EP3662183A1 - Procédé de fonctionnement d'une chaîne cinématique d'un véhicule à moteur, en particulier d'un véhicule automobile - Google Patents

Procédé de fonctionnement d'une chaîne cinématique d'un véhicule à moteur, en particulier d'un véhicule automobile

Info

Publication number
EP3662183A1
EP3662183A1 EP18752115.8A EP18752115A EP3662183A1 EP 3662183 A1 EP3662183 A1 EP 3662183A1 EP 18752115 A EP18752115 A EP 18752115A EP 3662183 A1 EP3662183 A1 EP 3662183A1
Authority
EP
European Patent Office
Prior art keywords
torque
transfer function
gear
value
transmission device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP18752115.8A
Other languages
German (de)
English (en)
Inventor
Sven ROLAND
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Audi AG
Original Assignee
Audi AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi AG filed Critical Audi AG
Publication of EP3662183A1 publication Critical patent/EP3662183A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/038—Limiting the input power, torque or speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/04—Monitoring the functioning of the control system
    • B60W50/045—Monitoring control system parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/686—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with orbital gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0027—Minimum/maximum value selectors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0037—Mathematical models of vehicle sub-units
    • B60W2050/0039—Mathematical models of vehicle sub-units of the propulsion unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/104—Output speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H2059/6807—Status of gear-change operation, e.g. clutch fully engaged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe ; Circumventing or fixing failures
    • F16H2061/1208—Detecting malfunction or potential malfunction, e.g. fail safe ; Circumventing or fixing failures with diagnostic check cycles; Monitoring of failures
    • F16H2061/1212—Plausibility checks; Counting means for repeated failures

