Method and apparatus for controlling a motor vehicle drive train

• US 5,113,721 A
• Filed: 04/12/1990
• Issued: 05/19/1992
• Est. Priority Date: 10/12/1987
• Status: Expired due to Fees

• Current Assignee: Auto Polly GmbH
• Original Assignee: Auto Polly GmbH
• Inventors: Polly, Johann
• Primary Examiner(s): Braun, Leslie A.
• Assistant Examiner(s): Stavish, Matthew
• Application Number:
  US07/474,045
• Time in Patent Office: 768 Days
• Field of Search: 74/866, 74/877, 74/870, 364/424.1
• US Class Current: 477/80
• CPC Class Codes: B60K 28/165 acting on elements of the vehicle drive train other than the propulsion unit and brakes, e.g. transmission, clutch, differential acting on brakes B60T8/17
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 30/188 Controlling power parameters of the driveline, e.g. determining the required power
• CPC Class Codes: F16H 2059/006 Overriding automatic control
• CPC Class Codes: F16H 2059/506 Wheel slip
• CPC Class Codes: F16H 2059/743 using engine performance or power for control of gearing transmission input torque F16H2059/147
• CPC Class Codes: F16H 2061/0015 Transmission control for optimising fuel consumptions
• CPC Class Codes: F16H 59/18 dependent on the position of the accelerator pedal
• CPC Class Codes: F16H 61/10 Controlling shift hysteresis
• CPC Class Codes: F16H 61/16 Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed unintentional control input F16H61/18

Abstract

A control for the drive train of a motor vehicle is disclosed. The motor vehicle is equipped with an electronic engine power control and an automatic transmission. In addition to the position of an accelerator pedal (25) serving as the power control member, its movements as well as the movements of the brake pedal (16) are monitored by a computer (10) and predetermined motion sequences are selectively picked up as direct gear selection control instructions from the driver in order to possibly initiate gear changing processes after the premissibility of the new gear has been determined. Automatic upshifting processes are suppressed when the accelerator pedal is released as long as the number of engine revolutions remains below a predetermined engine specific maximum number of revolutions. On the other hand, movements of the accelerator pedal (25) are directly influenced by the computer (10).

Claims

1. A method of controlling a device train for motor vehicles equipped with an electronic engine power control which has as associated accelerator pedal for the actuation of a throttle valve or control rod, a brake pedal and an automatic transmission on the basis of operating data, and stored driving speeds corresponding to different driving modes, wherein movements of the accelerator pedal and/or the brake pedal are monitored for motion sequences including changes in the direction of movement and certain, predetermined courses of change of the direction of the movements are selectively detected as specific direct and intentional gear selection control instructions from the driver, with the respective gear and its permissibility being calculatively determined and checked on the basis of the operating data and stored driving modes, whereupon a change of gears, if required, including actuation of the clutch, is initiated and, during the gear changing process, the engine power control system brings the engine to the number of engine revolutions resulting for the new gear independently of the position of the accelerator pedal, and wherein, in addition, automatic upshifting processes due to merely a release of the accelerator pedal are suppressed as long as the number of engine revolutions per minute remains below a permissible maximum number of revolutions per minute.

2. A method according to claim 1, in one of said predetermined courses of change of the direction of movement of said accelerator pedal motion sequence in which the accelerator pedal, with the motor vehicle moving, is brought into a zero position and from this zero position into a first at least approximately steady rest position in which the velocity of the accelerator pedal movement falls below a predetermined value, the engine speed range associated with this accelerator pedal rest position is determined on the basis of characteristic values stored for this purpose, with the number of engine revolutions per minute associated with the respective accelerator pedal position being approached continuously, including that, already during the pedal movement but no later than at the moment of the first accelerator pedal rest position and, in dependence on the momentary vehicle speed, the associated gear is determined and the shifting and clutch engagement process is initiated, whereupon the engine power is again controlled by the position of the throttle valve or control rod primarily in dependence on the position of the accelerator pedal.

3. A method according to claim 2, wherein a driving mode parameter, which indicates the driving style of the driver and influences the number of revolutions per minute at which shirting takes place and/or the engine torque limits, is determined from the velocity of the movement of the accelerator pedal out of the zero position into the fist at least approximate rest position.

4. A method according to claim 3, wherein if the averaged velocity of the accelerator pedal movements is greater than a predetermined velocity value, a driving mode parameter of a driving mode for power oriented driving is determined at which higher numbers of revolutions per minute for shifting and/or critical engine torques are determined than for another driving mode parameter of a driving mode for fuel consumption optimized driving which is determined if the averaged velocity of the accelerator pedal movements is lower than the predetermined velocity value.

5. A method according to claim 3, wherein the driving mode parameter is determined anew after each movement of the accelerator pedal into the zero position and out of this zero position into the first at least approximate rest position.

6. A method according to claim 1, wherein if the accelerator pedal moves into a zero position due to downhill travel, an otherwise provided clutch disengagement process is suppressed as long as the number of engine revolutions per minute exceeds a predetermined minimum number of revolutions per minute.

7. A method according to claim 6, wherein in the case of brake pedal actuation after the end of a braking process and release of the brake pedal, a clutch disengagement process is initiated.

