• 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 present invention relates to a method for determining the number of gear stages N for a single gearbox arranged in a motor vehicle, which motor vehicle comprises a motor connected to said gearbox for driving the same, said number of gear stages N being the number of downshifts or the number of gears said gearbox is arranged to perform at an up respectively, a downshift point, which downshift point corresponds to a first engine speed at which said gearbox is arranged to perform a downshift and which gearshift point corresponds to a second engine speed at which said gearbox is arranged to perform an upshift, said number of shift steps being determined based on a time period T which is the time period it takes for said motor to go from a first motor speed u), at a first time to a second motor speed 602 at a second time. Furthermore, the invention relates to a system, a motor vehicle, a computer program and a computer program product thereof. (Figure 1)
    公开号:SE0950660A1
    申请号:SE0950660
    申请日:2009-09-14
    公开日:2011-03-15
    发明作者:Fredrik Swartling；Anders Kjell；Tom Nystroem
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    20 motor motor, from motor 10 to the ECU via, for example, a CAN bus (Controller Area Network).
    In conventional gear systems, the control unit 110 uses tabled 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 motor 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 it is possible with fl your change steps.
    Figure 2 shows in principle an example of a number of tabulated shift points forming lines SP1-SP6 in a graph where the x-axis represents motor torque 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 shift lines SP1 and SP4, no shift takes place, but if the engine speed goes over a gear line, SP1-SP3, an upshift is initiated, and correspondingly a downshift is initiated if the engine speed goes below a downshift line, 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 takes place with one shift step and if the engine speed goes below line SP5, a downshift takes place with two shift steps.
    SP1 upshift speed for 1 step up SP2 upshift speed for 2 steps up SPS upshift speed for 3 steps up SP4 downshift speed for 1 step down SP5 downshift speed for 2 steps down SP6 downshift speed for 3 steps down Table 1: Down and upshift lines SP1-SP6 i.a. the driving characteristics 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 a field-based manner 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. 10 15 20 25 30 Furthermore, the number of shift steps in conventional shift systems is determined by regularly measuring the acceleration of the motor vehicle 1 and on the basis of these measurement data the number of shift steps is determined. High measured acceleration leads to more shift steps and low measured acceleration to fewer shift steps in such conventional systems. The measured acceleration is then compared against different acceleration threshold values saved in tables, and it is the determination of said threshold values that determines how many shift steps are to be performed at a shift in a given driving ratio. The threshold values are engine dependent and therefore adapted for a specific engine 10. In order to determine the appropriate threshold values, it is required that the manufacturers of motor vehicles perform extensive calibration to obtain these. The calibration procedure is both costly and time consuming. In addition, it is not uncommon for the use of tabulated acceleration thresholds to result in the wrong number of shift steps being selected.
    Brief Description of the Invention An object of the present invention is to provide an alternative method for determining the number of shift steps when shifting a gearbox. Another object of the invention is to provide a method which fully or partially solves the problems of the prior art.
    According to an aspect of the invention, the above-mentioned object is achieved with a method for determining the number of gear stages N for a gearbox arranged in a motor vehicle, which motor vehicle comprises a motor connected to said gearbox for driving the same, said number of gear stages N being the number of downshifts or the number upshifts said gearbox is arranged to perform at an upshift and a downshift point, respectively, which downshift point corresponds to a first engine speed at which said gearbox is arranged to perform a downshift and which upshift point corresponds to a second engine speed at which said gearbox is arranged to perform an upshift , said number of shift steps N being determined based on a predicted time period T, which is the time period it takes for said motor to go from a first motor speed o), at a first time to a second motor speed (o, at a second time.
    Embodiments of the above method are found in the dependent claims 2-10. 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 method according to any one of claims 1-10. Furthermore, the invention relates to a computer program product belonging to said computer program.
    According to another aspect of the invention, the above-mentioned object is achieved with a system for determining the number of gear stages N, comprising at least one control unit arranged for controlling a gearbox arranged in a motor vehicle comprising a motor connected to said gearbox for driving the same, said number of gear stages N is the number of downshifts or the number of gears said gearbox is arranged to perform at a gearshift point and a downshift point, respectively, which downshift point corresponds to a first engine speed, at which said gearbox is arranged to perform a downshift and which gearshift point corresponds to a second engine speed at which is arranged to perform an upshift, said system being arranged to determine said number of shift steps N based on a predicted time period T, which is the time period it takes for said motor to go from a first motor speed (01 at a first time to a second motor speed (02 v id a second time.
    The system according to the invention can also be modified according to the various embodiments of the method above. Furthermore, the invention relates to a motor vehicle 1 comprising at least one system as above.