Definitions

  • the invention relates to a method for operating a drive train of a motor vehicle, in particular a motor vehicle, according to the preamble of patent claim 1.
  • a motor vehicle in particular a motor vehicle
  • Such methods for operating drive trains for motor vehicles, in particular motor vehicles are already well known from the general state of the art and in particular from series vehicle construction.
  • the respective drive train comprises a drive motor designed, for example, as an internal combustion engine, in particular as a reciprocating internal combustion engine, and at least one wheel.
  • the drive train usually comprises a plurality of wheels.
  • the drive train further comprises a transmission device, via which the wheel or the wheels can be driven by the drive motor or are.
  • respective actuations of respective shift elements of the transmission device are effected in order to influence a transmission of a torque provided by the drive motor from the drive motor via the transmission device to the wheel.
  • a gear change of the transmission device can be effected, whereby the transmission of the torque is influenced by the drive motor to the wheel.
  • a gear change for example, a change is made from a first gear to a second gear of the transmission device, the gears differing in their respective gear ratios.
  • DE 195 04 847 A1 discloses a method for controlling a torque transmission system with or without power split, in particular for motor vehicles. From DE 10 201 1 079 888 A1 a method for determining an operating state of a device is known, via which stroke volumes of a first hydraulic machine and a second hydraulic machine are variable.
  • DE 100 27 332 A1 discloses a method for detecting at least one predetermined gear shift position of a transmission device as known.
  • Object of the present invention is to develop a method of the type mentioned in such a way that a particularly comfortable and at the same time a particularly safe operation of the drive train can be realized.
  • This object is achieved by a method having the features of claim 1.
  • Advantageous embodiments with expedient developments of the invention are specified in the remaining claims.
  • a drive train of a motor vehicle in particular of a motor vehicle and preferably a passenger car, operated, the drive train having at least one drive motor, a transmission device and at least one via the transmission device of the drive motor driven wheel.
  • the drive motor is designed, for example, as an internal combustion engine, in particular as a reciprocating internal combustion engine.
  • the drive train has a plurality of wheels.
  • the wheels or the wheel can or can be driven by the drive motor, whereby, for example, the motor vehicle as a whole is driven by the drive motor.
  • respective actuations of respective switching elements of the transmission device are effected to thereby influence a transmission of a torque provided by the drive motor and also referred to as drive torque, engine torque or engine torque from the drive motor via the transmission device to the wheel or to the wheels.
  • the torque provided by the drive motor is set as a function of a transmission function which indicates a factor with which multiplying the torque (engine torque) to calculate a wheel torque, in particular sum wheel torque, resulting from the torque and from the transmission of the torque from the drive motor to the wheel and acting on the wheel.
  • respective parameters are determined which characterize respective states of the respective switching elements resulting from the actuation of the actuations.
  • the transmission function or the factor is monitored as a function of the parameters determined.
  • the transmission output torque corresponds for example to the wheel torque and results in particular from the transmission of the engine torque from the drive motor via the transmission device to the wheel.
  • the engine torque transmission input torque
  • the transmission device in the wheel torque or transmission output torque, in particular such that the Engine torque or the transmission input torque and the wheel torque or the transmission output torque have different torque values from each other.
  • the factor in particular at least substantially continuously changes from an actual transmission ratio to a desired or target transmission ratio.
  • the gear change is effected or carried out, for example, by the actuation of the switching elements.
  • the gear change is performed with an overlap so that, for example, a first one of the first clutch of the switching elements is opened, while a second clutch formed as a second of the switching elements is closed.
  • a gear change with overlap is already well known and is, for example, in a converter automatic transmission, performed to perform, for example, the gear change comfortable and thus jerk-free or low-jerk.
  • the factor and the described change from the actual transmission ratio to the target transmission ratio can not or only qualitatively be calculated, since the drive train is usually not equipped with a sufficient number of sensors, which, however, kept the weight and the cost of the powertrain low can be. Therefore, according to the invention recourse is made to the said parameters in order to monitor the transfer function or the factor.
  • the invention is based on the finding that the transfer function or a transmission behavior resulting from the transfer function, which characterizes the transmission of the torque from the drive motor to the wheel via the transmission device, can not be formed or checked or monitored or can only be monitored or monitored on the basis of speed ratios. since the transmission behavior of a torque calculation is used and thus used for adjusting the torque provided by the drive motor.
  • the engine torque is set, for example, based on a request or a request of the driver of the motor vehicle, this requirement or this request of the driver is also referred to as driver's request.
  • the driver's specification of the rotary torque is usually determined on the machine level and thereby on the basis of an accelerator pedal value and on the basis of the rotational speed of the drive motor, in particular the output shaft.
  • the accelerator pedal value thereby characterizes a position of an accelerator pedal by means of which the driver can set the torque to be provided by the drive engine.
  • the driver's intention determination can now be made on the wheel plane, so that an at least almost radome-neutral gearshift, that is to say an at least almost wheel torque-neutral and thus low-jerk or jerk-free shifting, can be realized.
  • the driver's request is considered as acting on the wheel, desired wheel torque and shared, for example, by the transfer function to thereby realize a particularly comfortable operation, in particular a particularly comfortable gear change .
  • This concept can also be used, for example, in the context of an electronic stability program (ESP), in particular when requesting a Bremsrekuperationsmoments an electric machine, as well as a request for a Schubrekulu- tionmoment on the electric machine.
  • ESP electronic stability program
  • a further embodiment is characterized in that, depending on the parameters, at least one check value is determined with which an actual value of the transfer function is compared.
  • the actual value of the transfer function or of the factor is to be understood in particular as meaning a value which the transfer function or the factor initially has and which can be changed, for example, so that it is possible, for example, to change the actual value to the desired value.
  • the value of the transfer function is influenced when a difference between the actual Value and the validation value exceeds a predefined threshold.
  • the background of this embodiment is to tolerate slight deviations of the transfer function or of the factor, in particular of the actual value, from the check value since such slight deviations do not lead to undesirable driving conditions.
