US20020038173A1 - System for regulating a gear transmission ratio - Google Patents
System for regulating a gear transmission ratio Download PDFInfo
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- US20020038173A1 US20020038173A1 US09/367,816 US36781699A US2002038173A1 US 20020038173 A1 US20020038173 A1 US 20020038173A1 US 36781699 A US36781699 A US 36781699A US 2002038173 A1 US2002038173 A1 US 2002038173A1
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 99
- 230000001105 regulatory effect Effects 0.000 title abstract 3
- 230000001419 dependent effect Effects 0.000 claims abstract description 5
- 230000003321 amplification Effects 0.000 claims description 22
- 238000003199 nucleic acid amplification method Methods 0.000 claims description 22
- 239000000446 fuel Substances 0.000 claims description 11
- 238000005457 optimization Methods 0.000 abstract description 11
- 238000001514 detection method Methods 0.000 abstract 1
- 238000000034 method Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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- 230000009897 systematic effect Effects 0.000 description 1
- 230000036962 time dependent Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling 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
- 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
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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
- 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
-
- 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
- B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
- B60W2050/0052—Filtering, filters
-
- 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
- B60W2510/10—Change speed gearings
- B60W2510/104—Output speed
-
- 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
-
- 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
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
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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
- 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
- F16H2061/0015—Transmission control for optimising fuel consumptions
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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
- 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
- F16H2061/0018—Transmission control for optimising exhaust emissions
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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
- 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
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6615—Imitating a stepped transmissions
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
Definitions
- the invention relates to a system for adjusting a transmission gear ratio with the features of claim 1.
- WO 95 20114 A discloses a control for an automatic motor vehicle transmission wherein the engine rpm is intended to be adjusted to the region of optimal efficiency, minimal exhaust-gas emission or maximum power via a fuzzy logic control circuit by a continuous control of the transmission ratio.
- the efficiency of the vehicle engine is of primary concern.
- the influence of the transmission efficiency on the total efficiency of the drive train is not considered.
- the object of the present invention is to adapt the engine rpm optimally to the particular driving situation or the particular driving state.
- This engine rpm can be controlled by an adjustment of the transmission gear ratio.
- the invention proceeds from a system for adjusting a motor vehicle transmission which is changeable in its transmission gear ratio.
- the transmission has an efficiency characteristic which is dependent upon the transmission ratio.
- a first quantity which represents the actual transmission output rpm, is detected as well as a second quantity, which represents a desired value for the drive torque.
- a desired rpm of the vehicle engine is determined at least in dependence upon the detected first quantity and the determined second quantity and in dependence upon the efficiency characteristic.
- the adjustment of the transmission ratio takes place in dependence upon the desired rpm of the vehicle engine which is so determined.
- an optimal transmission ratio and the required engine output torque are determined via a coordinated drive train control.
- the components “engine” and “transmission” of the drive train are correspondingly driven so that the required drive torque is made available.
- the invention permits a systematic consideration of the transmission efficiency for the determination of the optimal transmission ratio. In this way, a maximization of the total efficiency of the drive train is achieved for an optimal vehicle operation.
- the advantage resulting therefrom is the basic possibility to better adapt the drive train to the requirements via optimization of the total efficiency, the torque reserve and/or other optimization criteria.
- At least one vehicle engine parameter (such as fuel consumption, torque reserve and/or exhaust-gas emission) is optimized in the sense of a minimum or maximum.
- the determination of the desired rpm can take place by means of at least one characteristic field.
- the torque amplification characteristic and/or the efficiency characteristic of the transmission for different transmission gear ratios are applied to determine the desired rpm of the vehicle engine or for determining the characteristic field.
- the torque amplification and/or efficiency characteristics can, in general, include the torque amplification and/or the efficiency of the transmission in dependence upon the first and second quantities.
- the torque amplification and/or efficiency characteristics are advantageously in the form of characteristic fields.
- the parameter of the vehicle engine which is to be optimized, is present as an engine characteristic field in dependence upon at least the engine rpm and the engine output torque.
- the corresponding torque amplifications and/or the corresponding efficiencies are determined to different first and second quantities by means of the torque amplification and/or efficiency characteristics.
- the engine output torques, which belong to the first quantity, are determined for the different transmission gear ratios while considering the determined corresponding torque amplifications and/or the corresponding efficiencies.
- Values of the parameter to be optimized are determined by means of the present engine characteristic field and the values determined in this manner are applied for the determination of the desired rpm of the vehicle engine.
- the second quantity is preferably determined in dependence upon a quantity which represents the position of the accelerator pedal actuated by the driver.
- the vehicle engine parameter which is to be optimized, can be designed so as to be selectable.
