WO2005065982A1 - Procede de changement de vitesses destine a etre utilise en cas de defaillance d'un detecteur d'une boite a crabots automatique - Google Patents

Procede de changement de vitesses destine a etre utilise en cas de defaillance d'un detecteur d'une boite a crabots automatique Download PDF

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Publication number
WO2005065982A1
WO2005065982A1 PCT/EP2004/014079 EP2004014079W WO2005065982A1 WO 2005065982 A1 WO2005065982 A1 WO 2005065982A1 EP 2004014079 W EP2004014079 W EP 2004014079W WO 2005065982 A1 WO2005065982 A1 WO 2005065982A1
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WO
WIPO (PCT)
Prior art keywords
speed
gear
clutch
input shaft
drive
Prior art date
Application number
PCT/EP2004/014079
Other languages
German (de)
English (en)
Inventor
Manfred Guggolz
Werner Hillenbrand
Markus Veit
Original Assignee
Daimlerchrysler 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
Application filed by Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Publication of WO2005065982A1 publication Critical patent/WO2005065982A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/122—Avoiding failures by using redundant parts
    • 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/1284—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a sensor
    • 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
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/48—Synchronising of new gear
    • 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
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft speed
    • 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
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/42—Input shaft speed
    • 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
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle

Definitions

  • the invention relates to a drive train and, according to claim 4, to a control method for such a drive.
  • Such a drive train or such a control method is already known from WO 02/060715 AI, which describes a method for operating a drive train of a motor vehicle, in which a decision is made with each gear change depending on measured operating variables of the motor vehicle whether a clutch during the Gear change is opened or remains closed.
  • WO 02/060715 AI describes a method for operating a drive train of a motor vehicle, in which a decision is made with each gear change depending on measured operating variables of the motor vehicle whether a clutch during the Gear change is opened or remains closed.
  • the synchronization of a speed of a transmission input shaft to a target speed in the target gear also takes place by influencing the drive motor.
  • the gear change takes place depending on a signal from a speed sensor for the transmission input shaft.
  • a drive motor speed sensor is also provided in this drive train.
  • EP 0 695 665 AI describes a method for operating a drive train of a motor vehicle with an automated transmission in the form of an automatic transmission.
  • the gearbox can be connected to a drive motor by means of an automated clutch. Each time the gearbox is changed, the clutch is opened and closed again when the gear change is complete. This leads to heavy wear on the clutch, especially if the drive train is used in a commercial vehicle with a large vehicle mass and high mileage.
  • EP 0 676 566 AI describes a method for operating a drive train of a motor vehicle with an automated transmission.
  • the gearbox can be connected to a drive motor by means of a foot-operated or an automated clutch.
  • gear changes of the transmission are carried out from an original gear into a target gear with the clutch closed.
  • the synchronization of a speed of a transmission input shaft to a target speed in the target gear takes place by influencing the drive motor.
  • an upshift is requested, for example by the vehicle driver, it is determined on the basis of currently recorded vehicle operating conditions whether the requested upshift can be carried out. Only feasible gear changes are triggered, requests for impracticable gear changes are modified or deleted. This means that a large number of gear changes, which would be possible with the clutch disengaged, are not carried out.
  • Non-generic JP 01-129892 and JP 01-136349 relate to the evaluation of an abnormal value of a transmission input shaft sensor of a planetary automatic transmission with a hydrodynamic torque converter.
  • EP 0 241 216 B1 relates to a method for controlling an automatic mechanical transmission in which one program ignores an identified, faulty input signal and processes the rest Input signals is modified according to defined logic rules.
  • DE 42 37 983 C2 relates to a method for automatically controlling a friction clutch.
  • An emergency operating mode is provided for the failure of the engine sensor.
  • the object of the invention is to provide a reliable or fail-safe drive train.
  • the drive train has a shift dog gear.
  • a shift dog gear is not subject to frictional wear due to the absence of synchronizer rings, so that the shift elements designed as shift dogs are long-lasting for engaging and disengaging the gears.
  • the engagement of the two shift claw halves in contrast to completely unsynchronized shift claw transmissions, takes place almost jerk-free and thus is also non-destructive, since the drive motor control and possibly an additional central synchronization when changing gears align the speeds of the transmission shafts with one another.
  • the drive motor carries out the speed adjustment.
  • the drive shaft speed of the drive motor is reduced when shifting up and the drive shaft speed of the drive motor is increased when shifting down.
  • the drive motor has actuators which are controlled by a control device.
  • the control device can an injection quantity of a fuel, an ignition timing or specify the use of so-called engine brakes, for example in the form of an exhaust flap or a constant throttle.
  • the actuators of the shift dog gear and the clutch can also be controlled by the control device mentioned or by a further control device.
  • the control devices are in signal connection.
  • control device of the shift dog gear can make a selection as to whether the clutch is opened or remains closed when changing gear.