  • the transfer function or the factor is influenced, in particular such that the transfer function or its value is set to the desired value or that the transfer function or the factor is limited or capped.
  • the value of the transfer function or of the factor is affected if a period of time, also referred to as fault tolerance time, during which the difference continuously exceeds the threshold value, is a predefinable time limit exceeds. If, for example, the excessive deviation of the actual value from the check value only occurs for a very short time, this may be, for example, a short-term overshoot and / or an error detection.
  • the fault tolerance time is at least 100 milliseconds, more preferably at least 200 milliseconds, and preferably at least 300 milliseconds. It has proven particularly advantageous if the error tolerance time is 300 milliseconds. Preferably, the fault tolerance time is less than 500 milliseconds, especially less than 400 milliseconds.
  • determining the state can be determined whether, and if so, which gear of the transmission device or the transmission is engaged, so that in the sequence, the gear ratio of the engaged gear or a resulting from the gear ratio of the transmission device can be determined.
  • the transmission ratio is stored, for example, in a memory device, in particular in a map stored in the memory device.
  • the transmission ratio is used as the check value.
  • a particularly safe operation can be ensured for the following reasons: First, for example, the gear ratio or the factor assuming that the drive train is error-free, set or predetermined, so that the gear ratio or the factor, for example, has a first value. The use of this first value leads, if the drive train is error-free, to a desired shift behavior, so that, for example, then comes to a low-jerk or jerkless gear change.
  • the actuation of the actuations leads or has led to the respective desired states of the switching elements, whereby, for example, a desired setpoint gear is actually engaged in the transmission device or in the transmission.
  • the first value of the transmission behavior advantageously corresponds to the actually engaged gear, and an advantageous gear change can be performed.
  • the actuation of at least one of the switching elements does not lead to the desired desired state, so that, for example, not the desired target gear, but one of the target Gear different different gear is engaged respectively.
  • the engine torque to be adjusted based on the first value of the transfer function, while not the desired target gear, but the other gear is engaged it could lead to an unfavorable gear change or unfavorable effects.
  • it can now be recognized that at least one of the switching elements is not in the desired desired state. In particular, it can be recognized that not the desired desired gear, but the other gear different from the desired gear is inserted.
  • the transfer function is influenced in such a way that the initially set first value of the transfer function is set to a different second value.
  • the second value for example, unwanted effects, which would occur while maintaining the first value, can be avoided, so that despite the fact that not the desired target gear, but the other, different gear, is inserted, unfavorable effects can be avoided.
  • This embodiment is based in particular on the knowledge that in particular the gear actually engaged in the transmission or its transmission ratio greatly influences the transmission of the torque from the drive motor to the wheel and thus the wheel torque acting on the wheel.
  • monitoring of the transmission function is omitted if the transmission device is unable to transmit a predeterminable torque of, for example, 50 Newton meters or more.
  • a torque that can be transmitted at most by the transmission device from the drive motor to the wheel falls below a limit torque
  • the monitoring of the transmission function is omitted since, for example, a torque or force lock in the transmission device is interrupted or opened.
  • the transfer function is then and only monitored when the transmission device is able to transmit the predetermined torque and torque over the predetermined torque, since then, for example, in the transmission device, a sufficient adhesion exists or is closed.
  • a monitoring blanking is thus provided.
  • the monitoring of the transfer function is omitted if the transmission device is unable to transmit the predetermined torque.
  • the respective parameter comprises an electric current resulting from the respective effecting of the respective actuation and flowing through the respective switching element. In other words, for example, results from the effect of the respective operation, that is, for example, from the aforementioned driving the respective switching element, an electric current flowing through the respective switching element.
  • a current-based detection of the respective state of the respective switching element is provided. In combination with the above-described determination of the transmission ratio or the engaged gear thus, for example, a current-based gear determination is provided, by means of which the transfer function or the factor is monitored and in particular influenced.
  • the respective switching element has at least one valve whose actuation is effected, for example.
  • the valve is, for example, a solenoid valve or an electrically operable valve, so that, for example, when the switching element or the valve is faultless, results from the respective effecting the respective actuation of a different current from zero, which by the valve, in particular by its Coil, flows.
  • FIG. 1 shows a diagram for illustrating a method according to the invention for operating a drive train of a motor vehicle
  • Fig. 3 is another diagram for illustrating the method.
  • the same or functionally identical elements are provided with the same reference numerals.
  • the transmission device provides, for example, a transmission output torque resulting from the torque provided by the drive motor which, for example, corresponds to a wheel torque acting on the wheel and thus on the wheel plane.
  • the transmission in this case has a plurality of switching elements, wherein in the context of said method for operating the drive train, respective actuations of the respective switching elements are effected. As part of the respective effecting the respective actuation, for example, the respective switching element is controlled, in particular controlled or regulated.
  • the respective switching element for example, as a brake or clutch, in particular frictional or positive clutch, be formed, wherein the respective switching element, for example, has at least one valve.
  • a flow of a fluid in particular a liquid
  • the respective valve is, for example, an electrically operable valve, which is also referred to as an electric valve. If, for example, the respective switching element is free from errors, an electric current results, for example, from the activation, which flows through the valve, in particular through a coil of the valve, and lies, for example, within a normal range.
  • an electric current results, for example, from the activation, which flows through the valve, in particular through a coil of the valve, and lies, for example, within a normal range.
  • results from the respective effecting the respective actuation that is, from the driving, at least temporarily, a desired desired state of the valve and thus of the switching element as a whole.
  • the respective switching element or the respective valve has an error, for example, no current flow through the valve results from the respective activation or the electrical current flowing through the valve is outside the normal range. As a result, for example, the respective valve and thus the respective switching element come or remain in a different state from the desired desired state.
  • the respective desired state and the respective error state are collectively referred to as states.
  • a first clutch is opened and a second clutch is closed, wherein, for example, the first clutch is a first of the shifting elements and the second clutch is a second of the shifting elements.
