DE10327438B4 - Method for controlling and / or regulating a clutch - Google Patents

Abstract

Method for controlling and / or regulating a clutch in an automated transmission, in which a shift is ended after a time interval by activating a closing function in the clutch, the time interval after which the closing function is activated being extended depending on at least one condition is, which extends the time interval in overruns, the time interval is determined from an offset component and a variable time component, the time interval being determined as a function of the clutch slip, characterized in that a relationship is used to determine the time interval in which the variable time component corresponds to the offset component; if> 300 mintilt for the slip.

Description

The present invention relates to methods for controlling and / or regulating a clutch of an automated transmission.

Gearboxes, in particular automated gearboxes, and corresponding methods for controlling and / or regulating such clutches are known from vehicle technology. Shift strategies are also known for such automated manual transmissions in order to engage a gear desired by the driver.

The DE 697 03 112 T2 discloses a shift selection method of a fully or semi-automatically switchable gear change transmission of a motor vehicle DE 100 40 657 A1 discloses a method in which the time interval of a shift is extended by passing through a control loop until the synchronization point of a clutch is reached and the clutch is finally closed.

The DE 199 37 455 A1 discloses a method for coordinated control of a drivetrain of a motor vehicle during gear shift operations.

The present invention has for its object to propose methods for controlling and / or regulating a clutch, which are further improved.

The object on which the invention is based is achieved by a method for controlling and / or regulating a clutch in a transmission, in particular an automated transmission, in which a shift is ended after a time interval by activating a closing function in the clutch, according to the invention the time interval after which the closing function is activated is extended depending on at least one condition.

In diesel vehicles in particular, it can happen that overrun in the low speed range takes a very long time. This can e.g. B. lie on a relatively small clutch torque that is applied when re-engaging in order to achieve the most comfortable engagement. The clutch control system detects whether the clutch is engaged after a gear change. This detection is usually referred to as circuit_active. Since it can happen that slip phases that are too long, e.g. B. arise from a too high SW coefficient of friction, there is a function in the clutch control that ends a clutch after gear changes after a period of about 500 ms when the transmission speed gradient is very small. This starts a closing function, with the aid of which the clutch is closed so that the slip is safely reduced. It is possible that this emergency measure in the above-mentioned overrun circuits may result in the overrun circuits being ended prematurely and in this way making the clutch uncomfortable.

According to the invention, it is therefore provided that the time until the closing function is realized is increased under certain conditions in overrun circuits. The extension of the time is preferably linked to links so that the emergency measure is not incorrectly deactivated. According to the invention, different variants can be taken into account.

In the case of overrun switching, for example, an extended switching time can be tolerated, since this situation described at the outset preferably occurs with overrun switching.

wobei der Offset-Anteil die bisher bestehende Zeit enthält, damit die bestehende Notmaßnahme nicht verändert wird, und der variable Zeit-Anteil nur in der oben genannten Situation bei Schubschaltungen größer Null ist.According to the invention, the time or the time interval can preferably be calculated using the following equation: $$\text{T}\_\text{circuit}\_\text{active}=\text{Offset}-\text{proportion of}+\text{variable portion};$$

whereby the offset component contains the time that has existed so far so that the existing emergency measure is not changed, and the variable time component is only greater than zero in the situation mentioned above with overrun circuits.

• Variabler Zeit-Anteil = fester Offset-Anteil, wenn Schlupf >300; und/oder
• Variabler Zeit-Anteil = f(Schlupf), wenn Schlupf >300 ist; und/oder
• Variabler Zeit-Anteil = nichtlineare Funktion (Schlupf), ohne weitere Bedingung;

Since the emergency measure is preferably only provided if the synchronization point cannot be reached shortly before synchronization due to a too low physical clutch torque, the slip speed will be relatively low here, e.g. B. in the range of 50 to 300 min ^-1 . It is therefore envisaged that the length of the period from which the emergency measure takes effect, e.g. B. is determined depending on the slip or the like. The following relationships will be considered:

• Variable time component = fixed offset component if slip>300; and or
• Variable time component = f (slip) if slip is>300; and or
• Variable time component = non-linear function (slip), without further condition;

The functions used are selected in such a way that the offset component for the slip speeds up to 300min ^{-1 is} very small.

It is also provided that the variable time component is represented by a function [f (| slip gradient |] depending on the magnitude of the slip gradient, in particular if the amount of the slip gradient is very small and the slip is large, e.g. B.> 300 min ^-1 . The variable time component should be small if the amount of the gradient is large and large if the amount of the gradient is small.