  • gear changes are made from an original gear to a target gear of the shift dog gear with a closed clutch, after disengaging the original gear, i.e. when there is no longer a connection between an input and an output shaft of the shift dog gear, the speed of the transmission input shaft is adjusted to a target speed in the target gear so-called synchronous speed, by influencing the drive motor.
  • shift elements of the target gear which are connected on the one hand to the transmission input shaft and on the other hand to the transmission output shaft and thus to driven vehicle wheels, have the same speed.
  • a torque is requested from the control device of the drive motor, by means of which the speed of the drive motor and thus also the speed of the transmission input shaft is increased.
  • Delay means for example a transmission brake, can be controlled.
  • a speed sensor is provided according to the invention, which determines a value representing the transmission input shaft speed.
  • this is a speed sensor that directly decreases the speed from the transmission input shaft.
  • This speed sensor is also referred to as a transmission input shaft speed sensor.
  • the speed sensor for determining the transmission input shaft speed can remove the latter from a coupling half of the clutch, which is directly connected to the transmission input shaft in a rotationally fixed manner or with the interposition of a torsion damper.
  • the speed sensor can advantageously also be arranged on the countershaft, since then there is a fixed speed ratio between the countershaft and the transmission input shaft.
  • the transmission input shaft speed can be determined by knowing the constants in the power flow in each case via a speed sensor that decreases the countershaft speed.
  • the speed sensor can also be arranged on a main shaft, the gear of which meshes with a gear of the main shaft.
  • the control unit that controls the gear change when the clutch is closed provides a replacement signal according to the invention used or generated.
  • This replacement signal comes from another speed sensor located on the drive motor side of the clutch. This takes into account the fact that when the clutch is closed, the drive motor speed is at least approximately the same as the transmission input shaft speed.
  • a possible clutch slip can be compensated for by a compensation factor.
  • This compensation factor can be parameter-dependent. For example, the compensation factor can be dependent on the engine torque that the engine control unit supplies and / or the compensation factor is dependent on the contact pressure or the disengagement path that is stored in the control unit of the automated clutch.
  • the further speed sensor for the substitute signal can in particular be the speed sensor of the drive motor, which preferably decreases the drive motor speed from an incremental wheel on the flywheel of the crankshaft.
  • the TDC sensor it is also possible to take the TDC sensor as a further speed sensor, whose signal transmitter rotates at half the crankshaft speed and, by doubling this sensor signal over time
  • the TDC sensor is not a speed sensor in the actual sense, but the sensor that determines top dead center directly or indirectly on the camshaft for the control of the drive motor ignition. Due to the halved speed and the smaller number of increments or signal generators, the TDC sensor delivers an imprecise value than the speed sensor of the drive motor. However, this inaccurate value is acceptable in the event of a fault in the failure of the actual transmission-side speed sensor, since the failure is displayed or stored in the fault memory and the gearbox-side speed sensor is changed during the next routine workshop visit.
  • the transmission-side speed sensor takes over its function in the event of a fault in the drive-motor-side speed sensor. For example, in the event of a fault in the crankshaft speed sensor while driving with the clutch closed or during a gear change with the clutch closed
  • Transmission input shaft speed sensor take over the function of the crankshaft speed sensor.
  • the control of the drive motor which is basically an ⁇ -n control depending on the input variables, receives the load request signal, i.e. ⁇ and crankshaft speed, i.e. n works as an input variable instead of
  • controls or a control of the drive train can be provided, in each of which one speed sensor provides a replacement signal and / or comparison signal for the other speed sensor for error evaluation. That is, - if the transmission-side speed sensor fails, the drive-side speed sensor supplies the replacement signal for the transmission-side speed sensor and if the drive-side speed sensor fails, the transmission-side speed sensor supplies the replacement signal for the drive-side speed sensor.
  • the faultiness of a signal of the transmission-side speed sensor and / or of the drive-side speed sensor can be compared in a particularly advantageous manner two speed sensor signals take place with each other.
  • both an error in the crankshaft speed sensor for controlling the drive motor and an error in the transmission input shaft speed sensor for controlling the switching processes can be determined.
  • Which of the two speed sensors or which signal of the two speed sensors is defective can be determined, for example, by comparing the signals with the signal from the aforementioned TDC sensor. To determine the crankshaft speed by means of the TDC signal, the latter must be observed over time by the control device, for example the drive motor or the shift dog gear.
  • Gear changes or shift processes can be requested by a vehicle driver using a suitable actuating device in a manual mode, for example with a shift lever, or in an automatic mode by the control device of the shift dog gear.
  • Gear changes or gear changes with an open clutch can also be carried out. With the clutch open, no torque can be transmitted from the transmission input shaft to the transmission output shaft. It is not necessary that the clutch actuation path has been completely covered.
  • gear changes are performed with the clutch disengaged with the exception of the transmission-side and / or drive-side speed sensor in a period of time after the drive train has been started up for the first time and / or after the drive motor has started and / or after a malfunction has been detected.