- FIG. shows an overview block circuit diagram of a coordinated drive train control; whereas, FIGS. 2, 3, 4 and 5 show the procedure of the invention with respect to block diagrams.
- An engine characteristic field is shown in FIG. 6.
- FIG. 1 shows the determination of a desired value P des and M des for the drive power and drive torque, respectively.
- This desired value is determined essentially directly or indirectly (for example, by means of a characteristic field or by means of an algorithm) from the position of the accelerator pedal actuated by the driver.
- a road speed controller and a drive slip control system are characterized by the blocks 102 and 103 and these blocks are optional. These systems can modify the desired value pregiven by the driver to adjust a specific vehicle longitudinal speed and/or to prevent an excessive drive slip. This modification takes place in the coordinator 104 .
- the coordinator 104 supplies, at the output end, a desired value M ab,des for the drive torque. In the simplest case, the driver directly issues the desired output torque M ab,des via the accelerator pedal.
- This desired value for the output torque is processed in block 110 to an engine torque desired value M mot,des and is adjusted at the engine 111 .
- the desired transmission ratio u des is determined, inter alia, in dependence upon this desired output torque command M ab,des .
- the corresponding desired transmission ratio u des is supplied to the transmission and/or to the transmission control 112 directly or indirectly (block 108 ) for adjustment.
- the block 108 describes a conventional filtering for a continuously variable transmission or, in the case of a stepped-automatic transmission, provides a stepwise adjustment of the desired transmission gear ratio u des in the form of discrete steps.
- an optimal engine rpm N mot,opt is determined in a manner to be described hereinafter.
- this value is processed via division by the output rpm N ab (rpm sensor 106 ) to an optimal transmission ratio u opt and supplied to the described unit 109 .
- FIG. 2 shows the more precise function of block 105 of FIG. 1.
- an optimal engine rpm N mot,optFT is formed in block 1055 in dependence upon the type of driver, determined in block 1051 , and optionally, in dependence upon the drive command M des (block 104 ) pregiven by the driver.
- the value FT is formed in block 1051 and represents the type of driver and/or the characteristic of the driver. For this purpose, especially the position of the accelerator pedal actuated by the driver and especially the time-dependent behavior are evaluated.
- FIG. 3 will now first be discussed with respect to the transfer characteristic of block 1055 .
- engine rpms N mot,opt,E and N mot,opt,XS are formed in block 1055 for a consumption-optimal vehicle operation and for a driving power orientated vehicle operation (blocks 10551 and 10552 in FIG. 3). It is understood that also other or further engine rpms, which are optimized with reference to other parameters (for example, exhaust-gas emission), can be determined. Furthermore, any number of additional stages between a very consumption-optimized engine rpm and a very driving power optimized engine rpm are possible.
- one of the engine rpms which are determined in blocks 110551 and 10552 , is selected as desired engine rpm N mot,opt,FT in dependence upon the type of driver and/or driving state.
- the type of driver was determined in block 1051 .
- the determination of the desired engine rpms N mot,opt,E and N mot,opt,XS can take place via characteristic fields with which desired engine rpms N mot,opt,E and N mot,opt,XS are stored in dependence upon N ab values and M ab,des values. In these characteristic fields, the consumption characteristic of the engine as well as the knowledge of the particular efficiency of the transmission are represented.
- the determination of the characteristic fields can also take place via an offline-optimization computation which will be explained hereinafter. It can, however, also be provided that the determination of the engine rpm desired values N mot,opt,E and N mot,opt,XS takes place online via the optimization computation to be described hereinafter.
- the characteristic fields with the characteristic of the vehicle engine form the basis for the determinations described hereinafter.
- the determination of the engine rpm value N mot,opt,E in block 10551 is described in greater detail.
- the engine rpm value is determined in block 10551 for a tupel, that is, for a value pair (M ab,des , N ab ):
- N mot,opt,E F ( M ab,des , N ab ).
- the value N mot,opt,E for the engine rpm is determined in such a manner that the optimal transmission gear ratio u opt results in such a manner that the effective fuel consumption b e,eff is minimal.
- u opt is first determined for each tupel (M ab,des , N ab ).
- the transmission gear ratio u is varied in discrete steps in a range between the minimum and maximum possible gear ratios (u min , u max ) ti U min ⁇ u ⁇ u max
- the torque amplification ⁇ k can be determined as a function of M ab,des and N ab from the characteristic field of the transmission.
- the efficiency ⁇ g of the transmission is already contained and the following applies:
- ⁇ k u k * ⁇ g .
- N mot,k N ab *u k .
- the power P ab,des which is required on the vehicle wheels in a situation, results from the product M ab,des *N ab .
- the consumption b e — t,k of fuel per unit of time can be determined with the above-mentioned quantities from:
- Desired values M ab,des for the output torque as well as values N ab for the transmission output rpm are supplied to the block 41 (FIGS. 4 and 5).