Another possibility of improving the situation mentioned above is that, after the situation has been precisely recognized, for example the clutch torque is initially built up more quickly, so that the amount of the slip gradient increases again. If this is the case, you can switch to the previous strategy, for example, and treat the clutch from the current clutch torque like a normal overrun shift.

Various variants are conceivable for the way in which the clutch torque can be built up more quickly.

For example, the offset component is taken into account in the existing clutch torque. B. is represented as a function f (| slip gradient |). It is further provided that a factor is taken into account in the existing clutch torque curve, the factor e.g. B. can be changed as a function of the amount of the slip gradient (f (| slip gradient |)), so that the value is again preferred from a predetermined amount of the slip gradient 1 assumes. However, it is also possible for any other function to be used.

The options or variants mentioned can also be supplemented by others and combined with one another as desired. For example, instead of slip, the engine speed or at least partially the gear speed or the like can also be used for all possibilities.

The possible uses of this embodiment presented are preferably in vehicles with an ASG, an EKM, a USG, a PSG transmission system or the like.

According to 1 instructs a vehicle 1 a drive unit 2nd , such as an engine or an internal combustion engine. Also in the drive train of the vehicle 1 a torque transmission system 3rd and a gear 4th arranged. In this embodiment, the torque transmission system 3rd arranged in the power flow between the engine and transmission, with a drive torque of the engine via the torque transmission system 3rd to the transmission 4th and from the transmission 4th on the output side to an output shaft 5 and a subordinate axis 6 as well as on the wheels 6a is transmitted.

The torque transmission system 3rd is as a clutch, such as. B. designed as a friction clutch, multi-plate clutch, magnetic powder clutch or torque converter clutch, the clutch can be a self-adjusting or a wear-compensating clutch. The gear 4th is an uninterruptible manual transmission (USG). According to the idea of the invention, the transmission can also be an automated manual transmission (ASG), which can be shifted automatically by means of at least one actuator. In the following, an automated manual transmission is to be understood as an automated transmission which is shifted with an interruption in the tractive force and in which the shifting process of the transmission ratio is carried out by means of at least one actuator.

Furthermore, an automatic transmission can also be used as the USG, an automatic transmission being a transmission essentially without interruption in tractive power during the switching operations and which is generally constructed by means of planetary gear stages.

Furthermore, a continuously variable transmission, such as a conical pulley belt transmission, can be used. The automatic transmission can also have a torque transmission system arranged on the output side 3rd , such as a clutch or a friction clutch. The torque transmission system 3rd can also be designed as a start-up clutch and / or reversing set clutch for reversing the direction of rotation and / or safety clutch with a selectively controllable, transferable torque. The torque transmission system 3rd can be a dry friction clutch or a wet friction clutch that runs, for example, in a fluid. It can also be a torque converter.

The torque transmission system 3rd has a drive side 7 and an output side 8th on, with torque from the drive side 7 to the driven side 8th is transmitted by z. B. the clutch disc 3a by means of the pressure plate 3b , the disc spring 3c and the release bearing 3e as well as the flywheel 3d is applied. The release lever becomes this loading 20th actuated by means of an actuating device, for example an actuator.

The control of the torque transmission system 3rd takes place by means of a control unit 13 , such as B. a control unit, which the control electronics 13a and the actuator 13b may include. In another advantageous embodiment, the actuator 13b and the control electronics 13a can also be arranged in two different units, such as housings.

The control unit 13 can the control and power electronics for controlling the drive motor 12th of the actuator 13b contain. In this way it can advantageously be achieved, for example, that the system is the only installation space for the actuator 13b with electronics needed. The actuator 13b consists of the drive motor 12th , such as an electric motor, the electric motor 12th via a gear, such as a worm gear, a spur gear, a crank gear or a threaded spindle gear, on a master cylinder 11 works. This effect on the master cylinder 11 can be done directly or via a linkage.

The movement of the output part of the actuator 13b , such as B. the master cylinder piston 11a , with a clutch travel sensor 14 detects which detects the position or position or the speed or the acceleration of a quantity which is proportional to the position or engagement position or the speed or acceleration of the clutch. The master cylinder 11 is via a pressure medium line 9 , such as a hydraulic line, with the slave cylinder 10th connected. The output element 10a of the slave cylinder is with the release means 20th , for example a release lever, operatively connected so that movement of the output part 10a of the slave cylinder 10th causes the release agent 20th is also moved or tilted to that of the clutch 3rd control transmissible torque.

