boite de vitesses automatique - Google Patents

Commande de boite de vitesses automatique Download PDF

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Publication number
WO2001073321A1
WO2001073321A1 PCT/DE2000/000903 DE0000903W WO0173321A1 WO 2001073321 A1 WO2001073321 A1 WO 2001073321A1 DE 0000903 W DE0000903 W DE 0000903W WO 0173321 A1 WO0173321 A1 WO 0173321A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
control
actuator
shift
transmission
Prior art date
Application number
PCT/DE2000/000903
Other languages
German (de)
English (en)
Inventor
Ernst Nock
Johann Wild
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to PCT/DE2000/000903 priority Critical patent/WO2001073321A1/fr
Priority to DE10084615T priority patent/DE10084615D2/de
Publication of WO2001073321A1 publication Critical patent/WO2001073321A1/fr

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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
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/2807—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted using electric control signals for shift actuators, e.g. electro-hydraulic control therefor
    • 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
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/2823—Controlling actuator force way characteristic, i.e. controlling force or movement depending on the actuator position, e.g. for adapting force to synchronisation and engagement of gear clutch

Definitions

  • the invention relates to a control according to the preamble of claim 1.
  • a control is used to control an automated gearbox of a motor vehicle drive. It contains a shift gate that has positions by which the gear positions and the neutral position of the transmission are determined, and gear actuators by means of which one of the positions is approached with a given path and a given speed and the gear determined by the control is engaged.
  • Automated manual transmissions also: automatic manual transmissions
  • the invention has for its object to provide a controller for an automated manual transmission, which a control gear actuators with regard to different target functions, taking into account environmental influences, driving situations and physical state variables characteristic of driving operation.
  • FIG. 1 shows a motor vehicle drive with a control according to the invention for an automated manual transmission
  • FIG. 2 shows a shifting gate of the automated manual transmission according to FIG. 1;
  • Figure 3 is a structural diagram of the controller of Figure 1; 4 shows the course of the Aktuatorgeschwmmdtechnik when switching the automated manual transmission according to Figure 1;
  • FIG. 6 shows a control loop of the control according to FIG. 1
  • FIG. 7 shows a flow diagram of a program processed by the control according to FIG. 1.
  • a motor vehicle drive 1 (FIG. 1) - insofar as it is important for the present invention - has the following components: a motor 2, a clutch 3, a clutch actuator (also as an actuator or actuator for denotes the clutch) 4, a manual transmission 5 (hereinafter also referred to as a transmission for the sake of simplicity), a transmission actuator 6, an electronic control 8 for the actuator 4 and the transmission actuator 6 and a motor control 9.
  • the electronic control 8 is included the actuator 4 by control and signal lines 10 and connected to the transmission actuator 6 by control and signal lines 11. It fulfills both the functions of a clutch control, which is not of interest here, and that of the transmission control described below.
  • the gear actuator 6 contains two gear actuators to be described in detail (see FIG. 3), by means of which the gear is brought into the new gear position or into the neutral position (idling) when shifting.
  • the actuator 4 can be designed as an electric motor-driven or as a hydraulically driven actuator.
  • a hydraulic actuator 4 is used, which is connected to the clutch 3 by a pressure line 12.
  • the manual transmission 5 is designed as an automatic (or also: automated) manual transmission ASG.
  • the switching commands are either from the electronic
  • Control 8 generated or entered manually by the driver, for example via a known tip switch.
  • the clutch 3 is automatically actuated, likewise controlled by the electronic control 8, both when starting the motor vehicle and when changing gear in the manual transmission 5.
  • a shifting gate 14 (FIG. 2) of the manual transmission 5 contains positions or shift positions 1, 2, 3, 4_ and _5 which correspond to the first to fifth gear of the transmission 5, a position position R for reverse gear and a position N or neutral for neutral. Positions 1 and 2, as well as positions _3 and 4_ each form an aisle, as do position _5 and position R. The neutral position N lies in the connecting line of the other positions.
  • a switching force F which corresponds to the force to be overcome when changing gears, serves as actuating force for moving to the different gear positions and engaging the gears (see also FIG. 5).
  • the electronic control 8 contains a superordinate control block 16 (also referred to as a SAT module), a switch manager 17 (also referred to as an AMT manager or AMT module), which is connected to the engine control unit 9 (EMS) via a data bus 18, and an actuator control 20 (also referred to as an ACS module).
  • the control block 16 defines the driving strategy for the motor vehicle drive, depending on various influencing variables and on the driving style of the driver.
  • the shift manager 17 coordinates the shift processes and also acts on the engine control in order to avoid, among other things, shift jerks by influencing the engine operating state (speed and torque).
  • the actuator controller 20 contains a control circuit for controlling the gear actuators, which is explained on the basis of the following figures.
