WO2001034423A1 - Procede de realisation d'une securite de blocage du mouvement d'un vehicule - Google Patents

Procede de realisation d'une securite de blocage du mouvement d'un vehicule Download PDF

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Publication number
WO2001034423A1
WO2001034423A1 PCT/DE2000/003711 DE0003711W WO0134423A1 WO 2001034423 A1 WO2001034423 A1 WO 2001034423A1 DE 0003711 W DE0003711 W DE 0003711W WO 0134423 A1 WO0134423 A1 WO 0134423A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
engaged
ignition
control signal
switched
Prior art date
Application number
PCT/DE2000/003711
Other languages
German (de)
English (en)
Inventor
Klaus Henneberger
Klaus KÜPPER
Peter BÜHRLE
Martin Zimmermann
Jens Schnäbele
Original Assignee
Luk Lamellen Und Kupplungsbau Beteiligungs Kg
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 Luk Lamellen Und Kupplungsbau Beteiligungs Kg filed Critical Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority to AU21487/01A priority Critical patent/AU2148701A/en
Publication of WO2001034423A1 publication Critical patent/WO2001034423A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • 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
    • F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • 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
    • F16H2061/168—Forced shifts into neutral for safety reasons, e.g. in case of transmission failure or emergency braking
    • 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
    • F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
    • F16H2061/205—Hill hold control, e.g. with torque converter or a friction device slightly engaged to keep vehicle stationary
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/70—Inputs being a function of gearing status dependent on the ratio established
    • 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/48—Signals to a parking brake or parking lock; Control of parking locks or brakes being part of the transmission

Definitions

  • the invention relates to a method for implementing a roll-away protection for vehicles with an automated manual transmission according to the preamble of patent claim 1.
  • the object of the present invention is to provide a method for realizing a roll-away protection for vehicles with automated manual transmissions, which prevents the vehicle from rolling away when the ignition is switched off.
  • the main advantage of the method according to the invention is that a rolling away of a vehicle when the ignition is switched off can be prevented as far as possible, and for the most varied of conditions that exist when the ignition is switched off, depending on the currently engaged gear or on a shifting process that is currently taking place and if a selector lever movement occurs immediately before the ignition is switched off, a gear is engaged to prevent the vehicle from rolling away.
  • the gear engaged in each case is detected by position sensors which indicate the gear already set by actuators for gear setting according to a selector lever position, expediently a position sensor for display the switching direction in one aisle and another position sensor can be used to display the respective aisle.
  • the different conditions and the corresponding measures to prevent the vehicle from rolling away are preferably determined in the following manner when the ignition is switched off. If a forward gear is currently engaged and the selector lever has been set to the forward position immediately before the ignition is switched off, the control signal causes the forward gear that has just been engaged to be retained. If the reverse gear is engaged and the selector lever was set to a forward position immediately before the ignition was switched off, the control signal causes the reverse gear to be maintained. If a forward gear is currently engaged and the selector lever was set to the reverse position immediately before the ignition was switched off, the control signal causes the forward gear engaged to be retained. If the reverse gear is engaged and the selector lever was set to the reverse position immediately before the ignition was switched off, the control signal causes the reverse gear to be maintained.
  • the control signal causes the target gear corresponding to the forward position to be engaged. If the neutral gear is currently engaged and the selector lever was actuated to a forward position immediately before the ignition was switched off, the control signal causes the first forward gear to be engaged if the vehicle speed indicated by a sensor is less than a predetermined limit value. If the vehicle speed determined by the sensor is greater than the limit value, the control signal causes the next higher forward gear to be engaged or, if this is not possible, the neutral gear to be engaged and an acoustic and / or visual indicator signal is generated.
  • the control signal causes the first forward gear to be engaged if the vehicle speed indicated by a sensor is less than a predetermined limit value. If, on the other hand, the vehicle speed determined by the sensor is greater than the limit value, the control signal causes the next higher forward gear to be engaged or, if this is not possible, the neutral gear to be engaged and an acoustic and / or optical display signal to be generated. If the reverse gear is engaged just before the ignition is switched off and the selector lever is in the neutral position when the ignition is switched off, the control signal causes the first forward gear to be engaged when the vehicle speed indicated by a sensor is less than a predetermined limit value.
  • the control signal causes the next higher forward gear to be engaged or, if this is not possible, the neutral gear to be engaged and an acoustic and / or visual display signal to be generated. If the neutral gear is just present and the selector lever in the reverse division was actuated immediately before the ignition was switched off, the control signal causes the first forward gear to be engaged when the vehicle speed indicated by a sensor is less than a predetermined limit value. If, on the other hand, the vehicle speed determined by the sensor is greater than the limit value, the control signal causes the next higher forward gear to be engaged, or, if this is not possible, the neutral gear to be engaged and an acoustic and / or visual indicator signal to be generated.
  • the limit value is particularly preferably set at approximately 8 km / h.
  • the engagement of the first forward gear is made by a vehicle speed speed dependent ramp function performed such that the clutch is closed faster at higher vehicle speeds.
  • the following measures are preferably taken in order to implement a roll-away protection even in the event of faults in the electronics or the transmission actuators. If the sensor indicating the vehicle speed fails or the vehicle suddenly blocks, the forward gear that is currently engaged is maintained or the neutral gear is engaged.
  • the control electronics If the ignition signal fails, the control electronics generate a replacement signal so that the normal measures can be taken. If the gearbox actuator fails, the neutral gear remains engaged or the forward gear that is currently engaged is maintained. If there is a malfunction in the feedback on the gear currently engaged, an acoustic and / or visual display device is activated when the ignition is switched off.
  • a desired gear cannot be selected, it is advisable to try to select the next higher gear. If this cannot be done within a predetermined period of time or if the clutch cannot be securely closed, the neutral gear is engaged and an additional acoustic warning signal, for example by a buzzer, and / or information is generated on the display.
  • FIG. 1 is a block diagram to explain the invention
  • FIG. 2 shows a tabular representation of the boundary conditions relevant to the implementation of the roll-away protection according to the invention, that of the currently engaged gear, one currently running Shift operation and a possible selector lever movement immediately before switching off the ignition.
  • the possible gears are usually the reverse gear R, the neutral gear or neutral gear N and the forward gears V, for example five forward gears V1 to V5, in the D or M mode.
  • the signals on the gear currently actually engaged according to FIG. 1 are particularly preferably determined by two position sensors S1 and S2.
  • the automated manual transmission preferably comprises two electric motors which select the individual gears according to the actuation of the selector lever, one motor moving the shift finger in the shift direction (alley), i.e. in the forward and reverse direction, and the other motor moving the shift finger of the transmission in the dialing direction, that is to say moved to the right or left (between the alleys).
  • the signals from the two position sensors S1 and S2, which indicate the actual gear position correspond to the gears set by the motors (or actuators) according to the selector lever positions.
  • a selector lever signal transmitter W is also provided, the signal of which indicates the gear position desired by the driver, that is to say the position of the selector lever that the driver has just selected.
  • the control electronics St uses the signals generated by the position sensors S1 and S2 and the selector lever signal generator W to calculate a control signal SS to effect the roll-off protection.
  • the currently selected gear or a gear shift that is currently taking place and any selector lever movement immediately before the ignition is switched off are decisive.
  • the tabular overview of FIG. 2 shows how the position signals from position sensors S1 and S2, which correspond to the positions of the actuators or motors that engage the gears, (measure of the actual gear position of the transmission) and the signals be evaluated by the selector lever signal transmitter W (measure of the gear position currently desired by the driver).
  • the table currently shows the currently engaged gear when the ignition is switched off (detected by the signals from the position sensors S1, S2) in the horizontal direction and the gear positions desired by the driver when the ignition is switched off in the vertical direction according to the selector lever position ,
  • V includes all forward gear positions of the transmission.
  • V K FZ is not a predetermined limit value V Gr e ⁇ z, which is preferably 8 km per hour
  • V Gr e ⁇ z which is preferably 8 km per hour
  • the first forward gear is engaged.
  • a ramp function is preferably selected, which is a function of the speed VKFZ of the motor vehicle. This means that the clutch is closed faster at high speeds than at low speeds.
  • the vehicle speed is determined by a sensor F which detects the wheel speeds of the motor vehicle.
  • a desired gear cannot be selected, it is advisable to try the next higher gear. If the clutch cannot be engaged within a predetermined period t less than t 0 or if the clutch cannot be securely closed, the neutral gear is engaged and an additional warning signal, for example by a buzzer, and / or information is generated on the display.
  • VK F Z less than V limit cannot be made.
  • the forward gear or neutral gear engaged is then retained. the same Measure is taken when the vehicle is suddenly blocked, and therefore, the detection of V K V FZ smaller Gr enz is unclear.
  • control electronics If the ignition signal is missing, the control electronics generate a substitute value so that the normal reaction is possible.

