WO2005065984A1 - Device comprising a unit for actuating a continuously variable motor vehicle transmission - Google Patents

Device comprising a unit for actuating a continuously variable motor vehicle transmission Download PDF

Info

Publication number
WO2005065984A1
WO2005065984A1 PCT/EP2004/013264 EP2004013264W WO2005065984A1 WO 2005065984 A1 WO2005065984 A1 WO 2005065984A1 EP 2004013264 W EP2004013264 W EP 2004013264W WO 2005065984 A1 WO2005065984 A1 WO 2005065984A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor vehicle
unit
continuously variable
vehicle transmission
compensation function
Prior art date
Application number
PCT/EP2004/013264
Other languages
German (de)
French (fr)
Inventor
Jochen Strenkert
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 WO2005065984A1 publication Critical patent/WO2005065984A1/en

Links

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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • 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
    • B60W10/101—Infinitely variable 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
    • 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
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • 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
    • F16H61/66—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 specially adapted for continuously variable gearings
    • 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
    • F16H61/66—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 specially adapted for continuously variable gearings
    • F16H61/662—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 specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66254—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 specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling

Definitions

  • the invention relates to a device with a unit for actuating a continuously variable motor vehicle transmission according to the preamble of claim 1.
  • DE 198 28 603 AI discloses a device with a control unit for actuating a continuously variable motor vehicle transmission during a gear change process and for actuating a motor vehicle engine.
  • a program with a compensation function is implemented in the unit, which is provided to compensate an acceleration torque from a drive train of a motor vehicle comprising the device by means of a complementary change in an engine torque.
  • the invention has for its object to provide a generic device, by means of which a particularly comfortable and jerk-free translation change process can be implemented.
  • the object is achieved by the features of claim 1.
  • Advantageous refinements of the invention result from the subclaims.
  • the invention is based on a device having a unit which is provided for actuating a continuously variable motor vehicle transmission and a motor vehicle engine during a gear change process, the unit having a compensation function which is used to at least partially compensate an acceleration torque from a drive train by means of a complementary change in a Motor torque is provided.
  • the unit be provided to anticipatively compensate for the acceleration torque and to take into account a signal sequence behavior of the continuously variable motor vehicle transmission. It can advantageously be avoided that a portion of the acceleration torque of the drive train is transmitted without compensation to drive wheels of a motor vehicle comprising the device due to a deceleration caused by the signal sequence behavior and leads to an uncomfortable, jerky positive or negative acceleration of the motor vehicle.
  • a particularly good coordination between the actuation of the stepless motor vehicle transmission and the actuation of the motor vehicle engine can be achieved by the forward-looking consideration of the signal sequence behavior.
  • the acceleration torque is based on angular momentum changes in the drive train during the gear change process, which are transmitted to the drive wheels of the motor vehicle.
  • the unit can directly control and / or regulate the continuously variable motor vehicle transmission and the motor vehicle engine, or else give corresponding signals to sub-units for controlling and / or regulating the motor vehicle transmission and / or the motor vehicle engine, the sub-units being embodied in one piece or in multiple pieces with the unit can.
  • “intended” should also be understood to mean “designed” and “equipped”.
  • the unit can model the signal sequence behavior of the continuously variable motor vehicle transmission or the motor vehicle engine and the inertial masses coupled to it particularly reliably by means of a filter function.
  • This filter function can be provided by a low-pass function or another filter function which appears useful to the person skilled in the art and which can also be determined empirically. It is also conceivable that the unit is provided to take into account the signal sequence behavior of the motor vehicle engine and / or differences between the signal sequence behavior of the continuously variable motor vehicle transmission and the motor vehicle engine.
  • a particularly high degree of synchronicity can be achieved if the unit is provided to take control time differences between the continuously variable motor vehicle transmission and motor vehicle engine into account. This can advantageously be achieved simply by a delay element in a signal line or by a delay function in a signal processing device of the unit.
  • the unit has a switching function for adapting to different motor vehicle engines, a universally applicable device can advantageously be achieved.
  • the possibility of using the device in vehicles with different motor vehicle engines can result in potential cost savings.
  • An adaptation of the filter function and / or a stored regulating time of the motor vehicle engine as well as an adaptation of the choice of input and / or output variables of the compensation function to the motor vehicle engine is conceivable.
  • the unit is intended to deactivate the compensation function when a frictional connection between the motor vehicle engine and the drive wheels is interrupted, a reasonless change in the engine torque can advantageously be avoided.
  • the frictional connection can be interrupted both between the motor vehicle engine and the continuously variable motor vehicle transmission and, in the case of a motor vehicle transmission that can advantageously be uncoupled on the output side, between the motor vehicle transmission and the drive wheels of the motor vehicle.
  • the unit has a switching function for the external deactivation of the compensation function, it can advantageously be achieved that the compensation function can be used particularly flexibly. A collision with other operating modes of the motor vehicle can advantageously be avoided.
  • the unit is intended to deactivate the compensation function when the acceleration torque falls below a threshold value, it can advantageously be avoided that the compensation function is only activated when the acceleration torque changes, in which a noticeable increase in comfort can be achieved by the compensation function.
