WO2006119850A1 - Procede et dispositif permettant d'eviter des accelerations non desirees du vehicule en cas de changement de vitesse en descente - Google Patents

Procede et dispositif permettant d'eviter des accelerations non desirees du vehicule en cas de changement de vitesse en descente Download PDF

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Publication number
WO2006119850A1
WO2006119850A1 PCT/EP2006/003637 EP2006003637W WO2006119850A1 WO 2006119850 A1 WO2006119850 A1 WO 2006119850A1 EP 2006003637 W EP2006003637 W EP 2006003637W WO 2006119850 A1 WO2006119850 A1 WO 2006119850A1
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WO
WIPO (PCT)
Prior art keywords
brake
transmission
control device
vehicle acceleration
respect
Prior art date
Application number
PCT/EP2006/003637
Other languages
German (de)
English (en)
Inventor
Thomas Jaeger
Roland Mair
Rainer Petzold
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2006119850A1 publication Critical patent/WO2006119850A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18136—Engine braking
    • 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
    • F16H61/21—Providing engine brake control
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • F16H59/48—Inputs being a function of acceleration

Definitions

  • the invention relates to a method and a device for avoiding unwanted vehicle accelerations in thrust circuits in the fall according to the preamble of claims 1 and 7 respectively.
  • the vehicle accelerates so far that this gear can not be engaged, it remains in manual transmissions left to the driver, either by means of acting on each wheel service brake Braking the vehicle immediately to a suitable speed for this gear, or to select the next higher gear, but then regularly can not provide the originally desired braking effect of the engine brake or primary retarder available.
  • a brake system which comprises a friction brake, at least one wear-free retarder and a control unit.
  • the braking force derived from the electrical signal of a brake value transmitter, usually a brake pedal, is thereby divided between these brakes during longer braking processes.
  • the friction brake takes over the entire braking work, as it responds faster than a retarder.
  • the brake pressure of the friction brake is reduced in accordance with an increasing braking effect of the retarder, whereby a constant or the braking request corresponding total braking torque sets and at the same time a fast response of the brakes and low wear of the friction brakes is effected.
  • a brake system similar in this respect is known from DE 31 15 444 A1.
  • the brake system in particular according to DE 198 43 580 A1 is able to solve the underlying task in full. However, it uses a signal from a brake value transmitter and is not designed to take appropriate countermeasures in the event of an already existing braking action of the continuous brake in the event of its sudden elimination due to a gear change.
  • the invention is therefore an object of the invention to provide a method and apparatus for avoiding unwanted vehicle acceleration in thrust circuits in the fall, with which the reliability and comfort of vehicles with manual transmission are further improved.
  • the invention is based on the finding that an undesired acceleration occurring during a thrust shift of a manual transmission can be avoided by the fact that during the time required for the thrust circuit, the braking power previously applied by an engine brake and / or by a primary retarder by an automatic operation the service brake is generated. Accordingly, the invention is initially based on a method for avoiding undesired vehicle accelerations in deceleration systems in vehicles with a drive motor, a manual transmission, at least one brake arranged on the primary side with respect to the transmission and at least one brake arranged on the secondary side with respect to the transmission and an additional brake control device.
  • Under a pushing circuit is understood to mean a switching operation in which the vehicle during the interruption of the torque transmission between the drive motor and driven wheels and without other factors such as on-board auxiliary drives, as well as in comparison to the state before the shift unchanged braking power with respect to the clutch secondary-side brakes accelerated.
  • a drive gear is engaged and activated by closing the clutch. Since the system is already active at the time of initiation of a push shift, disengagement in overrun without subsequent re-engagement in this case may be considered a push shift that has not yet completed. Also, a gear change in the neutral position of the transmission from the push operation out can - but need not - than be considered a push circuit operation, which has an indefinite duration, namely until the elimination of the push operation or until the insertion and activation of a new drive.
  • the additional brake control device reads in data about a current vehicle acceleration and / or vehicle speed at the time of initiation of a thrust circuit and at least about the initiation of a thrust shift and optionally via further driving and / or switching parameters Processing of these data outputs control signals which influence at least one with respect to the transmission secondary brake arranged so that the actual vehicle acceleration during the thrust circuit at least largely corresponds to a desired vehicle acceleration.
  • the additional brake control device at initiation of a thrust shift determine the desired vehicle acceleration and with the help of the secondary side arranged with respect to the brake control signals influence this so that the desired vehicle acceleration at least approximately sets.
  • the desired vehicle acceleration is to be understood as a desired vehicle acceleration under otherwise constant conditions, in particular at a constant default value for the braking power by the driver.
  • the driver is free to change the default braking performance at any time. However, this is not included in the calculations of the additional brake control device.
  • the braking performance therefore act additive, for example, by An antilock braking system can be used to limit the total braking power.
  • Data on a vehicle acceleration and / or vehicle speed current at the time of initiation of a push circuit can be read out by the additional brake control device either directly from a CAN bus, ie an in-vehicle electronic communication system and, for example, access corresponding data of an anti-lock brake system or similar system.
  • a tachometer signal The conversion of velocity values or velocity variations or velocity changes into acceleration values are well known, so that here only the equivalence of, for example, a constant velocity and an acceleration of zero is indicated. The replacement of a size by such an equivalent size, of course, leads to an equivalent solution and therefore falls below the claimed scope.
