WO2010115525A1 - Procédé de réglage d'un rapport de transmission à régler, ainsi que système d'entraînement - Google Patents

Procédé de réglage d'un rapport de transmission à régler, ainsi que système d'entraînement Download PDF

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Publication number
WO2010115525A1
WO2010115525A1 PCT/EP2010/001906 EP2010001906W WO2010115525A1 WO 2010115525 A1 WO2010115525 A1 WO 2010115525A1 EP 2010001906 W EP2010001906 W EP 2010001906W WO 2010115525 A1 WO2010115525 A1 WO 2010115525A1
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WO
WIPO (PCT)
Prior art keywords
torque
actual
continuously variable
input
characteristic
Prior art date
Application number
PCT/EP2010/001906
Other languages
German (de)
English (en)
Inventor
Frank Lehn
Heiko Witte
Norman Brix
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to CN2010800145903A priority Critical patent/CN102378871A/zh
Priority to EP10712710A priority patent/EP2417381A1/fr
Publication of WO2010115525A1 publication Critical patent/WO2010115525A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/46—Automatic regulation in accordance with output requirements
    • F16H61/472—Automatic regulation in accordance with output requirements for achieving a target output torque
    • 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
    • F16H61/664—Friction gearings
    • F16H61/6648—Friction gearings controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/148—Transmission output torque, e.g. measured or estimated torque at output drive shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/0078—Linear control, e.g. PID, state feedback or Kalman
    • 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
    • F16H2061/6601—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 arrangements for dividing torque and shifting between different ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/30—Shifting characterised by the way or trajectory to a new ratio, e.g. by performing shift according to a particular algorithm or function
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/42—Input shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • 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
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/42—Control of exclusively fluid gearing hydrostatic involving adjustment of a pump or motor with adjustable output or capacity
    • F16H61/421—Motor capacity control by electro-hydraulic control means, e.g. using solenoid valves
    • 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
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/42—Control of exclusively fluid gearing hydrostatic involving adjustment of a pump or motor with adjustable output or capacity
    • F16H61/431—Pump capacity control by electro-hydraulic control means, e.g. using solenoid valves

