Method and apparatus for controlling an automatically shifting transmission

• US 5,157,609 A
• Filed: 07/05/1990
• Issued: 10/20/1992
• Est. Priority Date: 07/05/1989
• Status: Expired due to Term

• Current Assignee: Robert Bosch GmbH, Dr Ing hc F Porsche AG (Volkswagen AG), Zahnradfabrik Friedrichshafen AG
• Original Assignee: Robert Bosch GmbH, Dr Ing hc F Porsche AG (Volkswagen AG), Zahnradfabrik Friedrichshafen AG
• Inventors: Eschrich, Gerhard, Foeldi, Thomas, Judaschke, Udo, Hamm, Ludwig, Schwamm, Ronald, Wehr, Thomas, Runge, Wolfgang, Gruhle, Wolf-Dieter, Seidel, Willi, Wendel, Peter, Stehle, Heinz, Petersmann, Joseph
• Primary Examiner(s): Lall, Parshotam S.
• Assistant Examiner(s): AUCHTERLONIE, THOMAS
• Application Number:
  US07/548,253
• Time in Patent Office: 838 Days
• Field of Search: 364/424.1, 74/866
• US Class Current: 701/56
• CPC Class Codes: B60W 2520/105 Longitudinal acceleration
• CPC Class Codes: B60W 2520/125 Lateral acceleration
• CPC Class Codes: F02B 1/04 with fuel-air mixture admission into cylinder
• CPC Class Codes: F16H 2059/003 Detecting or using driving style of a driver, e.g. for adapting shift schedules
• CPC Class Codes: F16H 2059/086 Adaptive mode, e.g. learning from the driver
• CPC Class Codes: F16H 2061/0227 Shift map selection, i.e. methods for controlling selection between different shift maps, e.g. to initiate switch to a map for up-hill driving
• CPC Class Codes: F16H 59/141 of rate of change of torque or torque demand
• CPC Class Codes: F16H 59/24 dependent on the throttle opening
• CPC Class Codes: F16H 59/36 Inputs being a function of speed
• CPC Class Codes: F16H 59/48 Inputs being a function of acceleration
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals
• CPC Class Codes: Y10S 477/904 Control signal is acceleration

Abstract

In order to adapt the shifting characteristics of an electrohydraulically controlled, automatically shifting transmission continuously to the dirver'"'"'s driving style or to a just existing or real time traffic situation, the driving speed (v), the lateral acceleration (aq), the longitudinal acceleration (alb), the longitudinal deceleration (alv) and the engine rotational speed (nmot) in addition to the throttle valve position alpha, are detected and by way of characteristic diagrams and a linking function are added to form a parameter from which, by filtering, a driving activity is determined. This driving activity is finally used for the selection of a shifting program from a plurality of shifting programs ranging from a consumption-optimized shifting program (SKF1) to a power-optimized shifting program (SKF5).

Claims

1. A method for controlling an automatically shifted transmission of a motor vehicle equipped with an internal combustion engine which is controllable by a power control element, configured as one of an accelerator pedal and a throttle valve, in which gear steps of said transmission are shifted automatically by one of at least two selectable shifting programs according to a function of at least sensed position of said throttle valve and of sensed engine rotational speed, comprising the steps of:

(a) one of cyclically and non-cyclically sampling and storing values of said throttle valve position,

(b) one of cyclically and non-cyclically sampling and storing values of said driving speed,

(c) sensing lateral acceleration of said motor vehicle,

(d) one of cyclically and non-cyclically sampling and storing values of said lateral acceleration,

(e) sensing longitudinal acceleration of said motor vehicle,

(f) one of cyclically and non-cyclically sampling and storing values of said longitudinal acceleration,

(g) sensing longitudinal deceleration of said motor vehicle,

(h) one of cyclically and non-cyclically sampling and storing values of said longitudinal deceleration,

(i) one of cyclically and on-cyclically sampling and storing values of said engine rotational speed,

(j) assigning a first primary parameter value to said values of said throttle valve position by a first characteristic diagram,

(k) assigning a second primary parameter value to said values of said engine rotational speed by a second characteristic diagram,

(l) assigning a third primary parameter value to said values of said lateral acceleration by a third characteristic diagram,

(m) assigning a fourth primary parameter value to said values of said longitudinal acceleration by a fourth characteristic diagram,

(n) assigning a fifth primary parameter value to said values of said longitudinal deceleration by a fifth characteristic diagram,

(o) linking said first, second, third, fourth and fifth primary parameter values to a secondary parameter value by a linking function,

(p) determining and storing a first driving activity to obtain a change-over strategy for one of selecting one of said selectable shifting programs and of a targeted changing of shifting decisions, whereby said first driving activity is determined by a weighted sum of said secondary parameter value and the value of said first driving activity determined at a time constituted by one earlier first calculating period.

