• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an automatic or automated transmission of a vehicle, with several gear ratios (G1, G2) for the discontinuous change of the transmission ratio (r). In order to enable short switching times and low fuel consumption, it is provided that the transmission has at least two first gear ratios (G1) for accelerating the vehicle and at least one second gear stage (G2) for stationary operation of the vehicle.
    公开号:AT516023A4
    申请号:T50888/2014
    申请日:2014-12-09
    公开日:2016-02-15
    发明作者:Andreas Dipl Ing Haydl
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to an automatic or automated transmission of a vehicle having a plurality of gear stages for discontinuous change of the transmission, and a method for operating such a transmission.
    DE 10 2012 208 989 A1 describes a method for controlling a gear shift to a desired gear by disengaging an outgoing transmission control element, changing the engine speed to a synchro speed of the desired gear, reducing engine output torque, and engaging an incoming transmission control element.
    DE 10 2011 114 261 A1 discloses a control system for shifting, in particular for downshifting, of an automatic transmission of a motor vehicle. By an electronic control system, the parameter vehicle speed, position and acceleration of the speed controller are detected and determined by comparison with predetermined reference distances a shift time for downshifting the automatic transmission to lift the shifting comfort.
    Automatic or automated transmissions are being designed with ever increasing numbers of gear ratios to minimize the impact on ride comfort during gearshifts and to maximize vehicle efficiency over a long period of time. However, with a high number of gears, shifting strategies with short shift times during acceleration are difficult to realize.
    The object of the invention is to avoid the disadvantages mentioned and to achieve in a transmission of the type mentioned short switching times during the acceleration operations and a reduction of the fuel consumption of the vehicle.
    According to the invention, this is achieved in that the transmission has at least two gear steps for accelerating the vehicle and at least one second gear step for a stationary ferry operation and / or for deceleration of the vehicle.
    A stationary ferry operation is to be understood as a constant-speed, constant-torque ferry operation. By acceleration is meant a positive transient ferry operation and, under deceleration, a negative stationary ferry operation of the vehicle.
    All first gear ratios are harmonically matched, with at least one second gear stage arranged between two consecutive first gear ratios. The second gears need not be harmonically tuned either with respect to the first gears or with respect to each other. The gear ratio of at least one second gear stage may, for example, be interpreted as an average of the gear ratios of the adjacent gear ratios.
    A harmonic tuning of gear ratios is to be understood as meaning that the gear ratios are designed in accordance with a constant increase in the speed of the vehicle. During an acceleration of the vehicle, only a first gear stage is switched at a time, with successive first gear stages being switched one after the other in ascending order while skipping any intermediate second gear stages.
    In contrast, during the journeys in stationary operation of the vehicle, respectively first or second gear stages are switched. Even with a deceleration of the vehicle, a first or second gear stage is switched in each case, wherein preferably successive first or second gear stages are switched successively in descending order. Of course, all gears and gears are interchangeable with each other for possible other driving situations, provided that they are useful for reducing fuel consumption.
    The invention is explained in more detail below with reference to the non-limiting figures.
    1 shows the gear ratios in an exemplary gear according to the invention, FIG. 2 plots the gear ratios over the gear stages, FIG. 3 shows an acceleration operation with the gearbox according to the invention without stationary phases of operation, and FIG. 4 shows an acceleration operation with the gearbox according to the invention with a subsequent stationary operating phase. In an automated transmission for a vehicle, for example, of ten gears G provided, six gears may be formed as first gears G1 and four gears as second gears G2. The six first gear ratios G1 are designed to meet the criteria of a harmonic gear change when shifting up successive first gear steps G1 during acceleration of the vehicle. The remaining four second speed stages G2 are used only for a constant ferry operation or for deceleration of the vehicle. Each of these second gear stages G2 is designed for optimal efficiency and thus for maximum fuel-saving ferry operation at a constant speed. The gear ratio r of each second gear stage G2 may be designed, for example, as an average of the gear ratios r of the adjacent gear ratios. The second gear stages G2 serve primarily to increase the overall efficiency of the vehicle.
    For example, in an acceleration operation from the condition to maximum speed, all the first gear stages G1 - corresponding to the gears G: 1, 2, 4, 6, 8 and 10 - may be skipped, the second gear speeds G2 - corresponding to the gears G: 3, 5, 7, 9 be traversed, with the illustrated in Fig. 2-harmonic course of the gear ratios r greatest possible driving comfort with short switching times during the switching operations.
    If the vehicle is at a constant speed and with constant load operations, the optimum gear G is selected by a control unit from all first gear stages G1 and second gear stages G2 in accordance with the previously calculated operating point.
    When the vehicle is decelerating, at an intended gear change due to the approximately constant engine torque by the control unit, the operating point is predicted and, accordingly, the optimum gear G selected, whereby both the first gear stages G1 and second gear stages G2 can be used.
