U.S. patent application number 09/797954 was filed with the patent office on 2001-09-27 for system for adjusting a transmission ratio in a transmission built into a motor vehicle.
Invention is credited to Bolz, Martin-Peter, Frei, Rasmus, Hermsen, Wolfgang, Huelser, Holger, Loeffler, Juergen, Poljansek, Marko, Steiger-Pischke, Andrea.
Application Number | 20010025217 09/797954 |
Document ID | / |
Family ID | 7633620 |
Filed Date | 2001-09-27 |
United States Patent
Application |
20010025217 |
Kind Code |
A1 |
Loeffler, Juergen ; et
al. |
September 27, 2001 |
System for adjusting a transmission ratio in a transmission built
into a motor vehicle
Abstract
The invention relates to a system for adjusting a transmission
ratio in a transmission built into a motor vehicle. The system has
at least two determination elements for determining values based on
different determination modes with these values representing
individual driving situations of the motor vehicle. An
administrator calls up the values from the determination elements
and stores the values. The administrator outputs individual ones of
the values in response to a command whereupon the transmission
ratio is adjusted at least in dependence upon the outputted ones of
the values. The invention affords advantages with respect to
expandability, functionality and reusability.
Inventors: |
Loeffler, Juergen;
(Ludwigsburg, DE) ; Steiger-Pischke, Andrea;
(Weissach, DE) ; Bolz, Martin-Peter; (Buehl,
DE) ; Poljansek, Marko; (Reutlingen, DE) ;
Hermsen, Wolfgang; (Kirchheim, DE) ; Huelser,
Holger; (Stuttgart, DE) ; Frei, Rasmus;
(Stuttgart, DE) |
Correspondence
Address: |
Walter Ottesen
Patent Attorney
P.O. Box 4026
Gaithersburg
MD
20885-4026
US
|
Family ID: |
7633620 |
Appl. No.: |
09/797954 |
Filed: |
March 5, 2001 |
Current U.S.
Class: |
701/51 ;
701/61 |
Current CPC
Class: |
F16H 59/66 20130101;
F16H 59/50 20130101; F16H 61/0213 20130101 |
Class at
Publication: |
701/51 ;
701/61 |
International
Class: |
B60K 023/00 |
Foreign Application Data
Date |
Code |
Application Number |
Mar 4, 2000 |
DE |
100 10 764.8 |
Claims
What is claimed is:
1. A system for adjusting a transmission ratio in a transmission
built into a motor vehicle, the system comprising: at least two
determination elements (FS_X(i)) for determining values based on
different determination modes with said values representing
individual driving situations of said motor vehicle; administration
means for calling up said values from said determination elements
(FS_X(i)) and storing said values; said administration means
functioning to output individual ones of said values in response to
a command (ACT_FS_X(i)); and, means for adjusting said transmission
at least in dependence on the outputted ones of said values.
2. The system of claim 1, further comprising a gear selector for
outputting said command (ACT_FS_X(i)).
3. The system of claim 1, wherein said administration means
functions to cyclically call up said values from said determination
elements (FS_X(i)) and store said values.
4. The system of claim 1, wherein said administration means
functions to call up said values from said determination elements
(FS_X(i)) at predeterminable time intervals and store said
values.
5. The system of claim 1, wherein said administration means
functions to call up said values from said determination elements
(FS_X(i)) at predeterminable time intervals in response to an
additional command (determine_all_FS) and store said values.
6. The system of claim 1, wherein said administration means is
configured so that at least one determination element (FS_X(i)) is
not called up and stored.
Description
BACKGROUND OF THE INVENTION
[0001] Adaptive transmission controls are, for example, known from
U.S. Pat. No. 5,157,609 and German patent publication 4,136,613 as
well as from the articles from "Automobiltechnische Zeitschrift" 94
(1992) 9, starting at page 428 and from "Automobiltechnische
Zeitschrift" 95 (1993) 9, starting at page 420. In automatic
transmissions, the transmission changes are, in general, determined
in dependence upon the vehicle longitudinal speed and the engine
load (throttle flap angle). This takes place by means of a
characteristic field. In adaptive transmission control systems, the
characteristic field can be adapted to the behavior of the driver
(driver type), the traffic situation and/or the driving situation
to which the vehicle is subjected. The transmission ratio changes
are determined by means of the characteristic field. In setting the
behavior of the driver, it is generally evaluated whether the
driver adheres more to a driving-power orientated driving manner or
more to a fuel optimized driving manner. In the evaluation of the
traffic and driving situation, it can be distinguished, for
example, whether the vehicle is in city traffic, ahead of or in a
curve, on a hill or in overrun operation. Depending upon the
evaluation of the above-mentioned points, the particular
characteristic line which is suitable is selected from a number of
different characteristic lines. Furthermore, a shifting of the base
shifting characteristic field, as described in U.S. Pat. No.
5,857,161, can be provided.
[0002] The so-called driving situations (such as uphill travel,
driving on slippery roadway (winter), driving with a cold engine
(warming up) or driving in a curve) are a decisive influence on the
selection of the transmission gear to be selected. This is so
because, in each of these situations, there are specific
characteristics which are to be considered in the selection of a
transmission gear which ensure the driving safety and the driving
comfort.