- Characteristic fields KF_eta_g_u 1 , . . . , KF_eta_g_uK (blocks 411 to 415 ) belong to each transmission gear ratio u 1 , u 2 , . . . , u K and contain the efficiency characteristic of the transmission.
- the transmission efficiency ⁇ is stored in these characteristic fields KF_eta_g_ul, . . .
- KF_eta_g_uK (blocks 411 to 415 ) in dependence upon the transmission of output torque M ab and the transmission output rpm N ab for different transmission gear ratios u 1 , u 2 . . . , u K .
- the torque amplification u k results from the multiplication 417 of the value ⁇ k for the efficiency by the particular transmission gear ratio u k which is taken into consideration.
- the desired engine torque M mot,des,k which is valid for the particular transmission gear ratio u k , is determined from the torque amplification ⁇ k and the transmission output torque M ab by the division 42 .
- the corresponding value M mot,k for the engine rpm is determined by means of the multiplier 44 from the particular transmission gear ratio u k and the transmission output rpm N ab .
- the values M mot,des,k and N mot,k are supplied to block 43 of FIG. 4 which contains the engine consumption characteristic field. From this, the fuel consumption b e — t,k per unit of time is determined which corresponds to the input values N mot,k and M mot,des,k .
- An engine characteristic field is shown in FIG. 6 as an example.
- the torque of the vehicle engine M mot is plotted against the engine rpm N mot .
- the parameter is the specific fuel consumption, that is, the fuel consumption per unit of time.
- the line which is identified by letter E, defines the optimal engine rpm for a consumption orientated driver type while considering the fuel consumption.
- the line for the consumption orientated type of driver passes through the point of lowest fuel consumption (100%).
- the letter M in FIG. 6 identifies the maximum torque which can be attained for the particular engine rpm.
- the already mentioned characteristic field in block 10551 of FIG. 3 contains the engine rpm N mot,opt,E for each combination M ab,des and N ab wherein the fuel consumption b e — t,k is a minimal per unit of time.
- the optimization method which is shown here for a minimum fuel consumption, can be carried out in the same manner also for a maximum torque reserve.
- the optimization criterion for the characteristic field in block 10552 of FIG. 3 is then the torque reserve M k .
- the determination of the characteristic fields 10551 and 10552 as well as further characteristic fields can also take place via the described offline optimization computation. However, it can also be provided that the determination of the engine rpm desired values N mot,opt,E and N mot,opt,XS takes place online via the described optimization computation.
- one of the formed desired values N mot,opt,E or N mot,opt,XS is selected as desired value N mot,opt,FT for the engine rpm in dependence upon the driver characteristic FT which is determined in block 1051 .
- the engine rpm N mot,opt,FT which is optimal while considering the type of driver and the drive command, is found in block 1055 , this engine rpm is modified in block 1056 in dependence upon the driving situation.
- the driving situation is determined in block 1052 in a manner known per se.
- the rpm signal which is modified in block 1056 , can be limited. It is especially provided that the limiting takes place in dependence upon the driving state (signal FZ), which is determined in block 1053 in a manner known per se, and in dependence upon the torque requirement or power requirement of the ancillary equipment (signal P NA ).
- the torque and/or power requirement of the ancillary equipment is determined in block 1054 .
- the optimal engine rpm N mot,opt which is so determined, is supplied to the block 107 which has already been described.
- the basic idea of block 105 is therefore to determine an optimal engine rpm as a function of the characteristic of the driver and to then modify the latter by: the driving situation, the driving state or the torque demand of the ancillary equipment.
- a higher engine rpm can be optimal for increasing the drag torque.
- the minimum rpm which is adjusted at the engine via the transmission gear ratio, can have a higher value than for an operationally warm engine.
- the engine rpm can be limited by the transmission gear ratio to a maximum value whereby the noise emissions and exhaust-gas emissions are reduced.
- an ancillary unit for example, such as an electric generator or a climate control system can require an increased engine rpm even outside of idle which is to be adjusted by a corresponding transmission gear ratio.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- Control Of Transmission Device (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The invention concerns a system for regulating an automobile transmission whose ratio can be modified. The gear has a transmission-dependent efficiency characteristic. A first parameter representing the actual transmission output speed (Nab)
is detected and a second parameter representing a set value for the output torque (Mab soll) is determined. A set speed of the vehicle motor (Nmot) is then determined at least depending on the first detected parameter and the second determined parameter and on the efficiency characteristic of the gear. The gear transmission ratio is regulated depending on the set speed of the vehicle motor thus determined. The invention takes into account influences upon the gear during the detection of optimal gear transmission ratio in a system for coordinated drive train control. Basically, this provides the advantage of better adapting the drive train to requirements by optimizing overall efficiency and moment reserve and by meeting other optimization criteria.