    An advantage of the invention is that a more adequate measure is provided for determining the number of shift steps. This predicted time measure is based on relevant physical and mechanical parameters. Thus, the number of incorrect step choices can be reduced, which results in reduced fuel consumption and improved driveability, etc. Another advantage of the invention is that determinations of the number of shift steps can be performed quickly with the method and system according to the invention compared to known technology since measurements of the motor vehicle acceleration become superfluous.
    Additional advantages and applications of a method and system according to the invention will become apparent from the following detailed description. Brief Description 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 rear-wheel drive motor vehicle; figure 2 shows a basic graph of down and upshift lines; figure 3 shows a diagram of a embodiment of an embodiment of the invention; and - figure 4 shows a control unit to be part of a system according to the invention.
    Detailed description of the invention As stated in the above background description, the number of shifting steps in conventional systems is determined by measuring the acceleration of the motor vehicle 1 regularly. This procedure does not take into account certain facts which affect the adequacy of the measured acceleration as an input parameter in determining the number of shift steps.
    For example, the acceleration may vary as the engine speed increases as a motor vehicle 1 accelerates. This variation can be traced to the fact that the torque delivered by the motor 10 varies between different engine speeds. Therefore, if the acceleration is low at low engine speeds, it may turn out that the acceleration is sufficient when the motor 10 approaches the maximum power speed, i.e. the engine speed at which the motor 10 delivers the highest power. In order to obtain good step selection (number of shift steps), one must therefore adjust the threshold values for the acceleration so that they assume sufficiently low values to allow a suitable step selection at the speeds where the motor 10 has the lowest power.
    Another factor that affects the number of shift steps is the effect of rapid throttle for turbocharged 10 engines. Turbocharged engines 10 do not give a lull engine nominee until a sufficient air flow through the turbo has been built up, which means that if you choose to shift in such a situation, the acceleration of the motor vehicle 1 will not correspond to the force available with the turbo after a certain time.
    Due to these and other factors, there is an imminent risk that conventional shifting systems make incorrect choices of the number of shifting steps because the measured acceleration is not an optimal input parameter when determining the number of shifting steps. In addition, the measured acceleration method leads to a delay in determining the number of shift steps because signals from acceleration measurement sensors must first be analyzed before they can be used in the step selection determination. Therefore, the use of measured acceleration according to the prior art can also lead to incorrect step choices due to lag of available measurement results.
    The solution according to the invention, on the other hand, is based on assumptions about certain mathematical relations between different physical and mechanical quantities which affect the acceleration of the motor vehicle 1. Based on these assumptions, a predicted time period T can be derived, this predicted time period T being used in determining the number of shift steps N when shifting a gearbox 20 arranged in a motor vehicle 1. Preferably, the gearbox 20 is of the type included in an automated shifting system, which is controlled of a controller 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 a shift system, so-called manual shift in automatic mode (automatic mode). Furthermore, the gearbox 20 has a number of gears, e.g. twelve forward gears and one or fl your reverse gears, something that is common in modern trucks. The number of shift steps N may vary, but preferably N is slightly between 1-8 shift steps.
    With the use of a predicted time period T, an input parameter is obtained which more adequately indicates the acceleration of the motor vehicle 1 when determining the number of shift steps N. More adequately in this context is meant that the use of predicted time period T gives a better determination of the number of shift steps N when shifting. time period T is a fairer and more precise measure in step selection determination. Preferably, the predicted time period T can be used as a threshold value in step selection determination, which means that different threshold values of the time period T indicate different numbers of shift steps N.
    A basic idea of the invention is to use a predicted time period T for determining the number of shift steps N, which is the time period T it takes for said engine (10) to go from a first engine speed (91 at a first time to a second engine speed CO2 at a second time The first time is a current time and the second time is a time at which a downshift or upshift is initiated.
    The present invention therefore provides an alternative and improved method for determining the number of shift steps N for a gearbox 20. The reason is as described above that predicted time period T is a more adequate measure for step selection determination as this measure better predicts the behavior of the motor vehicle 1. According to an embodiment of the invention, the time period T is determined from the assumption of the relations in equations (1) - (3) below: M = J0> (1), FM arg-year (2), -2 J = m + 1 ,: _, (s), where M is the accelerating moment, J is the inertia of the vehicle, o) is the rotational speed of the engine (engine speed), M e is the moment of the engine flywheel, F, 85 is the driving resistance, r is the wheel radius, z 'is the total gear ratio , m is the mass of the motor vehicle, and le is the moment of inertia of the motor; where the relations are given according to equation (4), F r M _ YES L ° = U3 = K = íe i 4- .2 (L dt J z m + leï r MWIQ æfílgdw (s). ('01 m + leï I ” According to another embodiment of the invention, time period T is also given by the relation in equation (6) below, T: í fl Ll where A0) = (02 -c01, i.e. the motor speed difference between a current motor speed and the motor speed for initiating a shift and where a is the mean acceleration during the time period T. Thus, the predicted time period T can also be determined on the basis of the average acceleration of the motor vehicle 1 with knowledge of Ao).
