WO2008074616A1 - Procédé visant à minimiser une interruption de puissance de traction lors d'actions de passage à un braquet supérieur - Google Patents

Procédé visant à minimiser une interruption de puissance de traction lors d'actions de passage à un braquet supérieur Download PDF

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Publication number
WO2008074616A1
WO2008074616A1 PCT/EP2007/063121 EP2007063121W WO2008074616A1 WO 2008074616 A1 WO2008074616 A1 WO 2008074616A1 EP 2007063121 W EP2007063121 W EP 2007063121W WO 2008074616 A1 WO2008074616 A1 WO 2008074616A1
Authority
WO
WIPO (PCT)
Prior art keywords
friction clutch
drive motor
control device
transmission
torque
Prior art date
Application number
PCT/EP2007/063121
Other languages
German (de)
English (en)
Inventor
Karl-Fritz Heinzelmann
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 WO2008074616A1 publication Critical patent/WO2008074616A1/fr

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
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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

Definitions

  • the invention relates to a method for minimizing a traction interruption in upshifts of an automated manual transmission according to the preamble of patent claim 1.
  • Automated manual transmissions have been used for quite some time in different types of motor vehicles. While the driver has to carry out several operations in manually switched transmissions in a timed manner and in accordance with the situation, automated manual transmissions relieve the driver of these activities and thus allow him a better concentration on the traffic situation.
  • an experimenter vehicle operator can, via the timing of the displacement of the clutch pedal and the accelerator pedal, the timing and speed of the operation of the gear selector lever and the force exerted on the gear selector lever to make the process of gear change in many ways and optimize according to its respective intention , If, for example, he wishes a particularly comfortable and jerk-free gear change, he will operate the clutch pedal relatively slowly, after he has previously sensibly reduced the deflection of the accelerator pedal. In this case, he will only operate the shift lever after a small break after disconnecting the clutch, avoiding too fast shifting movements or the use of large actuation forces.
  • the applicant's unpublished patent application DE 10 2005 049 178 therefore already proposes a control method for an automated manual transmission, which allows a gear change and, in particular, a switch-back with a low interruption of traction.
  • the control device disclosed there coordinates a reduction of the drive torque of the drive motor, a reduction of the clutch torque and a separation of the adhesion in the automated transmission in such a way that the drive motor via the clutch with separate traction in the automated transmission a drive torque to the input shaft of the automated Transmission can transmit.
  • the processes in laying the previous gear aimed to prepare the insertion of the target gear and so minimize the interruption of traction.
  • the speed of the input shaft of the automated manual transmission is changed by means of a clutch operating in the slip mode by the drive motor in the direction of the target speed.
  • the target speed is the speed that would be set at a given target gear and fully closed drive at the given vehicle speed.
  • Both of the aforementioned methods thus start from an adjustment of the synchronous speed required for the gear change at the transmission input shaft with the aid of the drive motor and a partially closed clutch operating in slipping mode. This is particularly useful for downshifts, but can not minimize the traction interruption in all cases to the extent desired in upshifts.
  • This braking function can be realized, for example, by a specific control of the combustion chamber valves of the drive engine, an actuation of a stowage flap located in the exhaust gas line or a brief increase in the power taken off by a generator or an alternator.
  • the problem here is that the aforementioned braking functions, if any, are usually not designed or suitable for such a short-term and also precisely metered braking effect on the engine speed. Therefore, in many cases, only waits until the required synchronous speed by reducing z.
  • a clutch position in the slip range is determined and set, which corresponds to a certain fraction of the maximum transmittable clutch torque. This coupling position is - kept constant for a predetermined period - assuming a constant displacement of the accelerator pedal. Then the clutch is completely closed.
  • This method should in particular make it possible to limit the torque which can be transmitted by the clutch to a value which is only slightly above the steady-state torque output by the drive motor at the respective accelerator pedal position.
  • a strong and short-term increase in the vehicle acceleration immediately after the shift, referred to as the acceleration shock, relative to the stationary value in the target gear should be reliably avoided.
  • DE 1 505 453 A1 is not optimal insofar as a specific, fixed clutch setting is initially made on the basis of the accelerator pedal position and the clutch is completely closed after a predetermined period of time has elapsed. If the torque that can be transmitted by the clutch is set so that it approximately corresponds to the continuous power delivered by the drive motor as a function of the pedal, the reduction of the kinetic energy caused by the increased rotational speed of the drive motor would extend over a comparatively long period of time, which is either quite a long period of time until fully closing the clutch or an acceleration shock would result from premature full engagement.
