• 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:
    Method for the release of a vehicle with an automatic or automated transmission (2), wherein in an operating situation of the vehicle where the same is to be done. is swung freely in a defined desired direction of travel, for the release alternating a driving moment builds up on the driven wheels (3) of the vehicle operating in the desired direction of travel and is again reduced, whereby from a predetermined period length for a pendulum movement for the release times are determined, at which or within which the vehicle at the release achieves a front turning point of the pendulum movement seen in the desired direction of travel and a rear turning point seen in the desired direction of travel, and wherein control elements (4, 5) participating in the release are controlled depending on these time lengths and their control times Fig. 1.
    公开号:SE1351005A1
    申请号:SE1351005
    申请日:2013-08-30
    公开日:2014-04-30
    发明作者:Roland Mair；Florian Schneider
    申请人:Zahnradfabrik Friedrichshafen；
    IPC主号:
    专利说明:

    According to the invention, time lengths are determined from a predetermined period length, at which or within which the vehicle on release reaches a front turning point in the desired direction of travel and a rear turning point of the pendulum movement in the desired direction of travel, wherein at the release control elements that participate are controlled depending on these lengths of time and depending on the control times for them.
    In the procedure according to the invention, it is no longer monitored that the turning points for the release are reached, on the contrary, the release movement is controlled based on a predetermined period length. In doing so, control times for the control elements that participate in the release are taken into account. In total, this can increase the efficiency of the release.
    According to a further development, time lengths or times are determined as time sizes for the release depending on the period, within which or at which the vehicle, after passing the bottom position of the pendulum movement, reaches the front turning point seen in the desired direction and the rear turning point of the pendulum movement seen in the desired direction. . The control times for the control elements participating in the release are determined, depending on these times or lengths and depending on the control times of the control elements, so that when the front turning point is reached, the driving torque acting in the desired direction is reduced and thereafter there is no driving torque on the driven wheels. which acts in the desired direction of travel, while on the other hand when the rear turning point is reached a driving torque is applied to the driven wheels in the desired direction of travel.
    This embodiment of the invention is particularly advantageous. The passage of the bottom position for the release movement can be easily sensed or monitored as well as the turning points being reached. As the release is controlled depending on the passage of the bottom position, depending on the period of release pendulum movement as well as depending on the control time of the control elements, it can be guaranteed that even before the turning points are reached, appropriate measures are initiated for the release movement. In this way, a phase-correct control of the control elements that participate in the release is possible. In total, this can further increase the efficiency of the release movement.
    In order to determine in advance the time period for the pendulum movement for the release, a driving moment pulse is preferably applied to the vehicle, a regulated speed course over the time of the vehicle being determined as a result of the driving moment pulse and the period of the pendulum movement for the release being determined by the speed course. Determining the length of the period in advance is simple and can be done automatically.
    According to a first variant, the control elements participating in the release are controlled depending on the lengths and control times of the control elements, so that when the front turning point is reached no driving torque is applied to the driven wheels, and that when the rear turning point is reached a driving torque on the driven wheels acting in the desired direction of travel. In this case, control times for a gear element are taken into account, in particular in a disconnection coupling. According to a second variant, the control elements participating in the release are controlled depending on the lengths of time and the control times of the control elements so that, when the front turning point is reached, a gear is engaged in the transmission which acts in the opposite direction to the desired direction of travel. opposite to the desired direction of travel, and when the rear turning point is reached, a gear is engaged in the transmission acting in the desired direction of travel and a driving torque is applied to the driven wheels acting in the desired direction of travel. In this case, the control times for the shift elements are taken into account, which participate in performing the shifts in order to achieve the turning points.
    With both variants, an efficient release of the vehicle from a gm - The control device for carrying out the procedure is guaranteed in claim 9 is guaranteed.
    Preferred further developments are stated in the subclaims and the description below. Exemplary embodiments of the invention are explained in more detail with the aid of the drawings, without limitation thereof. In this case: Fig. 1 shows a diagram of a driveline of a vehicle; Fig. 2 is a diagram for clarifying the method of releasing a vehicle; and Fig. 3 shows a velocity course over the time of the vehicle determined by determining in advance the period length of the oscillating movement of the release.
    The present invention relates to a method of releasing a vehicle with an automatic or automated transmission.
    The release procedure is performed if a defined operating situation of the vehicle is sensed, in which the same shall be rocked freely. This operating situation can, for example, be sensed automatically by a transmission control device. Alternatively, it is possible that the operating situation in which the release is to be carried out is determined on the driver's side by maneuvering a suitable maneuvering element. The sensing of such an operating situation is part of the state of the art.