The actuator 13b for controlling the transferable torque of the torque transmission system 3rd can be actuated by pressure medium, ie it can have a pressure medium transmitter and slave cylinder. The pressure medium can be, for example, a hydraulic fluid or a pneumatic medium. The pressure medium cylinder can be actuated by an electric motor, the one as the drive element 12th provided electric motor can be controlled electronically. The drive element 12th of the actuator 13b In addition to an electric motor drive element, it can also be another drive element, for example a pressure medium-operated drive element. Magnetic actuators can also be used to adjust a position of an element.

In the case of a friction clutch, the transferable torque is controlled by pressing the friction linings of the clutch disc between the flywheel 3d and the pressure plate 3b done specifically. About the position of the release agent 20th , such as a release fork or a central release, can apply pressure to the pressure plate 3b respectively the friction linings can be specifically controlled, the pressure plate 3b can be moved between two end positions and can be set and fixed as required. One end position corresponds to a fully engaged clutch position and the other end position corresponds to a fully disengaged clutch position. A position of the pressure plate can be used, for example, to control a transferable torque which is, for example, less than the engine torque currently present 3b can be controlled, which lies in an intermediate area between the two end positions. The clutch can be activated by the targeted activation of the disengaging means 20th be fixed in this position. However, it is also possible to control transmissible clutch torques that are defined above the engine torques currently pending. In such a case, the currently occurring engine torques can be transmitted, the torque irregularities in the drive train being damped and / or isolated in the form of, for example, torque peaks.

To control the torque transmission system 3rd sensors are also used, which at least temporarily monitor the relevant variables of the entire system and provide the state variables, signals and measured values necessary for control, which are processed by the control unit, with a signal connection to other electronic units, such as motor electronics or electronics Anti-lock braking system (ABS) or an anti-slip control (ASR) can be provided and can exist. The sensors detect, for example, speeds such as wheel speeds, engine speeds, the position of the load lever, the throttle valve position, the gear position of the transmission, an intention to shift and other vehicle-specific parameters.

The 1 shows that a throttle position sensor 15 , an engine speed sensor 16 as well as a speedometer sensor 17th Can be used and measured values or information to the control unit 13 hand off. The electronic unit, such as a computer unit, the control electronics 13a processes the system input variables and sends control signals to the actuator 13b continue.

The transmission is designed as a step change transmission, for example, the gear ratios by means of a shift lever 18th be changed or the gearbox using this shift lever 18th is operated or operated. Furthermore is on the gear lever 18th of the manual transmission at least one sensor 19b Arranged, which detects the intention to shift and / or the gear position and to the control unit 13 forwards. The sensor 19a is articulated on the gearbox and detects the current gear position and / or an intention to shift. The switching intention detection using at least one of the two sensors 19a , 19b can be done in that the sensor is a force sensor, which on the shift lever 18th acting force detected. Furthermore, the sensor can also be used as a path or Be configured position sensor, wherein the control unit recognizes an intention to switch from the temporal change in the position signal.

The control unit 13 is at least temporarily in signal connection with all sensors and evaluates the sensor signals and system input variables in such a way that the control unit sends control or regulation commands to the at least one actuator as a function of the current operating point 13b issues. The drive motor 12th of the actuator 13b , for example an electric motor, receives from the control unit, which controls the clutch actuation, a manipulated variable as a function of measured values and / or system input variables and / or signals from the connected sensors. This is in the control unit 13 implements a control program as hardware and / or software that evaluates the incoming signals and calculates or determines the output variables on the basis of comparisons and / or functions and / or characteristic diagrams.

The control unit 13 has advantageously implemented a torque determination unit, a gear position determination unit, a slip determination unit and / or an operating state determination unit or is in signal connection with at least one of these units. These units can be implemented by control programs as hardware and / or as software, so that the torque of the drive unit is generated by means of the incoming sensor signals 2nd of the vehicle 1 , the gear position of the transmission 4th and the slip, which in the area of the torque transmission system 3rd prevails and the current operating state of the vehicle 1 can be determined. The gear position determination unit determines on the basis of the signals from the sensors 19a and 19b the currently selected gear. Here are the sensors 19a , 19b articulated on the shift lever and / or on gearbox-internal adjusting means, such as, for example, a central shift shaft or shift rod, and detect them, for example the position and / or the speed of these components. Furthermore, a load lever sensor 31 on the load lever 30th , such as on an accelerator pedal, which detects the load lever position. Another sensor 32 can act as an idle switch, ie when the load lever is actuated 30th or accelerator pedal is this idle switch 32 switched on and with the load lever not actuated 30th it is switched off so that this digital information can be used to identify whether the load lever 30th is operated. The load lever sensor 31 detects the degree of actuation of the load lever 30th .