[0003] To recognize the traffic or driving situation to which the
vehicle is subjected at a particular time, the state of the art
suggests arriving at an estimate of the instantaneously present
traffic and/or driving situation via different algorithms (for
example, mountain recognition, curve recognition, winter operation
recognition, city driving recognition and/or warm-up
recognition).
[0004] Furthermore, a hierarchially structured control of the
elements of the drive train of a motor vehicle is known from U.S.
Pat. No. 5,351,776. The drive train includes, for example, the
engine, clutch/torque converter, transmission. A software structure
for determining the transmission ratio is disclosed in U.S. patent
application Ser. No. 09/283,640, filed Apr. 1, 1999, and
incorporated herein by reference.
SUMMARY OF THE INVENTION
[0005] It is the object of the invention to configure the
determination of individual driving or traffic situations so that
the system can be adapted in an easy manner to as many different
requirements as possible.
[0006] The system of the invention is for adjusting a transmission
ratio in a transmission built into a motor vehicle. The system
includes: at least two determination elements (FS_X(i)) for
determining values based on different determination modes with the
values representing individual driving situations of the motor
vehicle; administration means for calling up the values from the
determination elements (FS_X(i)) and storing the values; the
administration means functioning to output individual ones of the
values in response to a command (ACT_FS_X(i)); and, means for
adjusting the transmission ratio at least in dependence on the
outputted ones of the values.
[0007] The invention affords advantages with respect to expansion,
functionality and the reusability as set forth below.
Expandability
[0008] The number of individual determination elements, which
recognize individual driving situations, is virtually unlimited. An
expansion of the system by additional determination elements is
easily possible because, in accordance with the invention, fixedly
defined interfaces are made available by the administration means.
For example, if a system, which is applied for a specific vehicle
engine type, is to be expanded for another vehicle type by further
determination elements, then this is relatively simple in the
system according to the invention because, for a new determination
element, simply a new address or a new identification code need be
added to the administration means.
Functionality
[0009] As mentioned, the determination of individual driving
situations (for example, mountain recognition, curve recognition,
winter operation recognition, city driving recognition and/or
warm-up recognition) takes place in the individual determination
elements. In response to the command in accordance with the
invention, the determined individual values, which represent the
individual driving situations of the motor vehicle, are called up.
By means of an evaluation of these values, the gear selection can
then determine the transmission gear to be selected. According to
the invention, a separation therefore takes place between the
actual evaluation of the driving situation for the gear selection
and the determination of the individual driving situations in the
determination means. This guarantees a high flexibility with
respect to various requirements in the application to various
vehicle types.
Reusability
[0010] For different requirements on the transmission control in a
new vehicle type, the "old" structure for determining the
individual driving situations remains unchanged. Under some
circumstances, simply new determination elements need be added or
old determination elements omitted.
[0011] For the same part requirements in a different context,
determination means can be exchanged simply because of the
interfaces defined in accordance with the invention.
[0012] In an advantageous embodiment of the invention, it is
provided that means for gear selection are provided with which the
command is outputted. The subsystem comprising the administration
means and the determination means is therefore a part of a total
system for transmission control. The actual evaluation of the
individual driving situations takes place, as a rule, in the gear
selection.
[0013] Furthermore, it can be provided that, via the administration
means, the determined values can be called up cyclically by the
determination elements and stored. The call-up of the values takes
place therefore in a pregiven sequence. It can be especially
provided that the administration means calls up and stores the
determined values from the determination elements at pregiven time
intervals, for example, every 25 ms.
[0014] It can be provided that the administration means calls up
and stores the determined values from the determination elements in
response to an additional command which, for example, proceeds from
the above-mentioned gear selection.
[0015] Furthermore, the administration means can be so configured
that at least one determination element is not called up or
stored.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] The invention will now be described with reference to the
drawings wherein:
[0017] FIG. 1 is a schematic of the drive train of a motor vehicle
shown in the context of a block circuit diagram;
[0018] FIG. 2 shows an overview of the structure of the
transmission control; and,
[0019] FIG. 3 shows the block "driving situation" in detail.
DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION
[0020] FIG. 1 shows the drive train of a motor vehicle. The vehicle
motor 51 has a motor rpm Nmot and is connected via a clutch or a
torque converter 52 and via the transmission 53 to the drive wheels
54 of the vehicle. The driver of the vehicle actuates the
accelerator pedal 56 and adjusts an accelerator pedal angle
.alpha.. The power and/or the torque of the vehicle motor 51 is
controlled by the position .alpha. of the accelerator pedal 56.
Furthermore, the position .alpha. of the accelerator pedal 56 as
well as additional signals are supplied to the transmission control
unit 55. As additional signals, for example, the signals of the
following are considered: of a sensor for the transverse
acceleration, of the wheel rpm sensors, of a temperature sensor
and/or signals from the engine control. The transmission control
unit 55 then determines a transmission gear essentially in
dependence upon the input signals. The transmission gear is set by
means of a signal S on the transmission 53.
