WO2002036384A1 - Commande d'une boite de vitesses automatique d'un vehicule automobile - Google Patents

Commande d'une boite de vitesses automatique d'un vehicule automobile Download PDF

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Publication number
WO2002036384A1
WO2002036384A1 PCT/EP2000/010458 EP0010458W WO0236384A1 WO 2002036384 A1 WO2002036384 A1 WO 2002036384A1 EP 0010458 W EP0010458 W EP 0010458W WO 0236384 A1 WO0236384 A1 WO 0236384A1
Authority
WO
WIPO (PCT)
Prior art keywords
red
engine torque
skl
control according
mom
Prior art date
Application number
PCT/EP2000/010458
Other languages
German (de)
English (en)
Inventor
Markus Henneken
Friedemann Jauch
Kai-Uwe Herbster
Franz-Josef Schuler
Thomas Mauz
Original Assignee
Zf Friedrichshafen Ag
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
Priority to DE19951107A priority Critical patent/DE19951107A1/de
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Priority to PCT/EP2000/010458 priority patent/WO2002036384A1/fr
Publication of WO2002036384A1 publication Critical patent/WO2002036384A1/fr

Links

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
    • F16H61/10—Controlling shift hysteresis
    • 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
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/142—Inputs being a function of torque or torque demand of driving resistance calculated from weight, slope, or the like
    • 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
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F16H2059/183—Rate of change of accelerator position, i.e. pedal or throttle change gradient
    • 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
    • F16H2061/0075—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 a particular control method
    • F16H2061/0096—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 a particular control method using a parameter map
    • 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
    • F16H59/14—Inputs being a function of torque or torque demand
    • 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
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • 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
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/62—Atmospheric pressure
    • 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
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/64—Atmospheric temperature