  • upshifts are carried out in particular with the clutch open.
  • Initial commissioning is understood to mean the commissioning of the drive train after the manufacture of the motor vehicle or the commissioning after the replacement of an element, for example the drive motor, of the drive train.
  • the time period can be fixed or can be ended after some conditions have been met.
  • a condition for ending the specified time period can be, for example, that all vehicle parameters relevant for the selection are determined.
  • the switching operations can also be carried out with the clutch open.
  • the control device of the drive motor may have recognized a defect and then only guarantee emergency operation of the drive motor.
  • an engine brake can be so stiff that the operation of the engine brake is no longer possible or only to a very limited extent.
  • the control device carries out a test as a function of test rules, whether a requested gear change can be carried out with the clutch closed.
  • the selection of whether the clutch is opened or remains closed when changing gear depends on the result of the test.
  • all possible gear changes with the clutch closed are also carried out in this way. This enables the largest possible number of gear changes to be carried out with the clutch closed, which leads to particularly low wear on the clutch.
  • the test can be carried out as a function of vehicle parameters and / or operating parameters of the motor vehicle.
  • Vehicle parameters of the motor vehicle describe the general condition of the motor vehicle, for example:
  • Operating variables describe the state of the motor vehicle at a specific point in time, for example when a gear change is requested.
  • Company sizes are for example:
  • a position of a power request element for example an accelerator pedal
  • a state of the engine brakes for example active or inactive
  • the vehicle parameters and the operating variables can in some cases be recorded directly by means of further sensors, measured in special operating situations or determined from measured variables using suitable calculation methods.
  • the behavior of the motor vehicle for example the course of the vehicle speed or the rotational speed of the drive motor, can thus be predetermined during a gear change, in particular for the period in which the drive motor is not connected to the vehicle wheels. Taking these variables into account, it can be checked precisely whether a gear change can be carried out with the clutch engaged. The risk that the test will give an incorrect result is therefore low.
  • the selection and / or the check are carried out at least in partial operating areas depending on the target gear of the shift dog gear.
  • the speed of the drive motor and thus the speed of the transmission input shaft are decelerated in the direction of the synchronous speed by means of the braking torque which the drive motor applies.
  • the braking torque is built up by injecting little or no fuel.
  • it can Braking torque can be increased by the use of engine brakes.
  • the synchronous speed results from the speed of the motor vehicle and the target gear, taking into account further gear ratios, for example a rear axle, in the drive train. This changes the synchronous speed as the vehicle speed changes. In order to achieve the synchronous speed, the gradient of the speed of the drive motor must therefore be significantly larger than the gradient of the synchronous speed.
  • the selection and / or the testing will be carried out at least in partial operating areas depending on quantities that describe the environment of the motor vehicle. These sizes are for example:
  • the vehicle parameters can be changed.
  • the vehicle parameters can be determined in selected operating areas of the motor vehicle and compared with stored parameters.
  • new parameter values can be calculated and saved, i.e. a so-called adaptation can be carried out.
  • the newly saved parameter values are then taken into account in the selection and testing.
  • Parameters that can change very quickly such as the vehicle weight, can be adapted.
  • parameters can be adapted that cannot be precisely defined before or during initial commissioning, such as the course parameters of the speed of the drive motor.
  • the course parameters for example the maximum gradients of the speed, differ from drive motor to drive motor and can also change over a longer period of time.
  • unfavorable values must therefore be assumed as starting values for the adaptation, for example only small possible gradients of the speed of the drive motor. The test can incorrectly do so The result is that a requested gear change cannot be carried out with the clutch closed, although this would be possible with the actual vehicle parameters.
  • the adaptation brings the stored values closer and closer to the actual values so that more and more gear changes can be carried out with the clutch closed.
  • the shift dog gear has a central synchronizing device which can be controlled by the control device and by means of which a transmission input shaft can be braked.
  • the central synchronization device is assigned to several gears.
  • the control device selects whether the central synchronizing device is activated and thus the transmission input shaft is braked or whether activation is omitted.
  • the synchronization device can be designed, for example, as a transmission brake known per se, which acts directly on the transmission input shaft or on a countershaft.
  • the clutch remains closed at the start of downshifts and the control device controls an actuator for disengaging the Source gear.
  • the control device determines a time since the control of the actuator and monitors whether the original gear is disengaged. If this is the case, the gear change is carried out with the clutch closed. If the determined time since actuation of the actuator exceeds a threshold without the original gear having been disengaged, the control device opens the clutch and the gear change is carried out with the clutch open.
  • no or only a very low torque may be transmitted from associated shift elements, for example a sliding sleeve.
