Method and system for controlling a vehicle powertrain

• US 9,067,579 B2
• Filed: 10/10/2008
• Issued: 06/30/2015
• Est. Priority Date: 10/10/2008
• Status: Active Grant

• Current Assignee: Volvo Lastvagnar AB (AB Volvo)
• Original Assignee: Volvo Lastvagnar AB (AB Volvo)
• Inventors: Eriksson, Anders, berg, Niklas
• Primary Examiner(s): Keith, Jack W
• Assistant Examiner(s): Nguyen, Chuong P
• Application Number:
  US13/062,244
• Publication Number:
  US 20110190993A1
• Time in Patent Office: 2,454 Days
• Field of Search: 701/51, 701 53- 56, 701/61, 701/65, 701/95, 477/107, 477/108, 477/110, 477/111, 477/115, 477/120
• US Class Current: 1/1
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2530/16 Driving resistance
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2540/18 Steering angle
• CPC Class Codes: B60W 40/02 related to ambient conditions
• CPC Class Codes: B60W 50/082 Selecting or switching between different modes of propelling
• CPC Class Codes: F16H 2061/0227 Shift map selection, i.e. methods for controlling selection between different shift maps, e.g. to initiate switch to a map for up-hill driving
• 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 and system for controlling a powertrain in a vehicle includes steps including registering a road condition. If the registered road condition corresponds to normal road conditions then a first gear selection control algorithm is used intended for driving the vehicle in a normal mode corresponding to the conditions on an ordinary road. If the registered road condition corresponds to soft surface road conditions then a second gear selection control algorithm is used intended for driving the vehicle in a soft surface mode corresponding to the conditions on an soft surface road. In this way, a vehicle can be adapted to be provided with an AMT to work in a satisfactorily way under an increased diversity of conditions.

Claims

1. A powertrain system for a vehicle comprising

an automated master clutch;

a stepped gearbox;

the master clutch being configured to control driving torque from an engine to an input shaft of the stepped gearbox;

the stepped gearbox comprising a plurality of gear wheel pairs providing multiple fixed gear staves that are obtainable by a plurality of axially displaceable engaging sleeves; and

a control unit adapted to control the master clutch and the stepped gearbox,

the control unit being programmed to generate a control signal indicating a desired gear selection,

the control unit comprising at least two different sets of gear selection control algorithms for generating the gear selection control signal, the control algorithms comprising engine rotational speed limits for when to upshift or downshift and for which gear to select and engage, the different gear selection control algorithms generating different gear selection control signals based on input data,

the control unit further being connected to a gear selection control algorithm selector which indicates which gear selection control algorithm of the different control algorithms is to be used by the control unit, the different gear selection control algorithms comprising at least a first gear selection control algorithm in which the control unit sends signals for shifting gears in the stepped gearbox when driving the vehicle in a normal mode corresponding to the conditions on an ordinary road, and at least a second gear selection control algorithm in which the control unit sends signals for shifting gears in the stepped gearbox when driving the vehicle in a surface mode, the second gear control algorithm being arranged to provide a higher vehicle driving force than the first gear selection control algorithm,

wherein the control unit is programmed to register input data including at least prevailing travel resistance and traction wheel slip, and where if the travel resistance is higher than a predetermined value and if the traction wheel slip is higher than another predetermined value, the control unit is programmed to generate control signals to control according to the second gear selection control algorithm.

2. A powertrain system according to claim 1, wherein the second gear selection control algorithm causes the control unit to generate control signals to perform a shift to a selected higher gear at a higher engine speed than when the first gear selection control algorithm is used.

3. A powertrain system according to claim 1, wherein the second gear selection control algorithm causes the control unit to generate control signals to perform smaller gear shift steps when shifting up compared to when the first gear selection control algorithm is used.

4. A powertrain system according to claim 1, wherein the second gear selection control algorithm is dependent on the steering angle such that there is an increased engine speed limit for changing a gear when there is an increased steering wheel angle.

5. A powertrain system according to claim 4, wherein an upshift is not allowed when the steering angle is above a predefined limit.

6. A powertrain system according to claim 1, wherein a travel resistance value is estimated or computed from data retrieved from relevant sensors such that a control system it he vehicle predicts that when the travel resistance is above a certain level for a certain time, the powertrain shall be controlled by control unit generating control signals according to the second gear selection control algorithm, and otherwise it shall be controlled by another gear selection control algorithm.

7. A powertrain system according to claim 1, wherein the control unit comprises a look up table or a mathematical formula.

8. A powertrain system according to claim 1, wherein quicker torque ramping during a gear shift is performed when the powertrain is controlled by the second gear selection control algorithm than when controlled by the first gear selection control algorithm.

9. A powertrain system according to claim 1, wherein the powertrain comprises a split gearbox, a main gearbox and a range gear.

10. A vehicle comprising a powertrain system according to claim 1.

11. A vehicle according to claim 10, wherein the vehicle is a heavy duty vehicle.

12. A method for controlling a powertrain for a vehicle, where the powertrain comprises control algorithms for generating a gear selection control signal, and where the control algorithms comprise engine rotational speed limits for when to upshift or downshift and for which gear to select and engage, the method comprising:

controlling driving torque from an engine to an input shaft of a stepped gearbox;

providing multiple fixed gear stages of a plurality of gear wheel pairs of the stepped gearbox by a plurality of axially displaceable engaging sleeves;

registering a road condition, by registering prevailing travel resistance and traction wheel slip;

if the registered road condition corresponds to normal road conditions then shifting gears in the stepped gearbox according to a first gear selection control algorithm for driving the vehicle in a normal mode corresponding to the conditions on an ordinary road; and

if the registered road condition corresponds to soft surface road conditions, where the travel resistance is higher than a predetermined value and the traction wheel slip is higher than another predetermined value, then shifting gears in the stepped gearbox according to a second gear selection control algorithm for driving the vehicle in a soft surface mode corresponding to the conditions on a soft surface road, the second gear control algorithm being arranged to provide a higher vehicle driving force than the first gear selection control algorithm.

13. Method as in claim 12, wherein the second gear selection control algorithm is programmed to perform a shift to a selected higher gear at a higher engine speed than when the first gear selection control algorithm is used.

14. Method as in claim 12, wherein the second gear selection control algorithm is programmed to perform smaller gear shift steps when shifting up compared to when the first gear selection control algorithm is used.

15. Method as in claim 12, wherein the second gear selection control algorithm is dependent on the steering angle such that there is an increased engine speed limit for changing a gear when there is an increased steering wheel angle.

16. Method as in claim 15, wherein an upshift is not allowed when the steering angle is above a predefined limit.

17. Method as in claim 12, wherein quicker torque ramping during a gear shift is performed when the powertrain is controlled by the second gear selection control algorithm than when controlled by the first gear selection control algorithm.

18. A computer comprising program code means for performing all the steps of the method of claim 12.

19. A computer program product comprising program code means stored on a non-transitory computer readable medium for performing all steps of the method of claim 12.

20. A non-transitory storage medium for use in a computing environment comprising a computer readable program code to perform the method of claim 12.