Definitions

  • the invention relates to a method for determining a transmission ratio to be set of a continuously variable transmission unit for emulating an alternative transmission arrangement and to a corresponding drive system.
  • a transducer can be used.
  • Such a converter has a certain characteristic and thus generates an acceleration behavior to which the driver gets used. So he expects a certain acceleration characteristics when he specifies his desire for acceleration via the accelerator pedal.
  • the acceleration characteristic is determined by the speeds occurring at the transmission output shaft and
  • Torques set A change, for example, in a model change of the vehicle is often perceived by an experienced user as unpleasant, especially in conceptual changes of the drive system.
  • Infinitely variable transmission units for example hydrostatic transmissions or power split transmissions, have the advantage that a primary drive engine, which as a rule is implemented as an internal combustion engine, can be used in an operating point optimized with regard to fuel consumption. This reduces fuel consumption, but leads to a Acceleration characteristics that deviate from the usual. This has the disadvantage that the acceptance for such innovations is limited.
  • the object is achieved by the method with the features of claim 1 and the drive system with the features of claim 8.
  • an actual input parameter of the continuously variable transmission unit and an actual output parameter of the continuously variable transmission unit are first detected.
  • a theoretical output torque of the alternative transmission arrangement to be imaged is then determined.
  • the transmission ratio of the continuously variable transmission unit is then determined so that the output torque generated by the continuously variable transmission unit corresponds to the theoretical output torque.
  • Output variables of the continuously variable transmission unit serve as a basis for determining the theoretical output torque. Ie the control of the primary Drive source, such as the
  • Diesel engine is independent of it.
  • the continuously variable transmission unit behaves outwards, i. also opposite the connected combustion engine and the ultimately driven
  • Vehicle axle as the nachzu brieflyende or to be emulated alternative gear arrangement.
  • any drive arrangement can be considered, the characteristic of which can be represented in terms of the output torque as a function of actual input and actual output parameters.
  • the drive system has for this purpose a continuously variable transmission unit and a control device for determining a to be set
  • the control unit comprises a first input for reading in an actual input parameter and a second input for reading in an actual output parameter. Connected to the inputs is a calculation section which is set up to determine a theoretical output torque of an alternative transmission arrangement on the basis of the actual input parameter and the actual output parameter.
  • the control unit also has a control section, by which the transmission ratio to be set is then determined so that it corresponds to the theoretical output torque.
  • the method described and the device have the advantage that apart from the knowledge of the behavior of the alternative transmission arrangement to be imaged, only the input characteristics and output characteristics of the continuously variable transmission unit are required. An intervention in further control systems is not required.
  • advantageous developments of the method and the drive system according to the invention are carried out.
  • the actual input characteristic is an input speed of the continuously variable transmission unit.
  • a first rotational speed sensor is preferably connected to the first input, which detects, for example, the rotational speed of the drive machine or directly the rotational speed of the input shaft. Since input shaft and primary prime mover are connected together, the two speeds correspond.
  • the actual output characteristic it is advantageous to detect a speed. Such speed detection is also possible on the output side of the transmission in a simple manner and is often already e.g. in the form of tacho signals. It should be noted in general that, although the present example relates to a traction drive, this is in no way limiting. Thus, generally the output speed can be detected on the output side of the continuously variable transmission unit by means of a suitable speed sensor.
  • Comparison result determined a change in the transmission ratio to be set.
  • the continuously variable transmission unit comprises a hydrostatic transmission, wherein the actual output torque is determined from the process variables of the hydrostatic transmission.
  • a torque-determining device is provided, which is connected to the calculation section, wherein the torque-determining device process variables of the hydrostatic transmission, such as pressure and tilt angle of the hydraulic machines used, are supplied.
  • characteristic variables of the alternative drive to be emulated are preferably read from a memory, taking into account the actual input characteristic and the actual output characteristic.
  • the theoretical behavior of the alternative traction drive is determined from the memory, taking into account the current driving condition, if it were in the same situation with respect to the actual parameters.
  • Fig. 1 shows an example of an inventive drive system with a
  • Fig. 2 is an illustration of the basic structure of the torque control of the output side
  • Fig. 3 is a simplified block diagram with
  • the drive system 1 initially comprises a diesel internal combustion engine 2 as the primary drive source Diesel engine 2 is connected to a power split transmission 3.
  • the power split transmission 3 comprises a hydrostatic transmission 4 and a mechanical transmission branch 5.
  • the power split transmission 3 is connected on the input side to the diesel internal combustion engine 2 and on the output side to a driven vehicle axle 6.
  • a drive shaft 7 and an output shaft 8 is provided.
  • the drive shaft 7 connects the diesel engine 2 to the power split transmission 3.
  • the power split transmission 3 is connected to the driven vehicle axle 6 on its output side via the output shaft 8.
  • the hydrostatic transmission 4 comprises a hydraulic pump 9 and a hydraulic motor 10. Both the hydraulic pump 9 and the hydraulic motor 10 are designed to be adjustable. Examples of hydrostatic machines that can be used in the example shown are hydrostatic axial piston machines in bent-axis or swash-plate design.
  • the hydraulic pump 9 is connected to the hydraulic motor 10 in a closed circuit via a first working line 11 and a second working line 12.
  • a first adjusting device 13 is provided for adjusting the delivery volume of the hydraulic pump 9.
  • the displacement of the hydraulic motor 10 is adjusted by means of a second adjusting device 14.
  • the hydrostatic transmission 4 is connected to the mechanical transmission branch 5 via a summing gear 15.
  • a summing gear 15 is usually designed as a planetary gear.