  • This can be achieved, on the one hand, by opening the clutch or, when the clutch is closed, by deliberately changing the output torque of the drive motor. If the motor vehicle is in train operation, the torque must be reduced; A torque increase is necessary in overrun mode. If the vehicle speed changes at the time of the desired design, the drive motor must set the stated state on the shift element of the original gear against the forced speed change of the transmission output and input shaft. This is only possible if the dynamics of the drive motor are greater than the dynamics of the motor vehicle. For example, a strong vehicle deceleration with a downshift requested at the same time is particularly critical in this regard.
  • the motor vehicle can be designed as a commercial vehicle in a particularly advantageous manner.
  • the shift dog gear can advantageously have a primary gear, for example a split group, and a secondary gear, for example a range group.
  • Sub-claim 5 is particularly advantageous in combination with claim 4.
  • 3a, 3b each show a diagram for the temporal representation of operating variables of the Motor vehicle with an upshift of the shift dog gear and
  • Fig. 4 is a flowchart of a downshift in a second embodiment.
  • a drive train 10 of a motor vehicle has a drive motor 14 which is controlled by a control device 16.
  • the control device 16 is in signal connection with actuators (not shown), for example for an exhaust flap (not shown) of the drive motor 14.
  • the control device 16 can thus send manipulated variables to the actuators of the drive motor 14.
  • the control device 16 is in signal connection with only partially shown sensors. These sensors include, among other things, a crankshaft speed sensor 100 of a crankshaft 13, a temperature sensor 101, by means of which the oil / water temperature of the drive motor 14 can be detected, and an TDC sensor 102, by means of which the top dead center of the respective piston for the ignition point can be determined.
  • the crankshaft speed sensor 100 is a Hall sensor or alternatively a magnetoresistive sensor which senses the speed of the crankshaft 13 very precisely on an increment wheel 103. The speed at this crankshaft speed sensor 100 is detected in the program by the variable S 2 .
  • the OT sensor 102 is a Hall sensor or alternatively a magnetoresistive sensor which senses the position of a camshaft 105 rather imprecisely on an increment wheel 104. The difference in the accuracy of the measurement is due to the fact that the crankshaft 13 or its incremental wheel 103 rotates at twice the speed in a four-stroke engine, like the camshaft 105 or its incremental wheel 104. If the control device determines the position of the If camshaft 105 is determined over time, control cam 16 results in a camshaft speed or, by doubling this camshaft speed, the speed of crankshaft 13.
  • crankshaft 13 is connected in a rotationally fixed manner to a primary half 106 of a friction clutch 12, which also forms the flywheel mass of the drive motor 14, via a crankshaft flange (not shown).
  • This primary half 106 can be frictionally coupled to a secondary half 107 of the friction clutch 12.
  • the friction clutch 12 is arranged axially between the crankshaft 13 and a transmission input shaft 11 of an automated synchronizer-free shift dog gear 19.
  • the clutch 12 and the shift dog gear 19 are controlled by a control device 49.
  • the control device 49 is in signal connection with an actuator 110 of the clutch 12, a transmission input shaft speed sensor 108, with which the speed of the transmission input shaft 11 can be detected, and sensors (not shown) of the clutch 12 and the shift dog gearbox 19. This allows the control device 49 to open or close the clutch 12 and change gear in the shift dog gear 19.
  • Transmission input shaft speed sensor 108 the continuously determined value for the transmission input shaft speed is stored in the control unit 49 under the variable Si, which is constantly updated.
  • Operating variables such as the temperature of the clutch 12 and the transmission oil of the shift dog gear 19 can be detected by means of further sensors, not shown in any more detail.
  • the control device 49 is in signal connection with the control device 16, as a result of which an exchange of data, for example of operating variables of the drive motor 14 or the shift dog gear 19, as well as a request for speed changes of the drive motor 14, which are then implemented by the control device 16.
  • the control device 16 can forward the speed of the crankshaft 13 to the control device 49. This speed of the crankshaft 13 is detected by means of the speed sensor 103.
  • the crankshaft speed is specified in an emergency operation program by the transmission input shaft speed sensor 108.
  • the control device 49 is also connected to an operating unit 51, by means of which a vehicle driver can request gear changes of the shift dog gear 19. Alternatively, gear changes from an origin gear into a target gear can also be triggered in a fully automated manner by the control device 49.
  • the determination of the target gear depends, among other things, on the speed of the motor vehicle and the degree of actuation of an accelerator pedal by the vehicle driver.
  • the shift dog gear 19 is designed as a so-called two-group gear.
  • a primary transmission in the form of a split group 17 is arranged in a rotationally fixed manner with the transmission input shaft 11.
  • a main transmission 18 is arranged downstream of the split group 17.
  • the transmission input shaft 11, a central main shaft 400 and the second main shaft 29 are thus arranged axially in succession in the shift dog gear 19.
  • the central main shaft 400 is supported at its one front axial end in the transmission input shaft 11 and at its rear axial end in the second main shaft 29.