The 1 shows next to the load lever 30th and the associated sensors a brake actuator 40 for actuating the service brake or the parking brake, such as a brake pedal, a hand brake lever or a hand or foot-operated actuating element of the parking brake. At least one sensor 41 is on the actuator 40 arranged and monitored its operation. The sensor 41 is, for example, as a digital sensor, such as. B. designed as a switch, which detects that the brake actuator 40 operated or not operated. With the sensor 41 a signaling device, such as a brake light, can be in signal connection, which signals that the brake is actuated. This can be done for both the service brake and the parking brake. The sensor 41 However, it can also be designed as an analog sensor, such a sensor, such as a potentiometer, for the degree of actuation of the brake actuation element 41 determined. This sensor can also be in signal connection with a signal device.

A possible embodiment of the invention presented here is described below, in which an automatic transmission or an automated transmission can be operated, for example, by means of a suitable voice input.

A shift can be triggered in the automated manual transmissions in various ways. In an automatic mode, for example, a corresponding shift program can be used for the correct gear selection. In a so-called tip mode, the switching process, e.g. Upshifts and downshifts, by operating a shift lever or a switch z. B. on the steering wheel of the vehicle.

In these solutions, switches or the like are always actuated, the signals of which have to be read in and evaluated by a control unit.

With this configuration, further possibilities for circuit initiation are proposed.

Accordingly, a microphone or the like can preferably transmit at least some of the data required to operate a transmission to the control unit. In this way, the driver can use an intelligent evaluation method by voice input e.g. B. decide on the gear selection or the like.

This does not only refer to upshifts and downshifts, but this procedure could also be applied to all other modes that are set via the selector lever, such as switching between automatic and tip mode, parking, neutral, winter program, sport tuning or the like. The The solution according to the invention can be used in all automatic transmissions and automated transmissions.

A further possible embodiment of the present invention is described below, in which a suitable gear selection method is adapted to a so-called sailing function (freewheel).

1. a) Fahrprogramm;
2. b) Leerlaufschalter aktiv;
3. c) Bremse nicht betätigt;
4. d) Aktueller Gang.

In a vehicle, the sailing function is used in order to reduce the vehicle's fuel consumption in particular in predetermined driving conditions. According to an advantageous development of the invention, the sailing function can preferably be linked to the following entry conditions:

1. a) driving program;
2. b) idle switch active;
3. c) brake not applied;
4. d) Current gear.

The aforementioned entry conditions can also be supplemented by other suitable conditions and any combinations of the entry conditions are possible.

Since the vehicle speed can increase during the sailing function, it is conceivable according to a further development that an upshift prevention in the operating state “sailing function active” can preferably be deactivated via a special application constant or the like. For example, if there is information regarding an active sailing function, all existing upshift preventions can be deactivated. In this way, security-critical situations by a z. B. Avoided active upshift prevention when engaging.

Preferably z. B. can be set via an application constant that after the termination of the sailing function it should branch to a specific switching characteristic. For example, a so-called XE switching characteristic or the like can be selected. It is also possible that the current program will continue to be used afterwards. According to the invention, it can be provided that the signal interface is expanded by the information “sailing function active”.

The proposed adaptation of the gear selection method can preferably be used in the ASG control. It is also conceivable for the invention to be used in other transmission systems.

In the following a next embodiment of the invention is described, in which a suitable reduction in particular the clutch torque by the transmission control unit in z. B. one-sided wheel blockage is provided in overrun mode.

It is possible that e.g. B. with one-sided smooth road surface, an ABS intervention to open the clutch and thus initially leads to an unwanted reduction in the braking effect. With a one-sided wheel lock or with a one-sided ABS system, it is advantageous if the clutch torque is not reduced to zero. The clutch can modulate the engine drag torque in such a way that the engine drag torque of the adhering wheel transmitted to the road remains constant. As a result, part of the engine drag torque is obtained without increasing the risk of the driving wheel still sticking. The expected reduction in engine speed due to the differential should be taken into account.