Description
- The invention relates to a system for adjusting a transmission gear ratio with the features of
claim 1. - From the state of the art, many possibilities are known to adjust the gear ratio of a motor vehicle transmission to adjust a specific desired rpm of the vehicle motor. In U.S. Pat. No. 4,893,526, a desired output torque is determined from the vehicle longitudinal speed and the position of the accelerator pedal actuated by the driver. Thereupon, a desired value for the engine rpm is determined in dependence upon the desired output torque and the vehicle longitudinal speed. This desired value for the engine rpm is controlled by the adjustment of a continuously variable vehicle transmission. Furthermore, the desired output torque as well as the adjusted transmission gear ratio are applied to adjust the engine torque.
- WO 95 20114 A discloses a control for an automatic motor vehicle transmission wherein the engine rpm is intended to be adjusted to the region of optimal efficiency, minimal exhaust-gas emission or maximum power via a fuzzy logic control circuit by a continuous control of the transmission ratio. Here, the efficiency of the vehicle engine is of primary concern. The influence of the transmission efficiency on the total efficiency of the drive train is not considered.
- The object of the present invention is to adapt the engine rpm optimally to the particular driving situation or the particular driving state. This engine rpm can be controlled by an adjustment of the transmission gear ratio.
- This object is achieved with the features of
claim 1. - The invention proceeds from a system for adjusting a motor vehicle transmission which is changeable in its transmission gear ratio. The transmission has an efficiency characteristic which is dependent upon the transmission ratio. A first quantity, which represents the actual transmission output rpm, is detected as well as a second quantity, which represents a desired value for the drive torque. A desired rpm of the vehicle engine is determined at least in dependence upon the detected first quantity and the determined second quantity and in dependence upon the efficiency characteristic. The adjustment of the transmission ratio takes place in dependence upon the desired rpm of the vehicle engine which is so determined.
- For a drive torque wanted by the driver, an optimal transmission ratio and the required engine output torque are determined via a coordinated drive train control. The components “engine” and “transmission” of the drive train are correspondingly driven so that the required drive torque is made available. The invention permits a systematic consideration of the transmission efficiency for the determination of the optimal transmission ratio. In this way, a maximization of the total efficiency of the drive train is achieved for an optimal vehicle operation. The advantage resulting therefrom is the basic possibility to better adapt the drive train to the requirements via optimization of the total efficiency, the torque reserve and/or other optimization criteria.
- It is especially advantageous when the determination of the desired rpm of the vehicle engine takes place in such a manner that a desired rpm is determined for the combinations of the detected first and the determined second quantities. For this desired rpm, at least one vehicle engine parameter (such as fuel consumption, torque reserve and/or exhaust-gas emission) is optimized in the sense of a minimum or maximum.
- The determination of the desired rpm can take place by means of at least one characteristic field.
- Advantageously, the torque amplification characteristic and/or the efficiency characteristic of the transmission for different transmission gear ratios are applied to determine the desired rpm of the vehicle engine or for determining the characteristic field.
- The torque amplification and/or efficiency characteristics can, in general, include the torque amplification and/or the efficiency of the transmission in dependence upon the first and second quantities. Here, the torque amplification and/or efficiency characteristics are advantageously in the form of characteristic fields.
- Especially for a transmission, which is continuously variable with respect to its transmission ratio, it is provided that the determination of the desired rpm of the vehicle engine or the determination of the characteristic field takes place in such a manner that the corresponding torque amplifications and/or efficiencies of the transmission are determined from the existing characteristic fields of the transmission (torque amplification and/or efficiency characteristics) for different transmission ratios. An interpolation is then made between these determined torque amplifications and/or efficiencies.
- In an especially preferred embodiment of the invention, it is provided that the parameter of the vehicle engine, which is to be optimized, is present as an engine characteristic field in dependence upon at least the engine rpm and the engine output torque. The procedure according to the invention is then as follows:
- For different transmission gear ratios, the corresponding torque amplifications and/or the corresponding efficiencies are determined to different first and second quantities by means of the torque amplification and/or efficiency characteristics. The engine output torques, which belong to the first quantity, are determined for the different transmission gear ratios while considering the determined corresponding torque amplifications and/or the corresponding efficiencies. Values of the parameter to be optimized are determined by means of the present engine characteristic field and the values determined in this manner are applied for the determination of the desired rpm of the vehicle engine.
- The second quantity, at least in pregiven operating states, is preferably determined in dependence upon a quantity which represents the position of the accelerator pedal actuated by the driver. The vehicle engine parameter, which is to be optimized, can be designed so as to be selectable.
- Additional advantageous configurations of the invention can be taken from the dependent claims.