[0021] FIG. 2 shows the overview of the structure of a transmission
control. Here, the actual selection of the transmission gear to be
selected takes place in the gear selection 20. This gear data is
supplied as an actuating signal S to the transmission 53 (FIG.
1).
[0022] The data for the determination of the transmission gear,
which is to be selected, are supplied to the gear selector 20 by
individual components. This can, for example, take place via
specific inquiry commands by the gear selector 20. As components,
the following blocks in FIG. 2 are presented as exemplary:
[0023] In the block "vehicle quantities" 23, data are stored which
are individual to the vehicle.
[0024] The position of the accelerator pedal, which is actuated by
the driver, can be called up by the block "accelerator pedal"
24.
[0025] The position of at least one of the selection switches (for
example: P, 1, 2, 3, N, D, winter operation, economy/sport
operating mode), which is to be adjusted by the driver of the
vehicle, can be interrogated by the block "transmission selection
field" 25.
[0026] Engine data, such as engine rpm, engine load and/or engine
temperature are supplied by the block "engine" to the gear
selection.
[0027] Data with respect to the instantaneously present drive
dynamic performance are present in the block "driving dynamic
control" 27.
[0028] The display in the view of the driver is characterized by
reference numeral 28.
[0029] In the block "driver type" 22, a quantity is determined
which provides information as to the behavior of the driver. Here,
it is generally evaluated whether the driver tends to lean more to
a driving behavior which is driving power orientated or whether the
driver tends to a consumption-optimized driving behavior.
[0030] The arrows shown in FIG. 2 between the gear selector 20 and
the blocks 21 to 28 are intended to show specific inquiry commands
by the gear selector 20. In response to specific commands, the
blocks transmit the wanted data to the gear selector 20. The
communication between the gear selector 20 and individual blocks
can, however, also take place in that the corresponding signals are
continuously conducted to the gear selector, that is, without
special inquiry commands from the gear selector 20.
[0031] The present invention relates to the block "drive situation"
21. For this reason, block 21 will now be described in greater
detail with respect to FIG. 3.
[0032] The recognition of the driving situation is summarized in
the object "driving situation" (block 21). This block 21 contains,
as component objects, administration means 31 and any desired
number of supply objects or determination elements FS_X(i) having
the index i which, in the present embodiment, includes the values 1
to 5 (FS_X(l), FS_X(2), FS_X(3), FS_X(4), FS_X(5)).
[0033] The presence of individual driving situations is determined
in the individual supply objects or determination elements FS_X(i).
As already mentioned in the introduction hereto, methods are known
as to how the presence of individual driving situations can be
determined.
[0034] In the block "mountain", for example, an uphill travel is
recognized and in the block "curve", the presence of a travel in a
curve is detected and, in block "winter", driving on a slippery
roadway is determined and, in block "city", driving in city traffic
is detected and in block "warm-up", the warm-up phase of the engine
is detected.
[0035] The computation or determination of all individual driving
situations takes place cyclically in this embodiment, for example,
every 25 ms via the function call-up "determine_all_FS" to the
object "driving situation" 21. This function call-up can, for
example, come from the gear selector 20.
[0036] Via the function call-up "determine_all_FS", the
administrating means 31 are commanded to call up sequentially the
determination elements or the supply objects FS_X(i) and to store
the respective determined result in the administrator, that is, a
value representing the particular driving situation to be checked.
The arrows shown in FIGS. 2 and 3 show the direction of the
inquiry. The transmission of the respective responses takes place
in the opposite directions.
[0037] In addition, an adjustment can be made in the administrator
31 via application values as to which supply objects or
determination elements FS_X(i) are to be used. This application can
be made, for example, by the manufacturer of the motor vehicle, for
example, at the end of the production process (end of the assembly
line).
[0038] For supply objects or determination elements FS_X(i) which
are not intended to be computed, the result value, which is not
applicable, is stored (for example, plane for mountain recognition,
no curve for the curve recognition).
[0039] The inquiry of a specific driving situation FS_X(i=z) takes
place with an inquiry ACT_FS_X(i=z) in general via any desired
other part of the software, in the present embodiment, by the gear
selector 20.
[0040] The inquiry ACT_FS_X(i=z) which, as a rule, can take place
unpredictably at any time, is answered directly by the
administrator 31 based on the intermediately-stored results. In
this way, a complex computation effort in reaction to such an
inquiry is avoided, however, the computation result, in the most
unfavorable case, is already one cycle old which, however, does
not, as a rule, mean any significant disadvantage.
[0041] In order to maintain the administrator independent of the
supply objects or determination elements FS_X(i), the administrator
can address the supply objects or determination elements FS_X(i)
also via clear identification codes (ID) which are defined as
so-called function pointers in an especially favorable form. In
this way, the exchangeability of the supply objects or the
determination elements FS_X(i) is further simplified. The inquiry
of a specific driving situation then takes place in the same manner
via the call-up ACT_FS(ID).
[0042] It is understood that the foregoing description is that of
the preferred embodiments of the invention and that various changes
and modifications may be made thereto without departing from the
spirit and scope of the invention as defined in the appended
claims.
* * * * *