    The predicted time period T can also, according to a further embodiment, be calculated in real time by means of the above equations, for example by a control unit 110 such as an ECU. Thus, a direct adaptation of the choice of the number of shift steps N to changed driving conditions for the motor vehicle 1 is obtained. Based on the fate diagram in Figure 3, an embodiment of the invention is described below. The selection of the number of change steps N as a function of a predicted time period T proceeds as such, in this embodiment, that a predicted time period T is calculated for each number of change steps N with associated change points, i.e. predicted time from current engine speed to the time when the shift point (engine speed) is reached and shift is initiated.
    Then it is checked which shift steps N provide good driving comfort, which can be perceived as a feeling experienced by drivers and passengers that the shift system shifts harmonically.
    For example, in order for a selected gear to provide good driving comfort, any of the following three conditions must be met: - The number of gear steps N = 1, since you always want at least one possible candidate gear, - The current engine speed is higher than the gear point for the N gear gear , or - If the predicted time period T between the current engine speed and the changeover point for the Nth shift step is lower than a predetermined threshold value, where the reason for having time thresholds is that long shift steps (large value of N) are only perceived as good if you get to the change points in a short time; which three conditions correspond to C1-C3 in Figure 3. If a value of N satisfies any of the above three conditions, they are collected in box B1 on the right in Figure 3, which includes all possible candidates for different values of N. The values of N does not meet any of the above three conditions ends up in box B3 where all non-candidates gather. Finally, the value of N among all candidates is determined by N who assumes the highest value, which is done in box B2. From the above reasoning it is given that N = 1 will always be a candidate. Example: assume that N = 1, 2, 3, 4 are possible candidates for the number of change steps. Then the shift system will select N = 4 according to this embodiment.
    The person skilled in the art further realizes that a method for determining the number of switching steps N according to the present invention can additionally be implemented in a computer program, which when executed in a computer causes the computer to perform the method. The computer program name 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.
    The invention further relates to a system for determining the number of gear stages N. The system comprises at least one control unit 110 (eg an ECU for a gearbox 20), which is arranged to control a gearbox 20 in a motor vehicle 1. The gearbox 20 is connected to a motor 10, 10 15 20 25 30 which drives the gearbox 20 and other parts of the driveline. The number of shift steps N is the number of downshifts or the number of downshifts the gearbox 20 is arranged to perform at one upshift point and one downshift point, respectively. A downshift point corresponds to a first engine speed at which the gearbox 20 is arranged to perform a downshift and a gearshift point corresponds to a second engine speed at which the gearbox 20 is arranged to perform an upshift. The system is further arranged to determine the number of shift steps N based on a predicted time period T, which is the time period it takes for the motor 10 to go from a first engine speed (o, at a first time to a second engine speed (o, at a second time).
    Figure 3 schematically shows a control unit 110. 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 111 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 1 12.
    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 may be detected by the input devices 113, 116 as input signals 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 111 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 the computing unit 111 and that the above-mentioned memory may be 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), 10 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.
    Those skilled in the art will also appreciate that the above system can be modified according to the various embodiments of the method for determining the number of shift steps N according to the invention. In addition, the invention relates to a motor vehicle 1, such as a truck or bus, comprising at least one system for determining the number of shifting steps N according to the invention.
    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 (14)
    [1]
    A method for determining the number of shift steps N of 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 number of shift steps N being the number gearboxes or the number of upshifts said gearbox (20) is arranged to perform at an upshift and a downshift point, respectively, which downshift point corresponds to a first engine speed at which said gearbox (20) is arranged to perform a downshift and which gearshift point corresponds to a second engine speed at which gearbox (20) is arranged to perform an upshift, characterized in that said number of gear steps N is determined based on a predicted time period T, which is the time period it takes for said engine (10) to go from a first engine speed o), at a first time to a second engine speed (o, at a second time.
    [2]
    The method of claim 1, wherein said first time is a current time and said second time is a time at which a downshift or upshift is initiated.
    [3]
    A method according to any one of the preceding claims, wherein said time period T is predicted according to: w2Me_ rasr T = lf, du), m1 m + leï I 'where M e is a torque for said motor (10) flywheel; In e is the moment of inertia of said motor (10); and where F, es, r, in respective m is a driving resistance, a wheel radius, a total gear ratio and a mass, respectively, of said motor vehicle (1).
    [4]
    A method according to any one of the preceding claims, wherein said time period T can also be expressed as a function of a predicted acceleration a for said motor vehicle (1) during said time period T.
    [5]
    A method according to claim 4, wherein said time period T depends on said acceleration a according to: 10 15 20 25 30 12 T:, a where Am: m 2 -wp
    [6]
    A method according to any one of the preceding claims, wherein said time period T is predicted in real time.