The strategy according to the invention can be used in a similar manner in the case of one-sided ABS without complete wheel blockage. However, the engine speed is not reduced. In this case, an increase in the engine drag torque of the adhering wheel transmitted to the road can be tolerated. Therefore, the clutch z. B. initially transmit the entire drag torque of the engine. Nevertheless, a reduction in the clutch torque can be provided at least until the clutch slips. This is advantageous because of the decoupling of the drive train from the ABS vibrations.

In the strategy according to the invention, it is particularly advantageous that the engine braking effect is at least partially retained. Possible blocking of the second side of the vehicle is also avoided. If the wheel on the second side of the vehicle is also blocked, the clutch actuator should start again to fully open the clutch. In addition, it can be provided that a special detection of the one-sided blockage is used. This can be made possible, for example, by the ABS control unit or by the transmission control unit. Other recognition options are also conceivable.

This configuration according to the invention can be used in any vehicle with a clutch actuator, such as in an electronic clutch management system (EKM), the automated manual transmission (ASG), the uninterruptible manual transmission (USG), the double clutch transmission (DKG) or the like, and also in automatic vehicles which are used in ABS - Change the brakes to neutral.

An embodiment of the present invention is described below in which in particular previous downshifts due to predetermined signals, such as. B. a turn signal or the like are provided.

For example, when the turn signal is activated, an earlier downshift, particularly in the lower speed and load lever range, can be useful, at least in the majority of cases. This makes it easier for the driver to change lanes and turn, and the following gear can be engaged early for renewed acceleration. This procedure can preferably be used in all vehicles with automatic or automated transmissions.

As part of a next embodiment of the invention, it is proposed to extend the time for a detection, in particular of the circuit_active state.

In diesel vehicles in particular, it can happen that overrun in the low speed range takes a very long time. The reason for this is the relatively small clutch torque that is applied when re-engaging in order to achieve the most comfortable engagement possible. The clutch control system detects whether the clutch is engaged after a gear change. This detection is referred to as circuit_active. As it can happen that slip phases that are too long, e.g. if the SW coefficient of friction is too high, there is a function in the clutch control that ends clutch engagement after gearshifts after a period of about 500 ms when the transmission speed gradient is very small. This starts a closing function, with the aid of which the clutch is closed so that the slip is safely reduced. It is possible that this emergency measure in the above-mentioned overrun circuits may result in the overrun circuits being ended prematurely and in this way making the clutch uncomfortable.

• • Schubschaltung erkennen und als Bedingung für die verlängerte Zeit hinzunehmen, da diese Situation bevorzugt bei Schubschaltungen auftritt;
• • Die Zeit kann vorzugsweise nach folgender Gleichung berechnet werden: $$\text{T}\_\text{Schaltung}\_\text{Aktiv}=\text{Offset}+\text{variablen\_Zeit};$$
  
  wobei der Offset die bisher bestehende Zeit enthält, damit die bestehende Notmaßnahme nicht verändert wird, und die variable Zeit nur in der oben genannten Situation bei Schubschaltungen größer Null ist.
• • Da die Notmaßnahme bevorzugt nur dann vorgesehen ist, wenn kurz vor Erreichen der Synchronisierung aufgrund eines zu niedrigen physikalischen Kupplungsmomentes der Synchronpunkt nicht erreicht werden kann, wird die Schlupfdrehzahl hier relativ klein sein, z. B. im Bereich von 50 bis 300 min^-1. Deshalb kann vorgesehen sein, dass die Länge des Zeitraumes, ab der die Notmaßnahme greift, z. B. in Abhängigkeit vom Schlupf bestimmt wird. Dazu folgende Beziehungen:
  • ◯ variable_Zeit = fester Offset, wenn Schlupf >300
  • ◯ variable_Zeit = f(Schlupf), wenn Schlupf >300 ist
  • ◯ variable_Zeit = nichtlineare Funktion (Schlupf), ohne weitere Bedingung,
  wobei die Funktion derart gewählt werden kann, dass der Zeitoffset für die Schlupfdrehzahlen bis 300min^-1 sehr klein ist.
• • Variable_Zeit = f(| Schlupfgradien |), und zwar nur dann, wenn der |Schlupfgradient| sehr klein ist und der Schlupf groß ist, z. B. >300 min^-1. Dabei sollte die variable_Zeit klein sein, wenn der | Gradient | groß ist und groß, wenn der | Gradient | klein ist.
• • Eine weitere Möglichkeit, die oben genannte Situation zu verbessern, kann vorgesehen sein, nachdem die Situation genau erkannt wurde. Dazu können u. a. auch die oben genannten Bedingungen verwendet werden. Bevorzugt kann das Kupplungsmoment zunächst schneller aufgebaut werden, so dass der Betrag des | Schlupfgradienten | wieder größer wird. Wenn dieser Fall vorliegt, kann beispielsweise auf die vorherige Strategie umgeschaltet und die Kupplung von dem aktuellen Kupplungsmoment aus wie eine normale Schubschaltung behandelt werden. Die Art und Weise, wie das Kupplungsmoment schneller aufgebaut wird, kann z. B. dadurch erfolgen,
  • • dass ein Offset bei dem bestehenden Kupplungsmoment berücksichtigt wird, wobei der Offset z. B. als Funktion f(| Schlupfgradient |) darstellt werden kann;
  • • dass ein Faktor bei dem bestehenden Kupplungsmoment berücksichtigt wird, wobei der Faktor z. B. in Abhängigkeit des Betrages des Schlupfgradienten (f(| Schlupfgradient |)) verändert werden kann, sodass bevorzugt ab einem vorbestimmten | Schlupfgradienten | der Faktor wieder 1 ist; und/oder
  • • dass eine beliebige andere Funktion verwendet wird.