2. The method according to claim 1, wherein the step of selection of the shifting program from the first driving activity occurs, with a sixth characteristic diagram, from a number of shifting programs including a consumption-optimized shifting program and a power-optimized shifting program, wherein additional power-optimized shifting programs are selected with increasing values of the first driving activity.

3. The method according to claim 2, wherein the sixth characteristic diagram has a hysteresis.

4. The method according to claim 2, wherein the power-optimized shifting program is selected if the time variation of the throttle valve signal value is larger than a second throttle valve speed limit value, and a return takes place to the previously selected shifting program if the throttle valve signal value is taken back by a fixed value of a value which is variable with the driving activity and a fixed part of the achieved maximal throttle valve signal value.

5. The method according to claim 2, wherein, if a speed of change of the throttle valve signal value exceeds a first limit value which is one of fixed and variable with the driving activity, at least one next higher, more power-oriented shifting program is selected at least until the power-optimized shifting program is reached.

6. The method according to claim 1, further including the step of setting an evaluation factor for said secondary parameter value when rising to a higher value than for said secondary parameter valve when falling.

7. The method according to claim 6, wherein the step of selection of the shifting program from the first driving activity occurs with a sixth characteristic diagram, from a number of shifting programs including a consumption-optimized shifting program and a power-optimized shifting program, wherein additional power-optimized shifting programs are selected with increasing values of the first driving activity.

8. The method according to claim 7, wherein the sixth characteristic diagram has a hysteresis.

9. The method according to claim 8, wherein a first characteristic diagram of the five characteristic diagram assigns larger values of the first primary parameter to values of the throttle valve signal value which increase by a rising curve.

10. The method according to claim 9, wherein the rise of the curve is a function of a time variation of a signal value of a sensed driving speed and increases with an increasing time variation of the driving speed signal values.

11. The method according to claim 9, wherein values of the curve are weighted with a weighting factor which increases progressively with the time variation of a signal value of a sensed driving speed.

12. The method according to claim 1, wherein the linking function is a maximal value selection from the primary parameters.

13. The method according to claim 1, wherein a first characteristic diagram of the five characteristic diagram assigns larger values of the first primary parameter to values of the throttle valve signal value which increase by a rising curve.

14. The method according to claim 13, wherein the rise of the curve is a function of a time variation of a signal value of a sensed driving speed and increases with an increasing time variation of the driving speed signal values.

15. The method according to claim 13, wherein values of the curve are weighted with a weighting factory which increases progressively with the time variation of a signal value of a sensed driving speed.

16. The method according to claim 1, wherein a second characteristic diagram of the five characteristic curves assigns larger values of the second primary parameter value to values of the engine rotational speed signal value which increase by a rising curve.

17. The method according to claim 16, wherein the rise of the curve is a function of the gear step and decreases with an increasing gear step.

18. The method according to claim 1, wherein a third characteristic diagram of the five characteristic diagrams assigns larger values of the third primary parameter value to values of the lateral acceleration signal value which increase by a rising curve.

19. The method according to claim 18, wherein the rise of the curve is a function of the speed and increases with increasing signal values of a sensed driving speed.

20. The method according to claim 1, wherein a fourth characteristic diagram of the five characteristic diagram assigns larger values of the fourth primary parameter value to values of the longitudinal acceleration signal value which increase by a rising curve.

21. The method according to claim 20, wherein the rise of the rising curve is a function of the speed and increases with increasing signal values of a sensed driving speed.

22. The method according to claim 1, wherein a fifth characteristic diagram of the five characteristic diagrams assigns larger values of the fifth primary parameter value to values of the longitudinal deceleration signal value which increase by a rising curve.

23. The method according to claim 22, wherein the rise of the rising curve is a function of the speed and increases with increasing signal values of sensed driving speed.

24. The method according to claim 1, wherein the selection of the shifting program takes place by way of the sixth characteristic diagram from an overall driving activity composed of the first driving activity and of a second driving activity.

25. The method according to claim 24, wherein the second driving activity is determined from a weighted sum of a newly obtained intermediate quantity and a value of a second driving activity previously determined in a first calculating period and stored.

