• 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:SE1250538A1
    申请号:SE1250538
    申请日:2012-05-28
    公开日:2012-12-01
    发明作者:Maik Wuerthner；Joachim Staudinger；Johannes Kemler
    申请人:Zahnradfabrik Friedrichshafen；
    IPC主号:
    专利说明:

    This object is fulfilled by a method according to claim 1. According to the invention, a planar target speed valid for a plane is first determined depending on the existing gear and / or target gear for the shift to be performed, based on the planar target speed and depending on the driving resistance of the pitch. , depending on the dynamic conditions in the drive unit and depending on the gear ratio of the motor vehicle, a pitch target valid for the pitch is determined and used as the target speed for the gear ratio to be performed.
    With the present invention it is proposed for the first time, depending on a plan target speed valid for a plane, to determine a pitch target valid for the pitch and use it as the target speed for the shift to be performed, the pitch speed being determined from the pitch target depending on the driving resistance of the pitch, depending on dynamic condition of the drive unit and depending on the gears of the motor vehicle. This makes it possible, without increased parameterization cost and with regard to different types of drive units as well as different driveline configurations of the motor vehicle, to safely and reliably determine a target speed for a shift to be performed on a slope.
    According to an advantageous further development of the invention, a load build-up starting speed for the plane target speed is also determined valid for the plane, in which after the changeover with regard to the drive unit dynamic conditions a load build-up takes place via drive units, this load build-up start speed being compared with a limit value. difference between the limit value and the load build-up starting speed is relatively small, the plan target speed valid for the plane is used as the pitch target speed valid for the ascent, whereas if the difference between the limit value and the load build-up start speed is relatively large, the pre-build plane speed start plane is increased for iteratively until it is determined that a difference between the limit value and the respective determined load build-up starting speed due to the iteratively increased plan target speed is relatively small. This iterative determination of the target speed for the shift to be performed is particularly simple and reliable.
    Preferably, the respective load build-up starting speed is determined from the plan target speed valid for the plan or the iteratively increased plan target speed so that, at least a first difference speed and a second difference speed are determined, which for determining the respective load build-up start speed is calculated with the first target the differential speed, a load build-up deceleration of the drive unit is taken into account in relation to the shift design in the transmission, and with the second differential speed a suction torque build-up of the drive unit is taken into account. In the case of a loaded drive unit, a third differential speed is determined with regard to a turbo torque load build-up, which for determining the respective load build-up starting speed is also calculated with the plan target speed or the iteratively increased plan target speed. With the aid of the differential speeds according to the above, it is particularly easy and reliable to take into account a dynamic relationship of the drive unit when determining the target speed of the drive unit for the shift to be performed.
    The control device for carrying out the method is defined in claim 10.
    Preferred developments of the invention appear from the subclaims and description below. Exemplary embodiments of the invention are explained in more detail below with the aid of the drawings, without being limited thereto. In this case: Fig. 1 shows a driveline diagram for a motor vehicle; and Fig. 2 is a diagram for clarifying the method according to the invention for determining a target speed for a drive unit of a motor vehicle for a shift to be performed in a transmission of the motor vehicle from an existing gear to a target gear.
    Fig. 1 shows a driveline diagram for a motor vehicle with a drive unit 1, a transmission 2 and a power take-off 3, the transmission 2 being connected between the drive unit 1 and the power take-off 3 and being designed as an automatic or automated gear transmission.
    A motor control device 4 is arranged for the drive unit 1, which controls or regulates the operation of the drive unit 1 and thereby exchanges data with the drive unit 1.
    For the transmission 2, a transmission control device 5 is provided, which controls or regulates the operation of the transmission 2 and for this data is exchanged with the transmission 2. In addition, the transmission control device 5 and the motor control device 4 exchange data with each other.
    As already explained, the control or regulation of the operation of the transmission 2 by the transmission control device 5 acts, for example, the control or control of a gear shift or a gear change in the transmission 2 from an existing gear to a target gear for the gear to be performed in the same.
    In this context, for a shift to be performed, a target speed for the drive unit 1 must be determined by the transmission control device 5, which must be so large that in connection therewith a proper operation of the motor vehicle is possible despite a possible speed loss occurring at the drive unit 1. Depending on this target speed a shift speed is then determined by the transmission control device 5, at which the execution of the shift is triggered. The present invention now relates to a method as well as a control device, in particular a transmission control device 5, for determining the target speed of a motor vehicle drive unit 1 for a shift to be performed in the transmission of the motor vehicle 2 from an existing gear to a target gear , namely to perform a towing gear when driving in pitch for the motor vehicle.
