• 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 system, a system for controlling a gearbox, comprising at least one control unit arranged for controlling said gearbox, said gearbox being arranged in a motor vehicle comprising a motor connected to said gearbox displacing the same, said system being arranged to: provide a first gearing from a first gear to a second gear if the acceleration a of said motor vehicle is greater than zero for said second gear and the current engine speed is within a first engine speed range; and effecting a second shift from said first gear to a third gear if the current engine speed is within a second engine speed range, said first engine speed range being a lower engine speed range than said second engine speed range of said engine. Furthermore, the invention relates to a method, a motor vehicle, a computer program and a computer program product thereof. (Figure 3)
    公开号:SE0950667A1
    申请号:SE0950667
    申请日:2009-09-14
    公开日:2011-03-15
    发明作者:Fredrik Swartling；Peter Asplund；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 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 engine 10 passes an engine speed for one 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 väx your 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 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 SP3 Upshift speed for 3 steps up SP4 Shift speed for 1 step down SP5 Shift 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, which is why 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. 10 15 20 25 30 The test results must then be carefully analyzed to determine the appropriate change points.
    This method of calibrating switching points is both time consuming and costly.
    In addition, the result of the calibration is not always satisfactory as the calibrated change points may be suitable for certain driving conditions, but less suitable for others.
    Document EP1070879 discloses a method and a system for controlling an automated mechanical transmission system when shifting up. According to this document, upshifts are performed taking into account an accelerator pedal position.
    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 system for controlling a gearbox, which makes full use of the power of the engine.
    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, said gearbox being arranged in a motor vehicle comprising a motor connected to said gearbox for driving the same, wherein said system is arranged to: - provide a first gearing from a first gear to a second gear if the acceleration a of said motor vehicle is greater than zero for said second gear and the current engine speed is within a first engine speed range; and - providing a second shift from said first gear to a third gear if the current engine speed is within a second engine speed range, said first engine speed range being a lower engine speed range than said second engine speed range of said engine.
    Embodiments of the above system are found in the dependent claims 2-11. 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 comprising a motor connected to said gearbox for driving the same, said method comprising the steps of: - providing a first shifting from a first gear to a second gear if the acceleration a of said motor vehicle is greater than zero on said second gear and the current engine speed is within a first engine speed range; and - providing a second shift from said first gear to a third gear if the current engine speed is within a second engine speed range, said first engine speed range being a lower engine speed range than said second engine speed range of said engine.
    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.
    With a system and a method according to the invention, an improved feeling of drivability is provided because upshifts are forced when the engine allows it. Furthermore, the full power of the engine is utilized in a better way compared to known technology, and therefore, for example, higher speeds can be achieved with the motor vehicle.
    Additional advantages and applications of a system and method according to the invention will become apparent 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 shows a graph of motor torque as a function of motor speed; Figure 15 shows a control unit to be included in a system according to the invention; and Figure 5 shows a diagram of a embodiment of an embodiment of the invention.
    Detailed description of the invention As described above, conventional systems use tabulated switching points. Although these shift points are carefully calibrated by the vehicle manufacturers, driving situations can arise as these calibrated shift points are not satisfactory from a drivability perspective. Nor is the power of the engine 10 fully utilized with such calibrated shift points.
    For example, when driving a motor vehicle 1 on an uphill slope, the situation may arise that a shift point for performing an upshift, for example a step up, is so high in the engine speed that the motor vehicle 1 is unable to accelerate to this engine speed. This situation means that an upshift does not take place even though the motor vehicle 1 can accelerate on the next higher gear, and could thus achieve a higher speed on this higher gear. To prevent such a situation from occurring, it is common for gear points to be kept at low engine speeds during calibration to enable gearing. The result of such a calibration is, however, that the motor vehicle 1 is experienced as "tired" because the upshifting takes place at a lower engine speed than what is usually desired.
    The present invention therefore relates to a system for controlling a gearbox 20.
    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 shifting system, shifts are performed automatically by the control unit 110, but it is also common for the driver to be able to perform manual shifting in an automatic shifting system, so-called manual shift in automatic mode (automatic mode).
    Furthermore, the gearbox 20 has a number of gears, e.g. 12 forward gears and one or fl your reverse gears, something that is common in modern trucks.
    System comprises at least one control unit 110 arranged for controlling said gearbox 20.
