EP1836416A1 - Procede pour adapter le mode de fonctionnement d'une boite de vitesses automatique - Google Patents

Procede pour adapter le mode de fonctionnement d'une boite de vitesses automatique

Info

Publication number
EP1836416A1
EP1836416A1 EP05815488A EP05815488A EP1836416A1 EP 1836416 A1 EP1836416 A1 EP 1836416A1 EP 05815488 A EP05815488 A EP 05815488A EP 05815488 A EP05815488 A EP 05815488A EP 1836416 A1 EP1836416 A1 EP 1836416A1
Authority
EP
European Patent Office
Prior art keywords
gear
transmission
vehicle
vehicle acceleration
acceleration
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP05815488A
Other languages
German (de)
English (en)
Inventor
Matthias Winkel
Bertram Wengert
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
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 EP1836416A1 publication Critical patent/EP1836416A1/fr
Withdrawn legal-status Critical Current

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
    • 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
    • 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
    • F16H2059/142—Inputs being a function of torque or torque demand of driving resistance calculated from weight, slope, or the like
    • 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
    • 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
    • F16H2059/405—Rate of change of output shaft speed or vehicle 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
    • F16H2061/0012—Transmission control for optimising power output of driveline
    • 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
    • F16H2061/0216—Calculation or estimation of post shift values for different gear ratios, e.g. by using engine performance tables
    • 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
    • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
    • F16H2061/161—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed by checking feasibility of shifts, i.e. determine if requested shift can be successfully completed and post shift values are in an acceptable 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/48—Inputs being a function of acceleration
    • 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
    • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed

