DE10255181A1 - Method for control of clutch pressure, in particular in automatic transmission unit of vehicle - Google Patents

Method for control of clutch pressure, in particular in automatic transmission unit of vehicle Download PDF

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Publication number
DE10255181A1
DE10255181A1 DE10255181A DE10255181A DE10255181A1 DE 10255181 A1 DE10255181 A1 DE 10255181A1 DE 10255181 A DE10255181 A DE 10255181A DE 10255181 A DE10255181 A DE 10255181A DE 10255181 A1 DE10255181 A1 DE 10255181A1
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Prior art keywords
control
clutch pressure
torque
integrator
transmission
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DE10255181A
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German (de)
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Harry Dr. Nolzen
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H61/0437—Smoothing ratio shift by using electrical signals
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
    • G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
    • G05B13/0205—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric not using a model or a simulator of the controlled system
    • G05B13/021—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric not using a model or a simulator of the controlled system in which a variable is automatically adjusted to optimise the performance
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B60W2050/001—Proportional integral [PI] controller
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
    • B60W2050/065—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot by reducing the computational load on the digital processor of the control computer
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0695—Inertia
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B60W2710/0661—Speed change rate
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/108—Gear
    • F16D2500/1081—Actuation type
    • F16D2500/1085—Automatic transmission
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/3081—Signal inputs from the transmission from the input shaft
    • F16D2500/30816—Speed of the input 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3166—Detection of an elapsed period of time
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/506—Relating the transmission
    • F16D2500/50638—Shaft speed synchronising, e.g. using engine, clutch outside transmission
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/52—General
    • F16D2500/525—Improve response of control system
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70247—Engine
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/70406—Pressure
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70452—Engine parameters
    • F16D2500/70454—Engine 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/706—Strategy of control
    • F16D2500/7061—Feed-back
    • F16D2500/70615—PI control
    • 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
    • F16H2306/40—Shifting activities
    • F16H2306/52—Applying torque to new gears
    • 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
    • F16H2306/40—Shifting activities
    • F16H2306/54—Synchronizing engine speed to transmission input speed

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Computer Vision & Pattern Recognition (AREA)
  • Evolutionary Computation (AREA)
  • Medical Informatics (AREA)
  • Software Systems (AREA)
  • Artificial Intelligence (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)

Abstract

A particular clutch pressure as present in one of the function units (3) is used as input measure for several other vehicle related function blocks (5, 6, 7, 8, 9, 10). The pressure is transformed into torque in block (5) acting on both of the clutch disks and affected by both, the inertia of the vehicle (6, 8) and the inertia of the engine (7, 10). A reciprocal action is initiated by the inertia of the vehicle (6, 8) between the torque, a momentum induced by the inertia of the engine (7, 10), and by the inertia of the engine (7, 10) itself.

Description

Die Erfindung betrifft ein Verfahren zur Regelung des Kupplungsdruckes für einen Gangwechsel bei einem Automatikgetriebe gemäß dem Oberbegriff des Patentanspruches 1.The invention relates to a method to control the clutch pressure for a gear change at a Automatic transmission according to the generic term of claim 1.

Ein wesentliches Ziel von heutigen Automatikgetrieben besteht in der Optimierung und Erhöhung des Schaltkomforts. Den einflussreichsten Parameter bezüglich des Schaltkomforts stellt die Fahrzeugbeschleunigung dar, weshalb es ein primäres Ziel der Komfortoptimierung ist, die für den Schaltvorgang maßgeblichen Drücke in den Kupplungen derart zu gestalten, dass ein gewünschtes Beschleunigungsverhalten erreicht wird.An essential goal of today Automatic transmissions consist of optimizing and increasing shifting comfort. The most influential parameter regarding shifting comfort represents vehicle acceleration, which is why it's a primary goal comfort optimization is the pressure in the To design clutches so that a desired acceleration behavior is achieved.

