Method and apparatus for controlling a vehicle with a gear-shift transmission

• US 6,832,147 B2
• Filed: 05/18/2001
• Issued: 12/14/2004
• Est. Priority Date: 11/18/1998
• Status: Expired due to Fees

• Current Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KG (INA-Holding Schaeffler GmbH & Co. KG)
• Original Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KG (INA-Holding Schaeffler GmbH & Co. KG)
• Inventors: Jäger, Thomas, Fischer, Robert, Reik, Wolfgang, Vornehm, Martin, Henneberger, Klaus
• Primary Examiner(s): Cuchlinski, Jr., William A.
• Assistant Examiner(s): Marc, McDieunel, Marc, McDieunel
• Application Number:
  US09/863,099
• Publication Number:
  US 20020049118A1
• Time in Patent Office: 1,306 Days
• Field of Search: 701/51, 701/53, 701/54, 701/58, 701/66, 701/93, 701/95, 477/108, 477/148, 477/149, 477/110, 477/120, 477/121, 123/349, 180/170
• US Class Current: 701/54
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 2520/105 Longitudinal acceleration
• CPC Class Codes: B60W 2540/22 Psychological state; Stress level or workload
• CPC Class Codes: B60W 2540/221 Physiology, e.g. weight, heartbeat, health or special needs
• CPC Class Codes: B60W 2540/30 Driving style
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 2720/106 Longitudinal acceleration
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: B60W 30/20 Reducing vibrations in the driveline
• CPC Class Codes: B60W 40/09 Driving style or behaviour
• CPC Class Codes: F16H 59/48 Inputs being a function of acceleration
• CPC Class Codes: F16H 63/502 for smoothing gear shifts

Abstract

In a vehicle with a gear-shift transmission of a kind that requires a torque-free state to shift gears, the riding comfort is improved by a method of shifting gears where a gear shift is preceded by the steps of:

reducing the vehicle acceleration at a time t1 from an existing level (1) to a first acceleration level (3),

maintaining the vehicle acceleration at the reduced level (3) for a predetermined time interval, and

at the end point t3 of the predetermined time interval, reducing the acceleration further to a second acceleration level that is lower than the first level.

Claims

1. A method of controlling a motor vehicle with an engine, a clutch, a gear-shift transmission, and a control device;

said control device being operable to detect when a gear shift is to be performed in the gear-shift transmission, said control device also being operable to detect a vehicle acceleration at which the motor vehicle is traveling, and said control device further being operable to change said vehicle acceleration to a different level;

the method comprising the steps of;

a) detecting when a gear shift is to be performed;

b) detecting the vehicle acceleration; and

c) prior to starting the gear shift, reducing the vehicle acceleration to a first acceleration level.

2. The method of claim 1, wherein during a predetermined time interval following step c) and prior to starting the gear shift, the first acceleration level is kept substantially constant.

3. The method of claim 1, wherein during a predetermined time interval following step c) and prior to starting the gear shift, the first acceleration level is kept within a range of variation not exceeding the vehicle acceleration detected in step b).

4. The method of claim 3, wherein the first acceleration level is temporarily cut back to near zero during a short time interval contained within said predetermined time interval and lasting between 50 and 100 milliseconds.

5. The method of claim 1, wherein after a predetermined time period following step c) and prior to starting the gear shift, the vehicle acceleration is reduced to a second acceleration level that is lower than the first acceleration level.

6. The method of claim 5, wherein the predetermined time interval is longer than 200 milliseconds.

7. The method of claim 6, wherein the predetermined time interval has a length between 200 and 600 milliseconds.

8. The method of claim 7, wherein the predetermined time interval has a length between 300 and 500 milliseconds.

9. The method of claim 1, wherein the first acceleration level is between 40% and 70% of the vehicle acceleration detected in step b).

10. The method of claim 1, wherein the control device is further operable to detect an engine torque delivered by the engine and to control said engine torque, and wherein in step c) the vehicle acceleration is reduced by controlling said engine torque.

11. The method of claim 10, wherein in step c) the controlling of said engine torque comprises reducing said engine torque to a first torque level that is lower than an engine torque corresponding to the vehicle acceleration detected in step b).

12. The method of claim 11, wherein during a predetermined time interval following step c) and prior to starting the gear shift, the control device keeps the first torque level substantially constant.

13. The method of claim 11, wherein during a predetermined time interval following step c) and prior to starting the gear shift, the control device imposes on the first torque level a controlled variation with a mean value that is lower than the engine torque corresponding to the vehicle acceleration detected in step b).

14. The method of claim 11, wherein said engine torque is reduced over a time interval of 200 to 800 milliseconds from a starting point of step c) to a starting point of the gear shift.