  • a gear change takes place with overlap, so that, for example, the first clutch is opened, while the second clutch is closed or vice versa.
  • the transmission is designed, for example, as an automatic transmission and may have a hydrodynamic torque converter, which is also referred to simply as a converter.
  • the transmission is formed, for example, as a converter automatic transmission, which is also referred to as a converter-automatic or converter-automaton.
  • the transmission device has a differential gear, also referred to as an axle drive, via which, for example, the respective torque is transmitted or distributed to wheels of the drive train spaced from each other in the vehicle transverse direction.
  • an upshift of the transmission is to be understood, for example, that the first gear designed and the opposite of the first gear greater, second gear is engaged.
  • a downshift is understood to mean that the second gear is designed and the first or second gear that is lower or lower than the second gear is engaged.
  • the transmission ratio of the second gear is less than the transmission ratio of the first gear, so that, for example, in the course of an upshift, the transmission ratio of the transmission is reduced, wherein in the course of a downshift, the transmission ratio is increased.
  • the transmission has eight shiftable gears or gears.
  • Fig. 1 shows a diagram in which curves 10a-e are entered.
  • the transfer function or the factor, in particular its value, is adapted to the respective gear change, for example, and is predefined in particular as a function of that of the gears into which the shift is made or to which the shift is made. If the drive train is now error-free, then the respective activation causes the respective desired state of the respective switching element, so that the respective switching element comes into its respective desired state or is in its respective desired state. Subsequently, the system switches to a desired nominal gear, whereby a sol- circuit in combination with the transfer function leads to an advantageous circuit.
  • the transfer function can be changed, for example, from an initially set actual value to an advantageous target value, or the transfer function is capped or limited, so that, for example, from the previously described error of the drive train resulting undesirable effects can be avoided.
  • the transmission function erroneously changes the engine torque, for example, by transmitting the wrong gear to an engine control unit.
  • the second gear transmits the fourth gear, whereby the wheel torque is too high.
  • the gear ratio changes erroneously, and the transmitted transmission function remains unchanged. This occurs, for example, when the transmission is incorrectly changed from the third gear to the second gear and the transfer function continues to transmit the third gear or emanating from the third gear. This also immediately results in too high a wheel torque.
  • the current threshold 16 When driving in fixed gear, for example, only exactly three switching elements above the current threshold 16 may be controlled. It should be determined based on the Bestromungsmusters an allowable gear combination. In other words, it is possible, depending on the parameters and thereby, for example, depending on the courses 10a-e to determine whether and if so which of the gears is engaged. This is done as part of a gear determination. Thus, for example, based on the parameters of the currently engaged gear and in particular its gear ratio is used, for example, the gear ratio is used as the aforementioned check value.
  • the transfer function should not deviate more than a predefinable threshold from the transmitted gear ratio of the engaged gear, the threshold being, for example, 30 percent.
  • the monitoring of the transfer function should only be enabled when at least three current thresholds of the valves greater than the current threshold 14 have been detected.
  • a critical disturbance torque on the drive or output is physically possible. If, for example, no excessive deviation of the transfer function from the check value, in particular from the value of the determined smallest gear, so that the transfer function is between the upper and lower limits, or, for example, less than four current thresholds are detected below the current threshold 14, the error tolerance time is filtered back , Furthermore, for example, the transfer function is monitored in circuits or adaptations, which are illustrated in FIGS. 2 and 3. In this case, the fault tolerance time is entered in FIG. 2 and designated by 28. Furthermore, in FIG. 2, the mentioned overlap, also referred to as moment overlap, is entered and designated by U.
  • gear ratios 24 and 26 should be determined as upper and lower limits (gear ratios 24 and 26) for the switching operation.
  • the corresponding value is used due to the gear determination.
  • the determined fixed gear ratios form the physical upper and lower limits and consequently the limits of the monitoring.
  • the transfer function should deviate at most 30 percent from the determined transmission ratio of the smallest gear. If the deviation exceeds 30 percent of the check value or the determined transmission ratio of the smallest gear, then there is an error.
  • the transfer function or its value is capped to the upper or lower limit (gear ratios 24 and 26) after the error tolerance time has elapsed, depending on whether the deviation or the transfer function is the upper or lower limit has cut lower limit.
  • the monitoring should only be enabled when at least three current thresholds of the valves were greater than the current threshold 14 detected. This is only a critical disturbance torque on the drive or output physically possible. If the deviation exceeds the threshold value and thus, for example, 30 percent of the transmission ratio of the determined lowest gear or if less than four current thresholds are detected below the current threshold 14, then the fault tolerance time is filtered back.
  • the respective fault tolerance time defines, for example, a monitoring area in which the transfer function is monitored. In particular, it is provided that monitoring also takes place during the torque overlap, and preferably independently of the fault tolerance time.
  • the transfer function in a so-called reversing, that is, in a reverse drive or when engaging a reverse gear of the transmission monitored. If, for example, a gear formed as a forward gear or a forward gear is shifted into a reverse gear or a reverse gear by means of which a reverse drive of the motor vehicle can be effected, then the electric currents and thus the energization pattern of the switching elements or the valves are likewise determined. In this case, a shift or a gear change is not possible because there is only one reverse gear or only one reverse gear.
  • the monitoring of the transfer function is performed, for example, as in the case of driving in fixed gear.
  • the hydrodynamic torque converter has, for example, a turbine wheel or a turbine and a pump wheel or a pump, wherein the turbine can be driven by the pump, for example hydrodynamically.
  • the turbine is associated, for example, a turbine speed sensor, by means of which a rotational speed of the turbine is detected.
  • a fixed gear should be engaged and a further switching can be prevented.
  • the gear ratio should be used without converter influence.
  • the maximum value should be assumed in order to realize a safe operation. For example, if an output speed sensor fails, a fixed gear should be engaged. In this case, the gear ratio should be used without converter influence.
  • a calculated value from a converter slip should continue to be used. If the engine speed fails, a fixed gear should be engaged. In this condition, the gear ratio should be used under transducer influence. For the influence of the transducer movement, the maximum value should be assumed.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Human Computer Interaction (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Transmission Device (AREA)

