Method and arrangement for controlling the input torque of a transmission

• US 5,947,863 A
• Filed: 12/18/1997
• Issued: 09/07/1999
• Est. Priority Date: 12/20/1996
• Status: Expired due to Fees

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Schwientek, Christian, Huelser, Holger, Bolz, Martin-Peter, Grob, Ferdinand
• Primary Examiner(s): Wright, Dirk
• Application Number:
  US08/993,667
• Time in Patent Office: 628 Days
• Field of Search: 477/92, 477/94, 477/102, 477/107, 477/109, 192/13 R
• US Class Current: 477/109
• 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 10/11 Stepped gearings
• CPC Class Codes: B60W 10/196 acting within the driveline, e.g. retarders
• CPC Class Codes: B60W 2710/1022 Input torque
• 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 30/1886 Controlling power supply to auxiliary devices
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: F02D 13/04 using engine as brake
• CPC Class Codes: F02D 2041/001 for engines with variable valve actuation
• CPC Class Codes: F02D 2250/22 by keeping a torque reserve, i.e. with temporarily reduced drive train or engine efficiency
• CPC Class Codes: F02D 29/02 peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• CPC Class Codes: F02D 41/0002 Controlling intake air
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/023 in relation with the gear ratio shifting conjoint control for improving gear change B60W30/19
• CPC Class Codes: F02D 9/06 Exhaust brakes
• CPC Class Codes: F16H 63/50 Signals to an engine or motor
• CPC Class Codes: F16H 63/502 for smoothing gear shifts

Abstract

The invention is directed to a method for controlling the input torque of a transmission mounted downstream of an internal combustion engine during a gear ratio changing operation of the transmission. The input torque is increased or decreased by pregiven measures beyond the value thereof present at the start of the shifting operation in dependence upon mode of shifting present. The method includes performing at least one of the following steps to realize at least one of the measures: actuating a device for changing the geometric characteristics of the exhaust-gas system of the engine; actuating the electromagnetic brake controlling the input torque of the transmission; switching in or switching out ancillary equipment driven by the engine; actuating the intake or exhaust valves of the engine to generate a negative combustion torque; and, if the engine is an engine having externally supplied ignition, advancing the ignition time point of the engine.

Claims

1. A method for controlling the input torque of a transmission mounted downstream of an internal combustion engine during a gear ratio changing operation of the transmission, said input torque having a value at the start of a shift operation and said input torque being decreased or increased beyond said value via pregiven measures in dependence upon whether an upshift or downshift takes place, the engine including an electromagnetic brake for controlling said input torque and, the method comprising performing the following step to realize at least one of said measures:

actuating the electromagnetic brake controlling said input torque of said transmission.

2. The method of claim 1, wherein said electromagnetic brake is an eddy-current brake.

3. The method of claim 2, wherein said engine includes a flywheel and/or a clutch interposed between said engine and said transmission;

and, said method including the step of operating on at least one of said flywheel and said clutch for controlling the flow of force between said engine and said transmission; and

, said eddy-current brake being connected to said flywheel and/or said clutch.

4. An arrangement for controlling the input torque of a transmission mounted downstream of an internal combustion engine during a gear ratio changing operation, the arrangement comprising:

means for increasing or decreasing said input torque beyond a value present at the start of a shift operation utilizing pregiven measures in dependence upon whether an upshift or downshift takes place; and

,

said means being configured so that at least one of said measures includes;

advancing the ignition time point of said engine if said engine is an engine having externally supplied ignition.

5. An arrangement for controlling the input torque of a transmission mounted downstream of an internal combustion engine during a gear ratio changing operation, the arrangement comprising:

means for increasing or decreasing said input torque beyond a value present at the start of a shift operation utilizing pregiven measures in dependence upon whether an upshift or downshift takes place; and

,

said means being configured so that at least one of said measures includes;

actuating the intake valves of said engine to generate a negative combustion torque.

6. An arrangement for controlling the input torque of a transmission mounted downstream of an internal combustion engine during a gear ratio changing operation, said engine including an electromagnetic brake for controlling said input torque and the arrangement comprising:

means for increasing or decreasing said input torque beyond a value present at the start of a shift operation utilizing pregiven measures in dependence upon whether an upshift or downshift takes place; and

,

said means being configured so that at least one of said measures includes;

actuating the electromagnetic brake controlling said input torque of said transmission.

7. The arrangement of claim 6, wherein said electromagnetic brake is an eddy-current brake.

8. The arrangement of claim 7, wherein said engine includes a flywheel and/or a clutch interposed between said engine and said transmission;

and, said method including the step of operating on at least one of said flywheel and said clutch for controlling the flow of force between said engine and said transmission; and

, said eddy-current brake being connected to said flywheel and/or said clutch.

9. A method for controlling the input torque of a transmission mounted downstream of an internal combustion engine during a gear ratio changing operation of the transmission, said input torque having a value at the start of a shift operation and said input torque being decreased or increased beyond said value via pregiven measures in dependence upon whether an upshift or downshift takes place, the method comprising performing the following step to realize at least one of said measures:

if said engine is an engine having externally supplied ignition, advancing the ignition time point of said engine.

10. A method for controlling the input torque of a transmission mounted downstream of an internal combustion engine during a gear ratio changing operation of the transmission, said input torque having a value at the start of a shift operation and said input torque being decreased or increased beyond said value via pregiven measures in dependence upon whether an upshift or downshift takes place, the method comprising performing the following step to realize at least one of said measures:

actuating the intake valves of said engine to generate a negative combustion torque.

11. The method of claim 10, wherein said engine is a four-stroke engine designed to have an induction stroke, a compression stroke, a work stroke and an exhaust stroke;

wherein one of said measures, deviating from the normal operation outside of a transmission ratio change operation of said transmission, comprises the s step of;

actuating said intake valves or said exhaust valves so that at least one of the following conditions is present;

(a) at least one of said exhaust valves is open during the compression stroke with at least one of said intake valves being closed during the induction stroke;

(b) at least one of said exhaust valves is open during the work stroke;

(c) the exhaust valves are closed during the exhaust stroke;

(d) the intake valves are closed until shortly before reaching bottom dead center and at least one of the exhaust valves is opened shortly before reaching bottom dead center;

(f) at least one exhaust valve is opened during the work stroke with the ignition time point, which is present during the compression stroke, being adjusted in the direction of an extreme advance compared to normal operation significantly before reaching top dead center.