  • a electronic control unit 16 For controlling the to be set in the hydrostatic transmission 4 gear ratio rcvr is a electronic control unit 16 is provided.
  • the electronic control unit 16 is connected to the first adjusting device 13 via a first control signal line 17 and to the second adjusting device 14 via a second control signal line 18.
  • Control signals result from the transmission ratio to be set, which is determined in the electronic control unit 16.
  • a first speed sensor 19 and a second speed sensor 20 are provided.
  • the first speed sensor 19 detects the speed of the input shaft 7 and the second speed sensor 20 detects the output shaft speed of the output shaft 8. It is of course irrelevant at which point the corresponding speeds are determined. It can, for example, for speed detection instead of the first speed sensor 19 and a due to the control of
  • Diesel engine 2 known speed can be used.
  • a tachogenerator signal determined via the differential can be used to determine the output-side rotational speed of the output shaft 8.
  • the operation of the elements described so far remains largely unrecognized for the operator. He merely states that the vehicle behaves with the emulated alternative drive as it is used to from the alternative drive.
  • the operation on the part of the operator is limited to a specification of the respective driving desire, eg acceleration or deceleration, via his usual input elements.
  • This is, for example, an accelerator pedal 22, the position angle a P edai is detected by means of a rotation angle sensor.
  • the operation can also be done via a drive lever 21.
  • Accelerator pedal 22 and drive lever 21 are on a CAN bus 23 with a drive control unit 25 in conjunction.
  • the drive control unit 25 is connected to the CAN bus 23 via a connection 24.
  • the drive control device 25 is connected to an injection pump 28 via a signal line 26. In response to a corresponding control signal determined by the drive control unit 25, the injected injection quantity is set by the injection pump 28 in the case of a diesel internal combustion engine 2.
  • Gear ratio of hydraulic pump 9 and hydraulic motor 10 determined.
  • the actual setting of the hydrostatic transmission 4 in the case of the power split transmission 3 can be determined as a continuously variable transmission unit from the transmission ratio T CVT determined for the entire continuously variable transmission unit. In this case, then the translation of the summation 15 must be taken into account.
  • a rotational mass is used for the sake of simplicity for the following explanations as a load.
  • CVT continuously variable transmission unit
  • n is from the output rotational speed, which is determined by the second speed sensor 20, and n is the rotational speed of the Input shaft 7 of the continuously variable transmission unit, which is determined by the first speed sensor as the actual input characteristic.
  • the moment acting on the work machine or in the model of the rotational mass can be influenced via a variation of the drive speed by the diesel engine 2 as well as via the variation of the gear ratio rov.
  • the degree of freedom thus obtained in comparison to conventional manual transmissions, in which a temporal change of the transmission ratio is not or only possible in fixed jumps, exploited, so as to emulate alternative transmission arrangements with regard to their acceleration characteristics.
  • the output torque M a b, i St can now be replaced by a required for a desired acceleration output target torque M ab / SO n.
  • the equation (4) thus represents a determination rule for the transmission ratio rcv ⁇ , so ii the continuously variable transmission unit, provided that all variables occurring there are otherwise determinable.
  • the drive shaft speed n an / i St this is easily possible by measurement as already described above.
  • the problem is the moment of inertia J ab , which depends for example on a load condition of the vehicle. It is therefore basically inaccessible to isolated measurement.
  • the same applies to the load torque M L which depends on the individual driving condition (driving in the plane, uphill, changing surfaces). From a control point of view, the variables moment of inertia J ⁇ and load moment M L , i S t represent parameter uncertainties.
  • the control uses an actually occurring torque, which can be measured or calculated, and supplies this to a torque controller.
  • the torque controller will continue to have a calculated theoretical
  • the electronic control unit 16 includes, in addition to a calculation section 30, a
  • Torque controller 31 executed control section. Both are ideally integrated into the electronic control unit 16.
  • the calculation section 30 determines a theoretical output torque M ab , th in the manner described in detail below, and supplies this to the torque controller 31.
  • the torque controller 31 is supplied with an actual output torque M ab , i S t.
  • This actual output torque Mab is the actual output torque on the output side of the continuously variable transmission unit. Based on these two values, the torque controller 31 determines the transmission ratio rcvr / to be set, which is used to control the hydraulic pump 9 and the hydraulic motor 10.
  • the actual output torque M 6J3 , igt is either determined directly by measurement or calculated from process variables of the continuously variable transmission unit. In each case, this is the output torque ultimately delivered by the continuously variable transmission unit, which is supplied to the driven vehicle axle 6.
  • FIG. Fig. 3 shows the electronic.
  • the signal flow shown refers to a transmission to be emulated, which has as a starting means a hydrodynamic torque converter, which is followed by a power shift transmission.
  • the gear ratio of the powershift transmission results in:
  • r L sG is the translation of the powershift with n from , the speed of the output shaft of the powershift transmission, so the output speed of the entire transmission assembly and n w , from # the output speed of the torque converter, which corresponds to the input speed of the power shift transmission.
  • the overall resulting torque curve is not only of the Translation ⁇ LSG of the powershift transmission, but also on the characteristic behavior of the torque converter dependent. This changes depending on the speed ratio v, which can be described as:
  • ⁇ w , ab is the angular velocity of the converter on its output side, which is connected to the powershift transmission, ⁇ to the angular velocity on its input side, ie the input side of the alternative transmission arrangement.
  • v the speed ratio
  • Torque converter its characteristic behavior with the aid of the performance coefficient ⁇ (v) and torque conversion ⁇ (v) can be determined.
  • the signal flow shown in FIG. 3 shows the processing of the individual quantities. Independently of the determination of the transmission ratio rcv T to be set , a driving intention is specified by a driver or operator. In accordance with an accelerator pedal characteristic 32, a manipulated variable is determined from this with which the drive control unit 25 is actuated.
