Method for controlling an infinitely variable motor vehicle transmission

• US 5,514,046 A
• Filed: 12/21/1993
• Issued: 05/07/1996
• Est. Priority Date: 06/21/1991
• Status: Expired due to Term

• Current Assignee: Dr. Ing. H.C.F. Porsche Ag
• Original Assignee: Dr. Ing. H.C.F. Porsche Ag
• Inventors: Seidel, Willi, Stehle, Heinz, Petersmann, Joseph, Froschke, Uwe, Mollers, Werner
• Primary Examiner(s): Bonck, Rodney H.
• Application Number:
  US08/167,925
• Time in Patent Office: 868 Days
• Field of Search: 477/43, 477/46, 477/38, 477/39
• US Class Current: 477/39
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/107 with endless flexible members
• CPC Class Codes: B60W 2050/0088 Adaptive recalibration
• CPC Class Codes: B60W 2540/215 Selection or confirmation of options
• CPC Class Codes: B60W 2540/30 Driving style
• CPC Class Codes: B60W 2710/0644 Engine speed
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: B60W 30/182 Selecting between different operative modes, e.g. comfort and performance modes
• CPC Class Codes: B60W 40/09 Driving style or behaviour
• CPC Class Codes: F16H 2059/084 Economy mode
• CPC Class Codes: F16H 61/02 characterised by the signals used for shift actuators F16H61/28, for continuously variable gearings F16H61/66
• CPC Class Codes: F16H 61/66259 using electrical or electronical sensing or control means
• CPC Class Codes: F16H 63/46 Signals to a clutch outside the gearbox
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/84 Data processing systems or methods, management, administration

Abstract

A method for controlling an electro-hydraulically operated infinitely variable transmission of a motor vehicle which is driven, in particular, by an internal-combustion engine, provides a control of the infinitely variable transmission according to several characteristic control curves. The characteristic control curves are selected corresponding to a driving activity which evaluates the driver'"'"'s driving style or his action with respect to the control of the motor vehicle caused by a traffic situation. The characteristic control curves cover, at least in steps, the range between a characteristic control curve permitting the consumption-optimized operation of the motor vehicle and a characteristic control curve which permits the power-optimizing operation of the motor vehicle.

Claims

1. A method for controlling an electro-hydraulically infinitely variable transmission of a driven motor vehicle that has an internal-combustion engine influenced by a power control element, comprising:

automatically indirectly adjusting the transmission ratio according to at least one characteristic control curve at least as a function of a position of the power control element and of rotational engine speed, wherein the step of adjusting includes the step of selecting a characteristic control curve from a family of characteristic control curves corresponding to a driving activity which evaluates at least one of the driver'"'"'s driving style and action with respect to control of the vehicle caused by a traffic situation, wherein the characteristic control curves cover at least in steps a range between a characteristic control curve which permits consumption-optimized operation of the motor vehicle and a characteristic control curve which permits power-optimized operation of the motor vehicle.

2. A method according to claim 1, further comprising determining a desired rotational engine speed value according to the characteristics control curve based on a momentary value of the position of the power control element, wherein the ratio is adjusted such that the rotational engine speed follows the desired rotational engine speed value.

3. A method according to claim 2, wherein the characteristic control curves which assign to a defined position of the power control element a defined desired rotational engine speed value have, in a lower value range of the position of the power control element, a progressive course which changes into a degressive course in a medium range of the position of the power control element.

4. A method according to claim 1, further comprising determining the driving activity by a functional relationship, which evaluates for an extended period of time at least one of the driver'"'"'s driving style, and action caused by a traffic situation, from cyclically or anticyclically detected actual and past values of at least one of a single operating parameter and a single parameter combined from several operating parameters of a motor vehicle.

5. A method according to claim 4, further comprising interrupting the evaluation of the driver'"'"'s driving style or his action caused by a traffic situation under defined operating conditions of the motor vehicle.

6. A method according to claim 5, wherein a first defined operating condition occurs when the vehicle stops, the method further comprising, when the first operating condition occurs, storing the instantaneous value of the driving activity at least for the time period for which the first operating condition occurs, and continuing the evaluation following said time period, starting with the stored value of the driving activity.

7. A method according to claim 6, wherein a second defined operating condition occurs when the motor vehicle is parked, the method further comprising, when the second operating condition occurs, storing the instantaneous value of the driving activity at least for the time period for which the second operating condition occurs, and continuing the evaluation following this time period, starting with the stored value of the driving activity.

8. A method according to claim 6, wherein a third defined operating condition occurs when the motor vehicle is parked, the method further comprising, when the third operating condition occurs, setting the instantaneous value of the driving activity back automatically to a basic value.

9. A method according to claim 1, further comprising setting the driving activity back to a basic value by a manually operable push button.