    For such a traction gearing to be performed when driving uphill, Fig. 2 outlines the time curve course over time t, namely on the one hand a speed course n over time for the drive unit 1 speed as well as a time course for the drive unit 1's traction force F. A target speed nZ of the drive unit 1 to be determined by means of the method according to the invention is also shown in Fig. 2, as well as a gear speed ng depending on this target speed ng, which when this is achieved the traction gearing to be performed in a pitch incline is triggered.
    In order to determine the target speed ng for the drive unit 1 for a traction gearing to be carried out when ascending, the first step is to determine a plane target speed nZ_E valid for driving on a plane depending on the existing gear for the shift to be performed and / or depending on the target gear for the shift to be performed, preferably based on at least one characteristic field parameterized in the transmission control device 5 or at least one characteristic line parameterized and inserted in the transmission control device 5.
    Based on the plane target speed nZ_E that applies to the plane, the target speed or incline target speed nZ that applies to incline driving is determined, namely depending on the driving resistance of the incline, depending on the dynamic driving conditions of the drive unit 1 and the gear ratio of the motor vehicle or motor vehicle driveline.
    In this case, the pitch target speed nZ is calculated so that, after the shift operation in the pitch, the motor vehicle can be accelerated, ie. can increase its driving speed. Details regarding this determination of the pitch target speed nZ are described below with reference to Fig. 2.
    Based on the plane target speed nZ_E for the plane, as explained above is determined by the transmission control device 5, preferably depending on characteristic field or characteristic lines, a load build-up starting speed nA is determined, at which, after the shift has been performed with respect to the dynamic conditions of the drive unit 1 a load build-up takes place through the drive unit 1, this load build-up start speed nA being entered in Fig. 2. This load build-up start speed nA is compared with a limit value nG, whereby, if a difference between the limit value nG and the load build-up start speed nA is relatively small, i.e. less than a threshold value, the plane target speed nZ_E which applies to the plane is used as the pitch target speed nZ that applies to the pitch, while if, as assumed in Fig. 2, the difference between the limit value nG and the load build-up starting speed nA is relatively large , i.e. greater than the corresponding threshold value, is raised for re-determination of a load build-up starting speed the plan target speed nZ_E which applies to the plane iteratively so long, until it is determined that the difference between the limit value ng and depending on the iterative increase of the plan target speed and new determined load build-up speed is relatively small. In this case, the corresponding iteratively increased plan target speed is then determined as the pitch target speed and is used as the target speed for the traction gearing to be performed for driving on the pitch. With this iterative increase, the plan target speed is increased each time by the difference between the limit value nG and the current load build-up start speed nA.
    From the plan target speed nZ_E valid or through the current iteratively increased plan target speed, the current load build-up start speed nA is determined so that differential your differential speed is determined, which is calculated with the plan target speed or the iteratively increased plan target speed. and a second differential speed, the first differential speed taking into account a load build-up deceleration of the drive unit 1 relative to the shift design in the transmission 2 and the second differential speed taking into account a suction torque load build-up of the drive unit 1.
    In Fig. 2, a time span is visualized by a time span At1, which corresponds to the load structure deceleration of the drive unit 1 relative to the shift design in the transmission 2. delayed reaction for the drive unit 1, this first differential speed Am being calculated using the following formula: .š åäö få * fïfïs fšåiiåšf ål 13 :: ä: '' '' "'' '' ''" 'a "f, å * få" w: where FW is the driving resistance in the climb, where in ZG is the gear ratio of the target gear, where At1 is the time span of the load structure deceleration of the drive unit relative to the shift design, where iA is the gear ratio of the driven axle, where rR is the tire radius and where m is the mass of the motor vehicle. 10 15 20 25 30 35 The second differential speed Ang, which takes into account the suction torque load structure of the drive unit 1, is formed during the time span Att; in Fig. 2, and can be calculated using the following formula: _ ä, än, f; Fif im rfšïïš * f few where FW is the driving resistance in the pitch, where iZG is the gear ratio of the target gear, where Atg is the time span for the suction torque build-up of the drive unit, where in A is the gear ratio of the driven axle, where rR is the tire radius and where m is the motor vehicle mass.