Landscapes

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

Abstract

La présente invention concerne un procédé de réalisation d'une sécurité de blocage du mouvement d'un véhicule ayant une boîte de vitesse automatique.
PCT/DE2000/003711 1999-11-11 2000-10-18 Procede de realisation d'une securite de blocage du mouvement d'un vehicule WO2001034423A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU21487/01A AU2148701A (en) 1999-11-11 2000-10-18 Method for securing a vehicle to prevent it from rolling away

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19954145 1999-11-11
DE19954145.0 1999-11-11

Publications (1)

Publication Number Publication Date
WO2001034423A1 true WO2001034423A1 (fr) 2001-05-17

Family

ID=7928602

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2000/003711 WO2001034423A1 (fr) 1999-11-11 2000-10-18 Procede de realisation d'une securite de blocage du mouvement d'un vehicule

Country Status (5)

Country Link
AU (1) AU2148701A (fr)
DE (1) DE10051588A1 (fr)
FR (1) FR2828447B1 (fr)
IT (1) IT1319098B1 (fr)
WO (1) WO2001034423A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4163479B2 (ja) † 2002-09-26 2008-10-08 トヨタ自動車株式会社 複数クラッチ式変速機の出力軸ロック装置

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3730714A1 (de) * 1986-09-12 1988-03-24 Diesel Kiki Co Automatisches uebertragungssystem fuer fahrzeuge
DE19707141A1 (de) * 1997-02-22 1998-08-27 Volkswagen Ag Anordnung zum Erfassen von Betätigungs- oder Schaltzuständen einer Getriebebetätigungsvorrichtung

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3730714A1 (de) * 1986-09-12 1988-03-24 Diesel Kiki Co Automatisches uebertragungssystem fuer fahrzeuge
DE19707141A1 (de) * 1997-02-22 1998-08-27 Volkswagen Ag Anordnung zum Erfassen von Betätigungs- oder Schaltzuständen einer Getriebebetätigungsvorrichtung

Also Published As

Publication number Publication date
AU2148701A (en) 2001-06-06
FR2828447A1 (fr) 2003-02-14
ITMI20002436A1 (it) 2002-05-10
FR2828447B1 (fr) 2007-05-11
DE10051588A1 (de) 2001-05-17
IT1319098B1 (it) 2003-09-23

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