• 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:

    公开号:SE0950659A1
    申请号:SE0950659
    申请日:2009-09-14
    公开日:2011-03-15
    发明作者:Fredrik Swartling；Mikael Oeun
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    engine nominal, from engine 10 to the ECU via, for example, a CAN bus (Controller Area Network).
    In conventional gear systems, the control unit 110 uses tabulated engine speed limits, also called gear points, which indicate the engine speed at which a downshift or upshift is to be effected in the gearbox 20, i.e. when the speed of the engine 10 passes an engine speed for a shift point, the motor vehicle 1 shifts. The shift points can therefore be understood as including information partly about when a downshift or upshift is to take place and partly about the number of shift steps to be performed at said downshift or downshift. It is common for each change point to indicate one to three change steps, but more change steps are possible.
    Figure 2 shows in principle an example of a number of tabulated change points forming lines SP1-SP6 in a graph where the x-axis represents motor number and the y-axis the speed of the motor 10 in the unit revolutions per minute (revolutions per minute, rpm). As long as the engine speed is between the shift lines SP1 and SP4, no shift takes place, but if the engine speed goes over a gear line e, SP1-SPS, an upshift is initiated, and correspondingly a downshift is initiated if the engine speed goes below a downshift line e, SP4-SP6. The number of upshift and downshift steps for each of the lines SP1-SP6 is given in Table 1 below. For example, if the engine speed goes over line SP1, an upshift occurs with one shift step and if the engine speed goes below line SP5, a downshift occurs with two shift steps.
    SP1 Upshift speed for 1 step up SP2 Upshift speed for 2 steps up SP3 Upshift speed for 3 steps up SP4 Shutdown speed for 1 step down SP5 Shutdown speed for 2 steps down SP6 Shift speed for 3 steps down Table 1: Down and upshift lines SP1-SP6 blah. driving characteristics, acceleration, comfort and fuel consumption of the motor vehicle 1, so these must be carefully calibrated by the motor vehicle manufacturers. The calibration is done so that different shifting strategies are tested in the field during different driving situations, such as at different throttles, road inclines and train weights.
    The test results must then be carefully analyzed to determine the appropriate change points.
    Automated shifting systems usually include a so-called kickdoWn function, which means that a downshift is forced if such a function is activated. The purpose is to rapidly increase the engine speed of the engine 10 so that a higher power is obtained from the engine 10. However, such a downshift may mean that the engine speed after the downshift turns out to be too high, so that an upshift becomes necessary. This means that the number of unwanted changes increases, which is why i.a. riding comfort, fuel consumption, and acceleration are affected.
    Figure 3 shows an example of an accelerator pedal 2 in a motor vehicle 1, which accelerator pedal can be rotated about an axis for controlling the throttle / engine torque, which is illustrated by the dashed arrows in the figure. Furthermore, the accelerator pedal comprises a kickdoWn action, which in this example is initiated if the accelerator pedal 2 is depressed in its bottom position so that a push button or a sensor 3 is activated, the shifting system being given an indication that the kickdoWn action is to be initiated, for example by an electrical signal sent to a controller 110.
    Brief Description of the Invention An object of the present invention is to provide an alternative system for controlling a gearbox. Another object of the invention is to provide a system for controlling a gearbox which completely or partially solves the problems of the prior art. A further object of the invention is to provide a kickdoWn function which reduces the number of unwanted shifts.
    According to an aspect of the invention, the above-mentioned object is achieved with a system for controlling a gearbox, comprising at least one control unit arranged for controlling said gearbox arranged in a motor vehicle, which motor vehicle comprises a motor connected to said gearbox for driving the same, said system is arranged, upon receipt of an indication, to select a gear for shifting said gearbox, said gear belonging to a plurality of possible gears for said gearbox, and said gear causing said engine to obtain a desired engine speed (if, in a shorter time than with any other 10 15 20 25 30 Embodiments of the above system are found in the dependent claims of the above system.
    Furthermore, the invention relates to a motor vehicle comprising at least one system as above.
    According to another aspect of the invention, the above-mentioned object is achieved with a method for shifting a gearbox arranged in a motor vehicle, which motor vehicle comprises a motor connected to said gearbox for driving the same, said method receiving a gear for shifting when receiving an indication of said gearbox, said gear unit belonging to a plurality of possible gears for said gearbox and said gear unit causing said engine to obtain a desired engine speed coKD in a shorter time than with any other gear unit belonging to said quantity of possible gears.