26. The method according to claim 25, wherein the intermediate quantity is determined from a weighted sum of a quotient of a longitudinal acceleration signal value and a maximal vehicle acceleration which is a function of the gear, of a quotient of a longitudinal deceleration signal value and of a maximal vehicle deceleration which is a function of the gear, and the lateral acceleration signal value divided by a maximal vehicle lateral acceleration.

27. The method according to claim 25, wherein in a first determination of the values of the first and the second driving activity, the values are set to an initial value.

28. The method according to claim 1, further including the steps of locking later after shifting operation and opening earlier before shifting operative a converter lockup clutch of a transmission equipped with a torque converter with increasing values of the driving activity, after shifting operations, and opening the clutch earlier or holding the clutch locked only at higher engine rotational speed signal values.

29. The method according to claim 1, further including the step when the accelerator pedal is stepped down completely, of selecting and actuating a kick-down shifting program until the throttle valve signal value falls below a second limit value which is one of fixed and variable with the driving activity.

30. The method according to claim 29, wherein an upshift during the drive operation is delayed by a second time period if a speed of change of the throttle valve signal value falls below a third limit value, the second time period depending on said first driving activity.

31. The method according to claim 30, wherein the second time period is set to zero during a braking operation of the motor vehicle, and after the termination of the braking operation, an upshifting during the drive operation is delayed by a third time period depending on said first driving activity.

32. The method according to claim 31, wherein at least one of a gear step change is avoided and the second and third time periods are set to zero if the amount of the lateral acceleration signal value exceeds a limit line which is at least one of a function of said first driving speed and variable with said first driving activity, or as long as, after the falling below the limit line, a fourth time period has not yet elapsed which is fixed or is variable with said first driving activity.

33. The method according to claim 32, wherein after expiration of the second, third and fourth time periods, an upshifting is only permitted again in the drive operation and after the expiration of a fifth time period which is a function of the driving activity.

34. The method according to claim 1, wherein a drive operation is recognized if the throttle valve signal value is larger than an engine rotational speed dependent characteristic limit line, and the time variation of the driving speed signal value assumes positive values after that time.

35. The method according to claim 34, wherein prevention of the upshifting is permitted only if a differential speed between a speed of a nonpowered axle and the driving speed detected at a powered axle does not exceed a permissible differential speed value.

36. The method according to claim 35, further including the step, when the permissible differential speed value is exceeded, of opening, a converter lockup clutch of a transmission equipped with a torque converter, setting, a hold time during which an upshifting cannot be prevented, increasing by one the engaged gear step, and preventing backshifts, and setting back the opening-, setting-, increasing- and preventing-functions again when a drive operation is recognized and positive values of the change of the driving speed signal value exist.

37. The method according to claim 34, wherein an upshifting prevention is permitted only if the lateral acceleration signal value is larger than a second lateral acceleration limit value, the time variation of the throttle valve signal value is larger than a fourth throttle valve speed limit value, and the throttle valve signal value is smaller than a certain percentage of the engine-rotational-speed-dependent characteristic limit line.

38. A method for controlling automatically shifting transmission of a motor vehicle equipped with an internal combustion engine arranged to be influenced by a power control element constituted by one of an accelerator pedal and a throttle valve, comprising the steps of

a. automatically shifting gear steps of the transmission by shifting programs as a function of at least a position of a throttle valve and an engine rotational speed,

b. sensing a throttle valve signal proportional to the position of the throttle valve,

c. using to obtain a change-over strategy between the shifting programs the sensed throttle valve signal value for obtaining a change-over strategy between driving programs and at least one additional sensed parameter from a group of parameters comprising a driving speed signal value corresponding to a driving speed, a lateral acceleration signal value corresponding to a lateral acceleration, a longitudinal acceleration signal value corresponding to a longitudinal acceleration, a longitudinal deceleration signal value corresponding to a longitudinal deceleration, and an engine rotational speed signal value corresponding to the engine rotational speed,

d. converting the sensed parameters with at lest one of five characteristic diagrams to primary parameters values for use in a linking function,

e. obtaining from the linking function, a secondary parameter value,

f. storing the obtained secondary parameter value,

g. updating, with each newly obtained secondary parameter value, a number of previously obtained and stored secondary parameter values,

h. determining with weighting and formation of sums a first driving activity from stored values of the secondary parameter, and

i. using the first driving activity for one of the selection of one of the shifting programs and a targeted changing of shifting decisions in the automatic shifting of the transmission of the motor vehicle.

39. The method according to claim 38 wherein the step of selection of the shifting program from the first driving activity occurs with a sixth characteristic diagram, from a number of shifting programs including a consumption-optimized shifting program and a power-optimized shifting program, wherein additional power-optimized shifting programs are selected with increasing values of the first driving activity.