- The FIG. shows an overview block circuit diagram of a coordinated drive train control; whereas, FIGS. 2, 3,4 and 5 show the procedure of the invention with respect to block diagrams. An engine characteristic field is shown in FIG. 6.
- The invention will now be explained with respect to the embodiment to be described in the following.
- With
block 101, FIG. 1 shows the determination of a desired value Pdes and Mdes for the drive power and drive torque, respectively. This desired value is determined essentially directly or indirectly (for example, by means of a characteristic field or by means of an algorithm) from the position of the accelerator pedal actuated by the driver. A road speed controller and a drive slip control system are characterized by theblocks coordinator 104. Thecoordinator 104 supplies, at the output end, a desired value Mab,des for the drive torque. In the simplest case, the driver directly issues the desired output torque Mab,des via the accelerator pedal. - This desired value for the output torque is processed in
block 110 to an engine torque desired value Mmot,des and is adjusted at theengine 111. Inblock 109, the desired transmission ratio udes is determined, inter alia, in dependence upon this desired output torque command Mab,des. The corresponding desired transmission ratio udes is supplied to the transmission and/or to thetransmission control 112 directly or indirectly (block 108) for adjustment. Theblock 108 describes a conventional filtering for a continuously variable transmission or, in the case of a stepped-automatic transmission, provides a stepwise adjustment of the desired transmission gear ratio udes in the form of discrete steps. - In
block 105, and as a major point of the invention, an optimal engine rpm Nmot,opt is determined in a manner to be described hereinafter. Inblock 107, this value is processed via division by the output rpm Nab (rpm sensor 106) to an optimal transmission ratio uopt and supplied to the describedunit 109. - FIG. 2 shows the more precise function of
block 105 of FIG. 1. For this purpose, an optimal engine rpm Nmot,optFT is formed inblock 1055 in dependence upon the type of driver, determined inblock 1051, and optionally, in dependence upon the drive command Mdes (block 104) pregiven by the driver. As already mentioned, the value FT is formed inblock 1051 and represents the type of driver and/or the characteristic of the driver. For this purpose, especially the position of the accelerator pedal actuated by the driver and especially the time-dependent behavior are evaluated. FIG. 3 will now first be discussed with respect to the transfer characteristic ofblock 1055. - In this embodiment, and to determine the optimal engine rpm Nmot,opt (105), engine rpms Nmot,opt,E and Nmot,opt,XS are formed in
block 1055 for a consumption-optimal vehicle operation and for a driving power orientated vehicle operation (blocks - In
block 10553, one of the engine rpms, which are determined inblocks 110551 and 10552, is selected as desired engine rpm Nmot,opt,FT in dependence upon the type of driver and/or driving state. The type of driver was determined inblock 1051. - The determination of the desired engine rpms Nmot,opt,E and Nmot,opt,XS can take place via characteristic fields with which desired engine rpms Nmot,opt,E and Nmot,opt,XS are stored in dependence upon Nab values and Mab,des values. In these characteristic fields, the consumption characteristic of the engine as well as the knowledge of the particular efficiency of the transmission are represented.
- The determination of the characteristic fields can also take place via an offline-optimization computation which will be explained hereinafter. It can, however, also be provided that the determination of the engine rpm desired values Nmot,opt,E and Nmot,opt,XS takes place online via the optimization computation to be described hereinafter.
- In addition to the characteristic fields of the transmission, the characteristic fields with the characteristic of the vehicle engine form the basis for the determinations described hereinafter. Here, first the determination of the engine rpm value Nmot,opt,E in
block 10551 is described in greater detail. - The engine rpm value is determined in
block 10551 for a tupel, that is, for a value pair (Mab,des, Nab): - N mot,opt,E =F(M ab,des , N ab).
- Here, the value Nmot,opt,E for the engine rpm is determined in such a manner that the optimal transmission gear ratio uopt results in such a manner that the effective fuel consumption be,eff is minimal. For the determination of the values Nmot,opt,E, uopt is first determined for each tupel (Mab,des, Nab).
- For this purpose, the transmission gear ratio u is varied in discrete steps in a range between the minimum and maximum possible gear ratios (umin, umax) ti Umin≦u≦umax
- whereby the gear ratios uk (k=1, . . . , K) result. For transmissions, which are shifted in discrete steps, that it, for transmissions which are changeable stepwise with respect to the transmission gear ratios, it is purposeful to select as uk the gear ratio steps of the transmission gears. For transmissions, which are adjustable without steps with respect to their gear ratios, a number of values uk are to be pregiven which is adequate for the numerical precision of the result.
- For each value uk, the torque amplification μk can be determined as a function of Mab,des and Nab from the characteristic field of the transmission. In the value μk, the efficiency ηg of the transmission is already contained and the following applies:
- μk =u k*ηg.