  • the compensation function can advantageously be disregarded when providing a torque reserve when the motor vehicle engine is operating. Economical operation of the motor vehicle engine can be achieved. Further advantages result from the description of the figures.
  • the drawing represents an embodiment of the invention. The claims, the description and the drawing contain several features in combination. The person skilled in the art will also consider these individually and combine them into further useful combinations.
  • FIG. 3 shows a flowchart for a moment calculation block of the compensation function from FIG. 2,
  • Fig. 6 shows a time course of an engine torque, an acceleration torque, a target speed and an actual speed.
  • FIG. 1 shows a motor vehicle 19 with a continuously variable motor vehicle transmission 11, a motor vehicle engine 12 and with a unit 10 for actuating the motor vehicle transmission 11 and the motor vehicle engine 12.
  • the motor vehicle engine 12 drives front drive wheels 16 of the motor vehicle 19 via a drive train 13.
  • the motor vehicle engine 12 comprises a control and regulating unit 21, which increases or reduces an engine torque M m of the motor vehicle engine 12 to a signal from the unit 10, which is transmitted via a signal line 20.
  • the signal line 20 is part of a CAN bus of the motor vehicle 19, via which the inputs Unit 10 and the control and regulating unit 21 of the motor vehicle 19 have access to all parameters recorded and stored in the motor vehicle 19.
  • the continuously variable motor vehicle transmission 11 is arranged between two clutches 22, 23, which shield the continuously variable motor vehicle transmission 11 on the drive side and on the drive side from damage caused by strong torque pulses.
  • the unit 10 executes a control program that includes a compensation function 15 (FIG. 2), which is provided for the forward-looking compensation of an acceleration torque M b from the drive train 13 by means of a complementary change in the engine torque M m .
  • the compensation function 15 is composed of a torque calculation block 24, an activation and deactivation block 25 and an engine control block 26.
  • Input variables of the compensation function 15 are setpoint speeds of the input and output shafts of the continuously variable motor vehicle transmission 11 which are controlled by the unit 10 and the associated speed gradients.
  • An output variable of the compensation function 15 is an engine torque M m , which signals the unit 10 via the signal line 20 of the control and regulating unit 21 of the motor vehicle engine 12.
  • the unit 10 adjusts the compensation function 15 in a switching function 14 to the motor vehicle engine 12 of the motor vehicle 19. This is done by selecting a suitable speed ⁇ . If a diesel engine is present, the unit 10 selects a primary speed ⁇ p as the speed ⁇ , if a gasoline engine is present, the unit 10 selects a turbine speed ⁇ which is less strongly ahead of a system dynamic than the primary speed ⁇ p on a converter. The unit 10 processes then the speed ⁇ in a filter function 18.
  • the unit 10 first forms a derivative ⁇ of the speed ⁇ after the time t, filters the derivative ⁇ 'through a low-pass filter with an applicable cut-off frequency and gives the filtered derivative ⁇ x by a control time difference ⁇ decelerates again.
  • the control time difference ⁇ is adjustable and is intended to compensate for the control time difference ⁇ between the stepless motor vehicle transmission 11 and the motor vehicle engine 12.
  • the unit 10 models a signal sequence behavior of the continuously variable motor vehicle transmission 11 or of the components coupled to it.
  • a multiplication step 27 multiplies the
  • Unit 10 the filtered and delayed derivative ⁇ ⁇ of the speed ⁇ with an applicable moment of inertia J, which is effectively composed of different moments of inertia of rotating parts of the drive train 13 involved in the speed change.
  • the unit 10 limits the result of the multiplication step 27 in a restriction step 28 and gives it as an estimate for an expected acceleration torque Mb of the drive train 13 due to the speed change.
  • the unit 10 checks whether all necessary and sufficient conditions 17, 29 - 33 for activating the compensation function 15 have been met. In condition 29, the unit 10 checks whether the acceleration torque M b determined in the torque calculation block 24 is negative. Condition 29 is false if it is. Then the controlled gear change process is designed to increase the speed ⁇ and the compensation function 15 is deactivated. fourth. In condition 30, the unit 10 checks whether there is a frictional connection between the continuously variable motor vehicle transmission 11 and the motor vehicle engine 12. This is the case when the clutch 23 designed as a lock-up clutch is in a slip-controlled state. In condition 31, the unit 10 checks whether the continuously variable motor vehicle transmission 11 is in a forward configuration.
  • Condition 32 checks whether a driver has activated a manual switching function 17, by means of which the compensation function 15 can be deactivated externally.
  • the unit 10 activates the compensation function 15 in a decision step 35, if it is not already activated and sets an activation bit to 1. If the condition 33 or that in the summarization step 34 Checked condition incorrectly, the unit 10 deactivates the compensation function 15 if it is activated and sets the activation bit to 0 in decision step 35.
  • the unit 10 summarizes the results of the torque calculation block 24 and the activation and deactivation block 25. Did the act If the bit is 1, unit 10 generates a control signal, which it transmits via signal line 20 to control and regulating unit 21 of motor vehicle engine 12. In this case, the control signal encodes the engine torque M m + ⁇ M to be controlled taking into account the control time of the motor vehicle engine 12 in order to predictively compensate for the expected acceleration torque M b .
  • FIG. 5 shows, in a first diagram, the time course of a target speed ⁇ so u controlled by the unit 10 on the continuously variable motor vehicle transmission 11 during a gear change process from a smaller translation to a larger translation and from a larger speed ⁇ to a lower speed ⁇ .
  • the dashed line represents an actual rotational speed Di s modified by the signal sequence behavior of a continuously variable motor vehicle transmission 11, which is delayed by the control time difference ⁇ .
  • FIG. 5 shows the time course of the acceleration torque M b and the motor torque M m controlled by the unit 10 on the motor vehicle engine 12 to compensate for the acceleration torque M b .
  • the regulating time for regulating the engine torque M m is negligible in this exemplary embodiment.
  • the acceleration torque M b is proportional to the derivation of the actual speed ⁇ i st after the time t.
  • the engine torque M m is reduced during the gear change process by the acceleration torque Mb, which is approximately determined by the unit 10 through the filter function 18, so that a total torque transmitted to the drive wheels 16 is approximately constant during the gear change process.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