  • the superordinate control block 16 transmits a short-term interpretation of the accelerator pedal actuation acc short and a long-term interpretation of the accelerator pedal actuation acc_long to the actuator control 20 via a line 21. It transmits a gear suggestion to the shift manager 17 via a line 22.
  • the shift manager 17 uses this gear suggestion and engine operating data that he receives from the engine control 9 to determine a target gear, that is, the new gear to be engaged, and transmits it to the actuator control 20 via a line 23, which determines the values based on the target gear associated target currents for controlling the gear actuators and regulating them with the control loop contained in them.
  • the target currents arrive via lines 24 to an electronic end stage or driver stage 26 (BIOS / hardware), which generates corresponding valve currents and controls hydraulic valves 28 to 31 with them via lines 27 and thus actuation pressures, which are represented by arrows 32, for the Emzel gear actuators generated.
  • the Emzel gear actuators are represented by switching or actuator force components F 2B to F 31 generated with the actuation pressures.
  • F 2 s and F 29 represent, for example, a first gear actuator which shifts in the x direction and is flowed against by the hydraulic valves 28 and 29.
  • F 30 and F 31 represent a second gear actuator, which shifts perpendicularly thereto, that is to say in the y-direction, and against which the hydraulic valves 30 and 31 flow. Together, both gear actuators determine a controlled actuator position 34 and thus the engagement and disengagement of the respective undulating transmission gear or the neutral position of the transmission.
  • Emzel gear actuators F 28 to F 3X collectively result in a (total) gear actuator or gear actuator 35, which generates a (total) shifting force F, which is the manipulated variable when controlling the manual transmission 5. With this shifting force, the gear actuator 35 is accelerated and decelerated, thus achieving a variable shifting speed. Coordinated switching on of the hydraulic valves 28 to 31 (or of stepper motors in the case of an electric motor-driven gear actuator) influences the movement curve which the gear actuator travels on the way from a gear position A to a gear position B ( see Figure 2).
  • FIG. 5 An advantageous speed profile for the actuator movement, that is to say the course of the actuator speed v over the path x of the actuator movement, can be seen from FIG.
  • the speed remains high.
  • the speed is reduced because it should not be approached too quickly.
  • force must be used again.
  • the speed increases again until it is reduced again shortly before engaging the gear, while the required force increases.
  • the gear change is Chroming position of the gearbox stopped by the lock synchronization and until the speeds have equalized. It is important that the synchronization position is approached at a speed that is not too high.
  • FIG. 5 shows the forces that have to be overcome when changing gear in the driving state - that is to say with a speed difference between the transmission input shaft and the transmission output shaft (also called transmission output shaft). A certain minimum force is required to disengage a gear.
  • gear position 1 the neutral position
  • the synchronizing position the gear engagement position (also known as a grid).
  • F * r * delta_n ⁇ P ax Fmax is the maximum shifting force permitted for the respective transmission, r is a constant factor with the dimension of a radius, delta_n is the speed difference between the transmission input shaft and the transmission output shaft and Pmax is the maximum permitted synchronization power.
  • the gear actuators are controlled in a closed control circuit 36 (FIG. 6).
  • the guide sizes 37 depend, for example, on the parameters of the driving strategy acc_short, acc_long, which are transmitted by the control block 16, on the speed difference delta_n between the transmission input and transmission output shaft, taking into account the translation, and on the type of shift, that is, whether it is an upshift or a downshift (sh ⁇ ft_up, sh ⁇ ft_down).
  • the guide variables 37 pass through an adder 38, to which the respective actual value is returned with a negative sign, as an actuating variable m, an actuator 39 which controls the gear actuator 35 with the amount of the actuating or switching force and the time at which the actuating force is effective, and thus the Way and affects the speed of the gear change.
  • the actuator expediently consists of two Emzel actuators, one for the movement m x direction and one for the movement m y direction.
  • the output signal of the actuator is influenced by an adder 40 from disturbance variables, such as the temperature, and reaches a measuring device 41, shown as a block, which summarizes the position and speed sensors of the manual transmission 5, which are not shown in detail.
  • the output signal of the measuring device 41 which represents an actual position or a rotational speed value, is fed back to the adder 38 via a feedback loop 42 and is subtracted there from the corresponding guide variable 37.
  • the synchronization phase when shifting the transmission is a special case. If there is a speed difference between the transmission input shaft and the transmission output shaft taking into account the translation, the movement of the gear actuator at the synchronization position is interrupted and only continues when the Have adjusted speeds by the synchronizer. The synchronization force and the resulting synchronization speed are also controlled depending on the parameters of the driving strategy.
  • a program executed by the electronic control 8 when the transmission 5 is shifted (FIG. 7) has the following steps:
  • Sl Start of a control loop to be cycled.
  • S2 There is a path and a speed specification