-
- and, the engine output rpm is:
- N mot,k =N ab *u k.
- The power Pab,des, which is required on the vehicle wheels in a situation, results from the product Mab,des*Nab. For the power Pab,des, the consumption be
— t,k of fuel per unit of time can be determined with the above-mentioned quantities from: - b e
— t,k =F(M mot,des,k ; N mot,k). - The procedure for determining be
— t,k is presented in FIG. 4. For the description of FIG. 4, the block 41 (characteristic data of the transmission) will first be explained in greater detail with respect to FIG. 5. - Desired values Mab,des for the output torque as well as values Nab for the transmission output rpm are supplied to the block 41 (FIGS. 4 and 5). Characteristic fields KF_eta_g_u1, . . . , KF_eta_g_uK (
blocks 411 to 415) belong to each transmission gear ratio u1, u2, . . . , uK and contain the efficiency characteristic of the transmission. The transmission efficiency η is stored in these characteristic fields KF_eta_g_ul, . . . , KF_eta_g_uK (blocks 411 to 415) in dependence upon the transmission of output torque Mab and the transmission output rpm Nab for different transmission gear ratios u1, u2 . . . , uK. - The formation of the efficiency ηk, which is relevant for the gear ratio uk, takes place via the
selector 416, which is shown as a switch, in dependence upon the transmission ratio uk. - For continuously variable transmissions, an interpolation between two mutually adjacent values is made in lieu of the selection from discrete values for the efficiency which is shown in FIG. 5.
- The torque amplification uk results from the
multiplication 417 of the value ηk for the efficiency by the particular transmission gear ratio uk which is taken into consideration. - As shown in FIG. 4, the desired engine torque Mmot,des,k, which is valid for the particular transmission gear ratio uk, is determined from the torque amplification μk and the transmission output torque Mab by the
division 42. The corresponding value Mmot,k for the engine rpm is determined by means of the multiplier 44 from the particular transmission gear ratio uk and the transmission output rpm Nab. - The values Mmot,des,k and Nmot,k are supplied to block 43 of FIG. 4 which contains the engine consumption characteristic field. From this, the fuel consumption be
— t,k per unit of time is determined which corresponds to the input values Nmot,k and Mmot,des,k. An engine characteristic field is shown in FIG. 6 as an example. - In FIG. 6, the torque of the vehicle engine Mmot is plotted against the engine rpm Nmot. The parameter is the specific fuel consumption, that is, the fuel consumption per unit of time. The line, which is identified by letter E, defines the optimal engine rpm for a consumption orientated driver type while considering the fuel consumption. The line for the consumption orientated type of driver passes through the point of lowest fuel consumption (100%). The letter M in FIG. 6 identifies the maximum torque which can be attained for the particular engine rpm.
- The already mentioned characteristic field in
block 10551 of FIG. 3 contains the engine rpm Nmot,opt,E for each combination Mab,des and Nab wherein the fuel consumption be— t,k is a minimal per unit of time. - The optimization method, which is shown here for a minimum fuel consumption, can be carried out in the same manner also for a maximum torque reserve. The optimization criterion for the characteristic field in
block 10552 of FIG. 3 is then the torque reserve Mk. - Further optimization criteria, such as lowest possible emissions, can also be considered with this method.
- The determination of the
characteristic fields - As already mentioned, in
block 10553 of FIG. 3, one of the formed desired values Nmot,opt,E or Nmot,opt,XS is selected as desired value Nmot,opt,FT for the engine rpm in dependence upon the driver characteristic FT which is determined inblock 1051. - If, as shown in FIG. 3, the engine rpm Nmot,opt,FT, which is optimal while considering the type of driver and the drive command, is found in
block 1055, this engine rpm is modified inblock 1056 in dependence upon the driving situation. The driving situation is determined inblock 1052 in a manner known per se. Inblock 1057, the rpm signal, which is modified inblock 1056, can be limited. It is especially provided that the limiting takes place in dependence upon the driving state (signal FZ), which is determined inblock 1053 in a manner known per se, and in dependence upon the torque requirement or power requirement of the ancillary equipment (signal PNA). The torque and/or power requirement of the ancillary equipment is determined inblock 1054. The optimal engine rpm Nmot,opt, which is so determined, is supplied to theblock 107 which has already been described. The basic idea ofblock 105 is therefore to determine an optimal engine rpm as a function of the characteristic of the driver and to then modify the latter by: the driving situation, the driving state or the torque demand of the ancillary equipment. Thus, for example for a downhill drive, a higher engine rpm can be optimal for increasing the drag torque. Additionally, for example in the warm running of the vehicle engine, the minimum rpm, which is adjusted at the engine via the transmission gear ratio, can have a higher value than for an operationally warm engine. In the same manner, for example in city driving operation, the engine rpm can be limited by the transmission gear ratio to a maximum value whereby the noise emissions and exhaust-gas emissions are reduced. In addition, an ancillary unit, for example, such as an electric generator or a climate control system can require an increased engine rpm even outside of idle which is to be adjusted by a corresponding transmission gear ratio. - With the invention, transmission influences in the determination of the optimal transmission gear ratio within a system are considered for a coordinated drive train control. The advantage resulting therefrom is the primary possibility to better adapt the drive train to the requirements by optimizing the total efficiency, the torque reserve and other optimization criteria.