The invention relates to a device comprising a unit (10) used to actuate a continuously variable motor vehicle transmission (11) and a motor vehicle motor (12) during a gear ratio change. Said unit (10) comprises a compensation function (15) for at least partially compensating an acceleration torque (Mb) from a drive train (13) by means of a complementary variation (?M) of a motor torque (Mm). According to the invention, the unit (10) is also used to prematurely compensate the acceleration torque (Mb) and to take into account the signal monitoring behaviour of the continuously variable motor vehicle transmission (11).

Description

Vorrichtung mit einer Einheit zum Betätigen eines stufenlosen KraftfahrzeuggetriebesDevice with a unit for actuating a continuously variable motor vehicle transmission
Die Erfindung betrifft eine Vorrichtung mit einer Einheit zum Betätigen eines stufenlosen Kraftfahrzeuggetriebes nach dem Oberbegriff des Anspruchs 1.The invention relates to a device with a unit for actuating a continuously variable motor vehicle transmission according to the preamble of claim 1.
Aus der DE 198 28 603 AI ist eine Vorrichtung mit einer Steuereinheit zum Betätigen eines stufenlosen Kraftfahrzeuggetriebes während eines Ubersetzungsanderungsvorgangs und zum Betätigen eines Kraftfahrzeugmotors bekannt. In der Einheit ist ein Programm mit einer Kompensationsfunktion implementiert, die zur Kompensation eines Beschleunigungs- moments aus einem Antriebsstrang eines die Vorrichtung umfassenden Kraftfahrzeugs mittels einer komplementären Veränderung eines Motormoments vorgesehen ist.DE 198 28 603 AI discloses a device with a control unit for actuating a continuously variable motor vehicle transmission during a gear change process and for actuating a motor vehicle engine. A program with a compensation function is implemented in the unit, which is provided to compensate an acceleration torque from a drive train of a motor vehicle comprising the device by means of a complementary change in an engine torque.
Der Erfindung liegt die Aufgabe zugrunde, eine gattungsgemäße Vorrichtung bereitzustellen, mittels der ein besonders komfortabler und ruckfreier Übersetzungsänderungsvorgang realisierbar ist.The invention has for its object to provide a generic device, by means of which a particularly comfortable and jerk-free translation change process can be implemented.
Die Aufgabe wird gelöst durch die Merkmale des Anspruchs 1. Vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen. Die Erfindung geht aus von einer Vorrichtung mit einer Einheit, die zum Betätigen eines stufenlosen Kraftfahrzeugge- triebes und eines Kraftfahrzeugmotors während eines Ubersetzungsanderungsvorgangs vorgesehen ist, wobei die Einheit eine Kompensationsfunktion aufweist, die zur zumindest teilweisen Kompensation eines Beschleunigungsmoments aus einem Antriebsstrang mittels einer komplementären Veränderung eines Motormoments vorgesehen ist .The object is achieved by the features of claim 1. Advantageous refinements of the invention result from the subclaims. The invention is based on a device having a unit which is provided for actuating a continuously variable motor vehicle transmission and a motor vehicle engine during a gear change process, the unit having a compensation function which is used to at least partially compensate an acceleration torque from a drive train by means of a complementary change in a Motor torque is provided.
Es wird vorgeschlagen, dass die Einheit dazu vorgesehen ist, das Beschleunigungsmoment vorausschauend zu kompensieren und ein Signalfolgeverhalten des stufenlosen Kraftfahrzeuggetriebes zu berücksichtigen. Es kann vorteilhaft vermieden werden, dass ein Anteil des Beschleunigungsmoments des Antriebsstrangs durch eine durch das Signalfolgeverhalten bedingte Verzögerung unkompensiert auf Antriebsräder eines die Vorrichtung umfassenden Kraftfahrzeugs übertragen wird und zu einer unkomfortablen, ruckartigen positiven o- der negativen Beschleunigung des Kraftfahrzeugs führt. Durch die vorausschauende Berücksichtigung des Signalfolgeverhaltens kann eine besonders gute Abstimmung zwischen der Betätigung des stufenlosen Kraftfahrzeuggetriebes und der Betätigung des Kraftfahrzeugmotors erreicht werden.It is proposed that the unit be provided to anticipatively compensate for the acceleration torque and to take into account a signal sequence behavior of the continuously variable motor vehicle transmission. It can advantageously be avoided that a portion of the acceleration torque of the drive train is transmitted without compensation to drive wheels of a motor vehicle comprising the device due to a deceleration caused by the signal sequence behavior and leads to an uncomfortable, jerky positive or negative acceleration of the motor vehicle. A particularly good coordination between the actuation of the stepless motor vehicle transmission and the actuation of the motor vehicle engine can be achieved by the forward-looking consideration of the signal sequence behavior.
Das Beschleunigungsmoment ist dabei durch Drehimpulsänderungen im Antriebsstrang während des Ubersetzungsanderungsvorgangs begründet, die sich auf die Antriebsräder des Kraftfahrzeugs übertragen. Die Einheit kann das stufenlose Kraftfahrzeuggetriebe und den Kraftfahrzeugmotor unmittelbar steuern und/oder regeln oder aber zum Betätigen entsprechende Signale an Untereinheiten zum Steuern und/oder Regeln des Kraftfahrzeuggetriebes und/oder des Kraftfahrzeugmotors geben, wobei die Untereinheiten einstückig oder mehrstückig' mit der Einheit ausgeführt sein können. Unter „vorgesehen" soll in diesem Zusammenhang auch „ausgelegt" und „ausgestattet" verstanden werden.The acceleration torque is based on angular momentum changes in the drive train during the gear change process, which are transmitted to the drive wheels of the motor vehicle. The unit can directly control and / or regulate the continuously variable motor vehicle transmission and the motor vehicle engine, or else give corresponding signals to sub-units for controlling and / or regulating the motor vehicle transmission and / or the motor vehicle engine, the sub-units being embodied in one piece or in multiple pieces with the unit can. Under In this context, “intended” should also be understood to mean “designed” and “equipped”.
Dabei kann die Einheit das Signalfolgeverhalten des stufenlosen Kraftfahrzeuggetriebes bzw. des Kraftfahrzeugmotors und der daran gekoppelten trägen Massen besonders zuverlässig durch eine Filterfunktion modellieren. Diese Filterfunktion kann durch eine Tiefpassfunktion oder eine andere, dem Fachmann als sinnvoll erscheinende Filterfunktion gegeben sein, die auch empirisch bestimmt sein kann. Ferner ist denkbar, dass die Einheit dazu vorgesehen ist, das Signal- folgeverhalten des Kraftfahrzeugmotors und/oder Unterschiede zwischen dem Signalfolgeverhalten des stufenlosen Kraftfahrzeuggetriebes und des Kraftf hrzeugmotors zu berücksichtigen.The unit can model the signal sequence behavior of the continuously variable motor vehicle transmission or the motor vehicle engine and the inertial masses coupled to it particularly reliably by means of a filter function. This filter function can be provided by a low-pass function or another filter function which appears useful to the person skilled in the art and which can also be determined empirically. It is also conceivable that the unit is provided to take into account the signal sequence behavior of the motor vehicle engine and / or differences between the signal sequence behavior of the continuously variable motor vehicle transmission and the motor vehicle engine.