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

La présente invention concerne une commande de boîte de vitesses automatique. Cette commande comprend une coulisse de changement de vitesse (14) présentant des positions qui permettent de déterminer les positions des vitesses et la position de point mort. Un actionneur de vitesses (35) approche une position avec une vitesse prédéfinie et passe la vitesse. Ladite commande (8) comprend un circuit de réglage (36) qui permet de régler la valeur et l'évolution dans le temps de la force d'actionnement (F) de l'actionneur de vitesse (35).
PCT/DE2000/000903 2000-03-24 2000-03-24 Commande de boite de vitesses automatique WO2001073321A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PCT/DE2000/000903 WO2001073321A1 (fr) 2000-03-24 2000-03-24 Commande de boite de vitesses automatique
DE10084615T DE10084615D2 (de) 2000-03-24 2000-03-24 Steuerung für ein automatisiertes Schaltgetriebe

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/DE2000/000903 WO2001073321A1 (fr) 2000-03-24 2000-03-24 Commande de boite de vitesses automatique

Publications (1)

Publication Number Publication Date
WO2001073321A1 true WO2001073321A1 (fr) 2001-10-04

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Family Applications (1)

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PCT/DE2000/000903 WO2001073321A1 (fr) 2000-03-24 2000-03-24 Commande de boite de vitesses automatique

Country Status (2)

Country Link
DE (1) DE10084615D2 (fr)
WO (1) WO2001073321A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2835030A1 (fr) * 2002-01-22 2003-07-25 Valeo Procede et dispositif de commande du passage des vitesses dans une boite de vitesses de vehicule automobile
WO2004065825A1 (fr) * 2003-01-21 2004-08-05 Daimlerchrysler Ag Systeme de commande destine a un combinateur d'une boite de vitesses a engrenages
FR3014522A1 (fr) * 2013-12-11 2015-06-12 Peugeot Citroen Automobiles Sa Procede et dispositif de controle de la preselection d'un rapport d'une boite de vitesses a double embrayage, pour limiter le bruit induit
DE102021208551A1 (de) 2021-08-06 2023-02-09 Zf Friedrichshafen Ag Verfahren und Steuergerät zur Regelung eines Schaltvorgangs in einem automatisierten Getriebe