According to the invention, it can be provided that the time until the closing function is realized in the case of overrun circuits under certain conditions. The extension of the time is preferably linked to links so that the emergency measure is not incorrectly deactivated. The following variants can preferably be used:

• • Recognize overrun switching and accept it as a condition for the extended time, since this situation occurs preferentially with overrun switching;
• • The time can preferably be calculated using the following equation: $$\text{T}\_\text{circuit}\_\text{active}=\text{Offset}+\text{variable\_time};$$
  
  whereby the offset contains the previously existing time, so that the existing emergency measure is not changed, and the variable time is only greater than zero in the situation mentioned above in overrun circuits.
• • Since the emergency measure is preferably only provided if the synchronization point cannot be reached shortly before synchronization due to an insufficient physical clutch torque, the slip speed will be relatively low here, e.g. B. in the range of 50 to 300 min ^-1 . It can therefore be provided that the length of the period from which the emergency measure takes effect, for. B. is determined depending on the slip. The following relationships:
  • ◯ variable_time = fixed offset if slip> 300
  • ◯ variable_time = f (slip) if slip is> 300
  • ◯ variable_time = non-linear function (slip), without further condition,
  the function can be selected such that the time offset for the slip speeds up to 300min ^{-1 is} very small.
• • Variable_time = f (| slip gradients |), and only if the | slip gradient | is very small and the slip is large, e.g. B.> 300 min ^-1 . The variable_time should be small if the | Gradient | is big and big when the | Gradient | is small.
• • Another possibility to improve the situation mentioned above can be provided after the situation has been precisely recognized. The conditions mentioned above can also be used for this. Preferably, the clutch torque can initially be built up faster, so that the amount of | Slip gradients | gets bigger again. If this is the case, it is possible, for example, to switch to the previous strategy and to treat the clutch from the current clutch torque like a normal overrun shift. The way in which the clutch torque is built up faster can e.g. B. done by
  • • that an offset is taken into account in the existing clutch torque, the offset z. B. can be represented as a function f (| slip gradient |);
  • • that a factor is taken into account in the existing clutch torque, the factor z. B. can be changed depending on the amount of the slip gradient (f (| slip gradient |)), so that preferably from a predetermined | Slip gradients | the factor is 1 again; and or
  • • that any other function is used.

The options mentioned can also be supplemented by others and combined with one another as desired. For example, instead of slip, the engine speed or at least partially the gear speed or the like can also be used for all possibilities.

The possible uses of this embodiment presented are preferably in vehicles with an ASG, an EKM, a USG, a PSG transmission system or the like.

Furthermore, according to a further embodiment of the present invention, it is proposed that the transmission automation and the vehicle navigation system, in particular the GPS, e.g. Learn route information or take it into account.

An automated manual transmission offers considerable fuel saving potential due to optimal shifting strategies and the integration of an electric machine compared to manual transmissions. Available route information can make new possibilities possible, in particular when optimizing the strategy for start-stop, recuperation and gear selection or the like.

