Method and device for controlling the drive train of a motor vehicle

• US 6,154,701 A
• Filed: 12/18/1998
• Issued: 11/28/2000
• Est. Priority Date: 02/03/1997
• Status: Expired due to Term

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Loffler, Jurgen, Bolz, Martin-Peter, Hulser, Holger
• Primary Examiner(s): Cuchlinski, Jr., William A.
• Assistant Examiner(s): ARTHUR JEANGLAUDE, GERTRUDE
• Application Number:
  US09/155,755
• Time in Patent Office: 711 Days
• Field of Search: 701/1, 701/53, 701/54, 701/84, 701/87, 701/88, 701/93, 701/110, 477/110, 477/115, 477/120
• US Class Current: 701/54
• 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 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 2510/104 Output speed
• CPC Class Codes: B60W 2530/00 Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
• CPC Class Codes: B60W 2540/30 Driving style
• CPC Class Codes: B60W 2710/105 Output torque
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: B60W 30/188 Controlling power parameters of the driveline, e.g. determining the required power
• CPC Class Codes: B60W 40/09 Driving style or behaviour
• CPC Class Codes: F16H 2061/0015 Transmission control for optimising fuel consumptions
• CPC Class Codes: F16H 2061/0018 Transmission control for optimising exhaust emissions
• CPC Class Codes: F16H 2061/022 Calculation or estimation of optimal gear ratio, e.g. best ratio for economy drive or performance according driver preference, or to optimise exhaust emissions
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/84 Data processing systems or methods, management, administration

Abstract

The invention proceeds from a control of the drive train of a motor vehicle having at least a drive unit and an automatic transmission. During driving operation, a desired value for the drive torque of the vehicle or for the transmission output torque is pregiven by the driver. The different operating points of the drive train are characterized by at least different output torques of the drive unit and rpm ratios and/or different output rpms of the drive unit. The essence of the invention is that, during driving operation, a set of evaluation quantities is determined for each possible operating point. One of the possible operating points is then selected as an optimal operating point via an optimization method based on the determined evaluation quantities. The transmission ratio, which belongs to this selected optimal operating point, is then adjusted on the transmission. As an alternative to adjusting the transmission ratio, it is understood that the output rpm of the drive unit can be adjusted by a change of the transmission ratio with this output rpm corresponding to the selected operating point.

Claims

1. A method for controlling the drive train of a motor vehicle having at least a drive unit and a transmission whose rpm ratio (u) can be adjusted, the drive unit having an adjustable output torque (md_-- ma) and an output rpm (n_-- mot) and the transmission having an output torque (md_-- ga) and being arranged between the drive unit and the wheels of the motor vehicle;

a desired value (md_-- ga_-- des) being pregiven for the transmission output torque, especially in dependence upon the detected position of an accelerator pedal actuable by the driver of the motor vehicle; and

, different operating points (x_i) of the drive train being characterized by at least different output torques (md_-- ma_i) of the drive unit and rpm ratios (u_i) and/or different output rpms (n_-- mot_i) of the drive unit;

the method comprising performing the following steps during driving operation of said motor vehicle;

determining sets of evaluation quantities (G_torque, G_eta, L_emission,i, L_noise) for possible ones of said operating points (x_i), respectively;

utilizing an optimization method to logically couple said evaluation quantities (G_torque, G_eta, L_emission,i, L_noise) belonging to each one of said sets and applying that one of said operating points (x_i) at which the result (F) of the logical coupling assumes an extreme value to select one of the possible operating points (x_i) as an optimal operating point (x_opt); and

,

adjusting the transmission ratio (u) of said drive unit to a transmission ratio (u_opt) corresponding to the selected operating point (x_opt) and/or adjusting the output rpm (n_-- mot) of said drive unit corresponding to the selected operating point (x_opt).

2. The method of claim 1, wherein the evaluation quantities (G_torque, G_eta, L_emission,i, L_noise), which belong to one of said sets, are weighted and the weighted evaluation quantities are logically coupled to the coupling result (F).