40. The method according to claim 39, wherein the power-optimized shifting program is selected if the time variation of the throttle valve signal value is larger than a second throttle valve speed limit value, and a return takes place to the previously selected shifting program if the throttle valve signal value is taken back by a fixed value of a value which is variable with the driving activity and a fixed part of the achieved maximal throttle valve signal value.

41. The method according to claim 39, wherein, if a speed of change of the throttle valve signal value exceeds a first limit valve which is one of fixed and variable with the driving activity, at least one next higher, more power-oriented shifting program is selected at least until the power-optimized shifting program is reached.

42. The method according to claim 38, wherein the linking function is a maximal value selection from the primary parameters.

43. The method according to claim 38, wherein a second characteristic diagram of the five characteristic curves assigns larger values of the second primary parameter to values of the engine rotational speed signal value which increase by a rising curve.

44. The method according to claim 43, wherein the rise of the curve is a function of the gear step and decreases with an increasing gear step.

45. The method according to claim 38, wherein a third characteristic diagram of the five characteristic diagrams assigns larger vales of the third primary parameter to values of the lateral acceleration signal value which increase by a rising curve.

46. The method according to claim 38, wherein a fourth characteristic diagram of the five characteristic diagram assigns larger values of the fourth primary parameter to values of the longitudinal acceleration signal value which increase by a rising curve.

47. The method according to claim 46, wherein the rise of the rising curve is a function of the speed and increases with increasing signal values of sensed driving speed.

48. The method according to claim 38, wherein a fifth characteristic diagram of the five characteristic diagrams assigns larger values of the fifth primary parameter to values of the longitudinal deceleration signal value which increase by a rising curve.

49. The method according to claim 48, wherein the rise of the rising curve is a function of the speed and increases with increasing driving speed signal values.

50. The method according to claim 38, wherein the selection of the shifting program takes place by way of the sixth characteristic diagram from an overall driving activity composed of the first driving activity and of a second driving activity.

51. The method according to claim 50, wherein the second driving activity is determined from a weighted sum of a newly obtained intermediate quantity and a value of a second driving activity previously determined in a first calculating period and stored.

52. The method according to claim 51, wherein the intermediate quantity is determined from a weighted sum of a quotient of a longitudinal acceleration signal value and a maximal vehicle acceleration which is a function of the gear, of a quotient of a longitudinal deceleration signal value and of a maximal vehicle deceleration which is a function of the gear, and the lateral acceleration signal value divided by a maximal vehicle lateral acceleration.

53. The method according to claim 51, wherein in a first determination of the values of the first and the second driving activity, the values are set to an initial value.

54. The method according to claim 38, further including the steps of locking later after shifting operation and opening earlier before shifting operative a converter lockup clutch of a transmission equipped with a torque converter with increasing values of the driving activity, after shifting operations, and opening the clutch earlier or holding the clutch locked only at higher engine rotational speed signal values.

55. The method according to claim 38, further including the step, when the accelerator pedal is stepped down completely of selecting and actuating a kick-down shifting program until the throttle valve signal value falls below a second limit value which is one of fixed and variable with said first driving activity.

56. The method according to claim 55, wherein an upshift during the drive operation is delayed by a second time period if a speed of change of the throttle valve signal value falls below a third limit value, the second time period depending on said first driving activity.

57. The method according to claim 56, wherein the second time period is set to zero during a braking operation of the motor vehicle, and after the termination of the braking operation, an upshifting during the drive operation is delayed by a third time period depending on said first driving activity.

58. The method according to claim 57, wherein at least one of a gear step change is avoided and the second and third time periods are set to zero if the amount of the lateral acceleration signal value exceeds a limit line which is at least one of a function of said first driving speed and variable with said first driving activity, or as long as, after the falling below the limit line, a fourth time period has not yet elapsed which is fixed or is variable with said first driving activity.

59. The method according to claim 58, wherein after expiration of the second, third and fourth time periods, an upshifting is only permitted again in the drive operation and after the expiration of a fifth time period which is a function of the driving activity.

60. The method according to claim 38, wherein a drive operation is recognized if the throttle valve signal value is larger than an engine rotational speed dependent characteristic limit line, and the time variation of the driving speed signal value assumes positive values after that time.

61. The method according to claim 60, wherein prevention of the upshifting is permitted only if a differential speed between a speed of a nonpowered axle and the driving speed detected at a powered axle does not exceed a permissible differential speed value.

