Method for controlling and/or regulating a starting process of a vehicle

• US 20050071065A1
• Filed: 07/08/2002
• Published: 03/31/2005
• Est. Priority Date: 07/11/2001
• Status: Abandoned Application

• Current Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KG (INA-Holding Schaeffler GmbH & Co. KG)
• Original Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KG (INA-Holding Schaeffler GmbH & Co. KG)
• Inventors: Moosheimer, Johannes, Pereira, Jesus Carl Guilliano, Zimmermann, Martin, Schneider, Georg, Vornehm, Martin, Eich, Juergen, Schweizer, Alexander
• Application Number:
  US10/489,567
• Publication Number:
  US 20050071065A1
• Time in Patent Office: Days
• US Class Current: 701/51
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 2050/0009 Proportional differential [PD] controller
• CPC Class Codes: B60W 2050/0022 Gains, weighting coefficients or weighting functions
• CPC Class Codes: B60W 2050/0042 Transfer function lag; delays
• CPC Class Codes: B60W 2050/0052 Filtering, filters
• CPC Class Codes: B60W 2510/0275 Clutch torque
• CPC Class Codes: B60W 2510/0291 Clutch temperature
• CPC Class Codes: B60W 2510/0604 Throttle position
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2540/30 Driving style
• CPC Class Codes: B60W 2710/023 Clutch engagement rate
• CPC Class Codes: B60W 2710/027 Clutch torque
• CPC Class Codes: B60W 30/18027 Drive off, accelerating from standstill
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: F16D 2500/10412 Transmission line of a vehicle
• CPC Class Codes: F16D 2500/30404 : Clutch temperature
• CPC Class Codes: F16D 2500/3067 : Speed of the engine
• CPC Class Codes: F16D 2500/3144 : Accelerator pedal position
• CPC Class Codes: F16D 2500/3166 : Detection of an elapsed period of time
• CPC Class Codes: F16D 2500/50224 : Drive-off
• CPC Class Codes: F16D 2500/70252 : Clutch torque
• CPC Class Codes: F16D 2500/7027 : Engine speed
• CPC Class Codes: F16D 2500/70434 : Input shaft torque
• CPC Class Codes: F16D 2500/70668 : Signal filtering
• CPC Class Codes: F16D 48/08 : Regulating clutch take-up on starting

Abstract

A method for controlling a transmission of a vehicle, especially an automated transmission and/or an automated clutch. A starting characteristic curve is used to adjust a nominal torque of the clutch, the characteristic curve is modified in order to adapt to different operating states of the vehicle, in such a way that the desire of the driver is taken into account when the vehicle is brought into motion.

Claims

1-35. -35 (canceled)

36. A method for controlling a vehicle transmission, comprising:

modifying a driveaway characteristic curve based on different operating conditions of the vehicle so as to take into account a driver input during a driveaway of the vehicle; and

adjusting a desired clutch torque using the driveaway characteristic curve.

37. The method as recited in claim 36, wherein the vehicle transmission includes at least one of an automated shift transmission and an automatically operated clutch.

38. The method as recited in claim 36, wherein the modifying of the driveaway characteristic curve is performed using a suitable factor.

39. The method as recited in claim 38, wherein the suitable factor is weighted as a function of at least one of an accelerator pedal and a gear of the vehicle.

40. The method as recited in claim 38, wherein the suitable factor is changed using a time function.

41. The method as recited in claim 40, wherein the time function includes a linear function having a predefined slope.

42. The method as recited in claim 40, wherein the suitable factor is changed according to a time ramp during a transition from a normal driving condition to a kickdown operating condition of the vehicle.

43. The method as recited in claim 38, wherein a temperature of the clutch is considered as a parameter for determining the suitable factor.

44. The method as recited in claim 36, wherein the modifying of the driveaway characteristic curve is performed as a function of a factor, the factor being dependent at least on a signal of the vehicle, wherein the signal includes at least one of a throttle valve-angle signal and an accelerator pedal-angle signal.

45. The method as recited in claim 44, further comprising filtering the signal using at least one suitable filter so as to prevent a substantial fluctuation in an engine torque in response to rapid changes in at least one of the throttle-valve angle and the accelerator-pedal angle.

