Method for controlling the shifting of an automatic geared transmission

• US 8,781,698 B2
• Filed: 08/03/2011
• Issued: 07/15/2014
• Est. Priority Date: 09/24/2010
• Status: Active Grant

• Current Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Inventors: Maier, Alexander, Wuerthner, Maik, Staudinger, Joachim, Kemler, Johannes
• Primary Examiner(s): Anwari, Maceeh
• Application Number:
  US13/822,696
• Publication Number:
  US 20130211681A1
• Time in Patent Office: 1,077 Days
• Field of Search: 701/65, 701/58
• US Class Current: 701/65
• CPC Class Codes: B60W 40/072 Curvature of the road
• CPC Class Codes: B60W 40/076 Slope angle of the road
• CPC Class Codes: F16H 2059/142 of driving resistance calculated from weight, slope, or the like
• CPC Class Codes: F16H 2059/666 Determining road conditions by using vehicle location or position, e.g. from global navigation systems [GPS]
• 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 59/66 Road conditions, e.g. slope, slippery
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals

Abstract

A method for controlling shifts in an automated multi-step variable-speed transmission, in a drive-train of a motor vehicle, between a drive engine in the form of an internal combustion engine and an axle drive. During driving, besides current vehicle, road and driver-specific operating parameters, topographical data relating to a road section ahead of the motor vehicle, in particular the road section height profile, are determined, and from this information, the driving resistance profile (FFW(xF)) of the motor vehicle for the road section ahead is determined. In the automatic mode of the multi-step variable-speed transmission, control commands for traction upshifts and/or traction downshifts are derived, during the traction operation, as a function of the driving resistance profile (FFW(xF)) and are implemented in the transmission. A limiting gear progression (GGr(xF)) is determined, which consists of the sequence of gears, and is evaluated for the derivation of control commands.

Claims

1. A method of controlling shifts in an automated multi-step variable-speed transmission, in a drive-train of a motor vehicle, arranged between a drive engine and an axle drive, the method comprising the steps of:

determining, while driving, current operating parameters of the motor vehicle, including vehicle, road and driver-specific operating parameters, and topographical data including a height profile of a road section ahead of the motor vehicle;

determining a driving resistance profile (F_FW(x_F)) of the motor vehicle for the road section ahead and from the current operating parameters operating parameters, and the topographical data including the height profile of the road section ahead;

determining from the driving resistance profile (F_FW(x_F)) for the road section ahead and from operating parameters of the drive engine and the multi-step variable-speed transmission, a limiting gear progression (G_Gr(x_F)) which comprises a sequence of respective gears in which traction force of the drive engine acting on drive wheels of the motor vehicle is, in each case, larger than the driving resistance profile ((F_FW(x_F));

deriving control commands, during traction operation of the multi-step variable-speed transmission in the automatic mode, for at least one of traction upshifts and traction downshifts as a function of the limiting gear progression (_Ggr(x_F)); and

implementing the control commands, via a transmission control system, for the at least one of the traction upshifts and traction downshifts.

2. The method according to claim 1, further comprising the steps of

calculating a variation of a driving resistance gear ratio (i_Fw(x_F)) from the driving resistance profile (F_FW(x_F)) for the road section ahead using the equation:

i_FW(x_F)=F_FW(x_F)/(M_Mot*i_TA/r_RA*h_TS)

in which

x_F is a driving distance variable,

M_MOT is an engine torque, i_TA is a gear ratio of the drive axle,

r_RA is a radius of the drive wheels, and

h_TS is an efficiency of the drive-train at which the traction force of the drive engine acting on the drive wheels of the motor vehicle corresponds, in each case, to the driving resistance (F_FW(x_F); and

determining from the variation of the driving resistance gear ratio (i_FW(x_F)), gears of the limiting gear progression (G_Gr(x_F)) as highest gears whose gear ratio (i<sub>G—

Gr</sub>) is, in each case, higher than the driving resistance gear ratio ((i<sub>G—

FW</sub>(x_F));

(i<sub>G—

Gr</sub>>

i_FW(x_F))).

3. The method according to claim 1, further comprising the step of communicating the control commands, for the at least one of the traction upshift and the traction downshift, in each case, to a shift control system of the multi-step variable-speed transmission by replacing at least one control-relevant value of a current operating parameter with a value that has been either determined or modified in a suitable manner.