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1993023689A1 (fr) * 1992-05-11 1993-11-25 Zf Friedrichshafen Ag Dispositif de commande de passage de vitesses d'une transmission automatique
EP0600620A1 (fr) * 1992-11-30 1994-06-08 Eaton Corporation Méthode de contrôle pour la commande automatisée d'un mécanisme de changement de vitesses
DE19526273A1 (de) * 1995-07-19 1997-01-23 Ford Werke Ag Automatisch schaltbares Vorgelege-Wechselgetriebe, insbesondere für Kraftfahrzeuge
WO1997020155A1 (fr) * 1995-11-24 1997-06-05 Prodrive Holdings Limited Mecanisme de changement de vitesse
GB2326918A (en) * 1997-06-30 1999-01-06 Aisin Seiki Speed change control system to reduce shift shock in a synchromesh type transmission
EP0933564A2 (fr) * 1995-07-26 1999-08-04 Kongsberg TechMatic UK Limited Mécanisme de sélection du rapport de transmission

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1993023689A1 (fr) * 1992-05-11 1993-11-25 Zf Friedrichshafen Ag Dispositif de commande de passage de vitesses d'une transmission automatique
EP0600620A1 (fr) * 1992-11-30 1994-06-08 Eaton Corporation Méthode de contrôle pour la commande automatisée d'un mécanisme de changement de vitesses
DE19526273A1 (de) * 1995-07-19 1997-01-23 Ford Werke Ag Automatisch schaltbares Vorgelege-Wechselgetriebe, insbesondere für Kraftfahrzeuge
EP0933564A2 (fr) * 1995-07-26 1999-08-04 Kongsberg TechMatic UK Limited Mécanisme de sélection du rapport de transmission
WO1997020155A1 (fr) * 1995-11-24 1997-06-05 Prodrive Holdings Limited Mecanisme de changement de vitesse
GB2326918A (en) * 1997-06-30 1999-01-06 Aisin Seiki Speed change control system to reduce shift shock in a synchromesh type transmission

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2835030A1 (fr) * 2002-01-22 2003-07-25 Valeo Procede et dispositif de commande du passage des vitesses dans une boite de vitesses de vehicule automobile
EP1333202A1 (fr) * 2002-01-22 2003-08-06 VALEO EMBRAYAGES s.a.s. Procédé et dispositif de commande du passage des vitesses dans une boíte de vitesses de véhicule automobile
WO2004065825A1 (fr) * 2003-01-21 2004-08-05 Daimlerchrysler Ag Systeme de commande destine a un combinateur d'une boite de vitesses a engrenages
FR3014522A1 (fr) * 2013-12-11 2015-06-12 Peugeot Citroen Automobiles Sa Procede et dispositif de controle de la preselection d'un rapport d'une boite de vitesses a double embrayage, pour limiter le bruit induit
WO2015086932A1 (fr) * 2013-12-11 2015-06-18 Peugeot Citroen Automobiles Sa Procédé et dispositif de contrôle de la présélection d'un rapport d'une boîte de vitesses à double embrayage, pour limiter le bruit induit
CN105980746A (zh) * 2013-12-11 2016-09-28 标致·雪铁龙汽车公司 控制对于双离合变速箱的变速齿轮系的预先选择的控制方法和装置，以限制所引起的噪声
CN105980746B (zh) * 2013-12-11 2017-12-19 标致·雪铁龙汽车公司 控制对双离合变速箱变速齿轮系的预先选择的方法和装置
DE102021208551A1 (de) 2021-08-06 2023-02-09 Zf Friedrichshafen Ag Verfahren und Steuergerät zur Regelung eines Schaltvorgangs in einem automatisierten Getriebe
DE102021208551B4 (de) 2021-08-06 2023-12-28 Zf Friedrichshafen Ag Verfahren und Steuergerät zur Regelung eines Schaltvorgangs in einem automatisierten Getriebe

Also Published As

Publication number Publication date
DE10084615D2 (de) 2003-01-16

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