Definitions

  • the invention relates to a control of an automatic transmission of a motor vehicle with a reduction of an engine torque according to the kind defined in claim 1. Furthermore, the invention relates to an electronic transmission control for carrying out this control.
  • Modern automatic transmissions work with an electronic transmission control (EGS), by means of which criteria relevant to customer and safety can be fulfilled.
  • the electronic transmission control processes signals from the transmission, engine and vehicle.
  • the transmission-side signals include, for example, a transmission input speed, an output speed and the transmission temperature, while the motor-side signals include an engine speed, an engine torque, a throttle valve position and an engine temperature.
  • a kickdown signal, a position signal about a selected shift position, a shift program signal, a brake light signal or signals from other vehicle systems can be present on the vehicle side.
  • the electronic transmission control uses appropriate program modules to calculate the correct gear and optimal pressure curves for gearshifts.
  • An important influencing variable for determining a current operating point of the vehicle in conventional transmission controls is the driving performance or tractive force as a selectable influencing variable for the driver within the scope of the engine performance.
  • the most important influencing factor of the driver is the accelerator pedal position, by which a driver's request for more, the same or less power or acceleration is expressed.
  • the engine operating state is usually detected by the engine torque, which is not measured directly, but is usually determined from stored maps by the engine speed and an actuator position.
  • the situation is similar in driving situations with a very high outside temperature, as is the case, for example, when driving through the desert.
  • an engine torque reduction can be determined at the same engine speed and pedal position, the engine torque reduction increases with increasing outside temperature.
  • this object is achieved with a control according to claim 1 and an electronic transmission control (EGS) for carrying it out.
  • EGS electronic transmission control
  • the control according to the invention with the determination of the engine torque reduction in a quasi-steady state and with at least approximately full load operation and the selection of the shift program dependent on the engine torque reduction offers the advantage that pendulum shifts can be avoided with a shift program selection adapted to the driving situation.
  • factors external to the vehicle such as a low air pressure or a high outside temperature, can advantageously be detected, for which an increase in the
  • Switching frequency can be prevented by suitable adaptation.
  • Fig.l is a flowchart of an automatic transmission control according to the invention.
  • FIG. 2 shows a flowchart of a further embodiment of the control according to the invention with an alternative determination of the engine torque reduction factor compared to the embodiment according to FIG. 1;
  • FIG. 3 shows a schematic diagram with a full-load characteristic and a partial-load characteristic of an engine map.
  • FIGS. 1 and 2 a flow chart of a control of an automatic transmission for a motor vehicle is shown in a highly simplified manner, which is implemented as a program module in a symbolically indicated electronic transmission control EGS.
  • the electronic transmission control EGS is supplied with a signal HDK proportional to a pedal position, an engine speed NMO and an engine torque MMO, a pedal position gradient HDK_G, an engine speed gradient NMO_G and an engine torque gradient MMO_G being determined from the continuously incoming signals.
  • These values are fed to the program module for controlling the automatic transmission, the controls described here taking into account motor torque reduction in a particular manner when selecting shift programs SKL, SKL_red, which are each stored in the electronic transmission control EGS with a shift map.
  • a switching program SKL or SKL_red is selected, which prevents pendulum switching under special driving conditions such as extremely low air pressure, such as prevails at altitudes above 3000 udM, or at very high outside temperature C_AT, which can occur, for example, when driving through the desert.
  • Characteristic of such special driving conditions is a quasi-steady state, which is recognized via the gradient of the motor torque MMO_G or the gradient of the pedal position HDK_G.
  • a first distinction function Fl checks whether the pedal position gradient HDK_G, the engine torque gradients MMO_G and / or the engine speed gradient NMO_G is less than a respectively predetermined limit value GW_HDK_G, GW_MMO_G or GW_NMO_G. If this condition is not met, the program branches back to the beginning of the program module. If a quasi-steady state is recognized, the input values of the engine torque MMO, the engine speed NMO and the pedal position HDK are recorded in a further function F2.
  • a further differentiation function F3 checks whether the pedal position value HDK, which here corresponds to a throttle valve angle, is greater than an associated minimum pedal position value GW HDK for the quasi-stationary state. If this condition is not met, a branch is made back to the beginning of the program module, otherwise an engine torque reduction factor k_M0M_red is subsequently determined, which serves as an influencing variable for the selection of the switching program.
  • the control according to FIG. 1 shows an adaptive determination of the engine torque reduction factor k_MOM_red with the aid of engine load characteristics of an engine map, such as the load characteristics shown in a very simplified form in FIG. 3.
  • FIG. 3 shows a full load characteristic curve KL_MOT_l of the engine under standard conditions with an outside air pressure p_MO of 1023 mbar and an outside air temperature of 20 ° C.
  • KL_MOT_0.7 a state is represented which corresponds to 70% of the engine torque under standard conditions.
  • the characteristic curves KL_MOT_l and KL_MOT_0.7 are comparison variables in order to compare the quasi-stationary actual state with a target state.
  • Operating points which result from the current engine torque MMO and the current engine speed NMO are assigned a value of the engine torque reduction factor k_MOM_red. Operating points which lie on the full load characteristic KL_MOT_l or above are assigned an engine torque reduction factor k_MOM_red with the value "1.0". Operating points which are below the full load characteristic KL_MOT_l but on or above the partial load characteristic KL_MOT_0.7 are given an engine torque reduction factor k MOM red with the value "0.7". For operating points, which are below the partial load characteristic KL_MOT_0.7, the torque reduction factor k_M0M_red is set to a value "0.6".
  • Fig. 1 this is.
  • Procedure with a differentiation function F4 shown in which it is first checked whether the current value of the motor torque MMO is greater than or equal to the values of the full load characteristic KL_MOT_l. If this is the case, the engine torque reduction factor k_MOM_red is set to "1.0" in a subsequent processing function F5, otherwise it is initially set to the value "0.7” in a further processing function F6.
  • a distinction function F7 checks whether the current operating point is below the partial load characteristic KL_MOT_0.7, the torque reduction factor k_MOM_red being set to the value “0.6” in a subsequent processing function F8 if the result of the query is positive.
  • the engine torque reduction factor k_MOM_red is not determined adaptively according to the functions F4 to F8 in FIG. 1, but alternatively as a function of measured input variables such as the outside air temperature C_AT and / or the outside air pressure p_MO from an applicable map KF (p_MO , C_AT) determines what is shown in FIG. 2 with a processing function F9.
  • the torque reduction factor k MOM red becomes "1.0" set.
  • the motor torque reduction factor k_MOM_red is then recalculated each time the program is run.
  • the current result of the engine torque reduction factor k_MOM_red is filtered in a function F10, with long-term filtering, for example with a first-order low-pass filter, being provided in the present embodiments. If the filtered engine torque reduction factor has an approximate value of 0.7, an extreme condition is recognized either with low air pressure or high outside temperature and a switching program with corresponding switching characteristics is sought.
  • the SKL_MOD switching programs are each with a
  • Parameter proves which are each assigned to a driving state with a certain driving resistance, in the present case the road inclination.
  • a correction factor MOD_red which is assigned to the determined engine torque reduction factor k_MOM_red, is first determined.
  • a correction factor MOD_red is equal to "1”
  • a correction factor MOD_red is equal to "2”
  • a correction factor M0D_red with the value "3” is provided, the limits, which change between two values of the correction factor MOD_red are subject to hysteresis. The assignment can of course be determined differently.
  • the correction factor MOD_red is determined in a function F1
  • its value is accepted in a subsequent function F12 as a parameter of a modified switching program SKL_red.
  • this parameter is compared with the parameter of the current switching program SKL, in the present embodiment the switching program for a driving state "steep gradient” the parameter "0”, for a driving state “slight gradient” the parameter "1”, for a driving state “level” the parameter “2”, for a driving state “slight incline” the parameter "3”, and for a driving state “steep incline” the parameter "4".
  • a processing function F14 If it is determined in function F13 that the parameter of the current switching program SKL is greater than that of the modified switching program SKL_red, a processing function F14 outputs that the previous switching program SKL is retained. However, if it is determined in the differentiation function F13 that the characteristic of the modified switching program SKL_red is greater than that of the previous switching program SKL, the modified switching program SKL_red is activated in a processing function F15.
  • the air pressure is extremely low and accordingly low
  • Motor torque reduction factor of, for example, "0.7” Correction factor M0D_red with the value "3" is assumed as the parameter of an alternative shift program SKL_red, which corresponds to a mountain driving program for a slight incline. If the current shift program SKL has a parameter 2, which stands for the driving state "plane", the engine power is reduced changed to the mountain driving program due to the low air pressure, which, for example with a 4-speed automatic transmission, means that the upshift characteristic between 3rd and 4th gear is no longer attainable, which is why a change to 4th Gear is no longer possible.
  • EGS electronic transmission control Fl function for determining a quasi-steady state F2 function for holding current values
  • F4 differentiation function for determining the
  • Engine torque reduction factor F6 Processing function for determining the engine torque reduction factor