Es ist bekannt, zur Einstellung des Kupplungsdruckes gesteuerte Verfahren einzusetzen, wobei zur Steuerung des Druckes in Abhängigkeit der verschiedensten Parameter wie z. B. Getriebeeingangsdrehzahl, Motordrehmoment, Getriebetemperatur, Drosselklappenstellung, Motordrehzahl etc. eine Vielzahl von Kennfeldern in der elektronischen Getriebesteuerung hinterlegt ist. Die Anzahl der Kennfelder kann sich noch vervielfachen, wenn unterschiedliche Schaltprogramme wie Sport-Programm, Winterprogramm, Bergfahrprogramm, Economyprogramm etc. abrufbar sein sollen.It is known to discontinue the Use clutch pressure controlled processes, whereby for control depending on the pressure various parameters such as B. transmission input speed, engine torque, Transmission temperature, throttle valve position, engine speed etc. one Variety of maps in electronic transmission control is deposited. The number of maps can still multiply, if different switching programs such as sports program, winter program, Mountain driving program, economy program etc. should be available.

Gesteuerte Verfahren haben den Nachteil eines sehr hohen Rpplikationsaufwandes: Es ist eine sehr große Anzahl von Parametern in den Kennfeldern einzustellen, was entsprechend viel Speicherplatz benötigt. Des Weiteren reagieren die gesteuerten Verfahren nur unzureichend auf Änderun gen der Fahrervorgaben, Nichteinhaltung von Vorgabewerten oder Störungen.Controlled processes have the disadvantage a very high application effort: it is a very large number of parameters in the maps set what accordingly takes up a lot of space. Of Furthermore, the controlled processes react insufficiently to changes driver specifications, non-compliance with default values or faults.

Zur Komfortverbesserung sind prinzipiell auch Schaltverlaufregelungen bekannt – vgl. ATZ Automobiltechnische Zeitschrift 96 (1994), "Intelligente Steuerung von Automatikgetrieben durch den Einsatz der Elektronik", S. 228 – 235, S. 232. So besitzt das Getriebe des BMW 740i und 540i eine Schaltverlaufregelung, bei der in Abhängigkeit der Turbinendrehzahl des Getriebes der Kupplungsdruck entsprechend abgesenkt oder angehoben wird.In principle, to improve comfort also known switching course controls - cf. ATZ automotive engineering Journal 96 (1994), "Intelligent Control of automatic transmissions through the use of electronics ", p. 228 - 235, p. 232. For example, the transmission of the BMW 740i and 540i has shift control, at the depending the clutch pressure corresponding to the turbine speed of the transmission is lowered or raised.

Es ist Aufgabe der Erfindung, ein weiter verbessertes Regelverfahren bereitzustellen, mit dem eine weitere Komforterhöhung erreichbar ist und mit dem der Applikationsaufwand sowie die Programmkomplexität verringert werden können.It is an object of the invention to provide further improved control method with which another comfort increasing is attainable and with which the application effort and the program complexity are reduced can be.

Diese Aufgabe wird erfindungsgemäß gelöst durch ein Verfahren mit den Merkmalen des Patentanspruches 1.According to the invention, this object is achieved by a method with the features of claim 1.

Erfindungsgemäß ist ein Verfahren zur Regelung des Kupplungsdruckes vorgesehen, bei dem die an sich bekannte Methode der zeitoptimalen Regelung eingesetzt wird (zur Methode der zeitoptimalen Regelung siehe z. B. Unbehauen, "Regelungstechnik II" Vieweg Verlag, S. 224 bis 228). In der erfindungsgemäßen Anwendung wird der Kupplungsdruck derart geregelt, dass zeitoptimal die Motordrehzahl an die Getriebedrehzahl angepasst wird. Dadurch erhält man ein einfach zu parametrierendes Verfahren mit guten Regeleigenschaften. Der Schaltkomfort ist erhöht, da während der Regelung der Verlauf der Fahrzeugbeschleunigung sprungfrei und kleiner als ein bestimmter zulässiger Maximalwert ist. Die Synchronisierung der Kupplung ist daher kaum spürbar.According to the invention is a control method the clutch pressure provided, in which the known method the time-optimal control is used (for the method of time-optimal Regulation see z. B. Roughing, "Control engineering II "Vieweg Verlag, Pp. 224 to 228). In the application according to the invention, the clutch pressure regulated in such a way that the engine speed is optimally matched to the gearbox speed is adjusted. This gives an easy to parameterize procedure with good control properties. Shifting comfort is increased, there while the regulation of the course of vehicle acceleration without jump and smaller than a certain allowable Is maximum. The clutch is therefore hardly synchronized noticeable.