Particularly with parallel gearboxes (PSG) and electric gearboxes (ESG), new shifting strategies can be made possible, in particular with regard to gear selection and with regard to the integration of the electric machine (ESG) in addition to the start-stop and recuperation strategy. The new strategies can be improved by providing the most comprehensive and accurate information possible about the driving conditions to be expected.

In particular, a method is proposed which learns such driving states from the system and processes them appropriately.

For example, methods for automated manual transmissions, including ESG, for shift strategy / target gear determination or gear preselection, start-stop and / or recuperation strategy can be used, which are essentially based on the evaluation of actual information or information immediately behind, the acceleration curve or the like , based.

According to the invention it can be provided that, for. B. by a logical connection of the transmission automation with the vehicle navigation system GPS frequently recurring routes or driving profiles can be recognized and learned. The daily recurring route from home to work and back can be mentioned as an example. If the system recognizes one of the learned driving profiles, the above strategies can be optimally adapted and their accuracy can be significantly improved. This procedure is exemplified in a flow chart in 2nd shown.

The fuel consumption can be reduced with the method according to the invention. This can e.g. B. can be achieved by optimally adapting the recuperation strategy to the driving profile, because the system e.g. has learned when z. B. a gradient and thus favorable recuperation options can be expected. Battery management can also be optimized.

In addition, fuel savings can be achieved by changing the start-stop strategy in such a way that the engine is only switched off at the "learned" route points at which the minimum consumption period that is optimal for consumption is reached with a probability that can be specified.

In a stop-and-go operation, consumption can be reduced by possibly Start-stop operations are dispensed with, as the minimum switch-off time is usually not reached and thus wear and consumption would otherwise be increased. Overall, the number of switching operations can be minimized by predictive switching.

Furthermore, the driving comfort is improved by the method according to the invention, since the probability that the learned pre-selected gear is actually requested is considerably greater than with conventional preselect modules. A shorter switching time is also achieved.

The procedure according to the invention can be expanded by numerous applications. The application of a learned strategy can preferably be continuously monitored by the ASG software. As soon as deviations are found, conventional strategies can be used at any time.

All vehicles with an ASG, a PSG and ESG system can be provided as possible applications for the invention. The logical connection of switching automation and vehicle navigation system as well as that Learning driving profiles enables fuel savings and comfort improvements. Other applications are conceivable.

An embodiment is described below in which, for. B. an intention to shift or a specific driver request is delayed under predetermined conditions.

According to the invention it can be provided that, for. For example, a shift intention signal or a driver request signal is temporarily stored for an automatic execution of the shift intention / driver request signal when the permissible parameters for the corresponding driving situation have been reached.

For example, in the case of a very sporty driving style with high engine speeds, the driver can give a shift intention signal when entering a curve and brake the vehicle before the curve. Due to a too high target speed resulting from the downshift, the downshift cannot be carried out. The driver should now give another intention to shift to perform the downshift. The target speed may still be too high and the driver can repeat the procedure until the intention to shift is converted into a shift.

• - Sportmodus aktiv
• - betätigte Bremse
• - Kurvenerkennung aktiv

The switching intention signal can be kept active for a period of approx. 1 s. As a condition for this, the following boundary conditions can be met at the same time:

• - Sport mode active
• - applied brake
• - Curve detection active

If, during the active shift intention signal, the vehicle speed has dropped to such an extent that the engine speed does not reach impermissibly high values in the desired gear, the shift intention signal or the downshift can advantageously be carried out automatically. The driver only has to operate the selector lever once. Another advantage is that the downshift is carried out as quickly as possible.

This application can preferably be used in vehicles with an automated manual transmission (ASG), in particular with a sport mode.

In the following, a changed shift strategy with a smooth road surface is proposed.

If the road is slippery, there is a risk that the vehicle's wheels will spin or lock. Causes for the spinning or blocking or for the exceeding of the static friction torque on one or more wheels can be caused by the actuation of at least one braking device, since a loss of grip on at least one wheel occurs due to the deceleration torque. In this case, e.g. B. intervene the anti-lock braking system (ABS) and restore traction.

The situation mentioned above can also take place when the clutch is closed by transmitting a positive torque to the wheels via the drive train, because the grip on at least one wheel is lost due to the acceleration torque. In this case, a so-called traction control system (ASR) and / or an electronic engine power control (EMS) can intervene. Alternatively, the clutch torque can also be reduced so that the torque transmitted from the engine to the wheels is reduced.