  • the transmission input shaft 11 can be connected to one via two different gear pairs 20a, 21a arranged parallel to the transmission input shaft 11
  • the front gear stage 20a comprises a fixed gear 20b, which is arranged non-rotatably and coaxially at the front end of the countershaft 22, and an idler gear 20c, which is arranged rotatably and coaxially with the transmission input shaft 11 in the plane of the fixed gear 20b with the latter in toothed engagement.
  • the rear gear stage 21a comprises a fixed gear 21b, which is arranged in a rotationally fixed and coaxial manner on the countershaft 22 behind the fixed gear 20b, and a fixed gear 21c, which is arranged in a gear-locked engagement with the latter in the plane of the fixed gear 21b in the plane of the fixed gear 21b ,
  • the two gear pairs 20a, 21a have a different ratio.
  • the translation of the respective gear pair 20a, 21a is selected by pushing a sliding sleeve 41 axially forward from a neutral position, by a rotationally fixed connection between the transmission input shaft 11 and the idler gear 20c of the front gear pair 20a or by axially sliding the sliding sleeve 41 out of the neutral position is pushed behind to establish a rotationally fixed connection between the transmission input shaft 11 and the central main shaft 400 or the idler gear 21c.
  • Fixed wheels 23, 24, 25 for the 3rd, 2nd and 1st gear of the main transmission 18 are also arranged on the countershaft 22 in a rotationally fixed manner.
  • the fixed gears 23, 24, 25 each mesh with associated idler gears 26, 27, 28, which are rotatably arranged on the second main shaft 29 arranged coaxially to the transmission input shaft 11.
  • the idler gear 26 can by means of a sliding sleeve 30, the idler gears 27 and 28 by means of a Sliding sleeve 31 are connected to the second main shaft 29 in a rotationally fixed and positive manner.
  • a synchronization device in the form of a gear brake 52 is arranged on the countershaft 22 and can be controlled by the control device 49.
  • the speed of the countershaft 22 and thus also the speed of the transmission input shaft 11 can be selectively reduced by means of the gear brake 52.
  • the sliding sleeve 41 of the split group 17 and the sliding sleeves 30, 31, 39 of the main transmission 18 can each be actuated with shift rods 42, 43, 44, 45.
  • a positive connection between the associated switching elements with switching claws and the second main shaft 29 can thus be established or interrupted.
  • the shift rods 42, 43, 44, 45 can be actuated with an actuator in the form of an xy actuator 48a, 48b, which is controlled by the control device 49. If no gear is engaged in the shift dog gear 19, that is to say no idler gear is positively connected to the second main shaft 29, the shift dog gear 19 is in a so-called neutral position.
  • the converted torque and the speed of the drive motor 14 are transmitted by means of a flanged drive shaft 32 to an axle drive 33 which, with balanced torque, the speed via a differential in the same or different proportions via two output shafts 34, 35 to drive wheels 36, 37 transmits.
  • the original gear When changing gear from an original gear to a target gear, the original gear must be designed first. Since the shift dog gear 19 is designed as a transmission without synchronizer rings, at least in downshifts, around the To be able to engage the target gear, the countershaft 22 and thus also the input shaft 11 are adjusted approximately to the synchronous speed of the target gear by means of the drive motor 14 with the clutch 12 closed. The synchronous speed is reached when the idler gear of the target gear and the second main shaft 29 have at least approximately the same speed. In upshifts with the clutch 12 open, the countershaft 22 can be braked by means of the gear brake 52 and the input shaft 11 can thus be synchronized.
  • the original gear can be disengaged either with the clutch closed or open. Frequent opening and closing of the clutch 12 leads to heavy wear and thus to high costs for replacing the clutch and failure of the motor vehicle during the exchange. It is therefore the goal to carry out the highest possible number of gear changes with the clutch closed.
  • control device 49 sets a variable S active to the Si after a shift request according to block 60 in the subsequent block 200, so that from this point in time the constantly updated transmission input shaft speed is determined by means of the
  • Transmission input shaft speed sensor 108 is detected.
  • branch 61 it is checked whether the drive train 10 has not been started up for the first time and whether a period of time has elapsed after the drive motor 14 started. If the test is positive, a check is made in block 62 as to whether, under the constantly updated variable S active , an incorrect, implausible or none at all Value is stored. If this check of the signal from the transmission shaft speed sensor 108 is positive, there is an error, so that from next block 201 the signal for the variable S act i v is taken from the crankshaft speed sensor 100, S 2 being stored under the variable S act iv.
  • the block 201 is skipped and it is checked in the branch 202 whether a malfunction or an on a further component of the drive train 10 Another sensor has detected a faulty signal.
  • information from other control devices for example control device 16, or from other program parts of a control program of control device 49, which monitor functions of components, is evaluated. If the test is negative - there is therefore no fault - it is checked in branch 63 whether the shift can be carried out with the clutch 12 closed.