Bevorzugt wird eine Soll-Änderung einer Regelabweichung x3, also die Änderung der Differenz von Motordrehzahl und Getriebedrehzahl, aus der Steuerkennlinie f(x3) = -sign(x3)·√(2·Ks·b∣⁣x3∣⁣) erhalten, wobei Ks die Prozessverstärkung und b die maximale Drehzahlbeschleunigungskraft bedeuten. Zwar könnte prinzipiell dieses Regelgesetz durch ein anderes, beispielsweise durch ein P-Glied, ersetzt, also die Steuerkennlinie durch eine Gerade angenähert werden. Die oben genannte Steuerkennlinie ist jedoch bevorzugt, da dadurch eine optimale Anpassung der Motordrehzahl an die Getriebedrehzahl und damit ein optimaler Schaltkomfort erreicht wird.A setpoint change in a control deviation x3, that is to say the change in the difference between engine speed and transmission speed, from the control characteristic curve is preferred f (x3) = -sign (x3) √ (2 · K · b|⁣x3|⁣) obtained, where Ks mean the process gain and b the maximum speed acceleration force. In principle, this rule of law could in principle be replaced by another one, for example by a P-term, that is to say the control characteristic curve could be approximated by a straight line. The control characteristic curve mentioned above is preferred, however, since it enables an optimal adaptation of the engine speed to the transmission speed and thus optimum shifting comfort.

Da die Änderung der Regelabweichung als Messwert nicht verfügbar ist, wird die Ist-Änderung der Regelabweichung durch Differenzierung erhalten.Because the change in control deviation not available as a measurement is, the actual change the control deviation obtained by differentiation.

Bevorzugt wird entsprechend der Differenz von Soll- und Ist-Änderung der Regelabweichung die Drehzahlbeschleunigungskraft bestimmt, wobei diese nur einen Maximal- oder einen Minimalwert annehmen kann. Diese entspricht einer optimalen Steuerfunktion

Figure 00030001
und damit einer optimalen Anpassung der einzuregelnden Drehzahl an den Sollwert.The speed acceleration force is preferably determined in accordance with the difference between the setpoint and actual change in the control deviation, wherein this force can only assume a maximum or a minimum value. This corresponds to an optimal control function
Figure 00030001
and thus an optimal adaptation of the speed to be regulated to the setpoint.

In einer vorteilhaften Ausführungsform bildet die Drehzahlbeschleunigungskraft den Eingangswert eines Integrators, der zur Implementierung des Übertragungsverhaltens der zeitoptimalen Regelung vorgesehen ist.In an advantageous embodiment the speed acceleration force forms the input value of an integrator, the one to implement the transmission behavior the optimal timing is provided.

In Weiterbildung der Erfindung ist der Integrator beidseitig begrenzt, wobei die Begrenzungsparameter zur Anpassung der Regelung an den jeweiligen Anwendungsfall spezifisch eingestellt werden. Dadurch wird auch erreicht, dass sich die komfortrelevante Größe, das Drehmoment MT, nur kontinuierlich verändert und damit ruckfrei geschaltet wird.In development of the invention the integrator limits on both sides, the limiting parameters for Adaptation of the regulation to the respective application can be set. This also ensures that the comfort-relevant Size that Torque MT, only changed continuously and thus switched smoothly becomes.

Zur Erhöhung des Schaltkomforts und, um ein ruckfreies Schalten zu ermöglichen, wird der Initialisierungswert des Integrators so eingestellt, dass das Abtriebsmoment des Getriebes zu Beginn der Regelung den gleichen Wert hat wie in der Konstantphase vor Regelungsbeginn.To increase shifting comfort and to enable jerk-free switching, the initialization value of the integrator so that the output torque of the gearbox at the beginning of the control has the same value as in the constant phase before the start of the regulation.