    Fig. 1 schematically shows a vehicle driveline diagram. The vehicle's driveline comprises a drive unit 1, a transmission 2 and a driven part 3, the transmission 2 being connected between the drive unit 1 and the driven part 3. For the driven part 3 it is a driven wheel. According to Fig. 1, a disconnect coupling 4 is connected between the drive unit 1 and the transmission 2. When the disconnection coupling 4 is opened, the drive unit 1 is disconnected from the transmission 2. When the disconnect coupling 4 is closed, on the other hand, the drive unit 1 is connected to the transmission. As disconnection coupling 4, it can be a disconnection coupling 4 that is external to the transmission or internal to the transmission.
    In addition, Fig. 1 shows that the transmission 2 comprises further internal shift elements 5, which are also referred to as shift change elements. In each gear engaged, a first number of gear elements 5 are closed and a second number of gear elements 5 are open. In order to carry out a changeover, at least one previously open changeover element 5 must be closed and at least one previously closed changeover element 5 opened.
    Then, when the disconnection clutch 4 is closed and a gear is engaged in the transmission 2, the drive unit 1 is coupled to the driven part 3 and can provide a driving torque thereto. On the other hand, when the disconnection coupling 4 is open and / or the transmission 2 is in the neutral position, the drive unit 1 is disconnected from the driven part 3 and can then not provide any drive torque to it.
    The operation of the drive unit 1 is controlled or regulated by a motor control device 6 and the operation of the transmission 2 is controlled or regulated by a transmission control device 7. According to Fig. 1, the motor control device 6 exchanges data with the drive unit 1 and the transmission control device 7 with the transmission 2. 6 and the transmission control device 7 data with each other. The disconnect clutch 4 is controlled or regulated by the transmission control device 7.
    Fig. 2 schematically clarifies an operating situation for the vehicle, in which a driven wheel 3 of the vehicle stands in a pit 8 of a carriageway 9, the vehicle standing with the wheel 3 in the pit 8 of the carriageway 9 being moved in a defined desired direction of travel. 10 by release out of the pit 8. The pit 8 is then limited by a front slope 10 and a rear slope 12 in the desired direction of travel 10.
    With S, Fig. 2 shows the position of the wheel 3 which is to be swung freely when it is stationary, the point S thus corresponds to the starting point of the release movement and thereby the bottom of the pit 8. A denotes a forward turning point for the disengagement movement seen in the desired direction of travel and P denotes a rear turning point seen in the desired direction of travel.
    When the carriageway points C and D have been reached, the release has been successfully completed, the wheel 3 has then left the pit 8.
    With respect to the present invention, the release of the vehicle, namely the driven wheels 3 of the vehicle located in the pit 8, takes place, so that through a period length determined in advance, time lengths are determined which represent the release or depict the pendulum movement. , at which or within which the vehicle, namely its wheel 3, at the release reaches the front turning point, seen in the desired direction of travel 11, and the rear turning point P, seen in the desired direction of travel 11, for the pendulum movement or the release. Depending on these lengths of time as well as depending on the control times of the control elements participating in the release, the control elements for the release are controlled, whereby a particularly efficient release movement for the vehicle can be guaranteed.
    In order to determine in advance the period length for the pendulum movement of the release, a driving momentum pulse is applied to the vehicle. A speed course of the vehicle set as a result of this drive momentum is determined in this case over time, Fig. 3 showing a speed course of the vehicle set as a result of the drive momentum. In Fig. 3, over time t, the velocity v is taken, on the one hand, as an idealized velocity course 13 with disregard for friction losses and, on the other hand, as a velocity course 14 which takes into account friction losses.
    The period length for the oscillating pendulum movement is determined so that the time from first leaving the bottom S until the front turning point A is first reached seen in the desired direction of travel and until then the bottom S is reached is determined, from which it follows that friction losses when determining the period length in advance for the pendulum swing movement can be completely ignored.
    The determined period length for the pendulum movement for the release is not only independent of friction losses, but also independent of a mass of the vehicle. Throughout the release process, the period length is constant.
    On the basis of the determined period length of the pendulum movement for the release, times or times are determined as time lengths for the release, within which respectively at which the vehicle after passing the bottom S of the release movement reaches the front turning point seen in the desired direction and the rear turning point P seen in the desired direction of travel for the pendulum movement. The basis for the invention is the realization that the passage of the bottom S of the pit 8 can be determined easily and reliably due to the relatively high speed at the passage of the bottom S and that in addition the period length of the pendulum swing movement is constant over the total release movement. late.
    The start times of the control elements participating in the release now depend on the times and durations, respectively, which depend on the period length of the pendulum movement and on the control times of the control elements participating in the release in such a way that when the front turning point A is reached there is no effective torque. On the other hand, when the rear turning point P is reached, a driving torque acts in the desired direction of travel 11 on the driven wheels 3 of the vehicle.