Definitions

  • the invention relates to a method for adjusting an operation of an automatic transmission according to the preamble of patent claim 1.
  • the invention has the object to provide a method for adjusting an operation of an automatic transmission for a vehicle, so that depending on the driving situation, a reduced switching frequency with low mechanical and control engineering effort is possible.
  • the invention is based on the finding that the described problem can be solved if not only the momentarily favorable gear of a change gear as a target gear is taken into consideration in the control of gear change processes, but if the determination of this target gear is also expected per se following gear shift is taken into account.
  • the invention is based on a method for adjusting an operation of an automatic transmission for a vehicle with a motor whose torque is transmitted from a clutch to the change gear. According to the invention, it is provided that, depending on a vehicle acceleration and an available engine power, a target rotational speed of the transmission and an associated transmission gear is selected so that no change in the transmission gear is required for a predeterminable period of time with constant vehicle acceleration after the selected transmission gear has been engaged.
  • such a predeterminable time period can be 1 to 2 seconds, but larger periods of time are also required by the invention with recorded. From the vehicle acceleration, a target speed is thus determined from which such a suitable gear can be derived.
  • a low target rotational speed is selected given a high vehicle acceleration. This is advantageous because it allows avoiding frequent downshifting and re-upshifting.
  • a high target speed is selected at a low vehicle acceleration. This is advantageous because at a low vehicle acceleration is not expected that immediately after the engagement of the gear, the maximum speed limit is reached at the selected gear, so that an upshift is mandatory. With a low acceleration, the just usable gear can thus be engaged.
  • a maximum possible vehicle acceleration is determined at maximum torque, with the target speed with the associated transmission gear being selected therefrom. This is advantageous if the vehicle is operated with a vehicle acceleration which does not yet correspond to the maximum possible vehicle acceleration.
  • the target rotational speed is selected as a function of the vehicle mass and / or the travel resistance and / or the gear ratio and / or a program switch and / or the transmission oil temperature. This is advantageous because it is thus possible to achieve a finely graded adaptation of the change gear to external environmental conditions.
  • the invention can be explained with reference to an embodiment and a drawing attached to the description. In this shows
  • Fig. 1 is a schematic representation of an electronic transmission control
  • Fig. 2 is a diagram showing a schematic representation of transmission output characteristics.
  • Fig. 1 is a schematic representation of a drive train with an electronic transmission control 4 is shown. From a motor 1, usually an internal combustion engine, a torque is transmitted to a clutch 2, which forwards this torque to an automatic transmission 3.
  • the change gear 3 has the task to convert the engine torque and transmit to a downstream axle, to allow idling the engine when the vehicle is stationary and to allow reversal of the direction of rotation for reversing.
  • the gear change 3 the following structure with a transmission output shaft, the axle, axle drive shafts and vehicle wheels is known in the art and not shown here.
  • the planetary transmission contained therein, for example, as well as the multi-plate clutches and transmission brakes are switched by means of switching valves 5.
  • the solenoid valves 5 are driven by the electronic transmission control 4, which receives switching and sensor signals. These include, for example, the selector lever position 6, from which the desired direction of travel and a possibly limited number of available gears is determined.
  • Another signal 7 for the electronic transmission control is derived from the position of a program switch, with which, for example, a sports program or a winter program or a manual circuit is specified.
  • the Transmission control takes into account the position 8 of a kick-down switch, with which a high driver's desired vehicle acceleration is signaled.
  • a further input variable is the transmission oil temperature 9. If it exceeds a certain critical value, then, for example, it is only possible to switch at a higher engine speed, which increases the amount of oil circulated.
  • FIG. 2 An example of a shift sequence controlled by the electronic transmission control 4 is shown in FIG.
  • Fig. 2 transmission output characteristics are shown, which are plotted in a coordinate system with the abscissa as the transmission output speed n G and the ordinate as the transmission output torque M G.
  • three characteristics are entered, which are designated by x, x-1 and x-2. They each represent the achievable torque as a function of the speed at a selected gear x, x-1 and x-2.
  • the gear x is in Fig. 2, the gear with the highest gear.
  • the gear x-1 is a gear that is one level or several levels lower than the gear x.
  • the gear x-2 is a gear that is one level or several levels lower than the gear x-1.
  • gear x-1 In the relatively low gear x-2 shown here, a high torque is achieved in an initial speed range of the transmission, which decreases with increasing speed.
  • the characteristic curve for the gear x-1 runs in principle analogous to the characteristic of the gear x-2, whereas, however, a lower torque is achievable, while the available speed range, however, is greater than in the gear x-2.
  • the gear x-1 can still be operated at higher speeds than the gear x-2.
  • the gear x represents the highest gear shown in Fig. 2, with this gear, a relatively low torque is achieved. in the Unlike the gears x-1 and x-2, however, a very high speed can be achieved in gear x. If the transmission is operated in gear x with a speed corresponding to the point A, and the transmission control is indicated that an acceleration is required, then the operating point A is switched to the operating point B in the gear x-2. In gear x-2, a higher torque and a higher acceleration are achievable, but a meaningful increase in rotational speeds is very limited because of the falling curve. In point C, the maximum permissible speed is reached in gear x-2, so that at the latest at point C in a higher gear, in this case x-1, must be switched. In Fig. 2 this is shown with the connecting line from C to D, where D is a point on the characteristic belonging to the gear x-1. Thus, from an operating point A to the operating point D via the operating points B and C is switched.
  • the gear x-2 may be in engagement with a high requested acceleration possibly only one or two seconds, so viewed in retrospect, the gear x-2 would not have to be engaged. According to the invention, it is therefore not switched to the theoretically possible and currently "correct" gear x-2 at a high acceleration, but rather to the higher gear x-1, thus saving the detour via the operating points B and C, so that shifting directly from the operating point A to the operating point D. Thus, there is a temporally only short interruption in traction, since it is switched only once.
  • a refinement of the matching circuit can be achieved by taking into account further parameters. This includes, for example, the vehicle mass. In a non-loaded or only partially loaded vehicle, a different target speed can be specified as in a fully loaded vehicle. Likewise, the driving resistance can be taken into account by the controller. For rolling resistance, rolling resistance, pitch resistance and air resistance can be cited. Depending on the height of these resistors, the target speed can be adjusted with further consideration of the vehicle acceleration. reference numeral