  • the data on the initiation of a push circuit, which receives the additional brake control device may preferably provide a transmission control unit available.
  • the additional brake control device closes the beginning of a push circuit, for example, from data supplied by the engine control unit or sensor data to a clutch.
  • the additional brake control device reads in as additional driving and / or switching parameters data on the probable and / or actual duration of a shift shift operation and / or about its expected or actual end, this can generate with their help control signals, the at least one with respect to the transmission secondary brake arranged influence so that at the end of the switching process, the braking torque triggered by the control signals are equal to zero and results in a particularly harmonious transition to normal operation.
  • This data can be explicitly transmitted to the additional brake control device and recovered there from other data.
  • the processing of the data can also be carried out in other control devices, in particular in the transmission control unit, which then provides the auxiliary brake control device with this processed data.
  • a particularly advantageous variant of the method results when at least one sensor and / or a control unit of an automatic transmission transmits data about at least the initiation of a switching operation to the additional brake control device. Since the required data in automatic transmissions are usually available anyway, only the data transmission must be ensured here, which is often possible by simply connecting both devices to a CAN bus. In addition, the additional brake control device can begin in this way before the actual initiation of a push shift with the necessary calculations, which it can react particularly quickly at the initiation of the push circuit and at the same time tends to make do with a lower processing power.
  • the additional brake control device based on the data received processes this data so that the control signals issued by it affect the at least one with respect to the transmission secondary brake arranged in such a way that the vehicle acceleration is equal to zero a particularly safe driving behavior, since it comes during the shift operation to no or at most to an insignificant increase in speed of the vehicle. This is also ensured in a simple and reliable way that the control of a gearbox and in particular an automatic transmission can actually insert and activate the intended at the initiation of the shift operation gear.
  • the additional brake control device processes the data obtained in such a way that the control signals output by it influence the at least one brake arranged on the secondary side with respect to the transmission in such a way that the vehicle acceleration is at least approximately that of the vehicle Time of initiation of a push circuit current vehicle acceleration corresponds.
  • a final variant of the method provides that the additional brake control device processes this data on the basis of the data received in such a way that the control signals output by it influence the at least one brake arranged on the secondary side with respect to the transmission in such a way that the vehicle acceleration is at the beginning the thrust switching operation at least approximately corresponds to the current acceleration of the vehicle at the time of initiation of a thrust circuit and is changed in the course of the thrust shift to at least approximately that vehicle acceleration value, which initially sets at the effectiveness of the gear to be engaged.
  • This solution which is even more comfortable for the driver, not only avoids a possible jerk due to an acceleration effect at the beginning of the push circuit, but also adapts the control of the brake which is arranged on the secondary side with respect to the transmission during the thrust cycle. Switching process so that even when activating the target gear no noticeable jerk arises.
  • a transmission control of an automatic transmission provides data on the expected primary speed.
  • this can be done by transmitting the last used gear and the target gear as well as by means of e.g. in the auxiliary brake control device existing table of the corresponding ratios take place, which allows an estimate of the set according to the thrust shift primary speed and the braking effect.
  • An increase in the accuracy of the method can be achieved if in addition characteristics of the transmission, the clutch and the drive motor or other data are available with the help of the speed-dependent braking torque of the gear or the primary side arranged brake or brakes can be determined.
  • the invention is based on a device for avoiding undesired vehicle accelerations in deceleration systems in the case of vehicles with a drive motor, a manual transmission, at least a brake arranged on the primary side with respect to the transmission and at least one brake arranged on the secondary side with respect to the transmission.
  • the invention provides that in addition a waivebrems Kunststoff is present, which can access signals that represent a current acceleration and / or vehicle speed at the time of initiation of a thrust circuit, at least access a signal that a beginning or imminent initiation of a push circuit can recognize, and optionally access to other signals that represent further driving and / or switching parameters, and in which the additional brake control device after processing these signals to output control signals capable of influencing at least one with respect to the transmission arranged on the secondary side brake are suitable in the way that the actual vehicle acceleration during the thrust circuit at least largely corresponds to a desired vehicle acceleration.
  • the driver remains at liberty to change the default value for the braking power at any time in the same way as described above.
  • the braking powers impressed by the driver and by the additional brake control device have an additive effect, whereby a limitation of the total braking power can be carried out, for example, by an anti-lock braking system.
  • Data on a current at the time of initiation of a push circuit vehicle acceleration and / or vehicle speed can either remove the additional brake control device directly from the CAN bus, or access, for example, corresponding data of an anti-lock brake system or similar system.
  • this device is connected to a tachometer signal generating speed sensor.
  • the data on the initiation of a push circuit, which receives the additional brake control device can preferably be provided directly from a transmission control device, to which the device according to the invention communicates with the same.