3. The method of claim 2, wherein one of the following is determined:

a quantity representing the driving performance of the driver of the vehicle, a quantity representing the instantaneous driving situation of the motor vehicle and/or a quantity representing the ambient influences operating instantaneously on the motor vehicle; and

, at least one of these determined quantities is applied to the weighting of the evaluation quantities.

4. The method of claim 2, wherein one of the following is determined:

a quantity representing the driving performance of the driver of the vehicle, a quantity representing the instantaneous driving situation of the motor vehicle and/or a quantity representing the ambient influences operating instantaneously on the motor vehicle; and

, at least one of these determined quantities is applied to the weighting of the evaluation quantities.

5. The method of claim 1, wherein the optimization method is carried out in such a manner that the evaluation quantities (G_torque, G_eta, L_emission,i, L_noise), which belong to one of said sets, are logically coupled to a weighted sum (F) and that, for the selection of the optimal operating point (x_opt), that operating point is applied for which the weighted sum (F) assumes an extreme value.

6. The method of claim 1, wherein at least one of the following is determined:

a quantity representing the driving performance of the driver of the motor vehicle, a quantity representing the instantaneous driving situation of the motor vehicle and/or a quantity representing the ambient influences operating instantaneously on the motor vehicle; and

, at least one of these determined quantities is considered in the determination of the evaluation quantities (G_torque, G_eta, L_emission,i, L_noise) and/or in the selection of the optimal operating point (x_opt).

7. The method of claim 1, wherein at least the following are determined as evaluation quantities:

a first value (G_torque) which represents the reserve of the transmission output torque; and

/or

a second value (G_eta), which represents the total efficiency of the drive train of the vehicle; and

/or

a third value (L_emission,i) which represents the emission performance of different toxic components (i); and

/or

a fourth value (L_noise) which represents the sound emission.

8. A method for controlling the drive train of a motor vehicle having at least a drive unit and a transmission whose rpm ratio (u) can be adjusted, the drive unit having an adjustable output torque (md_-- ma) and an output rpm (n_-- mot) and the transmission having an output torque (md_-- ga) and being arranged between the drive unit and the wheels of the motor vehicle;

a desired value (md_-- ga_-- des) being pregiven for the transmission output torque, especially in dependence upon the detected position of an accelerator pedal actuable by the driver of the motor vehicle; and

, different operating points (x_i) of the drive train being characterized by at least different output torques (md_-- ma_i) of the drive unit and rpm ratios (u_i) and/or different output rpms (n_-- mot_i) of the drive unit;

the method comprising performing the following steps during driving operation of said motor vehicle;

determining at least the following as evaluation quantities;

a first value (G_torque) which represents the reserve of the transmission output torque; and

/or

a second value (G_eta), which represents the total efficiency of the drive train of the vehicle; and

/or

a third value (L_emission,i) which represents the emission performance of different toxic components (i); and

/or

a fourth value (L_noise) which represents the sound emission;

determining a set of said evaluation quantities (G_torque, G_eta, L_emission,i, L_noise) for possible ones of said operating points (x_i);

selecting one of said possible ones of said operating points (x_i) as optimal operating point (x_opt) by utilizing an optimization method based on said detected evaluation quantities; and

,

adjusting the transmission ratio (u) of said drive unit to a transmission ratio (u_opt) corresponding to the selected operating point (x_opt) and/or adjusting the output rpm (n_-- mot) of said drive unit corresponding to the selected operating point (x_opt).

9. The method of claim 8, wherein the optimization method is carried out in such a manner that the evaluation quantities (G_torque, G_eta, L_emission,i, L_noise) are logically coupled to form a coupling result (F) and that, for the selection of the optimal operating point (x_opt), that operating point is applied for which the coupling result (F) assumes an extreme value.

10. The method of claim 9, wherein the evaluation quantities (G_torque, G_eta, L_emission,i, L_noise) are weighted and the weighted evaluation quantities are logically coupled to the coupling result (F).

11. The method of claim 8, wherein the optimization method is carried out in such a manner that the evaluation quantities (G_torque, G_eta, L_emission,i, L_noise) are logically coupled to a weighted sum (F) and that, for the selection of the optimal operating point (x_opt), that operating point is applied for which the weighted sum (F) assumes an extreme value.