Eine besonders hohe Synchronizität kann erreicht werden, wenn die Einheit dazu vorgesehen ist, Regelzeitunterschiede zwischen stufenlosem Kraftfahrzeuggetriebe und Kraftfahrzeugmotor zu berücksichtigen. Dies kann vorteilhaft einfach durch ein Verzögerungsglied in einer Signalleitung oder durch eine Verzögerungsfunktion in einer Signalverarbeitungsvorrichtung der Einheit erreicht werden.A particularly high degree of synchronicity can be achieved if the unit is provided to take control time differences between the continuously variable motor vehicle transmission and motor vehicle engine into account. This can advantageously be achieved simply by a delay element in a signal line or by a delay function in a signal processing device of the unit.
Weist die Einheit eine Schaltfunktion zur Anpassung an unterschiedliche Kraftfahrzeugmotoren auf, kann vorteilhaft eine universell einsetzbare Vorrichtung erreicht werden. Aus der Einsetzbarkeit der Vorrichtung in Fahrzeugen mit verschiedenen Kraftfahrzeugmotoren können sich Kosteneinsparungspotentiale ergeben. Dabei ist sowohl eine Anpassung der Filterfunktion und/oder einer gespeicherten Regelzeit des Kraftfahrzeugmotors als auch eine Anpassung der Wahl von Eingangs- und/oder Ausgangsgrößen der Kompensations- funktion an den Kraftfahrzeugmotor denkbar. Ist die Einheit dazu vorgesehen, die Kompensationsfunktion zu deaktivieren, wenn ein Kraftschluss zwischen dem Kraftfahrzeugmotor und den Antriebsrädern unterbrochen ist, kann ein grundloses Verändern des Motormoments vorteilhaft vermieden werden. Dabei kann der Kraftschluss sowohl zwischen dem Kraftfahrzeugmotor und dem stufenlosen Kraftfahrzeuggetriebe als auch, im Fall eines vorteilhaft abtriebsseitig abkuppelbaren Kraftfahrzeuggetriebes, zwischen dem Kraft- fahrzeuggetriebe und den Antriebsrädern des Kraftfahrzeugs unterbrochen sein.If the unit has a switching function for adapting to different motor vehicle engines, a universally applicable device can advantageously be achieved. The possibility of using the device in vehicles with different motor vehicle engines can result in potential cost savings. An adaptation of the filter function and / or a stored regulating time of the motor vehicle engine as well as an adaptation of the choice of input and / or output variables of the compensation function to the motor vehicle engine is conceivable. If the unit is intended to deactivate the compensation function when a frictional connection between the motor vehicle engine and the drive wheels is interrupted, a reasonless change in the engine torque can advantageously be avoided. The frictional connection can be interrupted both between the motor vehicle engine and the continuously variable motor vehicle transmission and, in the case of a motor vehicle transmission that can advantageously be uncoupled on the output side, between the motor vehicle transmission and the drive wheels of the motor vehicle.
Weist die Einheit eine Schaltfunktion zum externen Deaktivieren der Kompensationsfunktion auf, kann vorteilhaft erreicht werden, dass die Kompensationsfunktion besonders flexibel einsetzbar ist. Eine Kollision mit anderen Betriebsmodi des Kraftfahrzeugs kann vorteilhaft vermieden werden.If the unit has a switching function for the external deactivation of the compensation function, it can advantageously be achieved that the compensation function can be used particularly flexibly. A collision with other operating modes of the motor vehicle can advantageously be avoided.
Ist die Einheit dazu vorgesehen, die Kompensationsfunktion zu deaktivieren, wenn das Beschleunigungsmoment einen Schwellenwert unterschreitet, kann vorteilhaft vermieden werden, dass die Kompensationsfunktion nur bei Änderungen des Beschleunigungsmoments aktiviert ist, bei denen ein merklicher Komfortgewinn durch die Kompensationsfunktion erreichbar ist.If the unit is intended to deactivate the compensation function when the acceleration torque falls below a threshold value, it can advantageously be avoided that the compensation function is only activated when the acceleration torque changes, in which a noticeable increase in comfort can be achieved by the compensation function.
Ist die Einheit dazu vorgesehen, die Kompensationsfunktion zu deaktivieren, wenn der Übersetzungsänderungsvorgang zu einem Erhöhen einer Drehzahl ausgelegt ist, kann die Kompensationsfunktion beim Bereitstellen einer Momentenreserve beim Betrieb des Kraftfahrzeugmotors vorteilhaft unberücksichtigt bleiben. Ein sparsamer Betrieb des Kraftfahrzeugmotors kann erreicht werden. Weitere Vorteile ergeben sich aus der Figurenbeschreibung. Die Zeichnung stellt ein Ausführungsbeispiel der Erfindung dar. Die Ansprüche, die Beschreibung und die Zeichnung enthalten mehrere Merkmale in Kombination. Der Fachmann wird diese auch einzeln betrachten und zu zweckmäßigen weiteren Kombinationen zusammenfassen.If the unit is intended to deactivate the compensation function when the transmission change process is designed to increase a rotational speed, the compensation function can advantageously be disregarded when providing a torque reserve when the motor vehicle engine is operating. Economical operation of the motor vehicle engine can be achieved. Further advantages result from the description of the figures. The drawing represents an embodiment of the invention. The claims, the description and the drawing contain several features in combination. The person skilled in the art will also consider these individually and combine them into further useful combinations.
Dabei zeigen:Show:
Fig. 1 Ein Kraftfahrzeug mit einem stufenlosen Kraftfahrzeuggetriebe, einem Kraftfahrzeugmotor und einer Einheit zum Betätigen derselben,1 a motor vehicle with a continuously variable motor vehicle transmission, a motor vehicle engine and a unit for actuating the same,
Fig. 2 ein Ablaufdiagramm zu einer Kompensationsfunktion der Einheit,2 shows a flowchart for a compensation function of the unit,
Fig. 3 ein Ablaufdiagramm zu einem Momentberechnungs- block der Kompensationsfunktion aus Figur 2,3 shows a flowchart for a moment calculation block of the compensation function from FIG. 2,
Fig. 4 ein Ablaufdiagramm zu einem Aktivierungs- und De- aktivierungsblock der Kompensationsfunktion,4 shows a flowchart for an activation and deactivation block of the compensation function,
Fig. 5 ein Ablaufdiagramm zu einem Signalaufbereitungs- block der Kompensationsfunktion und5 shows a flow chart for a signal processing block of the compensation function and
Fig. 6 einen zeitlichen Verlauf eines Motormoments, eines Beschleunigungsmoments, einer Soll-Drehzahl und einer Ist-Drehzahl.Fig. 6 shows a time course of an engine torque, an acceleration torque, a target speed and an actual speed.
