WO2014086538A1 - Procédé de commande d'un train démultiplicateur d'un véhicule automobile - Google Patents

Procédé de commande d'un train démultiplicateur d'un véhicule automobile Download PDF

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Publication number
WO2014086538A1
WO2014086538A1 PCT/EP2013/073069 EP2013073069W WO2014086538A1 WO 2014086538 A1 WO2014086538 A1 WO 2014086538A1 EP 2013073069 W EP2013073069 W EP 2013073069W WO 2014086538 A1 WO2014086538 A1 WO 2014086538A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
reduction gear
automatic transmission
automatic
switching
Prior art date
Application number
PCT/EP2013/073069
Other languages
German (de)
English (en)
Inventor
Christian Willmann
Manfred BROSKA
Bertram BENNAT
Peter Arnold
Original Assignee
Volkswagen Aktiengesellschaft
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 Volkswagen Aktiengesellschaft filed Critical Volkswagen Aktiengesellschaft
Publication of WO2014086538A1 publication Critical patent/WO2014086538A1/fr

Links

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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/08—Range selector apparatus
    • 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
    • F16H61/02—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 the signals used
    • F16H61/0202—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 the signals used the signals being electric
    • F16H61/0204—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 the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • 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
    • F16H61/70—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 change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
    • F16H61/702—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 change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
    • 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
    • F16H2059/366—Engine or motor 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
    • F16H2300/00—Determining of new ratio
    • F16H2300/18—Determining the range
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • 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
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/70—Inputs being a function of gearing status dependent on the ratio established