    The invention further relates to a computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the above method. Furthermore, the invention relates to a computer program product belonging to said computer program.
    The method according to the invention can also be modified according to the various embodiments of the system above.
    An advantage of recovery is that when activating the kickdoWn link, you get access to the motor's maximum power in the shortest possible time. Another advantage is that unwanted shifts are reduced in connection with the use of the kickdown function.
    Further advantages and applications of a device and a system according to the invention will appear from the following detailed description.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following detailed description of the present invention, embodiments of the invention will be described with reference to the accompanying figures, in which: Figure 1 schematically shows a part of a driveline for a motor vehicle; figure 2 shows a graph of down and upshift lines; figure 3 schematically shows an accelerator pedal comprising a kickdoWn function; Figure 15 shows a fate diagram of an embodiment of the invention; figure 5 shows a control unit to be part of a system according to the invention.
    DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a system for controlling a gearbox 20 arranged in a motor vehicle 1, such as a truck or bus. Preferably, the gearbox 20 is of the type included in an automated shifting system, which is controlled by a control unit 110, such as an ECU. In such a system, shifts are performed automatically by the control unit 110, but it is also common for the driver to perform manual shifting in such an automated shifting system, so-called manual shift in automatic mode (automatic mode). Furthermore, the gearbox 20 has a plurality of gears, e.g. 12 forward gears and one or fl your reverse gears, something that is common in modern trucks.
    To completely or partially eliminate the disadvantages of prior art kickdown operations, a system, including a controller 110, is provided for controlling a gearbox 20 where a gearbox is selected for gearbox 20 from a plurality of possible gears when a kickdown function is initiated. The criterion for selecting a gear is that the gear is selected for the gearbox 20 with which the motor 10 reaches a desired engine speed (if in a shorter time than with any other gear belonging to the set of possible gears.
    The set of possible gears is according to an embodiment of the invention: the current gear in which the gearbox operates, or a lower gear. The reason is that you always want to have increased or the same engine speed when activating a kickdoWn function. For example, assume that a motor vehicle 1 has 12 forward gears and that the motor vehicle is currently running on gear 8. This means that the amount of possible gears in this case is gears 1-8 according to this embodiment, so the number of gear steps can vary between 0-7 downshifts, means that even the 0-gear is an alternative (ie you remain on the same gear).
    Regarding the desired engine speed (if it refers to a desired engine speed for the motor 10.
    In this context, it should be understood that the desired engine speed (if is within an engine speed range, which includes the engine 10 maximum power speed, ie the engine speed when the engine 10 power is greatest. The reason is that by activating a kickdown function you want to get so much Therefore, the desired engine speed (if, according to an embodiment of the invention, within a motor speed range they are fi denied as the motor 10 maximum power speed +/- Aco, where A (o is an engine speed specified in rpm). The order of magnitude of A (o is preferably 100-300 rpm. However, it is not necessary that the range defined as maximum power speed +/- Aco is symmetrical about the maximum power speed of the engine 10, but usually an engine speed of (if is just below the maximum power speed of the engine 10) is desired. .
    Referring to the fl fate diagram in Figure 4, at block F1 it is calculated how long it takes to accelerate to the maximum power speed (if without downshift, ie z '= 0 where z' indicates the number of downshifts from the current gear when the kickdoWn function is initiated. time it takes to reach the maximum power speed (if with a downshift step, z '= 1, which occurs at block F2. These two times are then compared. If the time to get to the maximum power speed (if is shorter for z' = 0 than for z '= 1 select the shifting system not to perform any shift, otherwise the time it takes to reach the maximum power speed (if for z 'downshift step is calculated and compared with the time it takes to get to the maximum power speed (if for i - 1 downshift step, which occurs at block FS. procedure is repeated until a downshift step i has been found which takes longer than the previous one, i.e. í-1. If so, í-1 downshift steps are performed at block F4.
    According to an embodiment of the invention, the time it takes to reach the maximum power speed (if using the function: Tmax power I Tsm fi "l" Taccezemfzon> where HW, is calculated, is the time it takes for the shift system to shift from the current gear to one of the candidates for it. gear that in the shortest time leads to the motor reaching the maximum power speed (if, ie a gear that belongs to the number of possible gears. This parameter is known by the gear system because it is system-determined. If you calculate the time for a zero gear (ie no gear at all) this term of course 0. T acCdmU-Ûn is the time it takes to accelerate the motor vehicle 1 to the maximum power speed (if after shifting. T accegem fl- Ûn which can be derived as follows.