Figur 1 zeigt ein Kraftfahrzeug 19 mit einem stufenlosen Kraftfahrzeuggetriebe 11, einem Kraftfahrzeugmotor 12 und mit einer Einheit 10 zum Betätigen des Kraftfahrzeuggetriebes 11 und des Kraftfahrzeugmotors 12. Der Kraftf hrzeugmotor 12 treibt über einen Antriebsstrang 13 vordere Antriebsräder 16 des Kraftfahrzeugs 19 an. Der Kraftfahrzeugmotor 12 umfasst eine Steuer- und Regeleinheit 21, die auf ein Signal der Einheit 10, das über eine Signalleitung 20 übermittelt wird, ein Motormoment Mm des Kraftf hrzeugmotors 12 erhöht oder reduziert. Die Signalleitung 20 ist Teil eines CAN-Bus des Kraftfahrzeugs 19, über den die Ein- heit 10 und die Steuer- und Regeleinheit 21 des Kraftfahrzeugs 19 Zugriff auf alle im Kraftfahrzeug 19 erfassten und gespeicherten Kenngrößen haben. Im Antriebsstrang 13 ist das stufenlose Kraftfahrzeuggetriebe 11 zwischen zwei Kupplungen 22, 23 angeordnet, die das stufenlose Kraftfahrzeuggetriebe 11 antriebsseitig und abtriebsseitig vor Beschädigungen durch starke Drehmomentimpulse abschirmen.FIG. 1 shows a motor vehicle 19 with a continuously variable motor vehicle transmission 11, a motor vehicle engine 12 and with a unit 10 for actuating the motor vehicle transmission 11 and the motor vehicle engine 12. The motor vehicle engine 12 drives front drive wheels 16 of the motor vehicle 19 via a drive train 13. The motor vehicle engine 12 comprises a control and regulating unit 21, which increases or reduces an engine torque M m of the motor vehicle engine 12 to a signal from the unit 10, which is transmitted via a signal line 20. The signal line 20 is part of a CAN bus of the motor vehicle 19, via which the inputs Unit 10 and the control and regulating unit 21 of the motor vehicle 19 have access to all parameters recorded and stored in the motor vehicle 19. In the drive train 13, the continuously variable motor vehicle transmission 11 is arranged between two clutches 22, 23, which shield the continuously variable motor vehicle transmission 11 on the drive side and on the drive side from damage caused by strong torque pulses.
Die Einheit 10 führt im Betrieb ein Steuerprogramm aus, das eine Kompensationsfunktion 15 umfasst (Fig. 2) , welche zur vorausschauenden Kompensation eines Beschleunigungsmoments Mb aus dem Antriebsstrang 13 mittels einer komplementären Veränderung des Motormoments Mm vorgesehen ist. Die Kompensationsfunktion 15 setzt sich aus einem Momentberechnungs- block 24, einem Aktivierungs- und Deaktivierungsblock 25 und aus einem Motoransteuerungsblock 26 zusammen. Eingangsgrößen der Kompensationsfunktion 15 sind von der Einheit 10 angesteuerte Soll-Drehzahlen der Eingangs- und Ausgangswelle des stufenlosen Kraftfahrzeuggetriebes 11 sowie die zugehörigen Drehzahlgradienten. Eine Ausgangsgröße der Kompensationsfunktion 15 ist ein Motordrehmoment Mm, welches die Einheit 10 über die Signalleitung 20 der Steuer- und Regeleinheit 21 des Kraftfahrzeugmotors 12 signalisiert.During operation, the unit 10 executes a control program that includes a compensation function 15 (FIG. 2), which is provided for the forward-looking compensation of an acceleration torque M b from the drive train 13 by means of a complementary change in the engine torque M m . The compensation function 15 is composed of a torque calculation block 24, an activation and deactivation block 25 and an engine control block 26. Input variables of the compensation function 15 are setpoint speeds of the input and output shafts of the continuously variable motor vehicle transmission 11 which are controlled by the unit 10 and the associated speed gradients. An output variable of the compensation function 15 is an engine torque M m , which signals the unit 10 via the signal line 20 of the control and regulating unit 21 of the motor vehicle engine 12.
Im Momentberechnungsblock 24 passt die Einheit 10 die Kompensationsfunktion 15 in einer Schaltfunktion 14 an den Kraftfahrzeugmotor 12 des Kraftfahrzeugs 19 an. Dies geschieht durch eine Auswahl einer geeigneten Drehzahl ω. Liegt ein Dieselmotor vor, wählt die Einheit 10 eine Primärdrehzahl ωp als Drehzahl ω, liegt ein Benzinmotor vor, wählt die Einheit 10 eine im Vergleich zur Primärdrehzahl ωp einer Systemdynamik weniger stark vorauseilende Turbinendrehzahl ω an einem Wandler. Die Einheit 10 verarbeitet anschließend die Drehzahl ω in einer Filterfunktion 18. In der Filterfunktion 18 bildet die Einheit 10 zunächst eine Ableitung ω der Drehzahl ω nach der Zeit t, filtert die Ableitung ω' durch einen Tiefpassfilter mit applizierbarer Grenzfrequenz und gibt die gefilterte Ableitung ωx um einen Regelzeitunterschied τ verzögert wieder aus. Der Regelzeitunterschied τ ist einstellbar und ist dazu vorgesehen, den RegelZeitunterschied τ zwischen stufenlosem Kraftfahrzeuggetriebe 11 und Kraftfahrzeugmotor 12 zu kompensieren. Durch den Tiefpassfilter und die Verzögerung modelliert die Einheit 10 ein Signalfolgeverhalten des stufenlosen Kraftfahrzeuggetriebes 11 bzw. der mit diesem gekoppelten Bauteile. In einem Multiplikationsschritt 27 multipliziert dieIn the moment calculation block 24, the unit 10 adjusts the compensation function 15 in a switching function 14 to the motor vehicle engine 12 of the motor vehicle 19. This is done by selecting a suitable speed ω. If a diesel engine is present, the unit 10 selects a primary speed ω p as the speed ω, if a gasoline engine is present, the unit 10 selects a turbine speed ω which is less strongly ahead of a system dynamic than the primary speed ω p on a converter. The unit 10 processes then the speed ω in a filter function 18. In the filter function 18, the unit 10 first forms a derivative ω of the speed ω after the time t, filters the derivative ω 'through a low-pass filter with an applicable cut-off frequency and gives the filtered derivative ω x by a control time difference τ decelerates again. The control time difference τ is adjustable and is intended to compensate for the control time difference τ between the stepless motor vehicle transmission 11 and the motor vehicle engine 12. By means of the low-pass filter and the delay, the unit 10 models a signal sequence behavior of the continuously variable motor vehicle transmission 11 or of the components coupled to it. In a multiplication step 27 multiplies the
Einheit 10 die gefilterte und verzögerte Ableitung ωλ der Drehzahl ω mit einem applizierbaren Trägheitsmoment J, welches sich effektiv aus verschiedenen Trägheitsmomenten von an der Drehzahländerung beteiligten rotierenden Teilen des Antriebsstrangs 13 zusammensetzt. Die Einheit 10 beschränkt das Ergebnis des Multiplikationsschritts 27 in einem Besehränkungsschritt 28 und gibt es als Abschätzung für ein zu erwartendes, durch die Drehzahländerung bedingtes Beschleunigungsmoment Mb des Antriebsstrangs 13.Unit 10 the filtered and delayed derivative ω λ of the speed ω with an applicable moment of inertia J, which is effectively composed of different moments of inertia of rotating parts of the drive train 13 involved in the speed change. The unit 10 limits the result of the multiplication step 27 in a restriction step 28 and gives it as an estimate for an expected acceleration torque Mb of the drive train 13 due to the speed change.