62. The method according to claim 61, further including the step, when the permissible differential speed value is exceeded, of opening, a converter lockup clutch of a transmission equipped with a torque converter, setting, a hold time during which an upshifting cannot be prevented, increasing by one the engaged gear step, and preventing backshifts, and setting back the opening, setting, increasing and preventing functions again when a drive operation is recognized and positive values of the change of the driving speed signal value exist.

63. The method according to claim 60, wherein an upshifting prevention is permitted only if the lateral acceleration signal value is larger than a second lateral acceleration limit value, the time variation of the throttle value signal value is larger than a fourth throttle valve speed limit value, and the throttle valve signal value is smaller than a certain percentage of the engine-rotational-speed-dependent characteristic limit line.

64. An apparatus for controlling an automatically shifting transmission of a motor vehicle equipped with an internal combustion engine controllable by a power control element constituted by one of an accelerator pedal and a throttle valve, comprising an electrohydraulic transmission control system, having shifting program modules, a microprocessor for detecting signals of at least one engine rotational speed sensor and a throttle valve sensor and, by way of the detected signals and the shifting program modules, for generating gear step change signals for controlling electrohydraulic gear step change valves, a driving speed sensor, a lateral acceleration sensor and a longitudinal acceleration sensor are operatively connected to the transmission control system, means for fitting the input signals with low-pass characteristic diagram modules for converting the filtered input signal into primary parameter values, a linking-function module for determining from the primary parameter values a secondary parameter, a digital filter with a low-pass characteristic converting the secondary parameter into a driving activity, and an additional characteristic diagram module from which one of several shifting programs is selected, wherein gear steps of the transmission are automatically shifted by shifting programs as a function of at least a position a throttle valve and of an engine rotational speed by sensing a throttle valve signal proportional to the position of the throttle valve, and to obtain a change-over strategy between the shifting programs, using the sensed throttle valve signal value and at least one additional sensed parameter from a group of parameters comprising a driving speed signal value corresponding to a driving speed, a lateral acceleration signal value corresponding to a lateral acceleration, a longitudinal acceleration signal value corresponding to a longitudinal acceleration, a longitudinal deceleration signal value corresponding to a longitudinal deceleration, and an engine rotational speed signal value corresponding to the engine rotational sped, converting the sensed parameters with at least one of five characteristic diagrams to primary parameter values, obtaining from a linking function, a secondary parameter value, determining and storing a first driving activity from a weighted sum of the obtained secondary parameter value and a value of a previously determined first driving activity in a first calculating period, and using the first driving activity for selection of one of a desired shifting program and a targeted changing of shifting decisions.

65. An apparatus for controlling an automatically shifting transmission of a motor vehicle equipped with an internal combustion engine controllable by one of an accelerator pedal and a throttle valve constituting a power control element, comprising an electrohydraulic transmission control system having shifting program modules, a microprocessor for detecting signals of at least one engine rotational speed sensor and a throttle valve sensor and, by way of the detected signals and the shifting program modules, for generating gear step change signals for controlling electrohydraulic gear step change valves, a driving speed sensor, a lateral acceleration sensor and a longitudinal acceleration sensor are operatively connected to the transmission control system, means for fitting the input signals with low-pass characteristic diagram modules for converting the filtered input signal into primary parameter values, a linking-function module for determining from the primary parameter values a secondary parameter, a digital filter with a low-pass characteristic converting the secondary parameter into a driving activity, and an additional characteristic diagram module operatively arranged from which one shifting program of several shifting programs is selected, wherein gear steps of the transmission are automatically shifted by shifting programs as a function of at least a position a throttle valve and of an engine rotational speed, by sensing a throttle valve signal proportional to the position of the throttle valve, using to obtain a change-over strategy between the shifting programs the senses throttle valve signal value for obtaining a change-over strategy between driving programs and at least one additional sensed parameter from a group of parameters comprising a driving speed signal value corresponding to a driving speed, a lateral acceleration signal value corresponding to a lateral acceleration, a longitudinal acceleration signal value corresponding to a longitudinal acceleration, a longitudinal deceleration signal value corresponding to a longitudinal deceleration, and an engine rotational speed signal value corresponding to the engine rotational speed, converting the sensed parameters with at least one of five characteristic diagrams to primary parameter values, obtaining from a linking function, a secondary parameter value, storing the obtained secondary parameter value, updating, with each newly obtained secondary parameter values, determining with weighting and formation of sums a first driving activity from a stored values of the second parameter, and using the first driving activity for the selection of one of a shifting program and a targeted changing of shifting decisions.