Die Stellgröße, nämlich der Kupplungsdruck, wird in einfacher Weise in dem Regelkreis aus den Getriebeparametern und der einzuregelnden Drehzahl und dem damit verbundenen Drehmoment berechnet.The manipulated variable, namely the clutch pressure, is in a simple manner in the control loop from the transmission parameters and the speed to be regulated and the associated torque calculated.

Im Folgenden wird die Erfindung anhand eines Ausführungsbeispiels unter Bezugnahme auf die Zeichnung im Einzelnen erläutert.The invention is described below of an embodiment explained in detail with reference to the drawing.

Die einzige Figur der Zeichnung zeigt ein Blockschaltbild eines erfindungsgemäßen Regelkreises zur Regelung des Kupplungsdruckes für einen Gangwechsel bei einem Automatikgetriebe.The only figure in the drawing shows a block diagram of a control loop according to the invention for control the clutch pressure for a gear change in an automatic transmission.

Die einzelnen Funktionsblöcke sind mit Ziffern 1 bis 13 gekennzeichnet und deren Funktion durch Beschriftung oder Diagramme angedeutet.The individual function blocks are with numbers 1 to 13 marked and their function indicated by labeling or diagrams.

Ein bestimmter Kupplungsdruck p, wie er die Ausgangsgröße eines Funktionsblockes 3, der weiter unten genauer beschrieben wird, bildet, bildet als Stellgröße die Eingangsgröße für eine Reihe dem Fahrzeug zugeordneter Funktionsblöcke 5 bis 10. A certain clutch pressure p, like the output variable of a function block 3 , which is described in more detail below, forms the manipulated variable as the input variable for a number of function blocks assigned to the vehicle 5 to 10th

Der Block 5 beschreibt dabei das Übertragungsverhalten der Kupplung, also die Umwandlung Druck in Drehmoment MT, was in der Zeichnung angedeutet ist durch den Quotienten my/iK. Das Drehmoment MT wirkt gleichermaßen auf beide Kupplungsscheiben und wird somit einerseits beeinflusst durch die Fahrzeugträgheit, was durch die Funkionsblöcke 6 und 8 angedeutet ist, und andererseits durch die Motorträgheit, was durch die Funktionsblöcke 7 und 10 angedeutet ist. Durch die Fahrzeugträgheit steht das Drehmoment MT in Wechselwirkung mit einem durch die Fahrzeugträgheit induzierten Moment JG (Funktionsblock 6) und durch die Motorträgheit in Wechselwirkung mit einem durch die Motorträgheit induzierten Moment JMot (Funktionsblock 7). Die Funktionsblöcke 8 und 10 deuten lediglich an, dass die Regelgröße einer Übertragungsfunktion 1/s unterliegt.The block 5 describes the transmission behavior of the clutch, i.e. the conversion of pressure into torque MT, which is indicated in the drawing by the quotient my / iK. The torque MT acts equally on both clutch disks and is therefore influenced on the one hand by the vehicle inertia, which is caused by the function blocks 6 and 8th is indicated, and on the other hand by the motor inertia, which by the function blocks 7 and 10 is indicated. Due to the vehicle inertia, the torque MT interacts with a moment JG induced by the vehicle inertia (function block 6 ) and through the motor inertia in interaction with a moment JMot induced by the motor inertia (function block 7 ). The function blocks 8th and 10 merely indicate that the controlled variable is subject to a transfer function 1 / s.

Die Regelgröße ist die Motordrehzahl n_mot, die auf eine Solldrehzahl w, die sich durch Multiplikation aus der Getriebeabtriebsdrehzahl n_ab und der Gangübersetzung des neuen Ganges ig (im Funktionsblock 11) ergibt, eingeregelt werden soll. Beide Drehzahlen n_ab und n_mot sind fahrzeugseitige Ausgangsgrößen.The controlled variable is the engine speed n_mot, which is based on a target speed w, which is obtained by multiplying the gearbox output speed n_ab and the gear ratio of the new gear ig (in the function block 11 ) results, should be regulated. Both speeds n_ab and n_mot are output variables on the vehicle.