    If in the case of the drive unit 1 it is a turbocharged drive unit with an exhaust turbocharger and the traction of the suction torque part is not sufficient to overcome the driving efficiency, in addition to the first differential speed and the second differential speed, an additional differential speed is also calculated. iteratively increase the planar target speed to determine the load build-up starting speed nA, whereby this third differential speed Ang is formed in Figs. 2 during the time span Atg. The third differential speed Ang can be calculated using the following fonnel: .år »k 1 å '' ~ '' c" f * ia s, fr., Få * t ä : Si where FW is the driving resistance in the slope, where iZG is the target gear ratio, where F23 is (see Fig. 2) the traction of the drive unit at the transition from the suction torque load structure to the turbo torque load structure, where At3 is the time span of the drive unit turbo torque load structure, where iA is the gear ratio for is the tire radius and where m is the mass of the motor vehicle.
    The time span At1, which takes into account the load build-up deceleration of the drive unit 1 relative to the shift design in the transmission 2, is preferably set in the transmission control device 5 as a fixed parameter. The second time span At; for the suction moment load structure as well as the third time span At; for the torque load structure can be calculated by the transmission control device 5 on the basis of characteristic fields or characteristic lines of the drive unit 1. Alternatively, the transmission control can adaptively learn the time span Atg and At; or the load-bearing gradients of the drive unit 1 via the behavior of the drive unit 1. 10 15 20 25 30 35 The time span Atg is indicated by the time of the start of the drive unit's suction torque load structure and the time at which the traction torque of the suction torque is equal to the driving resistance. In the event that the suction torque of the drive unit is not sufficient to overcome the driving resistance, the suction torque load build-up (tg-tg) is taken into account at all times, as well as the turbo torque load build-up during the third time span Atg. The time span Atg is also apparent from the time of the transition of the suction torque to the turbo torque (tg) and the time, until the traction of the turbo torque is the same as the driving resistance (t4).
    Consequently, the following conditions apply to the current load build-up starting speed nA: fi g = fi zggwi fi ïlj ~ åš °° lgråíšgl As already explained, the current determined load-building start-up speed nA is compared with the limit value nG, the plan target speed nZ_E or the current iterative increase when the plan target speed is used as the ascent start speed nZ.
    If, on the other hand, this difference is large, then a further iterative increase of the plan target speed is made, until it is finally determined that the difference between the limit value and the load build-up start speed determined relative to the iteratively increased plan target speed is relatively small, ie. less than the corresponding threshold.
    It can also be arranged that if a defined number of iteration loops has been exceeded, without the difference as above between the limit value ng and the load build-up starting speed determined depending on the iteratively increased plan target speed being less than the corresponding threshold value, the iteration is interrupted and the gearshift is performed. is reduced by at least one gear and the determination as above of the target speed is performed again.
    The limit value nG, with which the current load build-up starting speed determined via the iteration loops is compared with, can be entered in the transmission control device 5 as a parameter. It is alternatively possible to determine this limit value nG depending on an accelerator pedal operation, depending on the existing gear and target gear for the gear to be performed. It is also possible to use the non-iteratively increased plan target speed as the limit value.
    Instead of the limit value nG, an engine speed gradient can also be used in the calculation loop as a condition for increasing the target speed after the load build-up speed has been reached. Likewise, a limit acceleration can be used as an increase criterion in the calculation loop, namely a limit acceleration in connection with the load build-up starting speed being achieved with respect to a maximum possible acceleration at the target gear when driving on level ground.
    The method as above is implemented in a motor vehicle control device, preferably in the transmission control device 5. To perform the method according to the invention, the transmission control device 5 comprises suitable means, namely at least one processor for performing the calculations and at least one memory, in which characteristic lines or characteristic fields have been added and in which calculated sizes can at least be temporarily stored.
    权利要求:
    Claims (10)
    [1]
    A method for determining a target speed of a motor vehicle's drive unit for a shift to be performed in a transmission of the motor vehicle from an existing gear to a target gear, namely for a towing gear to be performed when driving on a slope, the target speed being determined depending on on the existing gear for the shift to be performed and / or depending on the target gear for the shift to be performed, characterized in that a planar target speed valid for a plane is determined first depending on the existing gear and / or target gear for the gear to be performed and that from the target target speed Depending on the driving resistance of the incline, depending on the dynamic conditions of the drive unit and depending on the gears of the motor vehicle, an incline target speed is determined that applies to the incline and is used as the target speed for the shift to be performed.