    Furthermore, the system is arranged to force one or more upshift steps depending on which engine speed range the motor 10 is in, and whether certain other conditions are met. If the motor 10 is in a first motor speed range II in a first gear G1 and if the acceleration a of the motor vehicle 1 is greater than zero for a second gear G2, an upshift is performed (forced) from the first gear G1 to the second gear G2; and if the motor is in a second engine speed interval I2 and this second engine speed interval I2 is a higher engine speed interval than the first engine speed interval I1, an upshift from the first gear G1 to a third gear G3 is performed (forced).
    The advantage of such a system for controlling a gearbox 20 is that the motor vehicle 1 will always perform an upshift if possible, i.e. if there is additional power to pick up at a higher gear. Therefore, higher speeds can be achieved and fuel saved when the next gear is run at a lower engine speed. In addition, an upshift can take place without the motor vehicle 1 being experienced as tired because the upshift cannot be forced at the same time as the motor vehicle 1 accelerates unless the engine 10 will give more power to the next gear.
    To determine whether the condition that the acceleration a of the motor vehicle 1 is greater than zero for the second gear G2, the engine speed is calculated on the torque curve which gives sufficient power to overcome the driving resistance, i.e. the force counteracting the motor vehicle l in the direction of travel, on the second gear G2. According to an embodiment of the invention, the shift system can use a threshold value against which the acceleration a of the second gear G2 is compared. If the acceleration a turns out to be greater than this threshold value, the above condition is considered to be fulfilled, and an upshift is forced from the first gear G1 to the second gear G2. The threshold value can, for example, be greater than or equal to 5 rpm / s. It is appreciated by those skilled in the art that this value can be adjusted, for example by calibration, so that upshifting takes place as desired with regard to other system parameters.
    Figure 3 shows a graph where engine number is a function of engine speed. P1 indicates the point on the torque curve where the lowest engine speed for acceleration a of the motor vehicle 1 is possible, and P2 indicates the lowest possible engine speed for an upshift which leads to the engine speed after shifting being equal to or higher than the engine speed in P1. The point P3 can be interpreted as the engine speed where the power from the engine 10 is as high before a upshift as after the upshift. Furthermore, the point P4 indicates the maximum engine speed for the motor 10. According to the invention, the engine speeds P2 and P3 define the first engine speed range I1, and correspondingly, the engine speeds P3 and P4 define the second engine speed range I2. As shown in Figure 3, the first II and second 12 engine speed intervals are adjacent to each other and are bounded by the point (engine speed) P3. The first engine speed range II includes the engine speeds when acceleration is possible on the second gear G2, and the second engine speed range 12 in turn includes the engine speeds when the power from the engine 10 is higher on the third gear G3 than on the first gear G1.
    According to an embodiment of the invention, the second G2 and the third G3 gear are the same gear, and preferably the shifting takes place with a shifting step, but your shifting step is possible, as will be appreciated by the person skilled in the art.
    According to another embodiment of the invention, the second G2 and the third G3 gear are different gears, which means that the number of gear stages for the first and second gears differs. For example, the first upshift may involve one upshift step and the second upshift two upshift steps, but the reverse is also possible.
    The first and second gears can be achieved by displacing gear points downwards, which means that the gear points correspond to a lower engine speed after a displacement. The advantage of this is that no change points are so high that the maximum power of the motor 10 is not used. Thus, the motor 10 is used more efficiently.
    In practice, upshifting can be realized by lowering only the shift point of a single-stage gear (i.e., shifting with a gear stage) so that it falls below the current engine speed for engine 10. With this realization, the shift points for fl first-stage gears are unaffected. In other words, this process of forcing upshift will not affect the shifting system in cases where a two-stage shift is performed.
    Figure 5 shows a fate diagram of an exemplary embodiment of the invention. The first step involves: calculating whether a shift point is to be lowered or not means calculating the engine speed for the point P1 (at F1), also compare with figure 3. This is done by using the engine 10 torque curve to calculate the engine speed at which engine 10 provides sufficient torque so that the motor vehicle 1 can accelerate or maintain a constant speed in the next gear. When P1 has been calculated, it is checked whether the motor 10 is above the point P2 or not on the torque curve, which takes place at P2 in the figure. This is done by simulating a shift and by means of the engine speed difference during shift (i.e. a simulated speed drop from the time an shift is initiated until it is completed) it is determined whether the motor 10 after shift will be above P1 or not. C1) If the engine speed after shifting is above point P1, it means that the current engine speed is above point P2. If the engine speed is not above P2, an upshift (P3) is not forced.