  • it is also possible to conclude the initiation of a push circuit for example, from data provided by the engine control unit in conjunction with signals from sensors on a clutch.
  • the further driving and / or switching parameters may be meaningful way, for example, a signal for the completion of the shift shift operation and / or information about the respective present switching operation, so e.g. comprise a switching operation of drive 3 in drive 2.
  • This information can be explicitly transferred to the additional brake control device and evaluated there.
  • the preparation of the data can also be carried out in other control devices, in particular in the transmission control unit. This processed data can then be made available to the additional brake control device approximately via data lines.
  • the further signals represent the actual and / or anticipated duration of the push-shift operation and / or the time of the actual and / or anticipated end. This makes it possible to design the auxiliary brake control device so and / or to program so that the output signal to the end of the thrust circuit goes to zero or corresponds to a value that leads to a braking power of zero.
  • the gearbox is designed as an automatic transmission. While in a purely manually to be switched gear for implementing the method at least sensors for the initiation and the conclusion of a switching process and preferably for the initial gear and for the target gear and possibly other sensors must be additionally installed, resulting in a considerable additional effort , In an automatic transmission anyway a control unit is present in which the required data are already available. In addition, in an automatic transmission even when initiating a gear change of the target gear is known, while this can only be suspected in a purely manually to be switched gearbox.
  • an automatic transmission is understood to mean a manual transmission, which is switched due to sensor data without the driver's intervention, and / or in which the driver chooses a gear, but this gear selection is checked by a control unit for their permissibility and optionally modified or denied.
  • the at least one brake arranged on the primary side with respect to the transmission according to claim 7 is preferably an engine brake. This allows the application of the invention also in vehicles which do not have separate, secondary side arranged with respect to the transmission brakes. It is initially irrelevant whether the engine brake is a simple engine brake, as it is inevitably made available by any engine, or whether the engine brake flap by, for example, an exhaust port or is reinforced by a special control of the exhaust valves.
  • the vehicle has an independent of the engine brake, with respect to the primary side arranged brake and in particular a primary retarder, so it is advantageous if the at least a with respect to the transmission primary side arranged brake according to claim 7 of the primary retarder.
  • the drive motor can be relieved of the task of an engine brake, which has advantages in terms of noise emissions and wear of the drive motor.
  • the at least one brake arranged on the secondary side with respect to the transmission is a secondary retarder, this has the advantage that the additional braking power to be applied can be applied without wear and without loading the service brake.
  • the at least one brake disposed on the secondary side of the transmission is a service brake effective on the wheels, this generally offers advantages in terms of the response speed and the possible braking effect at low speeds.
  • both types of brakes can also be combined, for example, by firstly actuating the service brake in such a way that it performs all the additional braking work, and its braking power is correspondingly reduced with increasing response of the secondary retarder.
  • the additional brake control device can be an independent module, which is connected at least to the device of the clutch control and / or the transmission control and to the brake control of a brake to be triggered by the additional brake control device. It is sufficient for modern vehicles with CAN bus or similar technical solutions for this purpose, in most cases, to signal-connect the additional brake control device to the CAN bus, at which the required data are available and via which it can send its output data or control commands.
  • the additional brake control device is integrated into another control module.
  • a large number of the data to be processed by the additional brake control device are often available in the transmission control device, for which reason it is advantageous if the additional brake control device is an integral part of a transmission control device.
  • the additional brake control device may also advantageously be an integral part of a brake control device, resulting in similar advantages with respect to the output side of the additional brake control device, as set in the aforementioned variant with respect to the input side of the additional brake control device.
  • the vehicle accelerates, however, what the driver wants to prevent by a downshift. He therefore chooses the second gear, wherein the transmission control of an automatic transmission checks the target gear for admissibility and determines that this target gear due to the instantaneous speed of the vehicle straight is still allowed. In the next step, the transmission control now initiates the opening of the clutch and the deactivation of the currently engaged gear.
  • the transmission control of the automatic transmission would recognize that the permissible speed of the vehicle for the activation of the desired target gear is too high and abort the first switching operation, in turn, then insert the original gear and activate. As a result, the vehicle would have gained significant speed and the desired target gear would not be engaged.
  • a vehicle equipped according to the invention has an additional brake control system which is connected to the control of the transmission, the engine and other control devices and sensors by means of a CAN bus.
  • a CAN bus With the help of transmitted via the CAN bus data on the instantaneous speed and acceleration of the vehicle and the data on an incipient push shift from third to second gear determines the additional brake control system a desired vehicle acceleration, which should be zero in this case.
  • the additional brake control system prepares the data accordingly and outputs via the CAN bus an output signal to the brake control, which leads to an actuation of the service brake, which is just so strong that the speed of the vehicle remains at least approximately constant during the overrun shift operation.
  • the target gear can therefore be easily inserted and activated.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Transmission Device (AREA)

