METHOD FOR CONTROLLING AN AUTOMATED GEARED TRANSMISSION

• US 20110237393A1
• Filed: 11/16/2009
• Published: 09/29/2011
• Est. Priority Date: 12/17/2008
• Status: Active Grant

• Current Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Inventors: Mair, Roland
• Granted Patent: US 8,666,620 B2
• Time in Patent Office: Days
• US Class Current: 477/115
• CPC Class Codes: F16H 2061/0087 Adaptive control, e.g. the control parameters adapted by learning
• CPC Class Codes: F16H 2061/0096 using a parameter map
• CPC Class Codes: F16H 2061/0232 Selecting ratios for bringing engine into a particular state, e.g. for fast warming up or for reducing exhaust emissions
• CPC Class Codes: F16H 59/14 Inputs being a function of torque or torque demand
• CPC Class Codes: F16H 59/32 Supercharger pressure in internal combustion engines
• CPC Class Codes: F16H 59/74 Inputs being a function of engine parameters F16H59/14 takes precedence
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals

Abstract

A method of controlling an automated stepped transmission disposed in a drive train of a motor vehicle in conjunction with a turbo-charged internal combustion engine. In which the control of start-up and shifting procedures depends on the response behavior of the internal combustion engine. In order to enable control of the start-up and shifting processes with considerably lower coordination effort, the actual response behavior of the internal combustion engine is taken from an engine dynamics characteristic map in which the immediately available maximum torque (M_max) of the internal combustion engine is stored as a function of the current engine torque (M_M) and the current engine speed (n_M, thus (M_max=f (M_M, n_M)).

Claims

1-18. -18. (canceled)

19. A method of controlling an automated stepped transmission that disposed in a drive train of a motor vehicle in conjunction with a turbo-charged internal combustion engine, with start-up and shifting procedures being controlled depending on a response behavior of the internal combustion engine, the method comprising the steps of:

taking a current response behavior of the internal combustion engine, in each case, from an engine dynamic characteristic map, in which an immediately available maximum torque (M_max) of the internal combustion engine is stored as a function of current engine torque (M_M) and current engine speed (n_M;

M_max=f(M_M, n_M)).

20. The method according to claim 19, further comprising the step of storing a maximum torque gradient (dM_M/dt)_max, with which the immediately available maximum torque (M_max) of the internal combustion engine is attained, as quickly as possible, in the engine dynamic characteristic map as a function of the current engine torque (M_M) and the current engine speed (n_M;

(dM_M/dt)_max=f(M_M, n_M)).

21. The method according to claim 19, further comprising the step of defining the engine dynamic characteristic map by a steady-state full load torque characteristic curve (M_VL(n_M)), a zero torque curve (M_M=0), an idle speed (n_idle) and a cut-off speed (n_lim) of the internal combustion engine.

22. The method according to claim 21, further comprising the step of subdividing the engine dynamic characteristic map into first, second, third and fourth regions (A, B, C, D) by an intake torque characteristic curve (M_S(n_M)) and a boost threshold speed (n_L—

_min) of the internal combustion engine;

having the first region (A;

0≦

M_M<

M_S(n_M), n_idle≦

n_M<

n<sub>L—

min</sub>) lie beneath the intake torque characteristic curve (M_S(n_M)) and beneath the boost threshold speed (n<sub>L—

min</sub>), in which the immediately available maximum torque (M_max(n_m)) of the internal combustion engine is formed by corresponding values of the intake torque (M_S(n_M);

M_max(n_M)=M_S(n_M)), and is attainable with a high maximum torque gradient ((dM_M/dt)_max),

having the second region (B;

0≦

M_M<

M_S(n_M), n<sub>L—

min</sub>≦

n_M≦

n_lim) lie beneath the intake torque characteristic curve (M_S(n_M)) and above the boost threshold speed (n<sub>L—

min</sub>), in which the immediately available maximum torque (M_max(n_M)) of the internal combustion engine is similarly formed in each case by the corresponding values of the intake torque (M_S(n_M);

_Mmax(n_M)=M_S(n_M)), and is attainable with the high maximum torque gradient ((dM_M/dt)_max),

having the third region (C;

M_S(n_M)≦

M_M<

M_VL(n_M), n<sub>L—

min</sub>≦

n_M≦

n_lim), adjoin the second region (B), above the intake torque characteristic curve (M_S(n_M)) and above the boost threshold speed (n<sub>L—

min</sub>), in which a further increase of the engine torque (M_M) is possible with a lower torque gradient ((dM_M/dt)_max) up to a respective value of the steady-state full load torque characteristic curve (M_VL(n_M)),

having the fourth region (D;

M_S(n_M)≦

M_M<

M_VL(n_M), n_idle≦

n_M<

n<sub>L—

min</sub>), adjoin the first region (A), above the intake torque characteristic curve (M_S(n_M)) and beneath the boost threshold speed (n<sub>L—

min</sub>), in which a further rapid increase of the engine torque (M_M) is not possible without an increase of the engine speed (nM) above the boost threshold speed (n<sub>L—

min</sub>).