Definitions

  • the invention relates to a method for controlling a reduction gear of a
  • Motor vehicle wherein the motor vehicle has a motor, an automatic transmission and at least one control unit, and wherein the reduction gear has at least two gear ratios and the switching of the reduction gear can be resolved by means of a manually operable by the driver actuator.
  • the manually operated actuator is carried out by means of the control unit a
  • the invention is therefore based on the object, the method of the type mentioned in such a way and further, that is more comfortable for the driver.
  • Reduction gear from a lower gear to a higher gear by the control unit can be triggered automatically.
  • the manual operation of the actuator by the driver when upshifting in the reduction gear is no longer required, which significantly increases the comfort.
  • Fig. 1 is a functional diagram in a very simplified representation with the essential
  • Fig. 1 is intended to clarify and explain the method for controlling the control of a reduction gear of a motor vehicle.
  • the automatic transmission 1 can be operated in the automatic mode, in which the circuits of the automatic transmission 1 are essentially realized automatically as a function of determined driving variables and with the aid of the control device 3. Furthermore, that can
  • Automatic transmission are operated in manual mode in which the circuits are manually triggered by the driver by pressing the lever 4 and using the
  • Control unit 3 can be realized.
  • a lower gear or at least one other higher gear is engaged, wherein the switching of the reduction gear 2 is triggered by means of a manually operated by the driver actuator 5, which is preferably designed as an operating switch.
  • the reduction gear 2 is here For example, integrated in a transfer case 7 and is disposed between the automatic transmission 1 and a distribution differential 8.
  • a total of three control devices are provided, namely a transmission control unit 3 for the circuits in the automatic transmission 1, a
  • Reduction gearbox control unit 6 for the realization of the switching operations in
  • Reduction gear 2 as well as an engine control unit 9, in particular for controlling the corresponding engine speed of the engine 10.
  • Fig. 1 shows well, all these controllers 3, 6 and 9 are connected to each other via corresponding unspecified signal lines, so that corresponding signal flows between the control units 3, 6 and 9 are replaced. It is quite possible that even a single
  • Control unit which essentially has the components described here, that is, a single control device is provided, the first component of a kind
  • Transmission control unit as a second component has a kind of transmission gear control unit and as a third component, a kind of engine control unit.
  • the control units are implemented on an electronic basis and also have corresponding microprocessors.
  • Reduction gearbox control unit 6 regardless of the position of the selector lever 4, an automatic circuit of the automatic transmission 1 and the reduction gear 2, so that can be switched in the reduction gear 2 between the gear ratios.
  • This triggered signal from the
  • Reduction gearing control unit 6 is in turn connected to the transmission control unit 3 of the
  • Automatic transmission 1 and forwarded to the engine control unit 9 of the internal combustion engine 10.
  • the engine control unit 9 regulates the power requirement of the internal combustion engine 10 and suppresses the control via the accelerator pedal 1 1.
  • the transmission control unit 3 the traction interruption of the automatic transmission 1 a.
  • a feedback of the engine control unit 9 and the transmission control unit 3 to the reduction gearbox control unit 6 is sent.
  • the reduction gear controller 6 passes for feedback of the transmission control unit 3 and the engine control unit 9, the switching of the reduction gear 2 a.
  • the reduction gear controller 6 sends a signal after feedback of the switching of the reduction gear 2 to the
  • the engine control unit 9 of the internal combustion engine 10 after reporting the changeover of the reduction gear 2, suppresses the suppression of a power request.
  • a changeover in the reduction gear 2 from a lower gear to a higher gear not only manually by the driver, but also automatically triggered by a controller. It can by the
  • Reduction gear control unit 6 but also be triggered by the transmission control unit 3.
  • the switching is then carried out as described above, the signal for switching is not triggered by the actuator 5, but by one of the control units.
  • the speed of the vehicle is determined.
  • the determined speed substantially corresponds to the maximum speed of the vehicle with the engaged lower gear in the reduction gear, i. with the inserted in the automatic transmission 1 highest gear and maximum speed of the engine 10. It could also be a certain lower, z. B. the switching speed of the engine 10 corresponding speed.
  • the determined speed may also be lower than maximum speed with the engaged lower gear in the reduction gear, e.g. maximum speed in a lower than the highest gear in the automatic transmission. 1 When fully depressed accelerator pedal 1 1 is after reaching this particular
  • Automatic transmission also be switched to the highest gear and then back up when reaching this specific speed in the reduction gear 3. After switching in the reduction gear 2, the vehicle can continue to accelerate. Typically, this corresponds to the situation when the driver with the lower gear engaged z. B. drives off-road, and then extends out of the area on a road and accelerates. The driver only has to press the accelerator pedal 1 1 and does not have to manually trigger the upshift by the actuator 5. In the automatic transmission 1, all gear ratios are first switched up and then the
  • the rotational speed of the engine 10 and the gear stage engaged in the automatic transmission 1 are determined.
  • Upshift in the reduction gear 2 is triggered at the engaged in the automatic transmission 1 certain gear and when reaching a certain speed of the motor 10.
  • the determined speed advantageously corresponds to the speed of the motor 10 in which is shifted up in the automatic transmission 1. This speed may vary depending on each gear and on other operating parameters (such as position of the accelerator pedal), and is usually stored in the transmission control unit 3.
  • the specific gear is advantageously the highest in the automatic transmission 1 existing gear.
  • the whole operating range of the lower gear in the reduction gear 2 is fully utilized.
  • the particular gear may also be another, not the highest, gear.
  • the selection of the specific gear ratio can also be carried out by the control unit in dependence on operating parameters. Furthermore, the selection of the selected operating mode in the
  • the reduction gear 2 has two gear stage, the lower being usually referred to as “low” and the higher than “high”.
  • the “Low” is suitable for off-road operation and "high” on the roads.
  • the actuator 5 By the actuator 5 then two modes are selectable - “Low” and “High”.
  • the switch from “low” to "high” is automatically triggered. Under certain conditions, it may be advantageous for the driver to block or prevent automatic switching.
  • the reduction gear 2 then remains even after reaching the specific speed or speed of the engine 10, in the lower gear. This blocking can be advantageously adjusted by the actuator 5. But it is also possible, the blocking by a separate switch or z. B. in a vehicle menu of an on-board computer to activate.
  • Equipped with a reduction gear vehicles are usually intended for use outside the roads and also equipped with at least one differential having a differential lock.
  • at least the differential lock is provided at the differential in the transfer case 8 in the transfer case 7.
  • This differential lock can be designed to be actuated, wherein it can be at least partially turned on or activated by the driver.
  • the differential lock can be activated only at the lower gear in the reduction gear and advantageously, the activation by the
  • Actuator 5 are triggered by the driver.
  • the actuator 5 then has another mode, the z. B. can be referred to as a "low lock", in which the differential lock is activated and in the reduction gear 2, the lower gear is engaged.Thus, the operation for the driver is particularly simple and comfortable.,
  • the differential lock can also be a separate switch
  • the differential lock must not be fully activated at higher speeds or on roads, so it is also advantageous not to realize the automatic upshift in the reduction gearbox 2 when the differential lock is activated "no automatic switching triggered in the reduction gear 2.