    [2]
    Method according to claim 1, characterized in that the pitch target speed is calculated so that the motor vehicle accelerates in the pitch after the shift execution.
    [3]
    Method according to claim 1 or 2, characterized in that a load build-up starting speed is determined by the plane target speed valid for the plane, in which after the change a load build-up has taken place through the drive unit with regard to the drive unit's dynamic conditions, this load build-up speed being compared with a limit value, where if a difference between the limit value and the load build-up starting speed is relatively small, the plan target speed applicable to the plane is used as the pitch target speed applicable to the climb, while if the difference between the limit value and the load build-up start speed is relatively large, the plan target speed is valid for the plane re-determination of a load build-up start speed iteratively until it is determined that a difference between the limit value and the current determined load build-up start speed due to the iteratively increased plan target speed is relatively small.
    [4]
    Method according to claim 3, characterized in that if the difference between the limit value and the current load build-up starting speed is relatively large, the plan target speed is increased iteratively with the difference between the limit value and the current load build-up start speed.
    [5]
    Method according to one of Claims 1 to 4, characterized in that the current load build-up speed 10 is determined by the planar target speed which applies to the plane or the iteratively increased planar target speed, so that at least a first differential speed and a second differential speed are determined, which to determine the current load build-up starting speed is calculated with the plan target speed or the iteratively increased plan target speed, whereby with the first differential variable speed a load structure deceleration of the drive unit is taken into account in relation to the shift design in the transmission and through the second differential gear ratio. suction torque build-up of the drive unit.
    [6]
    Method according to Claim 5, characterized in that the first differential number An1 is calculated using the following formula: __ _ .i _ fi íl _ l Ar:: šflfi / * af fi åikz * Må-å * - l JÜJ l _: k ra 2 22 '.m where FW is the driving resistance in pitch, where iZG is the gear ratio of the target gear, where At1 is the time span of the load unit deceleration deceleration relative to the gear design, where iA is the gear shaft gear ratio, where rR is the tire radius and where m is the motor vehicle mass.
    [7]
    Method according to claim 6, characterized in that the second differential number Ang is calculated using the following formula: ft _,. i, (SG i Åæg z Ma 32%; -zwgö 43,332 2 rf, Z- * iif m where At; is the time span for the drive unit's suction torque load structure.
    [8]
    Method according to one of Claims 5 to 7, characterized in that a turbo torque load structure of a charged drive unit is taken into account via a third differential speed, which is calculated for determining the load build-up starting speed as well as the plan target speed or the iteratively increased plan target speed.
    [9]
    Method according to claim 8, characterized in that the third differential number An; is calculated using the following formula: i,,: i, fin, = - »* (FW - ii 'r si .. * ia .kf) - 2 a» mi: 3 n, s., FR z. * Sif m ll there At; is the time span for the drive unit's turbo torque load build-up, and where F23 is the drive unit's traction force at the transition from the suction torque load build - up to the turbo torque load build - up.
    [10]
    Control device for a motor vehicle, in particular a transmission control device, characterized in that it has means for carrying out the procedure according to one of Claims 1 to 9.
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    引用文献:
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    DE102005001507A1|2005-01-13|2006-07-27|Zf Friedrichshafen Ag|Method for adjusting an operating mode of an automatic gearbox|
    DE102006017712A1|2006-04-15|2007-10-25|Zf Friedrichshafen Ag|Method for switching control of an automated stepped gearbox|
    DE102006022170A1|2006-05-12|2008-01-31|Zf Friedrichshafen Ag|Method for determining the running resistance of a motor vehicle|
    DE102009002387A1|2009-04-15|2010-10-21|Zf Friedrichshafen Ag|Transmission control device|CN104455375B|2014-11-27|2017-02-01|盛瑞传动股份有限公司|Self-learning gear control method and device for transmission control unit|
    法律状态:
    2018-01-02| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    DE102011076818A|DE102011076818A1|2011-05-31|2011-05-31|Method for determining target speed for drive unit of motor vehicle for gear shift, namely for high-traction gear shift, involves determining target speed depending on actual path or target path of designed gear shift|
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