Im Aktivierungs- und Deaktivierungsblock 25 (Fig. 4) überprüft die Einheit 10, ob alle notwendigen und hinreichenden Bedingungen 17, 29 - 33 zur Aktivierung der Kompensations- funktion 15 erfüllt sind. In der Bedingung 29 überprüft die Einheit 10, ob das im Momentberechnungsblock 24 ermittelte Beschleunigungsmoment Mb negativ ist. Die Bedingung 29 ist unwahr, wenn dies der Fall ist. Dann ist der angesteuerte Übersetzungsänderungsvorgang zu einem Erhöhen der Drehzahl ω ausgelegt und die Kompensationsfunktion 15 ist deakti- viert. In der Bedingung 30 überprüft die Einheit 10, ob ein Kraftschluss zwischen dem stufenlosen Kraftfahrzeuggetriebe 11 und dem Kraftfahrzeugmotor 12 besteht. Dies ist der Fall, wenn die als Überbrückungskupplung ausgebildete Kupplung 23 sich in einem schlupfgeregelten Zustand befindet. In der Bedingung 31 überprüft die Einheit 10, ob sich das stufenlose Kraftfahrzeuggetriebe 11 in einer Vorwärtskonfiguration befindet. Ist dies der Fall, ist die Kupplung 22 geschlossen und ein Kraftschluss zwischen dem stufenlosen Kraftfahrzeuggetriebe 11 und den Antriebsrädern 16 des Kraftfahrzeugs 19 besteht. In der Bedingung 32 wird überprüft, ob ein Fahrer eine manuelle Schaltfunktion 17 aktiviert hat, mittels der ein externes Deaktivieren der Kompensationsfunktion 15 möglich ist. Die Bedingungen 29 - 32 stellen eine Grundbedingung dar, die in einem Zusammenfassungsschritt 34 überprüft wird und eine notwendige Bedingung zur Aktivierung der Kompensationsfunktion 15 darstellt. Eine hinreichende Bedingung 33 ist wahr, wenn eine komplementäre Veränderung δM = - M des Motormoments Mm/ die zur Kompensation des Beschleunigungsmoments Mb notwendig ist, einen negativen Schwellenwert Mmin unterschreitet. Sind die Grundbedingung aus dem Zusammenfassungsschritt 34 und die notwendige Bedingung 33 wahr, aktiviert die Einheit 10 in einem Entscheidungsschritt 35 die Kompensationsfunk- tion 15, falls sie nicht schon aktiviert ist und setzt ein Aktivierungsbit auf 1. Ist die Bedingung 33 oder die im Zusammenfassungsschritt 34 überprüfte Bedingung falsch, deaktiviert die Einheit 10 die Kompensationsfunktion 15, falls sie aktiviert ist und setzt das Aktivierungsbit im Entscheidungsschritt 35 auf 0.In the activation and deactivation block 25 (FIG. 4), the unit 10 checks whether all necessary and sufficient conditions 17, 29 - 33 for activating the compensation function 15 have been met. In condition 29, the unit 10 checks whether the acceleration torque M b determined in the torque calculation block 24 is negative. Condition 29 is false if it is. Then the controlled gear change process is designed to increase the speed ω and the compensation function 15 is deactivated. fourth. In condition 30, the unit 10 checks whether there is a frictional connection between the continuously variable motor vehicle transmission 11 and the motor vehicle engine 12. This is the case when the clutch 23 designed as a lock-up clutch is in a slip-controlled state. In condition 31, the unit 10 checks whether the continuously variable motor vehicle transmission 11 is in a forward configuration. If this is the case, the clutch 22 is closed and there is a frictional connection between the continuously variable motor vehicle transmission 11 and the drive wheels 16 of the motor vehicle 19. Condition 32 checks whether a driver has activated a manual switching function 17, by means of which the compensation function 15 can be deactivated externally. Conditions 29-32 represent a basic condition that is checked in a summarizing step 34 and represents a necessary condition for activating the compensation function 15. A sufficient condition 33 is true if a complementary change .delta..sub.M = - M of the motor torque M m / b to compensate for the acceleration of the torque M is necessary, a negative threshold value M m i n below. If the basic condition from the summarization step 34 and the necessary condition 33 are true, the unit 10 activates the compensation function 15 in a decision step 35, if it is not already activated and sets an activation bit to 1. If the condition 33 or that in the summarization step 34 Checked condition incorrectly, the unit 10 deactivates the compensation function 15 if it is activated and sets the activation bit to 0 in decision step 35.
Im Motoransteuerungsblock 26 fasst die Einheit 10 die Ergebnisse des Momentberechnungsblocks 24 und des Aktivie- rungs- und Deaktivierungsblocks 25 zusammen. Hat das Akti- vierungsbit den Wert 1, generiert die Einheit 10 ein Steuersignal, welches sie über die Signalleitung 20 an die Steuer- und Regeleinheit 21 des Kraftfahrzeugmotors 12 ü- bermittelt . Dabei kodiert das Steuersignal das unter Berücksichtigung der Regelzeit des Kraftfahrzeugmotors 12 anzusteuernde Motormoment Mm + δM zur vorausschauenden Kompensation des zu erwartenden Beschleunigungsmoments Mb.In the motor control block 26, the unit 10 summarizes the results of the torque calculation block 24 and the activation and deactivation block 25. Did the act If the bit is 1, unit 10 generates a control signal, which it transmits via signal line 20 to control and regulating unit 21 of motor vehicle engine 12. In this case, the control signal encodes the engine torque M m + δM to be controlled taking into account the control time of the motor vehicle engine 12 in order to predictively compensate for the expected acceleration torque M b .
Figur 5 zeigt in einem ersten Diagramm den zeitlichen Verlauf einer von der Einheit 10 am stufenlosen Kraftfahrzeuggetriebe 11 angesteuerten Soll-Drehzahl ωsou während eines Ubersetzungsanderungsvorgangs von einer kleineren Übersetzung zu einer größeren Übersetzung und von einer größeren Drehzahl ω zu einer kleineren Drehzahl ω. Zudem ist als gestrichelte Linie eine durch das Signalfolgeverhalten stufenlosen Kraftfahrzeuggetriebes 11 modifizierte, um den Regelzeitunterschied τ verzögerte Ist-Drehzahl Dis dargestellt. In einem zweiten Diagramm zeigt Figur 5 den zeitlichen Verlauf des Beschleunigungsmoments Mb und des zur Kompensation des Beschleunigungsmoments Mb von der Einheit 10 am Kraftfahrzeugmotor 12 angesteuerte Motormoment Mm. Die Regelzeit zur Regelung des Motormoments Mm ist in diesem Ausführungsbeispiel vernachlässigbar. Das Beschleunigungs- moment Mb ist proportional zur Ableitung der Ist-Drehzahl ωist nach der Zeit t. Das Motormoment Mm ist während des Ü- bersetzungsänderungsvorgangs um das Beschleunigungsmoment Mb, das von der Einheit 10 durch die Filterfunktion 18 näherungsweise bestimmt wird, reduziert, so dass ein auf die Antriebsräder 16 übertragenes Gesamtmoment während des Ü- bersetzungsänderungsvorgangs näherungsweise konstant ist. FIG. 5 shows, in a first diagram, the time course of a target speed ω so u controlled by the unit 10 on the continuously variable motor vehicle transmission 11 during a gear change process from a smaller translation to a larger translation and from a larger speed ω to a lower speed ω. In addition, the dashed line represents an actual rotational speed Di s modified by the signal sequence behavior of a continuously variable motor vehicle transmission 11, which is delayed by the control time difference τ. In a second diagram, FIG. 5 shows the time course of the acceleration torque M b and the motor torque M m controlled by the unit 10 on the motor vehicle engine 12 to compensate for the acceleration torque M b . The regulating time for regulating the engine torque M m is negligible in this exemplary embodiment. The acceleration torque M b is proportional to the derivation of the actual speed ωi st after the time t. The engine torque M m is reduced during the gear change process by the acceleration torque Mb, which is approximately determined by the unit 10 through the filter function 18, so that a total torque transmitted to the drive wheels 16 is approximately constant during the gear change process.