Die eigentliche Regelung geschieht nun außerhalb der Fahrzeugkomponenten, also außerhalb der Funktionsblöcke 5 bis 10. Hierbei wird erfindungsgemäß eine zeitoptimale Regelung eingesetzt, in der die Motordrehzahl n_mot zeitoptimal auf die Soll- bzw. Getriebedrehzahl w eingeregelt wird. Dazu sind die weiteren Funktionsblöcke 12, 13 und 1 bis 3 vorgesehen.The actual regulation now takes place outside the vehicle components, i.e. outside the function blocks 5 to 10 , Here, according to the invention, a time-optimal control is used, in which the engine speed n_mot is adjusted to the target or gear speed w in an optimal time. The other function blocks are for this 12 . 13 and 1 to 3 intended.

Der zentrale Funktionsblock der zeitoptimalen Regelung ist der Block 13. In diesem Block ist die Schaltkennlinie realisiert. Die Schaltkennlinie ist gegeben durch f(x3) = -sign(x3)·√(2·Ks·b∣⁣x3∣⁣) ,wobei Ks eine Prozessverstärkung und b ein maximaler Momentengradient bedeuten. Für die Prozessverstärkung kann angenommen werden: Ks = 1/JMot. Es wird hier also der Sollwert für die Änderung der Regelabweichung x3 = (n_mot – w) bestimmt.The central function block of the time-optimal control is the block 13 , The switching characteristic is implemented in this block. The switching characteristic is given by f (x3) = -sign (x3) √ (2 · K · b|⁣x3|⁣) , where Ks is a process gain and b is a maximum torque gradient. The following can be assumed for process amplification: Ks = 1 / JMot. The setpoint for changing the control deviation x3 = (n_mot - w) is determined here.

Der Istwert der Änderung der Regelabweichung ist als Messwert nicht verfügbar und wird daher durch die zeitliche Ableitung der Regelabweichung in Funktionsblock 12 erhalten. The actual value of the change in the control deviation is not available as a measured value and is therefore derived from the time deviation of the control deviation received in function block 12.

Entsprechend der Differenz von Soll- und Ist-Änderung der Regelabweichung x3 wird in Funktionsblock 1 nach den Gesetzen der zeitoptimalen Regelung

Figure 00070001
der Momentengradient bestimmt, wobei dieser nur einen Maximalwert +b oder einen Minimalwert -b annehmen kann.In accordance with the difference between the setpoint and actual change in the control deviation x3 is in the function block 1 according to the laws of time-optimized regulation
Figure 00070001
determines the torque gradient, which can only have a maximum value + b or a minimum value -b.

Der Momentengradient +/-b bildet den Eingangswert eines Integrators (Funktionsblock 2), der zur Implementierung des Übertragungsverhaltens (1/s) der zeitoptimalen Regelung vorgesehen ist. Der Integrator ist beidseitig begrenzt, wobei die Begrenzungsparameter zur Anpassung der Regelung an den jeweiligen Anwendungsfall spezifisch eingestellt werden. Der Initialisierungswert "Init" des Integrators wird so eingestellt, dass das Abtriebsmoment des Getriebes zu Beginn der Regelung den gleichen Wert hat wie in der Konstantphase vor Regelungsbeginn.The torque gradient +/- b forms the input value of an integrator (function block 2 ), which is provided for the implementation of the transmission behavior (1 / s) of the time-optimal control. The integrator is limited on both sides, the limiting parameters being specifically set to adapt the control to the respective application. The initialization value "Init" of the integrator is set so that the output torque of the gearbox at the beginning of the control has the same value as in the constant phase before the start of the control.

Der Ausgangswert des Integrators, also die komfortrelevante Größe Drehmoment MT, bildet die Eingangsgröße des Funktionsblockes 3, in dem die Stellgröße, nämlich der Kupplungsdruck p, aus den Getriebeparametern, der einzuregelnden Drehzahl und dem damit verbundenen Drehmoment berechnet wird. Dies ist durch den Quotienten iK/my angedeutet, wobei iK einen Konstruktionsfaktor und my einen Reibwert darstellen.The initial value of the integrator, thus the comfort-relevant quantity torque MT, forms the input variable of the function block 3, in which the manipulated variable, namely the Clutch pressure p, from the gearbox parameters, the one to be regulated Speed and the associated torque is calculated. This is indicated by the quotient iK / my, where iK is a construction factor and my represent a coefficient of friction.