  • the course of the rotational speed of the transmission input shaft 11 during the requested shift is calculated in advance on the basis of the known vehicle parameters, the operating variables of the motor vehicle and the environmental variables by means of motion equations known per se.
  • the previously calculated course is then compared with the stored maximum gradients of the rotational speed of the drive motor 14 and it is determined whether it is possible, on the one hand, to disengage the original gear and, on the other hand, to synchronize the rotational speed of the transmission input shaft 11 to the synchronous rotational speed of the target gear. If the test is positive, the shift or gear change is carried out with the clutch 12 closed in block 64.
  • test in branch 202 is positive or negative in branch 61 or 63, i.e. there is an initial start-up or a time threshold after the start of the drive motor 14 has not yet expired, or it has occurred for a component of the drive train 10 or a sensor If a malfunction is found or if the shift cannot be carried out with the clutch 12 closed, the clutch 12 is opened in block 66 by activation by the control device 49. It is then checked in branch 67 whether an upshift should be carried out. If this is the case, it is checked in branch 68 on the basis of the prognoses calculated in branch 63 whether the transmission brake 52 is activated, the countershaft 22 and thus also the transmission input shaft 11 are to be actively braked.
  • the shift is carried out in block 69 in a manner known per se with activation of the transmission brake 52.
  • the original gear is designed, the synchronization is carried out with the support of the gear brake 52 and the target gear is then engaged.
  • the test in branch 67 or 68 is negative, that is to say a downshift or an upshift is to be carried out without activating the transmission brake 52, block 70 the shift is carried out in a manner known per se without activating the transmission brake 52.
  • the method can also be carried out without branches 61 and / or 202.
  • 3a and 3b show the time profile of operating variables of the motor vehicle when the shift dog gear 19 is shifted up from an origin gear into a target gear. The feasibility of upshifts with the clutch closed is explained in more detail by means of these curves.
  • the time is plotted on the abscissa 80a, 80b, and a speed or a clutch status is plotted on the ordinate 81a, 81b.
  • phase of origin is still engaged in a phase A1 in FIG. 3a.
  • the drive motor 14 outputs a constant torque and the motor vehicle accelerates, so that the speed of the drive motor 14 represented by line 82a increases.
  • the vehicle driver requests an upshift using the control unit 51.
  • phase bl the drive motor 14 reduces the output torque (not shown) so that the original gear can be disengaged. This causes the speed of the drive motor to fluctuate 14 in phase bl.
  • the original gear is disengaged, so that the shift dog gear 19 is in a neutral position.
  • phase cl the speed of the drive motor 14 drops due to the engine braking effect.
  • the synchronous speed of the target gear is proportional to the speed of the motor vehicle.
  • Lines 85a and 86a show the course of the synchronous speed in two different cases. In the first case, represented by line 85a, the synchronous speed drops only slowly. This can be due, for example, to the fact that the road is slightly sloping.
  • the speed of the drive motor 14 reaches the synchronous speed, which is shown by the fact that the lines 82a and 85a meet. This enables the target gear to be engaged and the torque requested by the driver to be set.
  • the circuit is thus completed and the motor vehicle accelerates again, the speed of the drive motor 14 increases again in phase d1.
  • the clutch 12 remains closed during the entire switching process, as can be seen in the state 1 on the basis of line 88a.
  • the second case is shown using line 86a.
  • the synchronous speed drops very sharply. This can be due, for example, to the fact that the roadway rises and / or the vehicle is heavily loaded and / or the roadway surface is very soft.
  • the synchronous speed drops faster than the speed of the drive motor 14.
  • the speed of the drive motor 14 cannot reach the synchronous speed, and the target gear cannot be engaged. This means that the shift cannot be carried out with the clutch 12 closed.
  • these profiles of the rotational speeds are calculated in advance and it is checked whether the rotational speed of the drive motor 14 reaches the synchronous rotational speed or not. If this is not the case, the shift cannot be carried out with the clutch 12 closed.
  • FIG. 4 shows a flow chart of a downshift according to a second embodiment.
  • the output torque of the drive motor 14 is changed in block 91 as in a shift with a closed clutch 12, so that the original gear would have to be able to be selected.
  • the xy actuator 48a, 48b is activated to disengage the original gear. It is then checked in block 93 whether the original gear has been disengaged. Is this the If so, it is queried in the branch 94 whether the signal coming from the transmission input shaft speed sensor 108, which is stored under the variable Si in an updated manner, is correct or plausible or is present at all.
  • variable S act iv assumes the value of the variable Si in a constantly updated manner, the value of which is formed by means of the signal from the transmission input shaft speed sensor 108.
  • variable S act i v assumes the value of the variable S 2 in a constantly updated manner, the value of which is formed by means of the signal from the crankshaft speed sensor 100.