    C2) The next step will be to determine if the motor 10 is above or below point P3. To be able to determine this, the effect on the next gear is calculated. This can be done because you know the engine speed and the torque after shifting. The engine speed after shifting was calculated at P2 and the torque at this engine speed is given by the engine's torque curve. It can then be compared with the engine speed and the torque before shifting, as the power is given by the torque multiplied by the engine speed. If the power after shifting is higher than the power before shifting, a shift is forced (at P5). C3) If this is not the case, only one shift is forced if the acceleration (P6) of the motor vehicle 1 is substantially zero or low. In order to determine whether the acceleration of the motor vehicle 1 is substantially zero or low, a threshold value of the motor speed acceleration can be introduced, e.g. 5 rpm / s, which means that the engine speed must have been below this threshold for a certain time, e.g. 2 seconds to meet the condition of being substantially zero or low.
    Furthermore, the invention relates to a motor vehicle 1, such as a truck or bus, comprising at least one system for determining one or more of the down and upshift points according to the invention.
    The invention further relates to a method for shifting a gearbox 20 arranged in a motor vehicle 1. The method corresponds to the system above and comprises the steps: providing a first gearing from a first gear G1 to a second gear G2 if the acceleration a of said motor vehicle 1 is greater than zero at said second gear G2 and the current engine speed is within a first engine speed range II; and further providing a second shift from said first gear G1 to a third gear G3 if the current engine speed is within a second engine speed range I2, said first engine speed interval II being a lower engine speed range than said second engine speed range 12 of said engine 10. It will also be appreciated that the above method may be modified according to the various embodiments of a gearbox control system according to the invention.
    Those skilled in the art will appreciate that a method of shifting a gearbox 20 according to the present invention may additionally 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 4 schematically shows a control unit 110 to be included in 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 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 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 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 data 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 (15)
    [1]
    A system for controlling a gearbox (20), comprising at least one control unit (110) arranged for controlling said gearbox (20), said gearbox (20) being arranged in a motor vehicle (1) comprising a motor (10) connected with said gearbox (20) for driving the same, characterized in that said system is arranged to: - provide a first gearing from a first gear (G1) to a second gear (G2) if the acceleration a of said motor vehicle (1) is greater than zero for said second gear (G2) and current engine speed is within a first engine speed range (II), and - effect a second shift from said first gear (G1) to a third gear (G3) if current engine speed is within a second engine speed range ( 12), said first engine speed range (II) being a lower engine speed range than said second engine speed range (12) of said engine (10).
    [2]
    A system according to claim 1, wherein the power taken from said motor (10) is higher after said second gearing than before said second gearing.
    [3]
    A system according to claim 1 or 2, wherein said first and second upshifts are accomplished by lowering shift points.
    [4]
    A system according to any one of the preceding claims, wherein said first (I1) and second (I2) engine speed ranges are adjacent to each other and are defined by the engine speed when the power from said engine (10) is as high before an upshift as said gearshift.
    [5]
    The system of claim 4, wherein said lower engine speed range s (II) lower limit is the engine speed when acceleration is possible after said first gear, and said second engine speed range s (I2) upper limit is the maximum engine speed for said engine (10).
    [6]
    A system according to any one of the preceding claims, wherein said first and second upshifts comprise one or more upshift steps. 10 15 20 25 30 12
    [7]
    A system according to any one of the preceding claims, wherein said acceleration a is calculated or measured in real time.
    [8]
    A system according to any one of claims 1-7, wherein said second (G2) and third gears (G3) are the same gear.
    [9]
    A system according to any one of claims 1-7, wherein said second (G2) and third gears (G3) are different gears.
    [10]
    A system according to any one of the preceding claims, wherein the acceleration a of said motor vehicle (1) is substantially zero or low for said first gear (G1).
    [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 comprising: truck and bus.
    [12]
    Motor vehicle (1), such as a truck or bus, comprising at least one system according to any one of claims 1 - 1 1.
    [13]
    Method for shifting a gearbox (20) arranged in a motor vehicle (1) comprising a motor (10) connected to said gearbox (20) for driving the same, characterized in that said method comprises the steps of: - providing a first gearing from a first gear (G1) to a second gear (G2) if the acceleration a of said motor vehicle (1) is greater than zero on said second gear (G2) and the current engine speed is within a first engine speed range (II), and - providing a second shifting from said first gear (G1) to a third gear (G3) if the current engine speed is within a second engine speed range (12), said first engine speed range (II) being a lower engine speed range than said second engine speed range (12) of said engine (10).