12. The method of claim 8, wherein at least one of the following is determined:

a quantity representing the driving performance of the driver of the motor vehicle, a quantity representing the instantaneous driving situation of the motor vehicle and/or a quantity representing the ambient influences operating instantaneously on the motor vehicle; and

, at least one of these determined quantities is considered in the determination of the evaluation quantities (G_torque, G_eta, L_emission,i, L_noise) and/or in the selection of the optimal operating point (x_opt).

13. An arrangement for controlling the drive train of a motor vehicle having at least a drive unit and a transmission whose rpm ratio (u) can be adjusted, the drive unit having an adjustable output torque (md_-- ma) and an output rpm (n_-- mot) and the transmission having an output torque (md_-- ga) and being arranged between the drive unit and the wheels of the motor vehicle;

wherein different operating points (x_i) of the drive train are characterized by at least different output torques (md_-- ma_i) of the drive unit and rpm ratios (u_i) and/or different output rpms (n_-- mot_i) of the drive unit;

the arrangement comprising means which, during driving operation of said motor vehicle, is adapted to;

determine a set of evaluation quantities (G_torque, G_eta, L_emission,i, L_noise) for possible operating points (x_i);

utilize an optimization method to logically couple said evaluation quantities (G_torque, G_eta, L_emission,i, L_noise) belonging to one of said sets to form a result (F) and applying that one of said operating points (x_i) at which the result (F) of the logical coupling assumes an extreme value to select one of the possible operating points (x_i) as an optimal operating point (x_opt); and

,

adjust the transmission ratio (u) of said drive unit to a transmission ratio (u_opt) corresponding to the selected operating point (x_opt) and/or adjust the output rpm (n_-- mot) of said drive unit corresponding to the selected operating point (x_opt).

14. An arrangement for controlling the drive train of a motor vehicle having at least a drive unit and a transmission whose rpm ratio (u) can be adjusted, the drive unit having an adjustable output torque (md_-- ma) and an output rpm (n_-- mot) and the transmission having an output torque (md_-- ga) and being arranged between the drive unit and the wheels of the motor vehicle;

a desired value (md_-- ga_-- des) being pregiven for the transmission output torque, especially in dependence upon the detected position of an accelerator pedal actuable by the driver of the motor vehicle; and

, different operating points (x_i) of the drive train being characterized by at least different output torques (md_-- ma_i) of the drive unit and rpm ratios (u_i) and/or different output rpms (n_-- mot_i) of the drive unit;

the arrangement comprising means which, during driving operation of said motor vehicle, is adapted to;

determine at least the following as evaluation quantities;

a first value (G_torque) which represents the reserve of the transmission output torque; and

/or

a second value (G_eta), which represents the total efficiency of the drive train of the vehicle; and

/or

a third value (L_emission,i) which represents the emission performance of different toxic components (i); and

/or

a fourth value (L_noise) which represents the sound emission;

determine a set of said evaluation quantities (G_torque, G_eta, L_emission,i, L_noise) for each possible one of said operating points (x_i);

select one of said possible ones of said operating points (x_i) as optimal operating point (x_opt) by utilizing an optimization method based on said detected evaluation quantities; and

,

adjust the transmission ratio (u) of said drive unit to a transmission ratio (u_opt) corresponding to the selected operating point (x_opt) and/or adjust the output rpm (n_-- mot) of said drive unit corresponding to the selected operating point (x_opt).

15. The arrangement of claim 14, wherein the optimization method is carried out in such a manner that the evaluation quantities (G_torque, G_eta, L_emission,i, L_noise) are logically coupled to form a coupling result (F) and that, for the selection of the optimal operating point (x_opt), that operating point is applied for which the coupling result (F) assumes an extreme value.

16. The arrangement of claim 15, wherein the evaluation quantities (G_torque, G_eta, L_emission,i, L_noise) are weighted and the weighted evaluation quantities are logically coupled to the coupling result (F).