    In a first variant of the invention, control elements of the vehicle participating in the release are controlled depending on the lengths of time, which depend on the period length and depending on the control times of the control elements so that, when the front turning point A is reached, no driving torque is applied to the driven wheels 3. P is achieved, a driving torque is applied to the driven wheels 3 of the vehicle which act in the desired direction of travel 11.
    This can be guaranteed by opening the disconnect clutch 4 when the front turning point A is reached and when the rear turning point P is reached, the disconnecting clutch 4 closes. When passing the bottom S, the release movement is known on the basis of the predetermined period length, each time when the front turning point A or the rear turning point P is reached, this time being shortened by the clock time of the disconnecting clutch 4, so that when the front turning point A is reached the disconnecting clutch 4 is opened and when the rear turning point P is reached the disconnecting clutch 4 can be closed. it is guaranteed that when the front turning point A is reached, the driving moment acting in the desired direction of travel is completely disconnected and consequently that in the front turning point A no driving torque is applied to the vehicle's driven wheels 3. When the rear turning point P is reached, the driving torque acting in the desired direction of travel 11 on the drive wheels 3.
    According to a second variant of the invention, the control elements of the vehicle involved in the release are controlled so that, when the front turning point A is reached, a gear is engaged in the transmission 2 which acts opposite to the desired direction of travel 10 and a driving torque opposite to the desired direction of travel 10 on the driven wheels of the vehicle, and that when the rear turning point P is reached, a gear is engaged in the transmission 2 acting in the desired direction of travel 10 and a driving torque acting in the desired direction of travel is applied to the driven wheels of the vehicle. Accordingly, according to this variant of the invention, a shifting of the transmission 2 is required to be performed via the shifting elements 5. The starting time of the shifting elements 5 of the transmission 2 consequently depends on the control time of the shifting elements 5 of the transmission 2 participating in the shifting.
    Since when, according to the second variant of the method according to the invention, the driven wheels 3 of the vehicle have passed the bottom S of the pit 8, the time periods and times determined, depending on the period length, are reduced by the control times used by the shift participants. the shifting elements 5 for performing the shifting of the transmission 2.
    This then ensures that when the front turning point A is reached, the driving torque acting opposite to the desired direction of travel rests on the drive wheel 3, while upon reaching the rear turning point P the driving torque acting in the desired driving direction 10 rests on the drive wheel 3.
    The invention allows a very precise and efficient release of a vehicle from a pit 8 of a roadway. The driving torque acting in the desired direction of travel as well as possibly opposite to the desired direction of travel 10 has a phase-correct effect with respect to the turning points A and P on the driven wheels 3 of the vehicle.
    When the front turning point A seen in the desired direction of travel 10 is reached, it is ensured that the driving torque acting in the desired direction of travel is interrupted and does not act on the driven wheels. When the rear turning point P seen in the desired direction of travel 10 is reached, it is guaranteed that the driving torque acting in the desired direction of travel rests on the driven wheels 3 of the vehicle.
    The method according to the invention depicts the release movement as a pendulum movement. The invention is based on the insight that the time period which, after the passage of the bottom of the pit 8 is used to reach the current turning point A and P, is constant and thereby unchanged over the total release movement. This period of time, which is used between passing the bottom S of the pit 8 and reaching the current turning point A or P, is determined depending on the period length of the pendulum movement, whereby the period length of the pendulum movement is determined empirically in advance, namely by applying a driving momentum to the vehicle. a velocity course over time that adjusts as a result of the driving momentum pulse. In doing so, one can, as stated above, disregard friction losses. The control times for the control elements participating in the execution of the release movement, namely the disconnect clutch 4 and / or the gear change elements 5, are known for control and are entered in the transmission control device 7 and are calculated with the time lengths determined by the period length to determine the control start times.
    The release movement ends on the control side, when the carriageway points C and D have been reached. As is known from DE 10 2010 043 250 A1, the carriageway points C and D can be continuously adapted during the procedure.
    Then if the period length of the pendulum movement cannot be determined, for example due to the fact that the pit 8 of the carriageway 9 encloses the wheel 3 located in the pit 8 too tightly, it is possible to modulate the driving torque for the release movement of the motor vehicle. In this case, you start with a relatively low frequency of the driving torque and then you increase the frequency of the driving torque. Then, when the vehicle oscillates as a result of the rising frequency of the driving torque, the frequency of the driving torque is kept constant until the vehicle, namely its driven wheels 3, has left the pit 8. In this case, the vehicle is fed with its resonant frequency, to expel the vehicle ur gropen 8.
    Control device according to the invention comprises means for carrying out the method. This includes in particular a processor, a memory and a data interface. The data interfaces act for data exchange with the design groups that participate in the implementation of the method according to the invention. The processor acts to determine the period length, to determine the lengths that depend on the period length at which or within which the vehicle reaches the turning points at release, to determine the passage of the bottom position and to determine the start time of the control elements depending on the lengths at which and within which the vehicle reaches the turning points at the release and depending on the control time of the control elements participating in the release. The memory works in particular for storing the determined period length, the control times for the control elements and similar measured and calculated data in connection with the implementation of the procedure.