4. The method according to claim 3, further comprising the step of influencing a shifting behavior, by replacing at least one of a value of a current driver'"'"'s wish (power demand by the driver or by a cruise control) and a value of a current driving resistance (F_FW(0)), in each case, by the value that has been either determined or modified in a suitable manner.

5. The method according to claim 1, further comprising the step of permitting a traction upshift when a limiting gear (G_Gr) of the limiting gear progression G_Gr(x_F), at a current position of the vehicle (t=0, x_F=0), is higher than a currently engaged gear (G₀) (G_Gr(0)>

G₀) and no forthcoming gearshift to a gear lower than this limiting gear (G_Gr), in the limiting gear progression G_Gr(x_F), is due to occur within either a specified driving time limit (Dt_H1) or a driving distance limit (Dx_H1).

6. The method according to claim 5, further comprising the step of maintaining control-relevant values of the current operating parameters to permit the at least one of the traction upshift and the traction downshift.

7. The method according to claim 6, further comprising the step of initiating a traction downshift, before the lapse of the specified proportion of the either time interval (Dt_RS) or the travel distance (Dx_RS), if the engine speed (n_Mot) of the drive engine by then either reaches or falls below a specified lower speed limit (n_Gr2).

8. The method according to claim 1, further comprising the step of permitting a traction downshift when a limiting gear (G_Gr) of the limiting gear progression (G_Gr(x_F)), at a current position of the vehicle (t=0, x_F=0), corresponds to a currently engaged gear (G₀) (G_Gr(0)=G₀), the limiting gear progression (G_Gr(x_F)) provides for a forthcoming traction downshift to a lower limiting gear (G_Gr<

G₀) within either a specified driving time limit (Dt_R1) or a driving distance limit (Dx_R1), and no forthcoming gearshift to a gear higher than the limiting gear (G_Gr) in the limiting gear progression (G_Gr(x_F)) is due to occur within either another specified driving time limit (Dt_H3) or another driving distance limit (Dx_H3).

9. The method according to claim 1, further comprising the step of either blocking or delaying a traction upshift if a limiting gear (G_Gr) of the limiting gear progression G_Gr(x_F), at a current position of the vehicle (t=0, x_F=0), is higher than a currently engaged gear (G₀) (G_Gr(0)>

G₀), but a gearshift to a gear lower than the limiting gear (G_Gr) in the limiting gear progression (G_Gr(x_F)) is due to occur again within either a specified driving time limit (Dt_H1) or a driving distance limit (Dx_H1).

10. The method according to claim 9, further comprising the steps of, for the blocking or the delaying the traction upshift, replacing a value of a current driver'"'"'s wish by a full-load value (100%) and replacing a value of t a current driving resistance (F_FW(0)) by either a value of the driving resistance at a travel point ahead of the motor vehicle or a value of the driving resistance averaged over the road section ahead of the motor vehicle, in which the limiting gear (G_Gr) of the limiting gear progression (G_Gr(x_F)) corresponds to the currently engaged gear (G₀) (G_Gr(0)=G₀).

11. The method according to claim 1, further comprising the step of prematurely initiating a traction upshift when a limiting gear (G_Gr), of the limiting gear progression (G_Gr(x_F)) at a current position of the vehicle (t=0, x_F=0), is at least two gear steps higher than a currently engaged gear (G₀) (G_Gr(0)≧

G₀+2), and no gearshift to a gear lower than the limiting gear (G_Gr), in the limiting gear progression (G_Gr(x_F)), is due to occur during a portion of the road section ahead (Dx_Ges).

12. The method according to claim 11, further comprising the step of, for the premature initiation of a traction upshift, replacing a value of a current driver'"'"'s wish by a part-load value (such as 45%) and replacing a value of current driving resistance (F_FW(0)) either by a value of driving resistance, at a travel point ahead of the motor vehicle, or by a value of driving resistance averaged over a road section ahead of the motor vehicle, in which the limiting gear (G_Gr) of the limiting gear progression (G_Gr(x_F)) is either two steps higher, or one step higher than the currently engaged gear (G₀) (G_Gr=G₀+2;

G_Gr=G₀+1).

13. The method according to claim 11, further comprising the step of only prematurely initiating a traction upshift during a cruise control operation, and only permitting the traction upshift if a nominal speed (v_Soll) has previously already been reached and a current speed is below the nominal speed (v_F(0)<

v_Soll).