23. The method according to claim 22, further comprising the step of approximating the intake torque characteristic curve (M_S(n_M)) of the internal combustion engine in the engine dynamic characteristic map by a straight line with constant intake torque (M_S=const.), and at least in the first and the second regions (A, B) of the engine dynamic characteristic maps, in each case, using at least one of a single immediately available maximum torque (M_max) of the internal combustion engine and a single maximum torque gradient ((dM_M/dt)_max) to most rapidly attain the maximum torque ((M_max)).

24. The method according to claim 19, further comprising the step of determining characteristic values of at least one of the engine dynamic characteristic map (M_max=f (M_M, n_M), (dM_M/dt)_max=f (M_M, n_M)) and either partitioning curves or partitioning values (M_S(n_M), n_L—

_min) of the engine dynamic characteristic map and either limiting curves or limiting values (M_VL(n_M), n_idle, n_lim) of the engine dynamic characteristic map within a scope of an application of the transmission control at the vehicle manufacturer for either a specific vehicle type or a specific vehicle variant, and transferring the characteristic values into a data storage of a transmission control device for either the vehicle type or the vehicle variant concerned.

25. The method according to claim 19, further comprising the step of transmitting characteristic values of at least one of the engine dynamic characteristic map (M_max=f (M_M, n_M), (dM_M/dt)_max=f (M_M, n_M)) and either partitioning curves or partitioning values (M_S(n_M), n_L—

_min) of the engine dynamic characteristic map and either limiting curves or limiting values (M_VL(n_M), n_idle, n_lim) of the engine dynamic characteristic map into a data storage of a transmission control device of a motor vehicle at a vehicle manufacturer at an end of an assembly line.

26. The method according to claim 19, further comprising the step of transmitting characteristic values of at least one of the engine dynamic characteristic map (M_max=f (M_M, n_M), (dM_M/dt)_max=f (M_M, n_M)) and either partitioning curves or partitioning values (M_S(n_M), n_L—

_min) of the engine dynamic characteristic map and either limiting curves or limiting values (M_VL(n_M), n_idle, n_lim) of the engine dynamic characteristic map from an engine control device into a data storage of a transmission control device during either a first start-up of a motor vehicle at a vehicle manufacturer or during a repair-dependent restart-up of the motor vehicle at a service workshop.

27. The method according to claim 19, further comprising the step of determining characteristic values of at least one of the engine dynamic characteristic map (M_max=f (M_M, n_M), (dM_M/dt)_max=f (M_M, n_M)) and either partitioning curves or partitioning values (M_S(n_M), n_L—

_min) of the engine dynamic characteristic map and either limiting curves or limiting values (M_VL(n_M), n_idle, n_lim) of the engine dynamic characteristic map at a vehicle manufacturer during a first start-up of a motor vehicle, by driving through specified load build-up sequences in an activated learning mode of the stepped transmission, and either transferring the characteristic values into a data storage of a transmission control device, or using the characteristic values for adapting starting values stored in the data store.

28. The method according to claim 27, further comprising the step of performing the specified load build-up sequences in an activated learning mode of the transmission control device for at least one of determining the characteristic values and either the partitioning curves or the partitioning values and either the limiting curves or the limiting values of the engine dynamic characteristic map in a real driving operation on a test track.

29. The method according to claim 27, further comprising the step of performing the specified load build-up sequences in an activated learning mode of the transmission control device for at least one of determining the characteristic values and either the partitioning curves or the partitioning values and either the limiting curves or the limiting values of the engine dynamic characteristic map in simulated driving operation on a chassis dynamometer.

30. The method according to claim 19, further comprising the step of recording characteristic values of at least one of an engine dynamic characteristic map (M_max=f (M_M, n_M), (dM_M/dt)_max=f (M_M, n_M), and either a partitioning curve or a partitioning values (M_S(n_M), n_L—

_min) of the engine dynamic characteristic map and either the limit curves or limit values (M_VL(n_M), n_idle, n_lim) of the engine dynamic characteristic map, in normal driving operation of a motor vehicle by performing suitable load build-up sequences, and using the characteristic values for adapting values present in a data store.

31. The method according to claim 22, further comprising the step of either determining or adapting the intake characteristic curves (M_S(n_M)) of the internal combustion engine, with a completely engaged drive train, starting from an engine torque (M_M<

M_S(n_M)) lying below the intake torque, by increasing the engine torque (M_M) with a high torque gradient (dM_M/dt>

>

0), until a discontinuous descent of the torque gradient (dM_M/dt) is detected, and either recording and storing the value of the engine torque (M_M) at the discontinuity of the engine gradients (dM_M/d) as a valid value of the intake torque characteristic curve (M_S(n_M)), or using the value of the engine torque (M_M) at the discontinuity of the engine gradients (dM_M/d) for adapting the intake torque characteristic curve (M_S(n_M)).