  • the method according to DE 1 505 453 A1 relates only to motor vehicles with an automatic clutch device, it also belongs strictly speaking to a different genus than the present invention, which deals with optimal switching operations in automated manual transmissions involving automated clutches.
  • the method according to DE 1 505 453 A1 is also based on the object of reducing a jerk, which is perceived as unpleasant, when closing the clutch, the so-called loading shock, while in the invention described below, the goal lies at the very forefront of such a goal to realize slight interruption of traction during the switching process.
  • the coupling position can change as a function of a change in the position of the accelerator pedal during the friction phase of the clutch, there is always assumed to be a given - albeit variable - power output of the drive motor Consequences should be mitigated by adjusting the clutch position.
  • the invention has for its object to provide a method for minimizing a traction interruption in upshifts of an automated transmission, which reduces the conditional by an upshift total traction interruption.
  • the goal of minimizing the interruption of traction on the one hand should be understood to mean that, taking into account limiting marginal parameters, such as avoiding perceived as unpleasant acceleration shocks, the shortest possible period between the beginning of the interruption of the drive train in an original gear and the complete restoration of the closed drive train is in a target gear.
  • a complete restoration of the closed drive train is understood to mean that the clutch is at least so completely closed that no relative movement between the friction elements occurs at the desired applied engine power.
  • the goal of minimizing the interruption of traction should also be understood as meaning that the undesirable effects of a circuit-induced interruption of traction should be as low as possible.
  • a slight slippage of the clutch at a high torque transmitted over a relatively longer period of time still mean an absolutely lower reduction in the acceleration capability of a vehicle, as a comparatively shorter interruption or partial interruption of traction, but which, for example, after the complete closing of the clutch significantly unfavorable operating point of the drive motor and thus has a considerably lower acceleration capability of the vehicle result in the following.
  • the task can also be solved by z. B. improves the average voltage applied to the vehicle wheels propulsion power or the total acceleration capability of a motor vehicle during the actual switching operation in the automated manual transmission significantly exceeding period becomes. This corresponds to an optimization of the shifting process with regard to the total vehicle-related power values.
  • the invention is based on the finding that a minimization of traction interruption in upshifts of an automated gearbox can be achieved by the actual switching operation is performed as quickly as possible, and on the other hand, the phase of the adjustment of the rotational speed of the output shaft of the drive motor and the speed of the transmission input shaft is designed so that a torque is transmitted until reaching the synchronous speed with a sliding clutch, and that thereby also the resulting from an overspeed of the drive motor kinetic energy is at least partially used for the drive of the motor vehicle.
  • the invention proceeds from a method for minimizing a traction interruption during upshifts of a motor vehicle, wherein the motor vehicle is equipped with an automated transmission having a transmission input shaft which is drivable by a drive motor or its output shaft by means of an automatically switchable friction clutch.
  • the drive motor is primarily an internal combustion engine with internal combustion and self-ignition or spark ignition into consideration, with other drive concepts such as electric or hybrid drives of any design, however, are also possible.
  • the actual gear change in the automated manual transmission forms a sub-process of the upshift, in which initially an inserted original gear is designed, whereby the transmission enters a neutral state in which the drive train is separated from the drive motor to driven wheels of the motor vehicle.
  • the laying out of the original corridor is subject to certain conditions.
  • a sufficiently low torque at the transmission input shaft which is necessary for low-jerk, low-noise and low-wear shifting, can be a prerequisite for the release. be of the original course. This is usually ensured by a sufficient opening of the automated friction clutch and / or - to prevent overshooting the rotational speed of the drive motor - by a corresponding control of the drive motor.
  • the method presented here therefore relates primarily to switching operations with a transmission synchronization by means of a transmission brake during an at least substantial decoupling of the speeds of the transmission input shaft and drive motor.
  • the target gear can be engaged.
  • the gearbox side gear change is complete.
  • the friction clutch is still at least partially open and the speed of the output shaft of the drive motor usually much higher than the speed of the transmission input shaft at this time at the assumed here transmission synchronization without fixed coupling of the transmission input shaft to the drive motor.
  • the inventive method is initially characterized in that the control device causes an opening of the friction clutch as soon as possible in the presence of an upshift signal.
  • the controller now signals or commands directly to - in this specific case - releases actuators of the friction clutch, or whether it emits signals that are different from other units such.