10. A method according to claim 1, further comprising temporarily setting the driving activity, without any interruption of the evaluation of the driver'"'"'s driving style or action caused by a traffic situation, to a value which permits power-optimized operation of the motor vehicle, as soon as time variation of a position of the power control element exceeds a first limit value and as long as the position of the power control element has not yet fallen below a fixed value.

11. A method according to claim 1, further comprising holding the transmission ratio when a ratio holding condition is active, the ratio holding condition changing to an active status when a time variation of a position of the power control element falls below a second limit value and a coasting operation is recognized, the ratio holding condition changing to an inactive status when a drive operation is recognized after the expiration of a first time period.

12. A method according to claim 1, further comprising adjusting the transmission ratio by a first defined finite and relatively slow speed to that value of the transmission ratio which is provided at a current instantaneous operating point of the motor vehicle, according to an instantaneously adjusted characteristic control curve, for at least as long a ratio holding condition is active, the ratio holding condition changing to an active status when a time variation of position of the power control element falls below the second limit value and a coasting operation is recognized, and changing into an inactive status when a coasting operation is recognized after the expiration of a second time period.

13. A method according to claim 12, wherein the coasting operation is recognized when position of the power control element falls below a rotational-engine-speed-dependent characteristic limit curve.

14. A method according to claim 13, wherein a drive operation is recognized when position of the power control element exceeds a rotational-engine-speed-dependent characteristic limit curve, and a time variation of driving speed assumes positive values.

15. A method according to claim 14, further comprising, after the deactivation of the ratio holding condition in drive operation, adjusting the transmission ratio by a defined adjusting speed such that rotational engine speed, starting from a value during transition into drive operation, is lowered to a desired rotational engine speed value while the power control element is closed.

16. A method according to claim 15, further comprising determining the adjusting speed of the rotational engine speed according to a characteristic diagram based on instantaneous values of the rotational engine speed and driving activity or those determined during transition into the drive operation.

17. A method according to claim 15, further comprising maintaining the adjusting speed of the rotational engine speed constant if the rotational engine speed reaches a value of the desired rotational engine speed value preset according to a momentary characteristic control curve or the characteristic control curve determined during transition into drive operation, and rotational engine speed has not yet fallen below a limit value.

18. A method according to claim 17, further comprising holding the instantaneously adjusted transmission ratio when rotational engine speed falls below the limit value, but has not yet reached a rotational idling speed.

19. A method according to claim 12, further comprising, after the deactivation of the ratio holding condition in drive operation, adjusting the transmission ratio by a certain adjusting speed, starting out from the value during a transition into the drive operation, to the value that is closest or necessary for reaching a desired rotational engine speed value preset by an instantaneously selected characteristic control curve while the power control element is closed.

20. A method according to claim 19, further comprising determining the adjusting speed of the transmission ratio according to a characteristic diagram based on instantaneous values of the rotational engine speed and driving activity or those determined during transition into the drive operation.

21. A method according to claim 1, further comprising selecting a characteristic starting curve from a family of several characteristic starting curves, corresponding to a value of the driving activity determined before a starting operation or before a stopping of the motor vehicle, according to which characteristic starting curve a driving clutch, which is connected in front of the infinitely variable transmission, is controlled as a function of at least rotational engine speed during a starting operation.

22. A method according to claim 21, further comprising adjusting pressure on friction members of the starting clutch 3 such that a rotational speed difference related to the rotational engine speed between the rotational engine speed and the transmission input rotational speed via the characteristic starting curve is caused to follow a desired clutch slip which is assigned to a momentary value of the rotational engine speed.

23. A method according to claim 22, wherein the characteristic starting curves assign decreasing values of the desired clutch slip to increase values of the rotational engine speed.

24. A method according to claim 23, wherein with increasing values of the driving activity, the characteristic starting curves are displaced toward higher values of the rotational engine speed.

25. A method according to claim 24, further comprising opening up the starting clutch when in the drive operation a differential speed between a speed of a non-drivable axle and driving speed detected on a drivable axle exceeds a permissible differential speed value.

26. A method according to claim 1, further comprising adjusting a value of the transmission ratio during a starting operation to correspond to a value of driving activity determined before a starting operation or before a stopping of the motor vehicle and, as the driving activity increases, displacing the value of the ratio toward higher values.

27. A method according to claim 1, further comprising reducing the momentarily adjusted transmission ratio when a differential speed between a speed of a non-drivable axle and a driving speed detected on a drivable axle exceeds a permissible differential speed value.

28. A method according to claim 1, wherein the time periods, the holding time and the permissible differential speed value depend on the driving activity, such that as the driving activity increases, the time periods and become longer, while the holding time and the permissible differential speed value decrease as the driving activity increases.