Claims (9)
1. System for adjusting a vehicle transmission (112), which is changeable with respect to its transmission gear ratio, the vehicle transmission (112) having an efficiency characteristic dependent upon the transmission gear ratio, wherein:
a first quantity (Nab), which represents the actual transmission output rpm, is detected;
a second quantity (Mab,des), which represents a desired value for the drive torque, is determined;
a desired rpm (Nmot,opt) of the vehicle engine (111) is determined at least in dependence upon the detected first quantity and the determined second quantity and in dependence upon the efficiency characteristic of the transmission (112); and,
the transmission ratio (udes) of the transmission (112) is controlled in dependence upon the specific desired rpm (Nmot,opt) of the vehicle engine.
2. System of claim 1 , characterized in that the determination of the desired rpm (Nmot,opt) of the vehicle engine (111) takes place in such a manner that a desired rpm (Nmot,opt) is determined for the combination of the detected first and the determined second quantities (Nab, Mab,des) for which at least a vehicle engine parameter (be — t,k) such as fuel consumption, torque reserve and/or exhaust-gas emission is optimized in the sense of being minimal or optimized in the sense of being maximal.
3. System of claim 1 , characterized in that the determination of the desired rpm (Nmot,opt) takes place via at least one characteristic field (10551, 10552).
4. System of claim 1 or 2, characterized in that the torque amplification characteristic and/or the efficiency characteristic of the transmission (112) for different transmission gear ratios (uk) is applied for determining the desired rpm (Nmot,opt) of the vehicle engine (111) or to determine the characteristic field (10551, 10552).
5. System of claim 4 , characterized in that the torque amplification and/or the efficiency characteristics are present as characteristic fields (411 to 415) and the torque amplification (μk) and/or the efficiency (ηk) of the transmission (112) are determined in dependence upon the first and second quantities (Nab, Mab,des) from the present characteristic fields (411 to 415).
6. System of claim 5 , characterized in that the determination of the desired rpm (Nmot,opt) of the vehicle engine (111) or the determination of the characteristic fields (10551, 10552) takes place in such a manner that the corresponding torque amplification (μk) and/or the efficiencies (ηk) of the transmission (112) are determined from the present characteristic fields (411 to 415) of the transmission (112) for different transmission gear ratios (uk); and, for a transmission, which is continuously variable with respect to its gear ratio, an interpolation is made between the determined torque amplifications and/or efficiencies.
7. System of claims 2 and 4, characterized in that the parameter (be — t,k) of the engine motor, which is to be optimized, is present as an engine characteristic field (43) in dependence upon at least the engine rpm (Nmot,k) and of the engine output rpm (Mmot,des,k); and,
for different transmission gear ratios (uk), the corresponding torque amplifications (μk) and/or the corresponding efficiency (ηk) are determined to different first and second quantities (Nab, Mab,des) by means of the torque amplification and/or efficiency characteristics; and,
the engine output torques (Mmot,des,k), which belong to the first quantity (Nmot,k), are determined for the different transmission gear ratios (uk) while considering the determined corresponding torque amplifications (μk) and/or the corresponding efficiencies (ηk); and,
values (be — t,k) of the parameter to be optimized are determined by means of the present engine characteristic field; and,
the determined values (be — t,k) are applied for determining the desired rpm (Nmot,opt) of the vehicle engine.
8. System of claim 1 , characterized in that the second quantity (Mab,des) is determined at least in pregiven operating states in dependence upon a quantity, which represents the position of the accelerator pedal actuated by the driver.
9. System of claim 2 , characterized in that the vehicle engine parameter (be — t,k), which is to be optimized, can be selected. Summary The invention proceeds from a system for adjusting a motor vehicle transmission, which is changeable in its transmission gear ratio, the transmission having an efficiency characteristic which is dependent on the transmission gear ratio. A first quantity is detected which represents the actual transmission output rpm and a second quantity is determined which represents a desired value for the drive torque. Then, a desired rpm of the vehicle engine is determined at least in dependence upon the detected first quantity and the determined second quantity and in dependence upon the efficiency characteristic of the transmission. The adjustment of the transmission gear ratio takes place in dependence upon the desired rpm of the vehicle engine which is so determined. With the invention, transmission influences are considered in the determination of the optimal transmission gear ratio within a system for the coordinated drive train control. The advantage, which results from the above, is the basic possibility to better adapt the drive train to the requirements by optimizing the total efficiency, the torque reserve and other optimizing criteria.