    [7]
    A method according to any one of the preceding claims, wherein said time period T is used as a threshold value in determining said number of shift steps N.
    [8]
    A method according to any one of the preceding claims, wherein said number of switching steps N is 1 to 8 switching steps.
    [9]
    A method according to any one of the preceding claims, wherein said gearbox (20) is controlled by a control unit (110) and is an automatic gearbox or an automated manual gearbox comprising a plurality of gears, and said motor vehicle (1) is something belonging to the group comprising: truck and bus.
    [10]
    Method for using the number of shift steps N together with one or fl your downshift and shift points when shifting a gearbox (20) arranged in a motor vehicle (1), said number of shift steps N being determined according to any one of the method according to claims 1-9.
    [11]
    Computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to any one of claims 1-10.
    [12]
    A computer program product comprising a computer readable medium and a computer program according to claim 11, wherein said computer program is comprised 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.
    [13]
    A system for determining the number of gear stages N, comprising at least one control unit (110) arranged for controlling a gearbox (20) arranged in a motor vehicle (1) 13 comprising a motor (10) connected to said gearbox (20) for driving said gear unit, said number of gear stages N being the number of downshifts or the number of gears said gearbox (20) is arranged to perform at a gearshift point and a downshift point, respectively, which downshift point corresponds to a first engine speed at which said gearbox (20) is arranged to perform a downshift and which shift point corresponds to a second engine speed at which said gearbox (20) is arranged to perform an upshift, characterized by being arranged to determine said number of shift steps N based on a predicted time period T, which is the time period it takes for said engine ( 10) to go from a first engine speed (01 at a first time to a second engine speed (02 at a second time) Id.
    [14]
    Motor vehicle (1), such as truck or bus, comprising at least one system according to claim 13.
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    WO2011075064A1|2009-12-17|2011-06-23|Scania Cv Ab|Method for determination of motive force capacity of a motor vehicle|EP0238310B1|1986-03-17|1991-07-17|Isuzu Motors Limited|Apparatus for controlling an automatic gear transmission|
    US5036730A|1988-06-17|1991-08-06|Honda Giken Kogyo Kabushiki Kaisha|Vehicle automatic transmission control system|
    US4947331A|1988-07-25|1990-08-07|Eaton Corporation|Upshift logic|
    US5481170A|1993-08-11|1996-01-02|Eaton Corporation|Method and apparatus for controlling shift force in an automated mechanical transmission|
    US6067495A|1997-06-24|2000-05-23|Chrysler Corporation|Acceleration based shift strategy for an automatic transmission|
    US6325743B1|1999-01-14|2001-12-04|Eaton Corporation|Automated transmission upshift control|
    DE10106935B4|2001-02-15|2012-05-24|GM Global Technology Operations LLC|Method for triggering a downshift or upshift in an automatic transmission|
    CA2573111C|2004-07-07|2012-06-05|Eaton Corporation|Shift point strategy for hybrid electric vehicle transmission|
    JP4961882B2|2006-07-31|2012-06-27|アイシン・エィ・ダブリュ株式会社|Shift control device for automatic transmission|
    US7499784B2|2007-04-09|2009-03-03|General Motors Corporation|Method of selecting a transmission shift schedule|
    JP2009023614A|2007-07-23|2009-02-05|Toyota Motor Corp|Controller for power transmission device for vehicle|
    SE534153C2|2009-09-14|2011-05-17|Scania Cv Ab|Determination of one or more switching points|CN109780192B|2017-11-10|2021-08-27|厦门雅迅网络股份有限公司|Solving method and device for gear transmission ratio of gearbox, terminal and storage medium|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE0950660A|SE534847C2|2009-09-14|2009-09-14|Method and system for determining the number of shift steps in a motor vehicle|SE0950660A| SE534847C2|2009-09-14|2009-09-14|Method and system for determining the number of shift steps in a motor vehicle|
    RU2012114866/11A| RU2513094C2|2009-09-14|2010-09-13|Method of determination of gear selection steps|
    US13/393,557| US8706365B2|2009-09-14|2010-09-13|Method for determination of numbers of gear steps|
    CN201080040590.0A| CN102483149B|2009-09-14|2010-09-13|Method for determination of numbers of gear steps|
    BR112012004454-0A| BR112012004454B1|2009-09-14|2010-09-13|METHOD AND SYSTEM FOR DETERMINING NUMBERS OF GEAR STEPS, MEDIA LEGIBLE BY COMPUTER AND VEHICLE|
    PCT/SE2010/050971| WO2011031228A1|2009-09-14|2010-09-13|Method for determination of numbers of gear steps|
    EP10815711.6A| EP2478263B1|2009-09-14|2010-09-13|Method for determination of numbers of gear steps|
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