14. The method according to claim 1, further comprising the step of prematurely initiating a traction upshift when a limiting gear (G_Gr), of the limiting gear progression (G_Gr(x_F)) at a current position of the vehicle (t=0, x_F=0), is at least one step higher than a currently engaged gear (G₀) (G_Gr(0)≧

G₀+1), and no gearshift to a gear lower than the limiting gear (G_Gr), in the limiting gear progression (G_Gr(x_F)), is due to occur within either a specified driving time limit (Dt_H2) or a driving distance limit (Dx_H2).

15. The method according to claim 1, further comprising the step of, for a premature initiation and either a blocking or a delay of a traction downshift, additionally predicting and evaluating at least a variation of engine speed (n_Mot*(x_F)) of the drive engine, in the currently engaged gear (G₀), starting from a current engine speed (n_Mot(0)) with reference to a driving resistance variation (F_FW(x_F)).

16. The method according to claim 1, further comprising the step of either blocking or delaying a traction downshift when at least one of a limiting gear (G_Gr), of the limiting gear progression (G_Gr(x_F)) at a current position of the vehicle (t=0, x_F=0), corresponds to a currently engaged gear (G₀) (G_Gr(0)=G₀), the limiting gear progression (G_Gr(x_F)) providing for a forthcoming traction downshift to a lower limiting gear (G_Gr<

G₀) within either a specified driving time limit (Dt_R1) or driving distance limit (Dx_R1), but a gearshift is due to occur again to a gear higher than the limiting gear (G_Gr) in the limiting gear progression (G_Gr(x_F)) within the specified driving time limit (Dt_H3) or the driving distance limit (Dx_H3), and when a predicted variation of engine speed (n_Mot*(x_F)) does not fall below a specified lower speed limit (n_Gr1) within either the specified driving time limit (Dt_H3) or the driving distance limit (Dx_H3).

17. The method according to claim 16, further comprising the step of, for either the blocking or the delay of a traction downshift, replacing a value of a current driver'"'"'s wish by a reduced value (such as 80%) and replacing a value of a current driving resistance (F_FW(0)) by either a value of driving resistance at a travel point ahead of the motor vehicle or by a value of driving resistance averaged over the road section ahead of the motor vehicle, in which the limiting gear (G_Gr) of the limiting gear progression (G_Gr(x_F)) corresponds to at least one of the currently engaged gear (G₀) and a higher gear (G_Gr≧

G₀).

18. The method according to claim 1, further comprising the step of prematurely initiating a traction downshift at least one of when a limiting gear (G_Gr), of the limiting gear progression (G_Gr(x_F)) at a current position of the vehicle (t=0, x_F=0), corresponds to a currently engaged gear (G₀) (G_Gr(0)=G₀), the limiting gear progression (G_Gr(x_F)) provides for a forthcoming traction downshift to a lower limiting gear (G_Gr<

G₀) within either a specified driving time limit (Dt_R2) or a driving distance limit (Dx_R2), and no gearshift to a gear higher than the limiting gear (G_Gr), in the limiting gear progression (G_Gr(x_F)), is due to occur within the specified driving time limit (Dt_H4) or the driving distance limit (Dx_H4), and when a predicted variation of engine speed (n_Mot*(x_F)) falls below a specified lower speed limit (n_Gr1) within the specified driving time limit (Dt_H4) or the driving distance limit (Dx_H4).

19. The method according to claim 18, further comprising the step of, for the premature initiation of the traction downshift, determining either a time interval (Dt_RS) or a travel distance (Dx_RS) until the downshift within the limiting gear progression (G_Gr(x_F)), and the traction downshift is initiated after the lapse of a specified proportion of either the time interval (Dt_RS) or the travel distance (Dx_RS).

20. The method according to claim 18, further comprising the step of, for the premature initiation of a traction downshift, replacing a value of a current driver'"'"'s wish by a full-load value (100%) and replacing a value of a current driving resistance (F_FW(0)) either by a value of driving resistance at a travel point ahead of the motor vehicle or by a value of driving resistance averaged over the road section ahead of the motor vehicle, in which the limiting gear (G_Gr) of the limiting gear progression G_Gr(x_F) is lower than the currently engaged gear (G₀) (G_Gr<

G₀).