15. A motor vehicle with a control device that is operable to carry out the method of claim 1, said motor vehicle having a drive train that includes an engine, a gear-shift transmission, and an engageable and disengageable clutch between the gear-shift transmission and the engine, wherein the control device comprises means for detecting when a gear shift is to be performed in the gear-shift transmission, means for detecting a level of acceleration at which the motor vehicle is traveling, and means for reducing said acceleration to a first acceleration level.

16. The motor vehicle of claim 15, wherein the control device comprises means for keeping the first acceleration level substantially constant during a predetermined time interval following step c) and prior to starting the gear shift.

17. The motor vehicle of claim 15, wherein the control device comprises means for imposing on the first acceleration level during a predetermined time interval following step c) and prior to starting the gear shift a controlled variation with a mean value that is lower than the acceleration detected in step b).

18. The motor vehicle of claim 15, wherein the control device comprises means for reducing the acceleration after a predetermined time interval following step c) and prior to starting the gear shift to a second acceleration level that is lower than the first acceleration level.

19. The motor vehicle of claim 18, wherein the drive train can be excited into a drive train oscillation with a drive-train oscillation period, said drive-train oscillation period being specific to a gear level at which the transmission is operating;

and wherein the predetermined time interval following step c) and prior to starting the gear shift is equal to one-half of the drive-train oscillation period.

20. The motor vehicle of claim 15, wherein the means for controlling the acceleration are designed to control said acceleration by controlling a torque delivered by the engine.

21. The motor vehicle of claim 15, wherein the means for controlling the acceleration are designed to control said acceleration by controlling a starting point of a combustion phase of the engine.

22. The motor vehicle of claim 15, wherein the means for controlling the acceleration are designed to control said acceleration by controlling a rate of fuel delivery to the engine.

23. The motor vehicle of claim 15, wherein the means for controlling the acceleration are designed to control said acceleration by controlling a rate of air intake of the engine.

24. The motor vehicle of claim 15, wherein the drive train can be excited into a drive train oscillation with a drive-train oscillation period, and the drive train can further be excited into a chatter vibration with a chatter-vibration period, said drive-train oscillation period and said chatter-vibration period being specific to a gear level at which the transmission is operating;

wherein the control device comprises means for issuing a target command to the engine to lower the torque according to one of the modes (a), (b), (c), so that

in mode (a), the predetermined time interval corresponds substantially to one-fourth of said drive-train oscillation period,

in mode (b), the predetermined time interval is longer than said drive-train oscillation period, and

in mode (c), the predetermined time interval is shorter than one-fourth of said drive-train oscillation period and a time interval for disengaging the clutch corresponds substantially to one-fourth of the chatter-vibration period.

25. The motor vehicle of claim 15, wherein the drive train can be excited into a drive train oscillation with a drive-train oscillation period, and the drive train can further be excited into a chatter vibration with a chatter-vibration period, said drive-train oscillation period and said chatter-vibration period being specific to a gear level at which the transmission is operating;

wherein the control device comprises means for issuing a clutch command to the clutch-actuator device to disengage the clutch and for issuing an out-shift command to the transmission-actuator to shift the transmission out of gear in accordance with one of the modes (a), (b), (c), so that;

in mode (a), the predetermined time interval corresponds substantially to one-fourth of said drive-train oscillation period, whereupon the control device issues at least one of the clutch command and the out-shift command;

in mode (b), the predetermined time interval is longer than said drive-train oscillation period, whereupon the control device issues at least one of the clutch command and the out-shift command;

in mode (c), the predetermined time interval is shorter than one-fourth of said drive-train oscillation period, whereupon the control device issues the clutch command and, after a further time interval of substantially one-fourth of the chatter-vibration period, issues the out-shift command.

26. The motor vehicle of claim 15, wherein the gear-shift transmission is automated.

27. The motor vehicle of claim 26, comprising an indicator device to alert a driver when a gear shift is imminent.

28. The motor vehicle of claim 27, wherein the indicator device comprises at least one of a group that consists of acoustic, optical, and haptic indicator devices.

34. The method of claim 18, wherein the control device initiates step c) by sending to the engine a signal to reduce the torque to said first level dependent on the engine torque detected in step b) and further dependent on substantially one-half of said drive-train oscillation period.

29. A method of controlling a motor vehicle by means of a control device;

said motor vehicle having a drive train that includes an engine, a gear-shift transmission of a kind that has to be in a torque-free state to shift gears, and an engageable and disengageable clutch between the gear-shift transmission and the engine;

the method comprising the steps of;

a) detecting when a gear shift is to be performed;

b) detecting an engine torque delivered by the engine;

c) prior to starting the gear shift, reducing the engine torque to a first torque level;

d) maintaining the first torque level for a predetermined time interval;

e) reducing the torque further after the predetermined time interval has elapsed; and

f) initiating the gear shift.