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19757328.2 | 1997-12-23 | ||
DE19757328A DE19757328A1 (en) | 1997-12-23 | 1997-12-23 | Transmission control for vehicle |
DE19757328 | 1997-12-23 | ||
PCT/DE1998/003365 WO1999034136A1 (en) | 1997-12-23 | 1998-11-16 | System for regulating a gear transmission ratio |
Publications (2)
Publication Number | Publication Date |
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US20020038173A1 true US20020038173A1 (en) | 2002-03-28 |
US6418365B1 US6418365B1 (en) | 2002-07-09 |
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ID=7853056
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/367,816 Expired - Lifetime US6418365B1 (en) | 1997-12-23 | 1998-11-16 | System for regulating a gear transmission ratio |
Country Status (7)
Country | Link |
---|---|
US (1) | US6418365B1 (en) |
EP (1) | EP0980483B1 (en) |
JP (1) | JP4307571B2 (en) |
KR (1) | KR100630593B1 (en) |
CZ (1) | CZ9902942A3 (en) |
DE (2) | DE19757328A1 (en) |
WO (1) | WO1999034136A1 (en) |
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US20170077855A1 (en) * | 2015-03-16 | 2017-03-16 | Thunder Power Hong Kong Ltd. | Method for controlling operating speed and torque of electric motor |
CN108509715A (en) * | 2018-03-29 | 2018-09-07 | 重庆青山工业有限责任公司 | Power train preferred method based on fuzzy algorithmic approach and system |
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-
1998
- 1998-11-16 EP EP98962272A patent/EP0980483B1/en not_active Expired - Lifetime
- 1998-11-16 US US09/367,816 patent/US6418365B1/en not_active Expired - Lifetime
- 1998-11-16 WO PCT/DE1998/003365 patent/WO1999034136A1/en not_active Application Discontinuation
- 1998-11-16 CZ CZ19992942A patent/CZ9902942A3/en unknown
- 1998-11-16 DE DE59810801T patent/DE59810801D1/en not_active Expired - Lifetime
- 1998-11-16 KR KR1019997007528A patent/KR100630593B1/en not_active IP Right Cessation
- 1998-11-16 JP JP53437299A patent/JP4307571B2/en not_active Expired - Lifetime
Cited By (8)
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US20170077855A1 (en) * | 2015-03-16 | 2017-03-16 | Thunder Power Hong Kong Ltd. | Method for controlling operating speed and torque of electric motor |
US9866163B2 (en) | 2015-03-16 | 2018-01-09 | Thunder Power New Energy Vehicle Development Company Limited | Method for controlling operating speed and torque of electric motor |
US9866164B2 (en) | 2015-03-16 | 2018-01-09 | Thunder Power New Energy Vehicle Development Company Limited | Method for controlling operating speed and torque of electric motor |
US9941829B2 (en) * | 2015-03-16 | 2018-04-10 | Thunder Power New Energy Vehicle Development Company Limited | Method for controlling operating speed and torque of electric motor |
US9973126B2 (en) | 2015-03-16 | 2018-05-15 | Thunder Power New Energy Vehicle Development Company Limited | Method for controlling operating speed and torque of electric motor |
US10320319B2 (en) | 2015-03-16 | 2019-06-11 | Thunder Power New Energy Vehicle Development Company Limited | Method for controlling operating speed and torque of electric motor |
US10333450B2 (en) | 2015-03-16 | 2019-06-25 | Thunder Power New Energy Vehicle Development Company Limited | Method for controlling operating speed and torque of electric motor |
CN108509715A (en) * | 2018-03-29 | 2018-09-07 | 重庆青山工业有限责任公司 | Power train preferred method based on fuzzy algorithmic approach and system |
Also Published As
Publication number | Publication date |
---|---|
DE59810801D1 (en) | 2004-03-25 |
WO1999034136A1 (en) | 1999-07-08 |
KR100630593B1 (en) | 2006-10-04 |
US6418365B1 (en) | 2002-07-09 |
EP0980483A1 (en) | 2000-02-23 |
JP2001513181A (en) | 2001-08-28 |
CZ9902942A3 (en) | 2001-11-14 |
KR20000075469A (en) | 2000-12-15 |
JP4307571B2 (en) | 2009-08-05 |
DE19757328A1 (en) | 1999-06-24 |
EP0980483B1 (en) | 2004-02-18 |
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