  • B forwarded to a separate clutch control unit or any other processing units, processed or linked with other signals.
  • the decisive factor here is merely the existence of an operative connection between an output signal of the control unit. Direction and a consequent - possibly depending on the presence of other conditions - opening the friction clutch.
  • Opening as quickly as possible is understood here to mean opening without any further, not necessarily necessary, delay. Of course, it may be necessary, depending on the design of the drive motor, to wait a few fractions of a second to avoid an unwanted acceleration of the speed of the drive motor with separate friction clutch just in a switching operation in a maximum acceleration phase. In any case, the opening of the friction clutch should not be delayed until about the original gear is designed or a transmission synchronization speed was set exactly or approximately.
  • Subsequently or temporally overlapping causes the controller in the presence of an upshift signal as soon as possible interpretation of an inserted original gear and inserting a target gear.
  • a sliding region of the friction clutch is understood to mean an operation thereof in a point in which a torque is transmitted between the drive side and the output side of the friction clutch at a present relative rotational speed between the drive side and the output side of the friction clutch.
  • control device actively influences the torque generated by the drive motor after inserting the target gear.
  • the control device activates the friction clutch such that a kinetic energy to be degraded due to an overspeed of the drive motor is used at least to a considerable extent for propulsion of the vehicle.
  • the stored rotational energy is thus at least partially used to increase the drive power of the motor vehicle, whereby use is to be understood “at least to a considerable extent” taking into account the generally known technical restrictions and not necessarily in the sense of a certain percentage stored rotational energy converted by the sliding operation of the friction clutch into heat and abrasion.
  • the control device controls that its provided power over time largely corresponds to the increase in the transferable through the friction power. It may even make sense depending on the operating point of the drive motor and the desired output drive power of the vehicle when the control device briefly selects the power of the drive motor slightly larger than the power transferable at this time by the friction clutch operating in slip mode.
  • control device outputs a signal to the transmission brake in the presence of an upshift signal even before a signal to open the friction clutch and / or to interpret an original gear, which has a braking effect on the Transmission input shaft has the consequence.
  • points of different graphs located one above the other correspond to an identical point in time.
  • three discrete time points t1, t2 and t3 are marked by vertical dashed lines.
  • a motor vehicle equipped in a generic manner is in a state of a maximum average acceleration or a maximum average power output desired by the driver at a strong road gradient and recognizes this, for example, via a signal with regard to the position of a continuously fully transmitted accelerator pedal by a control unit whereupon the control unit has activated a high acceleration mode comprising the method explained above.
  • the automated manual transmission is in third gear G3 before time t1 and, just before time t1, a signal about a driver desired or automatic System for meaningful upshifting receives.
  • the control device initially emits a control signal to the transmission brake immediately before and at the point in time t1, by means of which it is actuated to the maximum extent.
  • a signal is simultaneously or almost simultaneously transmitted to the engine control of the drive motor, which causes it to reduce the fuel injection as quickly as possible to a very low level, whereupon the drive motor torque drops sharply. Due to the large amount of stored kinetic energy, however, the rotational speed of the drive motor shown in the uppermost graph decreases only relatively slowly as of time t1 when the friction clutch is open.
  • the speed of the drive motor is at a much too high level compared to the required drive motor synchronous speed, while at the same time the torque of the drive motor has a comparatively very low value and the friction clutch is still fully open, with a complete open friction clutch is not to be understood here a maximum possible adjustment, but only a coupling position in which there is essentially no torque transfer.
  • the sliding of the friction linings of the friction clutch can be based only on the proportion of power supplied by the drive motor to the friction clutch, which results from the reduction of the applied overspeed of the drive motor compared to the drive motor synchronous speed.
  • the power of the drive motor can be increased relatively quickly and above all at a very early point in time, while the kinetic energy stored in the drive motor due to the circuit-related overspeed is at least partially used to propel the vehicle while avoiding sudden acceleration surges.
  • the friction clutch has finally reached a position in which no more slip occurs. Accordingly, the overspeed of the drive motor has been reduced to the drive motor synchronous speed and the drive motor provides the maximum torque, which is due to the again after the upshifting again lower speed of the drive motor and the thus more favorable operating point at a higher than the original level, as can be seen from the graph of the drive motor torque can be read.