30. The method of claim 29, wherein reducing the torque in step c) causes a head-nodding movement in a driver of the vehicle, and wherein the predetermined time interval of step d) is selected so that the driver will have returned his head about halfway from the head-nodding movement when step e) is carried out.

31. The method of claim 29, wherein the predetermined time interval of step d) is established dependent on at least one dynamic property of the drive train.

32. The method of claim 31, wherein the at least one dynamic property comprises a drive train oscillation, said drive train oscillation having a drive-train oscillation period, and wherein the predetermined time interval of step d) is established dependent on said drive-train oscillation period.

33. The method of claim 32, wherein the predetermined time interval of step d) is established dependent on the engine torque detected in step b) and further dependent on substantially one-half of said drive-train oscillation period.

35. The method of claim 29, wherein the control device causes the torque to be changed by sending a target command to the engine and the latter responds to the target command by reducing the torque to match the target, and wherein further the predetermined time interval of step d) is increased dependent on the engine torque detected in step b) to allow for a delay by which the response of the engine lags behind the target command.

36. The method of claim 29, wherein step e) occurs as a result of a further target command being sent to the engine by the control unit.

37. The method of claim 29, wherein the drive train includes a clutch-actuator device and the control device controls the clutch actuator device so that a torque-transmitting capacity of the clutch is adapted to follow the engine torque.

38. The method of claim 29, wherein drive train elements downstream of the transmission are subject to a variable elastic bias torque, wherein further the drive train includes a clutch-actuator device and the control device controls the clutch-actuator device so that the clutch is taken out of engagement at a time when said elastic bias torque is substantially zero.

39. The method of claim 29, wherein drive train elements downstream of the transmission are subject to a variable elastic bias torque, wherein further the drive train includes a transmission-actuator device and the control device controls the transmission-actuator device so that the gear-shift transmission is shifted out of gear at a time when said elastic bias torque is substantially zero.

40. A method of controlling a motor vehicle by means of a control device;

said motor vehicle having a drive train that includes an engine, an automated gear-shift transmission with a transmission-actuator device, and an engageable and disengageable clutch with a clutch-actuator device between the automated gear-shift transmission and the engine;

the method comprising the steps of;

a) detecting when a gear shift is to be performed;

b) detecting an engine torque delivered by the engine;

c) prior to starting the gear shift, reducing the torque to a first torque level;

d) maintaining the first torque level for a predetermined time interval;

e) reducing the torque further after the predetermined time interval has elapsed; and

f) initiating the gear shift.

41. The method of claim 40, wherein the drive train can be excited into a drive train oscillation with a drive-train oscillation period, and the drive train can further be excited into a chatter vibration with a chatter-vibration period, said drive-train oscillation period and said chatter-vibration period being specific to a gear level at which the transmission is operating, and wherein the control device controls the engine in a manner meeting one of the conditions (a), (b), (c);

condition (a) requiring the predetermined time interval to correspond substantially to one-fourth of said drive-train oscillation period,

condition (b) requiring the predetermined time interval to be longer than said drive-train oscillation period, and

condition (c) requiring the predetermined time interval to be shorter than one-fourth of said drive-train oscillation period and simultaneously requiring a time interval for disengaging the clutch to correspond substantially to one-fourth of the chatter-vibration period.

42. The method of claim 40, wherein the drive train can be excited into a drive train oscillation with a drive-train oscillation period, and the drive train can further be excited into a chatter vibration with a chatter-vibration period, said drive-train oscillation period and said chatter-vibration period being specific to a gear level at which the transmission is operating, wherein the control device is operable to send a clutch command to the clutch-actuator device to disengage the clutch and to send an out-shift command to the transmission actuator to shift the transmission out of gear, and wherein the control device controls the engine in a manner meeting one of the conditions (a), (b), (c), so that;

under condition (a), the predetermined time interval corresponds substantially to one-fourth of said drive-train oscillation period, whereupon the control device issues at least one of the clutch command and the out-shift command;

under condition (b), the predetermined time interval is longer than said drive-train oscillation period, whereupon the control device issues at least one of the clutch command and the out-shift command;

under condition (c), the predetermined time interval is shorter than one-fourth of said drive-train oscillation period, whereupon the control device issues the clutch command and, after a further time interval of substantially one-fourth of the chatter-vibration period, issues the out-shift command.

43. The method of claim 40, wherein the drive train can be excited into a drive train oscillation with a drive-train oscillation period, said drive-train oscillation being specific to a gear level at which the transmission is operating, and wherein the predetermined time interval is substantially equal to one-half of the drive-train oscillation period.