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne une commande d'une boîte de vitesses automatique d'un véhicule automobile en cas de réduction d'un couple moteur. Selon l'invention, la boîte de vitesses automatique est entraînée par un moteur à combustion interne pouvant être influencé par un accélérateur et un signal (HDK) proportionnel à la position de la pédale est transmis à une commande de boîte électronique (EGS) dans laquelle des programmes de passage de vitesses (SKL, SKL_red) sont stockés avec des caractéristiques de passage de vitesses. Il est tenu compte de la réduction du couple moteur dans la sélection du programme de passage de vitesses en ce que, dans un état quasi-stationnaire et pour un fonctionnement s'approchant au moins de la pleine charge, un facteur de réduction (k_MOM_red) du couple moteur, constituant une grandeur d'influence pour la sélection du programme de passage de vitesses (SKL, SKL_red), est déterminé. L'invention concerne également une commande de boîte électronique (EGS) servant à exécuter la commande.
PCT/EP2000/010458 1999-10-23 2000-10-24 Commande d'une boite de vitesses automatique d'un vehicule automobile WO2002036384A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE19951107A DE19951107A1 (de) 1999-10-23 1999-10-23 Steuerung eines Automatgetriebes eines Kraftfahrzeuges
PCT/EP2000/010458 WO2002036384A1 (fr) 1999-10-23 2000-10-24 Commande d'une boite de vitesses automatique d'un vehicule automobile

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19951107A DE19951107A1 (de) 1999-10-23 1999-10-23 Steuerung eines Automatgetriebes eines Kraftfahrzeuges
PCT/EP2000/010458 WO2002036384A1 (fr) 1999-10-23 2000-10-24 Commande d'une boite de vitesses automatique d'un vehicule automobile

Publications (1)

Publication Number Publication Date
WO2002036384A1 true WO2002036384A1 (fr) 2002-05-10

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Application Number Title Priority Date Filing Date
PCT/EP2000/010458 WO2002036384A1 (fr) 1999-10-23 2000-10-24 Commande d'une boite de vitesses automatique d'un vehicule automobile

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DE (1) DE19951107A1 (fr)
WO (1) WO2002036384A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016205740B4 (de) 2016-04-07 2022-11-10 Bayerische Motoren Werke Aktiengesellschaft Automatikgetriebe-Fahrzeug mit einem elektronischen Getriebewählhebel

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10128878A1 (de) * 2001-06-15 2002-12-19 Opel Adam Ag Verfahren zum Verhindern von Pendelschaltungen bei automatischen Kraftfahrzeug-Getrieben durch geeignete Motormomentenreduzierung
GB2517430B (en) 2013-08-19 2016-02-10 Jaguar Land Rover Ltd Selection of launch ratio in a multi-speed automatic transmission
DE102018214243A1 (de) * 2018-08-23 2020-02-27 Volkswagen Aktiengesellschaft Verfahren zum Betrieb eines Antriebsstrangs

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0814286A2 (fr) * 1996-06-17 1997-12-29 Adam Opel Ag Méthode de commande de changement de vitesse d'une transmission automatique de véhicule automobile
EP0857898A2 (fr) * 1997-02-05 1998-08-12 Eaton Corporation Logique d'antipompage de vitesses

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0814286A2 (fr) * 1996-06-17 1997-12-29 Adam Opel Ag Méthode de commande de changement de vitesse d'une transmission automatique de véhicule automobile
EP0857898A2 (fr) * 1997-02-05 1998-08-12 Eaton Corporation Logique d'antipompage de vitesses

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
ATZ AUTOMOBILTECHNISCHE ZEITSCHRIFT, vol. 94, 1992
H. J. FÖRSTER: "Automatische Fahrzeuggetriebe", 1991, SPRINGER-VERLAG, pages: 326 FF

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016205740B4 (de) 2016-04-07 2022-11-10 Bayerische Motoren Werke Aktiengesellschaft Automatikgetriebe-Fahrzeug mit einem elektronischen Getriebewählhebel

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Publication number Publication date
DE19951107A1 (de) 2001-05-23

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