Abstract

Procédé permettant d'éviter des accélérations non désirées du véhicule en cas de changement de vitesse en descente pour des véhicules comprenant un moteur d'entraînement, une boîte de vitesses, au moins un frein placé du côté primaire par rapport à la boîte de vitesses et au moins un frein placé de manière secondaire par rapport à la boîte de vitesses, ainsi qu'un dispositif de commande de frein auxiliaire. Selon la présente invention, le dispositif de commande de frein auxiliaire saisit et traite des données sur une accélération et / ou une vitesse effectives du véhicule au moment du déclenchement d'un passage d'un changement de vitesse, ainsi tout au moins que sur le déclenchement d'un changement de vitesse et éventuellement sur d'autres paramètres de conduite et / ou de changement de vitesse, et après traitement de ces données, il produit des signaux de commande qui influencent un frein placé de manière secondaire par rapport à la boîte de vitesses de manière telle que l'accélération effective du véhicule pendant le changement de vitesse correspond au moins dans une large mesure à une accélération désirée du véhicule. La présente invention concerne en outre un dispositif permettant la mise en oeuvre dudit procédé.
PCT/EP2006/003637 2005-05-11 2006-04-20 Procede et dispositif permettant d'eviter des accelerations non desirees du vehicule en cas de changement de vitesse en descente WO2006119850A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005021714.1 2005-05-11
DE200510021714 DE102005021714A1 (de) 2005-05-11 2005-05-11 Verfahren und Vorrichtung zur Vermeidung von unerwünschten Fahrzeugbeschleunigungen bei Schubschaltungen im Gefälle