Abstract

Procédé de fonctionnement d'une chaîne cinématique d'un véhicule à moteur, en particulier d'un véhicule automobile L'invention concerne un procédé de fonctionnement d'une chaîne cinématique d'un véhicule à moteur, comprenant au moins un moteur d'entraînement, un dispositif de transmission et au moins une roue pouvant être entraînée par le moteur d'entraînement via le dispositif de transmission, dans lequel des actionnements respectifs d'éléments de commutation respectifs du dispositif de transmission sont déclenchés afin d'influencer le transfert d'un couple fourni par le moteur d'entraînement du moteur d'entraînement à la roue via le dispositif de transmission, - le couple fourni par le moteur d'entraînement étant réglé en fonction de la fonction de transfert (20), laquelle indique un facteur par lequel le couple doit être multiplié pour calculer un couple de roue résultant du couple et du transfert et agissant sur la roue ; - des paramètre respectifs (10a-10e) étant déterminés, qui caractérisent des états des éléments de commutation respectifs résultant du déclenchement des actionnements ; et – la fonction de transfert (20) étant surveillée en fonction des paramètres (10a-10e) déterminés.
EP18752115.8A 2017-08-04 2018-08-01 Procédé de fonctionnement d'une chaîne cinématique d'un véhicule à moteur, en particulier d'un véhicule automobile Withdrawn EP3662183A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017213611.1A DE102017213611B4 (de) 2017-08-04 2017-08-04 Verfahren zum Betreiben eines Antriebsstrangs eines Kraftfahrzeugs, insbesondere eines Kraftwagens
PCT/EP2018/070873 WO2019025489A1 (fr) 2017-08-04 2018-08-01 Procédé de fonctionnement d'une chaîne cinématique d'un véhicule à moteur, en particulier d'un véhicule automobile

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EP3662183A1 true EP3662183A1 (fr) 2020-06-10

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EP18752115.8A Withdrawn EP3662183A1 (fr) 2017-08-04 2018-08-01 Procédé de fonctionnement d'une chaîne cinématique d'un véhicule à moteur, en particulier d'un véhicule automobile

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US (1) US11345352B2 (fr)
EP (1) EP3662183A1 (fr)
CN (1) CN110945270B (fr)
DE (1) DE102017213611B4 (fr)
WO (1) WO2019025489A1 (fr)

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DE102020120241A1 (de) 2020-07-31 2022-02-03 Minebea Mitsumi Inc. Stellantrieb mit einem Elektromotor und Verfahren zur Positionsbestimmung eines Stellantriebes

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Publication number Publication date
US11345352B2 (en) 2022-05-31
US20200164883A1 (en) 2020-05-28
DE102017213611A1 (de) 2019-02-07
CN110945270B (zh) 2021-07-27
CN110945270A (zh) 2020-03-31
DE102017213611B4 (de) 2022-05-05
WO2019025489A1 (fr) 2019-02-07

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