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

Abstract

La présente invention concerne un procédé pour adapter le mode de fonctionnement d'une boîte de vitesses automatique, destiné à un véhicule comprenant un moteur (1) dont le couple de rotation est transmis par un embrayage (2) à une boîte de vitesses automatique (3). Selon l'invention, en fonction de l'accélération du véhicule et de la puissance disponible du moteur, une vitesse de rotation cible de la boîte de vitesses (3) et un rapport de boîte correspondant (x, x-1, x-2) sont sélectionnés de sorte que, lorsque l'accélération du véhicule reste constante, après sélection d'un rapport de boîte donné, pendant un intervalle de temps qui peut être prédéterminé, aucun autre changement de rapport de boîte n'est nécessaire.
EP05815488A 2005-01-13 2005-12-02 Procede pour adapter le mode de fonctionnement d'une boite de vitesses automatique Withdrawn EP1836416A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005001507A DE102005001507A1 (de) 2005-01-13 2005-01-13 Verfahren zum Anpassen einer Betriebsweise eines automatischen Wechselgetriebes
PCT/EP2005/012918 WO2006074760A1 (fr) 2005-01-13 2005-12-02 Procede pour adapter le mode de fonctionnement d'une boite de vitesses automatique

Publications (1)

Publication Number Publication Date
EP1836416A1 true EP1836416A1 (fr) 2007-09-26

Family

ID=35788969

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05815488A Withdrawn EP1836416A1 (fr) 2005-01-13 2005-12-02 Procede pour adapter le mode de fonctionnement d'une boite de vitesses automatique

Country Status (4)

Country Link
US (1) US20080085815A1 (fr)
EP (1) EP1836416A1 (fr)
DE (1) DE102005001507A1 (fr)
WO (1) WO2006074760A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2156073B1 (fr) * 2007-06-08 2018-11-14 Volvo Lastvagnar AB Procede de reglage d'une limite de vitesse de rotation de changement de rapport selectionnee de maniere automatique dans un vehicule
JP4462323B2 (ja) * 2007-10-22 2010-05-12 トヨタ自動車株式会社 車載有段自動変速機の変速制御装置
DE102008042132A1 (de) * 2008-09-16 2010-03-18 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Hybridantriebes für ein Fahrzeug
FR2940950B1 (fr) * 2009-01-12 2011-02-11 Renault Sas Procede d'anticipation des retrogradages et de controle d'une transmission automatique
DE102009053731A1 (de) * 2009-11-18 2011-05-19 Volkswagen Ag Verfahren zur Steuerung und/oder Regelung der Antriebseinheit eines Kraftfahrzeuges
DE102011076818A1 (de) * 2011-05-31 2012-12-06 Zf Friedrichshafen Ag Verfahren zur Ermittlung einer Zieldrehzahl für eine Schaltung
FR2992040B1 (fr) * 2012-06-18 2014-11-21 Peugeot Citroen Automobiles Sa Procede et dispositif de controle de la vitesse engagee d'une boite de vitesses automatisee de vehicule, en fonction d'une acceleration demandee par un systeme de controle de vitesse
CN105805291B (zh) * 2016-04-18 2018-05-11 北汽福田汽车股份有限公司 换挡操纵机构及具有该换挡操纵机构的变速器和车辆
CN105736687B (zh) * 2016-04-18 2018-02-23 北汽福田汽车股份有限公司 换挡操纵机构及具有该换挡操纵机构的变速器和车辆

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Publication number Priority date Publication date Assignee Title
US4947331A (en) * 1988-07-25 1990-08-07 Eaton Corporation Upshift logic
JP3082122B2 (ja) * 1994-02-25 2000-08-28 株式会社ユニシアジェックス 自動変速機の制御装置
DE19516948A1 (de) * 1995-05-11 1996-11-14 Voith Gmbh J M Verfahren zum Betreiben einer Antriebseinheit und Vorrichtung zur Durchführung des Verfahrens
SE512460C2 (sv) * 1999-04-16 2000-03-20 Scania Cv Ab Förfarande och anordning för styrning av en automatiserad växellåda

Non-Patent Citations (1)

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Title
See references of WO2006074760A1 *

Also Published As

Publication number Publication date
DE102005001507A1 (de) 2006-07-27
US20080085815A1 (en) 2008-04-10
WO2006074760A1 (fr) 2006-07-20

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