    Based on the assumption of the relations in equations (1) - (3) below: M = J0ö (1), F MWg-rf ”<2), l-2 j = m + lgí where M is accelerating moment, J is the inertia of the vehicle, o) is the rotational speed of the engine (engine speed), M e is the torque of the engine flywheel, F, ES is the driving resistance, r is the wheel radius, z 'is the total gear ratio, m is the mass of the motor vehicle, and I e is the engine inertia; wherein the relations are given according to equation (4), EES dm _ M MfT _ = f fl = - = í.2 (4); dt J z m + leï I ”which finally gives the Taccelerafian according to equation (5), F r (DZMe _Ä _ l Tacceleratíon _ m1 m + [e TI” The calculations are preferably made in the control unit when it receives a kickdown indication as described above.
    According to another embodiment of the invention, the system also comprises a control means 2 arranged to provide an indication that the kickdoWn function is to be initiated.
    Preferably, the control means 2 is an accelerator pedal 2 comprising a kickdown function. As shown in Figure 3, the accelerator pedal 2 can assume a number of continuous positions between a first end position (corresponding to no throttle) and a second end position (corresponding to full throttle). By depressing the accelerator pedal in its second end position, for example, a push button or a sensor 3 is activated, which leads to the system's kickdoWn function being initiated. For example, an electrical signal may be sent from the button or sensor 3 to a control unit 110 to be used for controlling the gearbox 20. Furthermore, the invention relates to a motor vehicle 1, such as a truck or bus, comprising at least one system as above.
    The invention also relates to a method for shifting a gearbox arranged in a motor vehicle 1.
    The method involves selecting a gear from the set of possible gears when receiving an indication, which means that the motor 10 obtains a desired engine speed (if in a shorter time than with any other gear belonging to the set of possible gears. The method works essentially according to the fl fate diagram in Figure 4.
    It will also be appreciated that the method and embodiments of the above method may be modified according to the various embodiments of a gearbox control system according to the invention.
    The person skilled in the art further realizes that a method for changing a gearbox according to the present invention can also be implemented in a computer program, which when executed in a computer causes the computer to perform the method. The computer program is included in a computer-readable medium of a computer program product, said computer-readable medium consisting of a suitable memory, such as for example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc.
    Figure 5 schematically shows a control unit 110 to be part of a system according to the invention.
    The control unit 110 comprises a calculation unit 111, which may be constituted by substantially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC). The calculation unit 111 is connected to a memory unit 112 arranged in the control unit 110, which provides the calculation unit 11, e.g. the stored program code and / or the stored data calculation unit 111 is needed to be able to perform calculations. The calculation unit 111 is also arranged to store partial or final results of calculations in the memory unit 112.
    Furthermore, the control unit 110 is provided with devices 113, 114, 115, 116 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals 113, 116 may be detected as information and may be converted into signals which may be processed by the computing unit 111. These signals are then provided to the computing unit 111. The devices 114, 115 for transmitting output signals are arranged to convert signals obtained from the calculation unit 11 for creating output signals by e.g. modulate the signals, which can be transmitted to other parts of the system for determining down and upshift points. One skilled in the art will appreciate that the above-mentioned computer may be constituted by the computing unit 111 and that the above-mentioned memory may be constituted by the memory unit 112.
    Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be one or two of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport), or any other bus configuration; or by a wireless connection. The connections 70, 80, 90, 100 in Figure 1 may also be one or more of these cables, buses, or wireless connections.
    Finally, the present invention is not limited to the above-described embodiments of the invention but relates to and encompasses all embodiments within the scope of the appended independent claims.
    权利要求:
    Claims (16)
    [1]
    A system for controlling a gearbox (20), comprising at least one control unit (110) arranged for controlling said gearbox (20) arranged in a motor vehicle (1), which motor vehicle (1) comprises a motor (10) connected to said gearbox (20) for driving the same, characterized in that said system is arranged to, upon receipt of an indication, select a gear for shifting said gearbox (20), said gear belonging to a plurality of possible gears for said gearbox (20), and said gear means that said motor (10) obtains a desired motor speed OJKD in a shorter time than with any other gear belonging to said quantity of possible gears.
    [2]
    The system of claim 1, further comprising a control means (2) coupled to said system, said control means (2) being arranged to provide said indication.
    [3]
    A system according to claim 2, wherein said control means (2) is an accelerator pedal comprising a kickdown function, which gives rise to said indication.