Claims (10)

Verfahren zur Regelung des Kupplungsdruckes (p) für einen Gangwechsel bei einem Automatikgetriebe, dadurch gekennzeichnet, dass die Methode der zeitoptimalen Regelung eingesetzt wird, wobei der Kupplungsdruck (p) derart geregelt wird, dass zeitoptimal die Motordrehzahl (n_mot) an die Getriebedrehzahl (w) angepasst wird.Method for controlling the clutch pressure (p) for a gear change in an automatic transmission, characterized in that the method of time-optimal control is used, the clutch pressure (p) being controlled in such a way that the engine speed (n_mot) is optimally matched to the transmission speed (w) is adjusted. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass eine Soll-Änderung einer Regelabweichung (x3), also die Änderung der Differenz von Motordrehzahl (n_mot) und Getriebedrehzahl (w), aus einer Steuerkennlinie f(x3) = -sign(x3)·√(2·Ks·b∣⁣x3∣⁣) erhalten wird, wobei Ks die Prozessverstärkung und b ein maximaler Momentengradient darstellen.A method according to claim 1, characterized in that a target change of a control deviation (x3), that is, the change in the difference between engine speed (n_mot) and transmission speed (w), from a control characteristic f (x3) = -sign (x3) √ (2 · K · b|⁣x3|⁣) is obtained, where Ks represent the process gain and b represents a maximum torque gradient. Verfahren nach Anspruch 2, dadurch gekennzeichnet, dass die Ist-Änderung der Regelabweichung (x3) durch Differenzierung erhalten wird.A method according to claim 2, characterized in that the actual change the control deviation (x3) is obtained by differentiation. Verfahren nach Anspruch 2 und 3, dadurch gekennzeichnet, dass entsprechend der Differenz von Soll- und Ist-Änderung der Regelabweichung (x3) der Momentengradient (b) bestimmt wird, wobei dieser nur einen Maximal- (+b) oder Minimalwert (-b) annehmen kann.A method according to claim 2 and 3, characterized in that according to the difference between the target and actual change the control deviation (x3) the torque gradient (b) is determined, whereby these only assume a maximum (+ b) or minimum (-b) value can. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Momentengradient (b) den Eingangswert eines Integrators (2) bildet.Method according to one of the preceding claims, characterized in that the torque gradient (b) the input value of an integrator ( 2 ) forms. Verfahren nach Anspruch 5, dadurch gekennzeichnet, dass der Integrator (2) zur Implementierung des Übertragungsverhaltens der zeitoptimalen Regelung vorgesehen ist.A method according to claim 5, characterized in that the integrator ( 2 ) is provided for implementing the transmission behavior of the time-optimal control. Verfahren nach Anspruch 5 oder 6, dadurch gekennzeichnet, dass der Integrator (2) beidseitig begrenzt ist.A method according to claim 5 or 6, characterized in that the integrator ( 2 ) is limited on both sides. Verfahren nach Anspruch 7, dadurch gekennzeichnet, dass die Begrenzungsparameter anwendungsspezifisch eingestellt werden.A method according to claim 7, characterized in that the limitation parameters are set application-specifically. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Initialisierungswert (Init) des Integrators (2) so eingestellt wird, dass das Abtriebsmoment (MT) zu Beginn der Regelung den gleichen Wert hat wie in der Konstantphase vor Regelungsbeginn.Method according to one of the preceding claims, characterized in that the initialization value (Init) of the integrator ( 2 ) is set so that the output torque (MT) at the beginning of the control has the same value as in the constant phase before the start of the control. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Kupplungsdruck (p) in dem Regelkreis aus den Getriebeparametern (iK) und der eingeregelten Drehzahl und dem damit verbundenen Drehmoment berechnet wird.Method according to one of the preceding claims, characterized in that the clutch pressure (p) in the control loop from the transmission parameters (iK) and the regulated speed and thus connected torque is calculated.
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