46. The method as recited in claim 45, wherein the at least one suitable filter includes two filters, each of the two filters having different timing elements.

47. The method as recited in claim 45, wherein the at least one suitable filter includes a first-order PT-1 filter.

48. The method as recited in claim 45, wherein the at least one suitable filter includes an exponential timing element.

49. The method as recited in claim 45, wherein the at least one suitable filter includes a plurality of different timing elements.

50. The method as recited in claim 44, wherein the factor includes a gradient of a throttle valve-dependent factor.

51. The method as recited in claim 50, wherein the gradient is limited by a predefined limiting value.

52. The method as recited in claim 44, wherein the modifying of the driveaway characteristic curve by the factor at least at one predetermined section of the curve.

53. The method as recited in claim 44, wherein the modifying of the driveaway characteristic curve is performed using the factor according to an operating state of the vehicle.

54. The method as recited in claim 53, wherein the operating state includes at least one of a full-load driveaway, a back-out during the driveaway operation, and a tip-in during the driveaway operation.

55. The method as recited in claim 36, wherein the clutch torque (M_K) is calculated in accordance with the following finction:

M_k=driveaway characteristic curve (n_engine- k_α

·

α

);

wherein;

M_K=desired clutch torque

n_engine=engine speed

k_α

·

α

=correction term

α

=one of the accelerator-pedal angle and the throttle-valve angle.

56. The method as recited in claim 55, wherein the modifying of the driveaway characteristic curve using a correction term according to different operating conditions of the vehicle.

57. The method as recited in claim 56, wherein the correction term includes a rate-of-change limitation so as to avoid undesired clutch torque curves.

58. The method as recited in claim 55, further comprising increasing a driveaway engine speed of the vehicle by about 900 rpm, during a full-load driveaway operation.

59. The method as recited in claim 56, wherein the modifying of the driveaway characteristic curve includes suitably shifting the driveaway characteristic curve by the correction term.

60. The method as recited in claim 36, wherein the modifying of the driveaway characteristic curve includes shifting the driveaway characteristic curve, at least in stages, as a function of a current engine speed of the vehicle.

61. The method as recited in claim 60, wherein the shifting includes shifting the driveaway characteristic curve toward higher speeds when the current engine speed is approximately equal to a current idling speed.

62. The method as recited in claim 60, wherein the shifting includes shifting the driveaway characteristic curve toward higher engine speeds by a difference between an idling speed (LL₁) typical of a warm engine, and a current idling speed (LL₂).

63. The method as recited in claim 60, wherein the shift in the driveaway characteristic curve decreases linearly with increasing engine speed, until the shift reaches a preset engine speed (N_id).

64. The method as recited in claim 63, wherein the driveaway characteristic curve is identical for elevated idling speeds and for normal idling speeds within a range of engine speeds that are higher than a preset engine speed (N_id).

65. The method as recited in claim 36, further comprising driving the clutch using a closing function in predefined operating states of the vehicle.

66. The method as recited in claim 65, wherein the closing function is not activated when engaging a reverse gear of the vehicle.

67. The method as recited in claim 65, wherein the closing function is only used in a reverse gear above a predefined temperature threshold.

68. The method as recited in claim 65, wherein the closing function is inhibited during a preset number of driveaway situations during a driving cycle.

69. The method as recited in claim 68, further comprising:

initializing a counter is initialized at a beginning of a driving cycle to a value 0 when it is recognized in a driveaway situation that a clutch slip after a predefined time period has still not yet been reduced;

incrementing the counter at every driveaway operation of the vehicle where continuous slip is recognized, wherein the incrementing is performed by one of increasing the counter by standard increment and increasing the counter proportionally to a time duration of the clutch slip.

keeping the closing function inactive when the counter has not yet exceeded a predefined counter reading; and

activating the closing function when the counter exceeds a predefined threshold.

70. The method as recited in claim 65, wherein the closing of the clutch is one of accelerated and carried out at an earlier point in time when a gradient of the clutch temperature exceeds a predefined value.

71. The method as recited in claim 70, further comprising determining the gradient of the clutch temperature, wherein the determining of the gradient of the clutch temperature includes determining a first temperature of the clutch during a predefined time interval and comparing the first temperature to a second temperature of the clutch determined during a previous time interval.