    Each of Figs. 3 and 4 relates to a non-limiting embodiment with a dual-clutch transmission and plots, for each acceleration operation, the engine speed n and the dual clutch transmission target rotational speed, the accelerator pedal position AP representing the driver command torque, and the engaged gear G over the time t ,
    Fig. 3 shows a normal acceleration operation without stationary phases, in which gears 1, 2, 4, 6, 8 and 10 of the gear stages G1 are switched to accelerate the vehicle. The gear selection of the gear steps G1 takes place everywhere well-known methods. During the acceleration process, only gears 1, 2, 4, 6, 8 and 10 of the gearshifting stage Gl may be switched, whereby the speeds at which a gear is changed can also be changed by application
    Fig. 4 shows an acceleration process followed by a stationary operation phase of the vehicle. As in the normal acceleration operation shown in Fig. 3, until the time t = 32 seconds s, the gears 1, 2 and 4 of the gear stages G1 are used to accelerate the vehicle. After 32 seconds, the driver is requested to have a constant desired torque, which is reflected in the constant accelerator pedal position AP. The system shifts to gear 5 of steady state G2 because it allows for speed reduction and operation of the engine closer to the optimum of consumption. As soon as the transmission control unit recognizes a stationary operating phase, the gear selection of the gear steps G2 is also permitted. Fig. 4 shows an example in the gear 5 of the gear G2 allows optimum overall efficiency of the vehicle. Should an efficiency advantage be obtained by choosing any gear of gear ratio G1, this gear is also requested.
    Due to the high number of gears, the internal combustion engine can always be operated in the vicinity of the consumption optimal operating point. By the method according to the invention, all the advantages of a high-speed transmission can be used, and at the same time its disadvantages - such as frequent gear changes; unwanted delays in the switching process, because an upshift is not yet completed, the next gear change is already requested - avoid.
    The invention described on the example of a transmission with 10 gears is of course also applicable to transmissions with other gear numbers.
    权利要求:
    Claims (8)
    [1]
    Patent claims 1. Automatic or automated transmission of a vehicle having a plurality of gears (G1, G2) for discontinuously changing the transmission ratio (r), characterized in that the transmission for accelerating the vehicle has at least two first gear ratios (G1) and for stationary operation and / or one deceleration at least one second gear (G2) of the vehicle.
    [2]
    2. Transmission according to claim 1, characterized in that at least a second speed stage (G2) is arranged between two successive first gear stages (G1).
    [3]
    3. Transmission according to claim 1 or 2, characterized in that all first gear stages (G) are harmoniously matched to each other.
    [4]
    4. Transmission according to one of claims 1 to 3, characterized in that the transmission for a stationary operation and / or a deceleration of the vehicle having at least two first gear ratios (GI).
    [5]
    5. Transmission according to one of claims 1 to 4, characterized in that the transmission ratio (r) of the at least one second gear stage (G2) is the average of the gear ratios (r) of the adjacent gear stages.
    [6]
    A method of operating a transmission comprising at least two first gear ratios (G1) for accelerating the vehicle and at least one second gear stage (G2) for stationary operation and / or deceleration of the vehicle, preferably at least a second gear ratio (G2) between two consecutive first speeds Gear stages (GI) is arranged, characterized in that for the acceleration of the vehicle, only first gear ratios (G1) are switched, wherein the intermediate gear ratios (G2), if any, are skipped.
    [7]
    7. The method according to claim 6, characterized in that during stationary operation of the vehicle at least a first (GI) or a second gear (G2) of the transmission is switched.
    [8]
    A method according to claim 6 or 7, characterized in that during a deceleration of the vehicle at least a first (GI) or a second gear (G2) of the transmission is switched, preferably successive first (GI) or second gear (G2) of the transmission successively in descending order Order to be switched.
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    同族专利:
    公开号 | 公开日
    AT516023B1|2016-02-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    WO1986002112A1|1984-10-04|1986-04-10|Zahnradfabrik Friedrichshafen Ag|Control device for automatic shifting of staged gear-boxes|
    JP2006112564A|2004-10-15|2006-04-27|Toyota Motor Corp|Automatic transmission control device|
    DE102012208989A1|2011-06-08|2012-12-13|Ford Global Technologies, Llc|Control a transmission upshift with skipping gears|
    DE102011114261A1|2011-09-23|2013-03-28|GM Global Technology Operations LLC |Control system for switching an automatic transmission|
    WO2019101320A1|2017-11-23|2019-05-31|Volvo Construction Equipment Ab|A method for controlling gear shift in a transmission|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50888/2014A|AT516023B1|2014-12-09|2014-12-09|Automatic or automated transmission of a vehicle|ATA50888/2014A| AT516023B1|2014-12-09|2014-12-09|Automatic or automated transmission of a vehicle|
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