Landscapes

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

Abstract

L'invention concerne un procédé de commande d'un train démultiplicateur (2) d'un véhicule automobile. Le véhicule automobile comporte un moteur (10), une boîte de vitesses automatique (5) et au moins un appareil de commande (3, 6, 9) ; et le train démultiplicateur (2) comporte au moins deux rapports, une commutation du train démultiplicateur (2) pouvant être déclenchée à l'aide d'un dispositif d'actionnement (5) manipulable manuellement par le conducteur. Le confort du conducteur est accru en ce que la commutation dans le train démultiplicateur (2) d'un rapport court à un rapport plus long peut être déclenchée automatiquement par un appareil de commande (3, 6, 9).
PCT/EP2013/073069 2012-12-07 2013-11-05 Procédé de commande d'un train démultiplicateur d'un véhicule automobile WO2014086538A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012023969.6 2012-12-07
DE201210023969 DE102012023969A1 (de) 2012-12-07 2012-12-07 Verfahren zur Steuerung eines Untersetzungsgetriebes eines Kraftfahrzeuges

Publications (1)

Publication Number Publication Date
WO2014086538A1 true WO2014086538A1 (fr) 2014-06-12

Family

ID=49551599

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2013/073069 WO2014086538A1 (fr) 2012-12-07 2013-11-05 Procédé de commande d'un train démultiplicateur d'un véhicule automobile

Country Status (2)

Country Link
DE (1) DE102012023969A1 (fr)
WO (1) WO2014086538A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016207818B4 (de) 2016-05-04 2019-04-25 Audi Ag Antriebsstrang für ein Kraftfahrzeug

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1355209A1 (fr) * 2002-04-18 2003-10-22 Ford Global Technologies, LLC Système de contrôle de véhicule
DE10259985A1 (de) * 2002-12-20 2004-07-15 Zf Friedrichshafen Ag Verfahren zur Übersetzungsauswahl mehrerer hintereinander angeordneter Getriebe eines Antriebsstrangs eines Kraftfahrzeugs
US20110196584A1 (en) * 2010-02-05 2011-08-11 Fox Andrew J Control system and method for automatic selection of a low range gear ratio for a vehicle drivetrain
US20110224877A1 (en) * 2010-03-09 2011-09-15 Bruce Faucett Integrated transmission and auxiliary gearbox control

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10246301A1 (de) * 2002-10-02 2004-04-15 Volkswagen Ag Verfahren zur Steuerung von Schaltbewegungen eines automatischen Schaltgetriebes mit mindestens einer zusätzlichen Untersetzungsstufe eines Kraftfahrzeuges
DE10308218A1 (de) * 2003-02-25 2004-09-02 Volkswagen Ag Verfahren und Vorrichtung zur Steuerung eines Kfz-Antriebsstrangs

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1355209A1 (fr) * 2002-04-18 2003-10-22 Ford Global Technologies, LLC Système de contrôle de véhicule
DE10259985A1 (de) * 2002-12-20 2004-07-15 Zf Friedrichshafen Ag Verfahren zur Übersetzungsauswahl mehrerer hintereinander angeordneter Getriebe eines Antriebsstrangs eines Kraftfahrzeugs
US20110196584A1 (en) * 2010-02-05 2011-08-11 Fox Andrew J Control system and method for automatic selection of a low range gear ratio for a vehicle drivetrain
US20110224877A1 (en) * 2010-03-09 2011-09-15 Bruce Faucett Integrated transmission and auxiliary gearbox control

Also Published As

Publication number Publication date
DE102012023969A1 (de) 2014-06-12

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