8. A method according to claim 6, wherein if the accelerator pedal is moved from the zero position into the first at last approximate rest position and the clutch disengagement process is suppressed, an upshifting process is suppressed independently of the fact that this rest position would otherwise determine the gear selection.

9. A method according to claim 1, wherein one of said predetermined courses of change of the direction of movement of said accelerator pedal motion sequence includes a back and forth movement of the accelerator pedal beyond a predetermined minimum distance and within a predetermined period of time which is sensed as an arbitrary gear change control instruction, with a back and return movement of the accelerator pedal being determined as an upshift control instruction and a forward and return movement of the accelerator pedal being determined as a downshift control instruction, with a gear change being initiated after a calculative check of the permissibility of the number of engine revolutions per minute in the new gear.

10. A method according to claim 1, wherein changes in the direction of movement of the brake pedal are sensed by monitoring the course of the brake pressure, and a temporary reduction in pressure by a predetermined minimum amount within a predetermined time period is selectively determined as an upshift control instruction, whereas a temporary pressure increase by a predetermined minimum amount within a predetermined period of time is selectively determined as a downshift control instruction, with a change in gears being initiated after a calculative check of the permissibility of the number of engine revolutions per minute in the new gear.

11. A method according to claim 10, wherein before the actuation of a change in gears when an upshift control instruction has been determined, the permissibility of the new gear with respect to the brake temperature and/or a possible downgrade is additionally determined.

12. A method according to claim 1, wherein if the accelerator pedal is moved into a predetermined position which can be detected by a force threshold becoming effective, and is held in such a position, the throttle valve or control rod is continuously actuated in correspondence with the number of engine revolutions per minute so that the optimum specific fuel consumption for the respective number of engine revolutions per minute according to the engine characteristics is realized.

13. A method according to claim 12, wherein the position in which the force threshold becomes effective is changed in correspondence with the throttle valve or control rod position, so that optimum engine efficiency is realized at the respective number of engine revolutions per minute.

14. A method according to claim 12, wherein if the accelerator pedal moves beyond the force threshold position, continuously increasing minimum engine revolution per minute numbers are associated with the accelerator pedal positions.

15. A method according to claim 1, wherein if the accelerator pedal is released and automatic upshift processes are suppressed, the continuously less favorable engine efficiency is signaled to the driver by the application of a haptic signal, the haptic signal being in the form of continuously increasing pulses or vibrations, to the accelerator pedal.

16. A method according to claim 15, wherein the haptic signal is applied to the accelerator pedal with a time delay.

17. A method according to claim 1, wherein before selectively sensing the predetermined motion sequences including changes in the direction of movement, a check is made as to the presence of signals from sensors for the brake pressure, for the response of the brake pedal and for a brake pedal that has been moved into its end position, with the presence of such sensor signals causing the selective sensing of motion sequences including changes in the direction of movement of the accelerator pedal to be suppressed and downshifting processes to be initiated during downhill travel and also on level ground within a speed range above a predetermined speed value if the brakes are hot.

18. A method according to claim 17, wherein for the initiation of downshift processes, the engine speed range is calculated as a function of the brake pressure, the vehicle speed the gear previously employed, the vehicle deceleration, and the brake temperature, and the required transmission gear is determined on the basis of these calculations while the permissibility of the number of engine revolutions per minute in the determined gear is examined.

19. An apparatus for implementing the method according to claim 1, including at least one set-point adjuster for the driving power which is associated with an accelerator pedal serving as power control member, and senses the position of said pedal and is connected with a processor control unit for determining a suitable gear and for automatically controlling gear shifting processes, with the processor control unit being connected at its input with a memory device for characteristic data for the motor vehicle, with at last one sensor associated with the brake pedal and with other sensors for picking up operating data, such as the number of engine revolutions per minute, driving speed, position of clutch and gear identification while its output is connected with an output circuit for controlling the transmission, the clutch and the valve throttle or control rod, the processor control unit comprising a module for constantly monitoring the movements of the accelerator pedal and/or the brake pedal for motion sequences including changes in the direction of movement and for selectively sensing certain predetermined motion sequences including changes in the direction of movement as direct gear selection control instructions from the driver.

20. An apparatus to claim 19, wherein the processor control unit includes a processor which is connected to a program memory in the form of a ROM, including fixed program modules for detecting certain motion sequences that include changes in the direction of movement.

21. An apparatus according to claim 19, wherein the accelerator pedal has an associated separate sensor which senses a zero position of the accelerator pedal.

22. An apparatus according to claim 19, wherein the processor control unit is connected, at priority inputs, with a brake pressure sensor, a brake pedal contact sensor and a safety sensor which senses the completely depressed position of the brake pedal.

23. An apparatus according to claim 19, wherein a separate spring is provided to realize the force threshold for the accelerator pedal.

24. An apparatus according to claim 19, wherein an actuator which is controlled by the processor control unit is provided to realize the force threshold for the accelerator pedal.

25. An apparatus according to claim 19, wherein the accelerator pedal has an associated electromechanical drive controlled by the processor control unit, for application of haptic signals.