Claims

Patentansprüche claims
Vorrichtung mit einer Einheit (10) , die zum Betätigen eines stufenlosen Kraftfahrzeuggetriebes (11) und eines Kraftfahrzeugmotors (12) während eines Ubersetzungsanderungsvorgangs vorgesehen ist, wobei die Einheit (10) eine Kompensationsfunktion (15) aufweist, die zur zumindest teilweisen Kompensation eines Beschleunigungs- moments (Mb) aus einem Antriebsstrang (13) mittels einer komplementären Veränderung (δM) eines Motormoments (Mm) vorgesehen ist, dadurch gekennzeichnet, dass die Einheit (10) dazu vorgesehen ist, das Beschleunigungsmoment (Mb) vorausschauend zu kompensieren und ein Signalfolgeverhalten des stufenlosen Kraftfahrzeuggetriebes (11) zu berücksichtigen.Device with a unit (10) which is provided for actuating a continuously variable motor vehicle transmission (11) and a motor vehicle engine (12) during a gear change process, the unit (10) having a compensation function (15) which is used for at least partially compensating an acceleration moments (M b ) from a drive train (13) is provided by means of a complementary change (δM) of an engine torque (M m ), characterized in that the unit (10) is provided to predictively compensate for the acceleration torque (M b ) and to take into account a signal sequence behavior of the continuously variable motor vehicle transmission (11).
Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Einheit (10) dazu vorgesehen ist, das Signal- folgeverhalten des Kraftfahrzeuggetriebes (11) durch eine Filterfunktion (18) zu modellieren. Device according to claim 1, characterized in that the unit (10) is provided to model the signal sequence behavior of the motor vehicle transmission (11) by means of a filter function (18).
3. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Einheit (10) dazu vorgesehen ist, Regelzeitunterschiede (τ) zwischen dem stufenlosen Kraftfahrzeuggetriebe (11) und dem Kraftfahrzeugmotor (12) zu berücksichtigen.3. Device according to one of the preceding claims, characterized in that the unit (10) is provided to take into account control time differences (τ) between the continuously variable motor vehicle transmission (11) and the motor vehicle engine (12).
4. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Einheit (10) eine Schaltfunktion (14) zur Anpassung an unterschiedliche Kraftfahrzeugmotoren (12) aufweist.4. Device according to one of the preceding claims, characterized in that the unit (10) has a switching function (14) for adapting to different motor vehicle engines (12).
5. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Einheit (10) dazu vorgesehen ist, die Kompensationsfunktion (15) zu deaktivieren, wenn ein Kraftschluss zwischen dem Kraftfahrzeugmotor (12) und Antriebsrädern (16) unterbrochen ist.5. Device according to one of the preceding claims, characterized in that the unit (10) is provided to deactivate the compensation function (15) when a frictional connection between the motor vehicle engine (12) and drive wheels (16) is interrupted.
6. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Einheit (10) eine Schaltfunktion (17) zum externen Deaktivieren der Kompensationsfunktion (15) aufweist .6. Device according to one of the preceding claims, characterized in that the unit (10) has a switching function (17) for the external deactivation of the compensation function (15).
7. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Einheit (10) dazu vorgesehen ist, die Kompensationsfunktion (15) zu deaktivieren, wenn das Beschleunigungsmoment (Mb) einen Schwellenwert (Mmin) unterschreitet . 7. Device according to one of the preceding claims, characterized in that the unit (10) is provided to deactivate the compensation function (15) when the acceleration torque (M b) a threshold value (M m i n) below.
8. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Einheit (10) dazu vorgesehen ist, die Kompensationsfunktion (15) zu deaktivieren, wenn der Überset- zungsänderungsvorgang zu einem Erhöhen einer Drehzahl (ω) ausgelegt ist.8. Device according to one of the preceding claims, characterized in that the unit (10) is provided to deactivate the compensation function (15) when the transmission change process is designed to increase a speed (ω).
9. Verfahren zum Betätigen einer Vorrichtung nach einem der vorhergehenden Ansprüche . 9. A method for operating a device according to one of the preceding claims.
PCT/EP2004/013264 2003-12-24 2004-11-23 Device comprising a unit for actuating a continuously variable motor vehicle transmission WO2005065984A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10361285.8A DE10361285B4 (en) 2003-12-24 2003-12-24 Device with a unit for actuating a continuously variable motor vehicle transmission
DE10361285.8 2003-12-24