  • the circuit is performed ak tiv with the clutch in dependence on the variables in the block S 302nd
  • the process in block 95 is ended. If the test in block 93 is negative, that is to say the original gear has not been disassembled, it is checked in block 96 whether the time since actuation of the xy actuator 48a, 48b has exceeded a threshold. If this is not the case, block 93 is repeated. If the threshold is exceeded in block 96, the clutch is opened in block 97, the shift is performed with the clutch open in block 98 and the clutch is closed again in block 99. The circuit is thus also completed in block 95.
  • the time threshold mentioned in block 96 can be determined from vehicle parameters of the motor vehicle, for example the vehicle weight, and / or from operating variables of the motor vehicle, for example the rotational speed of the drive motor 14, and / or from variables which affect the environment of the vehicle Describe motor vehicle, for example, the inclination of the roadway, depending.
  • the method shown in FIG. 4 is carried out when the gear change is to be carried out with the clutch closed.
  • the previously described occurrence of an error in the signal of the transmission input shaft speed sensor 108 can be determined, for example, by comparing the signal of the crankshaft speed sensor 100 with the signal of the transmission input shaft speed sensor 108 when the clutch 12 is closed. If the two signals deviate from one another by a tolerance value, then there is an error either on the crankshaft speed sensor 100 or on the transmission input shaft speed sensor 108. A comparison of the respective signal, for example with the signal of the TDC sensor over time, makes it possible to determine whether the transmission input shaft speed sensor 108 or the crank shaft speed sensor 100 is delivering a faulty signal.
  • the occurrence of an error can also be determined without comparison with another sensor.
  • the threshold mentioned can be dependent on vehicle parameters of the motor vehicle and / or on operating variables of the motor vehicle and / or on variables which describe the environment of the motor vehicle.
  • a common control device can be provided instead of the two control devices 16, 49 for the drive motor and the switching operations. Instead of a common control device, which replaces the latter two control devices, a higher-level one can also be used Control device can be provided, which coordinates the control devices of the drive motor and the shift dog gear.
  • Such a control unit can be designed as a drivetrain manager, which converts the driver's performance requirement into an optimization based on drive motor torque - drive motor speed, gear ratio, ie gear ratio in the transmission.
  • Fig. 1 an alternative embodiment of the invention is additionally shown.
  • a hatched gearbox input shaft speed sensor 108b is provided, which does not decrease the speed of the gearbox input shaft 11 directly on the gearbox input shaft 11.
  • the speed of the middle main shaft 400 is sensed by the transmission input shaft speed sensor 108b. This speed is transmitted to the control unit 49 via a data transmission line (not shown).
  • the control unit 49 knows the current positions of the xy actuator 48a, 48b, so that the current positions of the sliding sleeves 41, 30, 31, 39 are also known to the control unit 49.
  • the control device 49 determines the speed sensed at the transmission input shaft speed sensor 108b and the known gear ratios of the two gear pairs 20a, 21a the transmission input shaft speed.
  • each gear change is carried out with the clutch engaged from the point at which an incorrect, implausible or no value is supplied by the transmission input shaft speed sensor 108 or 108b.
  • this suppression of gear changes with open clutch 12 is ended or reset.
  • this suppression of gear changes with the clutch 12 disengaged can be reset when the drive motor 14 has been switched off and then started again.
  • this suppression of gear changes with the clutch 12 disengaged can only be reset manually via a bidirectional diagnostic and / or application device.
  • a specialist from the workshop connects this diagnostic and / or application device to a diagnostic connector of the control device 49 and is shown in the display of the diagnostic device that the diagnostic device
  • Transmission input shaft speed sensor 108 or 108b delivered value is incorrect.
  • the fault can then be repaired, for example, by cleaning a plug contact or changing the transmission input shaft speed sensor 108 or 108b.
  • the fault memory is then opened by means of the bidirectional diagnostic and / or Application device emptied so that the suppression of gear changes with clutch 12 disengaged is ended or reset.
  • a shifting method can also be used in the invention in which the switching claw halves are engaged at a speed difference.
  • Such a shifting method can be carried out particularly well with a certain shifting claw geometry and is described, for example, in DE 197 17 042 C2. The content of the latter patent is hereby to be considered as included in this application.
  • a transmission brake for braking the countershaft instead of a transmission brake for braking the countershaft, other devices or control methods are also conceivable.
  • measures on the drive motor side such as a constant throttle or an exhaust gas throttle, can be used in a drive train according to the invention.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un procédé de changement de vitesses destiné à un boîte de vitesses automatique comportant un accouplement à crabots. Selon ce procédé de changement de vitesses, les vitesses sont passées avec l'embrayage principal fermé pour réduire l'usure et permettre un changement rapide des vitesses. Lorsqu'un signal d'un détecteur de régime de l'arbre d'entrée de la boîte, indispensable au procédé de changement de vitesses, génère un signal défectueux, un détecteur de la vitesse de rotation du vilebrequin prend cette fonction alors que l'embrayage principal reste fermé,.