Abstract

L'invention concerne un procédé visant à minimiser une interruption de puissance de traction lors d'actions de passage à un braquet supérieur d'une boîte de vitesses automatique, un dispositif de commande amenant le plus rapidement possible l'ouverture de l'embrayage à friction lors de l'occurrence d'un signal de passage à un braquet supérieur, amenant ensuite ou en différé le plus rapidement possible un désengagement d'une vitesse engagée de même qu'un engagement d'une vitesse cible, et après engagement de la vitesse cible d'une part, le réglage de l'embrayage à friction de sorte que celui-ci, dans une zone de patinage, applique un couple entre le moteur d'entraînement et l'arbre d'entrée de la boîte de vitesses automatique, et d'autre part influence activement le couple produit par le moteur d'entraînement. Des développements supplémentaires prévoient qu'une énergie cinétique réduite sera utilisée au moins en grande partie pour la propulsion du véhicule, en raison d'un sur-régime existant du moteur d'entraînement, et que le dispositif de commande délivre un signal pour l'ouverture de l'embrayage à friction et/ou délivre un signal aux freins de transmission pour le désengagement de la vitesse d'origine lors de l'occurrence d'un signal de passage à un braquet supérieur, ceci à des fins d'efficacité, lequel entraîne une action de freinage sur l'arbre de transmission.
PCT/EP2007/063121 2006-12-20 2007-12-03 Procédé visant à minimiser une interruption de puissance de traction lors d'actions de passage à un braquet supérieur WO2008074616A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006060285.4 2006-12-20
DE200610060285 DE102006060285A1 (de) 2006-12-20 2006-12-20 Verfahren zur Minimierung einer Zugkraftunterbrechung bei Hochschaltvorgängen

Publications (1)

Publication Number Publication Date
WO2008074616A1 true WO2008074616A1 (fr) 2008-06-26

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PCT/EP2007/063121 WO2008074616A1 (fr) 2006-12-20 2007-12-03 Procédé visant à minimiser une interruption de puissance de traction lors d'actions de passage à un braquet supérieur

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DE (1) DE102006060285A1 (fr)
WO (1) WO2008074616A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008001200A1 (de) 2008-04-16 2009-10-22 Zf Friedrichshafen Ag Mehrgruppengetriebe eines Kraftfahrzeuges
FR2951422B1 (fr) * 2009-10-15 2012-02-03 Peugeot Citroen Automobiles Sa Procede de changement de rapport sur une boite de vitesses manuelle pilotee
KR101628531B1 (ko) 2014-11-18 2016-06-09 현대자동차주식회사 차량 구동계의 동력 차단시 발생하는 소음 저감 방법

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1505453A1 (de) 1965-05-20 1969-08-14 Bosch Gmbh Robert Verfahren und Einrichtung zum Vermeiden von Beschleunigungsstoessen bei Servokupplungen
US4544057A (en) * 1982-02-05 1985-10-01 Automotive Products Plc Rotary transmission
EP1013973A2 (fr) * 1998-11-13 2000-06-28 Eaton Corporation Contrôle indépendant d'un ralentisseur côte boíte de vitesses et côte moteur pendant le changement de vitesses
WO2005065982A1 (fr) * 2003-12-24 2005-07-21 Daimlerchrysler Ag Procede de changement de vitesses destine a etre utilise en cas de defaillance d'un detecteur d'une boite a crabots automatique
DE102005049178A1 (de) 2005-10-14 2007-04-19 Zf Friedrichshafen Ag Verfahren und Vorrichtung zur Steuerung eines Gangwechsels eines automatisierten Schaltgetriebes
DE102005060877A1 (de) 2005-12-20 2007-06-21 Zf Friedrichshafen Ag Verfahren zum Schalten eines automatisierten Schaltgetriebes

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9411494D0 (en) * 1994-06-08 1994-07-27 Eaton Corp System and method for decreasing ratio changing time in electronically enhanced powertrain systems
DE10229317B4 (de) * 2002-06-29 2005-05-25 Zf Sachs Ag Verfahren zum Bringen eines Antriebssystems eines rollenden Fahrzeugs in einen zur Drehmomentübertragung zwischen einem Antriebsaggregat und einer Getriebeanordnung über eine Kupplungsanordnung bereiten Zustand

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1505453A1 (de) 1965-05-20 1969-08-14 Bosch Gmbh Robert Verfahren und Einrichtung zum Vermeiden von Beschleunigungsstoessen bei Servokupplungen
US4544057A (en) * 1982-02-05 1985-10-01 Automotive Products Plc Rotary transmission
EP1013973A2 (fr) * 1998-11-13 2000-06-28 Eaton Corporation Contrôle indépendant d'un ralentisseur côte boíte de vitesses et côte moteur pendant le changement de vitesses
WO2005065982A1 (fr) * 2003-12-24 2005-07-21 Daimlerchrysler Ag Procede de changement de vitesses destine a etre utilise en cas de defaillance d'un detecteur d'une boite a crabots automatique
DE102005049178A1 (de) 2005-10-14 2007-04-19 Zf Friedrichshafen Ag Verfahren und Vorrichtung zur Steuerung eines Gangwechsels eines automatisierten Schaltgetriebes
DE102005060877A1 (de) 2005-12-20 2007-06-21 Zf Friedrichshafen Ag Verfahren zum Schalten eines automatisierten Schaltgetriebes

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