  • the actual input characteristic nab.ist is first the actual output characteristic n a b, and as a further input parameter , the transmission ratio of the powershift transmission r LSGfist read.
  • the reading in of the transmission ratio of the powershift transmission r LSG # is of course relevant only in the case of the illustrated powershift transmission in connection with the torque converter. For other alternative drive systems to be emulated, the corresponding values influencing the torque behavior must be taken into account.
  • the converter output speed n W / 3 b is determined in 33. Subsequently, referring to the actual input characteristic n in FIG. 34, the speed ratio v is calculated.
  • the power factor ⁇ (v) or the torque conversion ⁇ (v) for the current speed ratio v is determined in 35 and 36.
  • the calculation section 30 is connected to a memory 37.
  • the characteristic curves as illustrated by way of example in FIG. 5, are stored, for example in the form of tables.
  • the input angular velocity ⁇ is first determined from the actual input characteristic n an , i St , and then its square is determined in 39.
  • FIG. 40 taking into account p and the profile diameter of the Impeller D determines the product of the constant k and the square of the actual input speed n an , i st .
  • the input torque M an is determined in FIG. 41.
  • the converter output torque M w # ab results in step 42, which is ultimately by the translation r LSG
  • This theoretical output torque M ⁇ , th of the alternative transmission arrangement is then fed to the torque controller 31 as already described.
  • the torque controller 31 is further supplied with a determined via a torque detection means 44 actual output torque M ab , i st . From this, the transmission ratio of the continuously variable transmission unit is finally determined by the torque controller 31. In our simplified example, this is directly the transmission ratio rcvr of the hydrostatic transmission.
  • characteristic quantities of the alternative drive are stored as a function of the actual input parameter and the actual output parameter. In the present case this was due to the storage of the figure of merit ⁇ and the
  • the torque determination device 44 is preferably supplied with process parameters of the hydrostatic drive. This eliminates the immediate measurement of Output torque, which is usually difficult to carry out. Rather, process variables, such as the instantaneous pressure difference on the hydraulic motor, the input and output speeds and the set intake volume of the hydraulic motor are supplied. In a manner known per se, an output torque of such a hydrostatic drive can be determined from these process variables.
  • the procedure described which has been explained only by a simplified example, can be combined with other transmission devices.
  • the hydrostatic transmission can in turn be connected via a further gear stage, whose gear ratio must then be taken into account, on the output side with the driven vehicle axle 6 or on the input side with the diesel engine 2.
  • FIG. 4 shows, once more simplified, the method sequence for determining the
  • Transmission ratio of a continuously variable transmission unit First, the input and output rotational speeds of the variable transmission unit are detected in FIG. 45. In step 46, the speed ratio is determined therefrom. Considering this
  • Speed ratio are then determined characteristic variables of the alternative drive in step 47, which represent the relationship between the speed ratio v and the realized torque gearbox output side. From this, the theoretical output torque is determined (step 48).
  • a plurality of process variables of the continuously variable transmission unit is determined in step 49. From these process variables, the actual output torque M is determined from the gear unit in step 50.
  • the theoretical output torque M ab , th and the actual output torque M ab is the torque controller 31 is supplied.
  • step 51 a comparison of the theoretical output torque with the actual output torque M ⁇ , i st is performed.
  • a gear ratio rcw is determined (step 52).
  • This transmission ratio rcvr is converted by the electronic control unit 16 in a manner known per se into control signals for controlling the first adjusting device 13 and the second adjusting device 14 (step 53).
  • the adjusting devices 13, 14 are driven accordingly and based on the now-changed actual variables, the process steps 40-52 are run through again.
  • any alternative gear arrangements can be mapped with the procedure described in principle.
  • a manual transmission can also be emulated.
  • a plurality of characteristic parameters can be stored in the memory 37 as a function of the input parameter and the output parameter.
  • a selection switch it is then possible, for example, to switch between different gear arrangements, which are then emulated by the continuously variable transmission unit.
  • the procedure will particularly preferably used in the use of hydrostatic transmissions that allow easy continuous adjustment.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un procédé de détermination d'un rapport de transmission (rcvr) à régler sur une unité de transmission réglable en continu, afin d'émuler un autre agencement de transmission, ainsi qu'un système d'entraînement correspondant. On détermine tout d'abord une grandeur caractéristique réelle d'entrée et une grandeur caractéristique réelle de sortie de l'unité de transmission réglable en continu. Sur la base de la grandeur caractéristique réelle d'entrée et de la grandeur caractéristique réelle de sortie, on détermine un couple théorique de sortie (Mab,th) de l'autre agencement de transmission. En tenant compte du couple théorique de sortie (Mab,th) de l'autre agencement de transmission, le rapport de transmission (rcvr) à régler sur l'unité de transmission réglable en continu est déterminé. Ce rapport de transmission (rcvr) est déterminé de manière que le couple de sortie (Mab,ist) produit par l'unité de transmission réglable en continu corresponde au couple théorique de sortie (Mab,th). À cette fin, le système d'entraînement possède en plus de l'unité de transmission réglable en continu une unité de commande (16) avec une première entrée et une deuxième entrée pour la lecture des grandeurs caractéristiques. Ces entrées sont reliées à une section de calcul (30) qui, sur la base des grandeurs caractéristiques, détermine le couple théorique de sortie (Mab,th) de l'autre agencement de transmission. L'unité de commande (16) comprend en outre une section de régulation (31) qui détermine le rapport de transmission (rcvr) à régler afin qu'il corresponde au couple théorique de sortie (Mab,th).
PCT/EP2010/001906 2009-04-08 2010-03-26 Procédé de réglage d'un rapport de transmission à régler, ainsi que système d'entraînement WO2010115525A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN2010800145903A CN102378871A (zh) 2009-04-08 2010-03-26 用于调节要调节的传动比的方法和驱动系统
EP10712710A EP2417381A1 (fr) 2009-04-08 2010-03-26 Procédé de réglage d'un rapport de transmission à régler, ainsi que système d'entraînement