PCT/EP2004/014079 2003-12-24 2004-12-10 Procede de changement de vitesses destine a etre utilise en cas de defaillance d'un detecteur d'une boite a crabots automatique WO2005065982A1 (fr)

Applications Claiming Priority (2)

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DE10361299A DE10361299A1 (de) 2003-12-24 2003-12-24 Schaltverfahren für ein automatisiertes Schaltklauengetriebe
DE10361299.8 2003-12-24

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EP1903262A1 (fr) * 2006-09-20 2008-03-26 Honda Motor Co., Ltd Transmission de véhicule
WO2008074616A1 (fr) * 2006-12-20 2008-06-26 Zf Friedrichshafen Ag Procédé visant à minimiser une interruption de puissance de traction lors d'actions de passage à un braquet supérieur
DE102008001686A1 (de) * 2008-05-09 2009-11-12 Zf Friedrichshafen Ag Verfahren zur Schaltsteuerung eines automatisierten Schaltgetriebes
EP2131075A2 (fr) 2008-06-03 2009-12-09 GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG Système et procédé de fonctionnement d'un engrenage à double embrayage en cas de panne d'un dispositif d'affichage du régime ou d'une liaison de bus entre des modules de commandes
WO2011103897A1 (fr) * 2010-02-27 2011-09-01 Daimler Ag Dispositif boîte de vitesse groupée
CN113203876A (zh) * 2021-05-07 2021-08-03 潍柴动力股份有限公司 一种取力器故障确定方法、装置、电子设备和存储介质

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DE102005049178A1 (de) * 2005-10-14 2007-04-19 Zf Friedrichshafen Ag Verfahren und Vorrichtung zur Steuerung eines Gangwechsels eines automatisierten Schaltgetriebes
DE102006054277A1 (de) 2006-11-17 2008-05-21 Zf Friedrichshafen Ag Verfahren zur Durchführung eines Gangwechsels eines automatisierten Schaltgetriebes
DE102013202709A1 (de) 2013-02-20 2014-08-21 Zf Friedrichshafen Ag Verfahren zum Betreiben einer Getriebevorrichtung
DE102013202710A1 (de) 2013-02-20 2014-08-21 Zf Friedrichshafen Ag Verfahren zum Betreiben einer Getriebevorrichtung
DE102013202711A1 (de) 2013-02-20 2014-08-21 Zf Friedrichshafen Ag Verfahren zum Betreiben einer Getriebevorrichtung
DE102016009694A1 (de) 2016-08-11 2018-02-15 Volkswagen Aktiengesellschaft Verfahren zur Steuerung und/oder Regelung eines Antriebsmotors bzw. Antriebssystem arbeitend nach dem zuvor genannten Verfahren

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EP0241216A2 (fr) 1986-04-07 1987-10-14 Eaton Corporation Procédé pour commander une transmission mécanique y compris détection des erreurs et tolérance relative au signal d'un capteur de vitesse
JPH01129892A (ja) 1987-11-13 1989-05-23 Matsushita Electric Ind Co Ltd 定量給水装置
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EP1903262A1 (fr) * 2006-09-20 2008-03-26 Honda Motor Co., Ltd Transmission de véhicule
US7862470B2 (en) 2006-09-20 2011-01-04 Honda Motor Co., Ltd. Vehicle transmission
WO2008074616A1 (fr) * 2006-12-20 2008-06-26 Zf Friedrichshafen Ag Procédé visant à minimiser une interruption de puissance de traction lors d'actions de passage à un braquet supérieur
DE102008001686A1 (de) * 2008-05-09 2009-11-12 Zf Friedrichshafen Ag Verfahren zur Schaltsteuerung eines automatisierten Schaltgetriebes
CN102016360A (zh) * 2008-05-09 2011-04-13 Zf腓德烈斯哈芬股份公司 自动化换档变速器的换档控制的方法
US8668622B2 (en) 2008-05-09 2014-03-11 Zf Friedrichshafen Ag Shift control method in an automated manual transmission
EP2131075A2 (fr) 2008-06-03 2009-12-09 GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG Système et procédé de fonctionnement d'un engrenage à double embrayage en cas de panne d'un dispositif d'affichage du régime ou d'une liaison de bus entre des modules de commandes
DE102008027675A1 (de) * 2008-06-03 2009-12-10 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg System und Verfahren zum Betreiben eines Doppelkupplungsgetriebes bei Ausfall eines Motordrehzahlgebers oder einer Busverbindung zwischen Steuermodulen
US8565986B2 (en) 2008-06-03 2013-10-22 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg System and method for operating a dual clutch transmission during failure of an engine speed sensor or a bus connection between control modules
WO2011103897A1 (fr) * 2010-02-27 2011-09-01 Daimler Ag Dispositif boîte de vitesse groupée
CN113203876A (zh) * 2021-05-07 2021-08-03 潍柴动力股份有限公司 一种取力器故障确定方法、装置、电子设备和存储介质

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