    [4]
    A system according to any one of the preceding claims, wherein said desired motor speed coKD is within a motor speed range comprising said motor (10) maximum power speed.
    [5]
    A system according to claim 4, wherein said engine speed range is defined as said motor (10) maximum power speed +/- Ao), where Ao) is an engine speed value in rpm and is of the order of 100-300 rpm.
    [6]
    A system according to any one of the preceding claims, wherein said gear is the current gear or a lower gear.
    [7]
    A system according to any one of the preceding claims, wherein said switch is selected on the basis of real-time calculations. 10 15 20 25 ll
    [8]
    A system according to any one of the preceding claims, wherein said gear minimizes the time function: T m eewe, = Ähe fi + T eeeeeeeeeee, where T Self, is the time for performing a shift and T Acceleration is the time it takes to accelerate said motor vehicle (1 ) to the maximum power speed after shifting; among all the gears belonging to said quantity of possible gears.
    [9]
    The system of claim 8, wherein T Aeeeleeeeeee is determined by: F r wzM. - T eeeeleeeeeee = l 2 du), where Me is a moment for said flywheel of said motor (10); Ie is °° 1 m + I e T r said moment of inertia of said motor (10); and wherein Fe r, z 'and m, respectively, are a driving resistance, a 2: 9 wheel radius, a total gear ratio and a mass, respectively, of said motor vehicle (1).
    [10]
    A system according to any one of the preceding claims, wherein said indication is an electrical control signal.
    [11]
    A system according to any one of the preceding claims, wherein said gearbox (20) is an automatic gearbox or an automated manual gearbox comprising a number of gears, and said motor vehicle (1) is something belonging to the group: truck and bus.
    [12]
    A system according to any one of the preceding claims, wherein said amount of possible gears is the current gear and other lower gears for said gearbox (20).
    [13]
    A motor vehicle (1), such as a truck or bus, comprising at least one system according to any one of claims 1-12.
    [14]
    A method of shifting a gearbox (20) arranged in a motor vehicle (1), which motor vehicle comprises a motor (10) connected to said gearbox (20) for driving the same, said method being characterized in that upon receiving a indicating selecting a gear for shifting said gearbox (20), said gear belonging to a plurality of possible gears for said gearbox (20) and said gear causing said motor (10) to obtain a desired engine speed coKD in less time than with any other gear belonging to said quantity of possible gears.
    [15]
    A computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method of claim 13.
    [16]
    A computer program product comprising a computer readable medium and a computer program according to claim 14, wherein said computer program is included in said computer readable medium belonging to any of the group comprising: ROM (Read-Only Memory), PROM (Programmable ROM), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically EPROM) and hard disk drive.
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    同族专利:
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    引用文献:
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    WO2011075064A1|2009-12-17|2011-06-23|Scania Cv Ab|Method for determination of motive force capacity of a motor vehicle|DE4010919A1|1990-04-04|1991-10-10|Man Nutzfahrzeuge Ag|DRIVE DEVICE OF A VEHICLE|
    US6067495A|1997-06-24|2000-05-23|Chrysler Corporation|Acceleration based shift strategy for an automatic transmission|
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    JP4400298B2|2004-04-27|2010-01-20|日産自動車株式会社|Vehicle control device|
    JP5163038B2|2007-09-28|2013-03-13|トヨタ自動車株式会社|Control device for automatic transmission, control method, program for realizing the method, and recording medium recording the program|
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    CN106402367A|2016-11-12|2017-02-15|黄伟|Automatic gear shifting method of electric vehicle|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE0950659A|SE534155C2|2009-09-14|2009-09-14|System and method for controlling a gearbox|SE0950659A| SE534155C2|2009-09-14|2009-09-14|System and method for controlling a gearbox|
    EP10815704.1A| EP2478259B1|2009-09-14|2010-09-10|System for control of a gearbox|
    PCT/SE2010/050963| WO2011031221A1|2009-09-14|2010-09-10|System for control of a gearbox|
    BR112012004061-8A| BR112012004061B1|2009-09-14|2010-09-10|system for the control of a gearbox, motor vehicle and method for changing gear in a gearbox|
    CN201080040559.7A| CN102549309B|2009-09-14|2010-09-10|For the system of the control of gearbox|
    US13/392,159| US9243708B2|2009-09-14|2010-09-10|System for control of a gearbox|
    RU2012114838/11A| RU2525503C2|2009-09-14|2010-09-10|Transmission control system|
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