    [14]
    Computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to claim 13.
    [15]
    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.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP2478265B1|2014-10-22|Determination of one or more gearshift points
    EP2478260B1|2015-01-07|Method for determination of gearshift points
    SE1050956A1|2011-03-15|Method for controlling a gearbox
    SE0950654A1|2011-03-15|Method for determining points of change
    SE0950658A1|2011-03-15|Switching point control system
    SE0950667A1|2011-03-15|System for controlling a gearbox
    US20120150401A1|2012-06-14|System for control of a gearbox
    EP2478263B1|2014-10-22|Method for determination of numbers of gear steps
    SE1050099A1|2011-08-02|Procedure and system for controlling a gearbox
    EP2478262B1|2017-03-08|Method for determination of numbers of gear steps
    同族专利:
    公开号 | 公开日
    RU2518393C2|2014-06-10|
    RU2012114836A|2013-10-27|
    CN102483147A|2012-05-30|
    US20120158263A1|2012-06-21|
    US8612105B2|2013-12-17|
    EP2478261A4|2013-09-25|
    SE534113C2|2011-05-03|
    EP2478261A1|2012-07-25|
    BR112012004455B1|2021-08-10|
    WO2011031222A1|2011-03-17|
    CN102483147B|2015-04-01|
    EP2478261B1|2014-06-04|
    BR112012004455A2|2021-01-19|
    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|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|
    DE19516948A1|1995-05-11|1996-11-14|Voith Gmbh J M|Method for operating a drive unit and device for carrying out the method|
    US6067495A|1997-06-24|2000-05-23|Chrysler Corporation|Acceleration based shift strategy for an automatic transmission|
    US6113516A|1999-01-14|2000-09-05|Eaton Corporation|Adaptive automated transmission upshift control|
    GB2375576A|2001-05-19|2002-11-20|Luk Lamellen & Kupplungsbau|Gear changing method and apparatus|
    US6461273B1|2001-06-01|2002-10-08|Eaton Corporation|Automated transmission upshift brake control|
    US6692406B2|2001-08-29|2004-02-17|Eaton Corporation|Shift control strategy for use with an automated manual transmission coupled to a turbocharged internal combustion engine|
    CN100400328C|2003-10-13|2008-07-09|Ghsp;Jsj股份有限公司之分公司|Vehicle shifter|
    DE102004002813A1|2004-01-20|2005-08-11|Adam Opel Ag|Method for selecting gear in automatic transmission unit, using comparison of actual speed and possible acceleration|
    JP2006214454A|2005-02-01|2006-08-17|Hitachi Ltd|Automobile transmission controller and automatic transmission|
    DE102005052824B4|2005-11-05|2009-10-29|Zf Friedrichshafen Ag|Method for controlling shifting cycle of multi-gear vehicle automatic gearbox, involves engaging requested target gear based on actual gear disconnected from multiple gears by different engagement sequences|
    JP5061616B2|2006-10-05|2012-10-31|トヨタ自動車株式会社|Control device for automatic transmission|
    CN101918740B|2007-07-26|2014-06-11|格特拉格传动机构和齿轮工厂赫尔曼·哈根迈尔有限公司&两合公司|Method for controlling a shifting up operation in a double-clutch transmission|CN106641225B|2015-10-28|2019-02-26|长城汽车股份有限公司|Shifting points scaling method, the apparatus and system of automatic transmission|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE0950667A|SE534113C2|2009-09-14|2009-09-14|System for controlling a gearbox|SE0950667A| SE534113C2|2009-09-14|2009-09-14|System for controlling a gearbox|
    CN201080040275.8A| CN102483147B|2009-09-14|2010-09-10|System and method for control of a gearbox|
    PCT/SE2010/050964| WO2011031222A1|2009-09-14|2010-09-10|System for control of a gearbox|
    RU2012114836/11A| RU2518393C2|2009-09-14|2010-09-10|Transmission control system|
    US13/392,912| US8612105B2|2009-09-14|2010-09-10|System for control of a gearbox|
    EP10815705.8A| EP2478261B1|2009-09-14|2010-09-10|System for control of a gearbox|
    BR112012004455-9A| BR112012004455B1|2009-09-14|2010-09-10|SYSTEM FOR CONTROLLING A GEARBOX, ENGINE VEHICLE, PROCESS TO CHANGE GEAR IN A GEARBOX AND A COMPUTER-READY MEDIUM|
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