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009016977.6 2009-04-08
DE200910016977 DE102009016977A1 (de) 2009-04-08 2009-04-08 Verfahren zur Einstellung eines einzustellenden Übersetzungsverhältnisses und Antriebssystem

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WO2010115525A1 true WO2010115525A1 (fr) 2010-10-14

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PCT/EP2010/001906 WO2010115525A1 (fr) 2009-04-08 2010-03-26 Procédé de réglage d'un rapport de transmission à régler, ainsi que système d'entraînement

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EP (1) EP2417381A1 (fr)
CN (1) CN102378871A (fr)
DE (1) DE102009016977A1 (fr)
WO (1) WO2010115525A1 (fr)

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Publication number Priority date Publication date Assignee Title
FR3019789B1 (fr) * 2014-04-10 2017-09-15 Peugeot Citroen Automobiles Sa Procede de pilotage d'un dispositif de transmission a coefficient continument variable dans une chaine de traction hybride d'un vehicule automobile
US10385967B2 (en) * 2015-11-09 2019-08-20 GM Global Technology Operations LLC Method and apparatus to control a continuously variable transmission

Citations (4)

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US20010004619A1 (en) * 1999-12-18 2001-06-21 Bayerische Motoren Werke Aktiengesellschaft Method and apparatus for controlling a continuously variable automatic transmission
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