32. The method according to claim 22, further comprising the step of either determining or adapting a maximum torque gradient ((dM_M/dt)_max) for attaining the maximum torque (M_max) as fast as possible, at a target torque (M_soil) lying significantly above the current engine torque (M_M), by either recording and storing the torque gradient (dM_M/dt) set outside of active operating limits as a valid value of the maximum torque gradient ((dM_M/dt)_max), or using the torque gradient (dM_M/dt) set outside of active operating limits as a valid value of the maximum torque gradient ((dM_M/dt)_max) for adapting the maximum torque gradient ((dM_M/dt)_max).

33. The method according to claim 22, further comprising the step of either determining or adapting the boost threshold speed (n_L—

_min) of the internal combustion engine, in which a lower boost threshold speed (n<sub>L—

min/u</sub>) that lies safely below the actual boost speed (n<sub>L—

min</sub>) is defined and corrected upwards when the engine torque (M_M) at the respective motor speed is increased with a high torque gradient (dM_M/dt>

>

0) from an engine torque (M_M<

M_S(n_M)) lying below an intake torque, until a discontinuous decrease of the torque gradient (dM_M/dt) to zero is detected, and an upper boost threshold speed (n<sub>L—

min/o</sub>), lying safely above the actual boost threshold speed (n<sub>L—

min</sub>), is defined and corrected downwards when the engine torque (M_M) at the respective engine speed is increased with a high torque gradient (dM_M/dt>

>

0) from an engine torque (M_M<

M_S(n_M)) lying below the intake torque until a discontinuous decrease of the torque gradient (dM_M/dt) at a value greater than zero is detected, and one of the lower and the upper boost threshold speeds (n<sub>L—

min/u</sub>, n<sub>L—

min/o</sub>) or an average value of the lower and the upper boost threshold speeds (n<sub>L—

min/u</sub>, n<sub>L—

min/o</sub>) is either set as the sought after boost threshold speed (n<sub>L—

min</sub>), or is used for adapting the boost threshold speed (n<sub>L—

min</sub>), when the lower boost threshold speed (n<sub>L—

min/u</sub>) and the upper boost threshold speed (n<sub>L—

min/o</sub>) agree within a specified tolerance threshold.

34. The method according to claim 22, further comprising the step of either determining or adapting the boost threshold speed (n_L—

_min) of the internal combustion engine in which in an operational situation with a drive resistance torque (M_FW) lying below the intake torque (M_S(n_M), M_FW<

M_S(n_M)), and a target torque (M_soil) lying below the intake torque (M_S(n_M), M_soil>

M_S(n_M)), starting with an operating point with an engine torque (M_M) lying above the intake torque (M_S(n_M), M_M<

M_S(n_M)), and an engine speed (n_M) lying below the boost threshold speed (n<sub>L—

min</sub>, (n_M<

n<sub>L—

min</sub>)), under a moderate increase of the engine speed (n_M), initially the engine torque (M_M) is increased up to the intake torque (M_S(n_M)) and next, the engine torque (M_M) is further increased above the intake torque (M_S(n_M)), and the engine speed (n_M) at a point in time of the engine torque (M_M) exceeding the intake torque (M_S(n_M)), is either set as the sought after boost threshold speed (n<sub>L—

min</sub>) or is used for adapting the boost threshold speed (n<sub>L—

min</sub>).

35. The method according to claim 22, further comprising the step of either determining or adapting the boost threshold speed (n_L—

_min) of the internal combustion engine which comprises a boost pressure sensor, in which in an operating situation with a drive resistance torque (M_FW) lying below the intake torque (M_S(n_M), M_FW<

M_S(n_M)), and a target torque (M_soil) lying above the intake torque (M_S(n_M), M_soil>

M_S(n_M)), starting with an operating point with an engine torque (M_M) lying below the intake torque (M_S(n_M), M_M(t0)<

M_S(n_M)), and an engine speed (nM) lying below the boost threshold speed (n<sub>L—

min</sub>, n_M(t0)>

n<sub>L—

min</sub>), under a moderate increase of the engine speed (n_M), initially the engine torque (M_M) is increased up to the intake torque (M_S(n_M) (t1 to t2)), and subsequently the engine torque (M_M) is further increased above the intake torque (M_S(n_M)), and the engine speed (n_M) at a point in time (t3) of a recorded increase of the boost pressure is either set as the desired boost threshold speed (n<sub>L—

min</sub>) or is used for adapting the boost threshold speed (n<sub>L—

min</sub>).

36. The method according to claim 34, further comprising the step of temporarily deactivated an operating limit that may be present for avoiding a high engine torque (M_M) at low engine speed (n_M) lying near the idle speed (n_idle).