Publications (1)

Publication Number Publication Date
WO2006119850A1 true WO2006119850A1 (fr) 2006-11-16

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PCT/EP2006/003637 WO2006119850A1 (fr) 2005-05-11 2006-04-20 Procede et dispositif permettant d'eviter des accelerations non desirees du vehicule en cas de changement de vitesse en descente

Country Status (2)

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DE (1) DE102005021714A1 (fr)
WO (1) WO2006119850A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8275528B2 (en) 2008-02-21 2012-09-25 Allison Transmission, Inc. Transmission turbine acceleration control for managing vehicle acceleration
DE102015221156A1 (de) * 2015-10-29 2017-05-04 Zf Friedrichshafen Ag Steuerung eines Gangstufenwechsels
US10723343B2 (en) 2016-07-08 2020-07-28 Zf Friedrichshafen Ag Method for operating a motor vehicle, and transmission control unit
US10919529B2 (en) 2015-12-22 2021-02-16 Zf Friedrichshafen Ag Method for operating a vehicle with a vehicle powertrain and a vehicle brake
CN116163844A (zh) * 2023-04-21 2023-05-26 潍柴动力股份有限公司 缸内制动自动控制方法、发动机及车辆

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DE102009001798A1 (de) * 2009-03-24 2010-09-30 Zf Friedrichshafen Ag Verfahren zum kontrollierten Bergabfahren für ein Kraftfahrzeug mit einem Stufenautomatgetriebe
DE102010001492A1 (de) * 2010-02-02 2011-08-04 ZF Friedrichshafen AG, 88046 Verfahren zum Ansteuern zumindest einer Parkbremseinrichtung
DE102015211995A1 (de) * 2015-06-29 2016-12-29 Zf Friedrichshafen Ag Verfahren zur automatischen Betätigung einer Betriebsbremse eines Kraftfahrzeuges im Zuge eines Gangwechsels
DE102018203206A1 (de) * 2018-03-05 2019-09-05 Zf Friedrichshafen Ag Schaltverfahren für ein elektrisches Antriebssystem

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8275528B2 (en) 2008-02-21 2012-09-25 Allison Transmission, Inc. Transmission turbine acceleration control for managing vehicle acceleration
US8571771B2 (en) 2008-02-21 2013-10-29 Allison Transmission, Inc. Transmission turbine acceleration control for managing vehicle acceleration
DE102015221156A1 (de) * 2015-10-29 2017-05-04 Zf Friedrichshafen Ag Steuerung eines Gangstufenwechsels
US10118622B2 (en) 2015-10-29 2018-11-06 Zf Friedrichshafen Ag Method for control of a gear step change
DE102015221156B4 (de) * 2015-10-29 2021-01-21 Zf Friedrichshafen Ag Steuerung eines Gangstufenwechsels
US10919529B2 (en) 2015-12-22 2021-02-16 Zf Friedrichshafen Ag Method for operating a vehicle with a vehicle powertrain and a vehicle brake
US10723343B2 (en) 2016-07-08 2020-07-28 Zf Friedrichshafen Ag Method for operating a motor vehicle, and transmission control unit
CN116163844A (zh) * 2023-04-21 2023-05-26 潍柴动力股份有限公司 缸内制动自动控制方法、发动机及车辆

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