Publications (1)

Publication Number Publication Date
WO2005065984A1 true WO2005065984A1 (en) 2005-07-21

Family

ID=34683889

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2004/013264 WO2005065984A1 (en) 2003-12-24 2004-11-23 Device comprising a unit for actuating a continuously variable motor vehicle transmission

Country Status (2)

Country Link
DE (1) DE10361285B4 (en)
WO (1) WO2005065984A1 (en)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5658217A (en) * 1994-09-14 1997-08-19 Nissan Motor Co., Ltd. Shift shock reducing system for continuously variable transmission
JPH1120512A (en) * 1997-06-27 1999-01-26 Nissan Motor Co Ltd Shift shock reducing device of continuously variable transmission-mounted car
EP0953469A2 (en) * 1998-04-28 1999-11-03 Toyota Jidosha Kabushiki Kaisha Control system for reduction of vibrations in vehicle having continuously variable transmission
DE19940085A1 (en) * 1999-08-24 2001-03-01 Opel Adam Ag Method for controlling a CVT arranged in the drive train of a motor vehicle
WO2004085190A1 (en) * 2003-03-27 2004-10-07 Torotrak (Development) Limited Method of controlling a continuously variable transmission

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19527412A1 (en) 1995-07-27 1997-01-30 Zahnradfabrik Friedrichshafen Device for regulating the transmission ratio of a continuously variable transmission
US6272414B1 (en) 1997-12-19 2001-08-07 Nissan Motor Co., Ltd. Engine-CVT drive train control system
JP4018786B2 (en) 1998-01-09 2007-12-05 本田技研工業株式会社 Vehicle driving force control device
DE19845157A1 (en) 1998-10-01 2000-04-06 Zahnradfabrik Friedrichshafen Controlling torque of motor vehicle IC engine with automatic gearbox so that continuous signals are exchanged between DME and electronic gearbox control across CAN data bus and engine torque also associated engine parameters
JP3572612B2 (en) 2000-07-31 2004-10-06 日産自動車株式会社 Inertia torque compensation controller for infinitely variable transmission

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5658217A (en) * 1994-09-14 1997-08-19 Nissan Motor Co., Ltd. Shift shock reducing system for continuously variable transmission
JPH1120512A (en) * 1997-06-27 1999-01-26 Nissan Motor Co Ltd Shift shock reducing device of continuously variable transmission-mounted car
DE19828603A1 (en) * 1997-06-27 1999-02-04 Nissan Motor Device for reducing gear change jolt in CVT drives
EP0953469A2 (en) * 1998-04-28 1999-11-03 Toyota Jidosha Kabushiki Kaisha Control system for reduction of vibrations in vehicle having continuously variable transmission
DE19940085A1 (en) * 1999-08-24 2001-03-01 Opel Adam Ag Method for controlling a CVT arranged in the drive train of a motor vehicle
WO2004085190A1 (en) * 2003-03-27 2004-10-07 Torotrak (Development) Limited Method of controlling a continuously variable transmission

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 1999, no. 04 30 April 1999 (1999-04-30) *

Also Published As

Publication number Publication date
DE10361285A1 (en) 2005-07-21
DE10361285B4 (en) 2020-07-09

Similar Documents

Publication Publication Date Title
DE19837816B4 (en) Method and device for controlling a clutch
EP2560834B1 (en) Device for operating a drive unit of a motor vehicle
WO2009003454A2 (en) Method and device for controlling the slip of a vehicle clutch
DE19615806B4 (en) Method and device for controlling a drive unit of a vehicle
EP0759513A2 (en) Automatic clutch control as a function of engine torque
DE102005021714A1 (en) Method and device for avoiding unwanted vehicle accelerations in deceleration systems on a gradient
DE202011104781U1 (en) Device for operating a drive unit of a motor vehicle
DE102015004118A1 (en) Method for operating a drive device for a motor vehicle and corresponding drive device
EP1042137B1 (en) Method and device for controlling the speed of a vehicle
WO2010112257A1 (en) Method and apparatus for operating a hybrid vehicle
DE10361285B4 (en) Device with a unit for actuating a continuously variable motor vehicle transmission
DE19549081A1 (en) System for controlling coupling arranged between vehicle engine and wheels
DE102007047589A1 (en) Dynamic stop with parallel hybrid
EP1566560B1 (en) Touch point adaptation process for at least a clutch of an automatic transmission and device, in particular to carry out the process
EP1661781A2 (en) Method of detecting the direction of rotation of the secondary side of a starting clutch.
DE102005035882A1 (en) Method for controlling travelling stability of motor vehicle entails regulating slip of driven wheels directly by control of torque transmitted by clutch between engine and wheels of vehicle
DE102004057723B3 (en) Vehicle`s speed regulation method, involves adjusting vehicle speed during interruption of traction between drive unit and drive wheels of vehicle for period of interruption within limits of regulation of statical actual value
DE10030837A1 (en) Automatic clutch actuator for motor vehicle has drive transmitted by clutch briefly adjusted as engine and gearbox speeds are synchronised
DE10311445A1 (en) Operating method for hillholder device for automobile with reduction of engine torque or revs upon activation of hillholder control and opening of automatic start-off clutch
DE10316945A1 (en) Vehicle stabilizing device for a motor vehicle uses a motor and an automatic gearbox for driving drive wheels on a first axle with sensor to detect wheel rotation
DE19946905B4 (en) Traction control system
EP1762740B1 (en) Method and device to control the operation of a clutch and an engine in a vehicle transmission
DE10242821A1 (en) Method of closing a converter bridging coupling or regulating a differential rotary speed consists of controlling the pressure of the bridging coupling or controlling or reducing the motor momentum
EP1762450B1 (en) Method and device for controlling a clutch and an engine in a vehicle drivetrain
DE102004029076A1 (en) Controlling clutch in automatic transmission of motor vehicle when changing gears, by increasing clutch torque and controlling reduction in slipping via engagement of engine

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BW BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE EG ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NA NI NO NZ OM PG PH PL PT RO RU SC SD SE SG SK SL SY TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): GM KE LS MW MZ NA SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LU MC NL PL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG

DPEN Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed from 20040101)
121 Ep: the epo has been informed by wipo that ep was designated in this application
NENP Non-entry into the national phase

Ref country code: DE

WWW Wipo information: withdrawn in national office

Country of ref document: DE

122 Ep: pct application non-entry in european phase