The loss of grip on at least one wheel can also occur as a result of a deceleration torque which occurs when the clutch is closed by transmitting a drag torque of the motor to the wheels via the drive train. In this case, an engine drag torque control (MSR) can intervene, which increases the engine torque when slipping. Alternatively, the clutch torque can also be reduced in this case.

The grip can also be achieved with a slipping clutch at an engine speed that is above the transmission input shaft speed, since an acceleration torque acts on the wheels. In this case too, the traction control system (ASR) can intervene. Alternatively, the clutch torque can be reduced or a strategy can be used in which this case is excluded from the start.

If the clutch slips with an engine speed that is below the gearbox input shaft speed, the grip may be lost due to a deceleration torque acting on the wheels. In this case, the clutch torque can be reduced or a strategy can be used in which this case is excluded from the start.

In the strategy mentioned in the last two cases, a suitable situation detection can be carried out, which z. B. based on the respective situation on a smooth road and / or by z. B. switches a mechanical switch, such as a winter button or the like, to the inventive strategy.

If the clutch slips with an engine speed that is above the transmission input shaft speed, it is possible for both the engine and clutch torque to be reduced during a start-up process, and thus the start-up process to be carried out more slowly with a lower acceleration force.

In a shift situation with a slipping clutch with an engine speed that is above and below the transmission input shaft speed, it is conceivable that the clutch is engaged first if the speed is identical between the engine and the transmission input shaft. This can e.g. B. be made possible by waiting until the engine has reached the correct speed. If the clutch slips, the engine speed can be reduced with a motor speed above the transmission input shaft speed by specifying a drag torque. If the clutch slips at an engine speed below the transmission input shaft speed, this can be done by specifying an engine torque via the driver's desired torque (double-declutching). The specification is preferably directed to the engine control.

The strategy according to the invention can preferably be used in vehicles with an ASG, a USG, a PSG, an ESG transmission system or the like.

Claims (7)

Method for controlling and / or regulating a clutch in an automated transmission, in which a shift is ended after a time interval by activating a closing function in the clutch, the time interval after which the closing function is activated being extended depending on at least one condition wherein the time interval in the case of overruns is extended, the time interval being determined from an offset component and a variable time component, the time interval being determined as a function of the clutch slip, characterized in that a relationship is used to determine the time interval, where the variable time component corresponds to the offset component; if slip> 300 min ^-1 applies. Method for controlling and / or regulating a clutch in an automated transmission, in which a shift is ended after a time interval by activating a closing function in the clutch, the time interval after which the closing function is activated being extended depending on at least one condition is, wherein the time interval is extended with overruns, the time interval being determined from an offset component and a variable time component, the time interval being determined depending on the clutch slip, characterized in that a slip-dependent function is used as the variable time component if the slip is> 300 min ^-1 . Method for controlling and / or regulating a clutch in an automated transmission, in which a shift is ended after a time interval by activating a closing function in the clutch, the time interval after which the closing function is activated being extended depending on at least one condition is, wherein the time interval is extended in overruns, the time interval being determined from an offset component and a variable time component, the time interval being determined as a function of the clutch slip, characterized in that a non-linear function is used as the variable component. Method for controlling and / or regulating a clutch in an automated transmission, in which a shift is ended after a time interval by activating a closing function in the clutch, the time interval after which the closing function is activated being extended depending on at least one condition is, wherein the time interval is extended in overruns, wherein the time interval is determined from an offset component and a variable time component, the time interval being determined depending on the clutch slip, characterized in that one of the amount of the slip gradient as a variable component dependent function is used when the amount of the slip gradient is very small and the slip is large. Method for controlling and / or regulating a clutch in an automated transmission, in which a shift is ended after a time interval by activating a closing function in the clutch, the time interval after which the closing function is activated being extended depending on at least one condition is, the time interval is extended in overruns, the time interval is determined from an offset component and a variable time component, the time interval being determined depending on the clutch slip, characterized in that after the end of the time interval the clutch torque is initially faster is built up. Method for controlling and / or regulating a clutch Claim 5 , characterized in that the course of the clutch torque is supplemented by an offset, a function dependent on the amount of slip being used as the offset. Method for controlling and / or regulating a clutch Claim 5 or 6 , characterized in that the course of the clutch torque is supplemented by a factor, a function dependent on the amount of slip being used as the factor.

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