    权利要求:
    Claims (9)
    [1]
    A method of releasing a vehicle with an automatic or automated transmission, wherein in an operating condition of the vehicle, in which it is to be rocked freely in a defined desired direction of travel, wherein for the release alternating a driving torque acting in the desired direction of travel builds up on the vehicle's driven wheels and is again reduced, characterized in that from a predetermined period length for a pendulum movement for the release, lengths of time can be determined, at which or within which the vehicle at the release reaches a front turning point for the pendulum movement seen in the desired driving position. the direction and a rear turning point seen in the desired direction of travel, and that control elements that participate in the release are controlled depending on these time lengths and depending on their control times.
    [2]
    Method according to claim 1, characterized in that in order to determine in advance the period of the pendulum movement for the release, a driving moment pulse is applied to the vehicle, and that as a result of the driving moment pulse a speed course is determined which adjusts over time in the vehicle, and that the speed course is determined the length of the pendulum movement before the release.
    [3]
    Method according to claim 1 or 2, characterized in that as time lengths for the release, time periods or times can be determined within which or at which the vehicle after passing a bottom position of the pendulum movement reaches the front turning point of the pendulum movement seen in the desired direction of travel and the rear turning point seen in the desired direction of travel.
    [4]
    Method according to claim 3, characterized in that the start time of the control elements participating in the release is determined depending on these time periods or times and depending on the control times of the control elements, so that when the front turning point is reached no driving moment acts in the the desired direction of travel on the driven wheels, whereas when the rear turning point is reached, a driving torque acts which acts in the desired direction of travel on the driven wheels.
    [5]
    Method according to one of Claims 1 to 4, characterized in that the control elements involved in the release are controlled depending on the lengths of time and the control times of the control elements so that, when the front turning point is reached, no driving torque is applied to the driven wheels and that when the rear turning point is reached, a driving torque acts on the desired driving direction on the driven wheels. 10 15 10
    [6]
    Method according to Claim 5, characterized in that the control time of a switching element, in particular a disconnection coupling, is taken into account for the control time of the control elements.
    [7]
    Method according to one of Claims 1 to 4, characterized in that the control elements participating in the release are controlled depending on the lengths of time and the control times of the control elements so that, when the front turning point is reached, a gear is engaged in the transmission which acts opposite to the desired direction of travel and a driving torque is applied to the driven wheels which acts opposite to the desired direction of travel and that when the rear turning point is reached a gear is engaged in the transmission acting in the desired direction of travel and a driving moment is applied to the driven wheels operating in the desired direction of travel.
    [8]
    Method according to Claim 7, characterized in that in this case the control times of the control elements are taken into account in the control times of the switching elements, which participate in carrying out the respective switching when the respective turning point is reached.
    [9]
    Control device of a vehicle, in particular transmission control device, characterized by means for carrying out the method according to any one of claims 1-8.
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    同族专利:
    公开号 | 公开日
    DE102012219698A1|2014-04-30|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE10334451A1|2003-07-29|2005-03-03|Zf Friedrichshafen Ag|Method for controlling an actuating actuator of a starting clutch of a motor vehicle automatic transmission|
    DE102004017422A1|2004-04-08|2005-10-27|Zf Friedrichshafen Ag|Free swing function realizing method for vehicle, involves switching switch unit coherently or non-coherently such that vehicle can reverse in desired direction without wheel-spin and subsequently roll back in antipodal direction|
    DE102008036048A1|2008-08-01|2010-02-04|Bayerische Motoren Werke Aktiengesellschaft|Method for controlling vehicle components to rock motor vehicle free automatically, involves providing varying drive torque periodically automatically at drive wheel in driving mode of motor vehicle|
    DE102009053267A1|2009-11-13|2011-05-26|GM Global Technology Operations LLC, , Detroit|Electronic control device for driver assistance system, particularly for use in automotive industry, is provided with instructions issued through output of control device as information about effective duration of applied tractive force|
    DE102010043250A1|2010-11-03|2012-05-03|Zf Friedrichshafen Ag|Method for rock-freeing vehicle, involves identifying operating situation of vehicle, where drive moment acts in reference travel direction, and front reversal point is achieved in reference travel direction|
    法律状态:
    2017-03-21| NAV| Patent application has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    DE201210219698|DE102012219698A1|2012-10-29|2012-10-29|Method for enabling rock-free swing of commercial vehicle using e.g. transmission control device, involves controlling rock free parking elements driven dependent on time-dependent variables and adjustment times of parking element|
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