Data processing: vehicles – navigation – and relative location – Vehicle control – guidance – operation – or indication – Transmission control
Reexamination Certificate
2000-12-18
2001-11-27
Louis-Jacques, Jacques H. (Department: 3661)
Data processing: vehicles, navigation, and relative location
Vehicle control, guidance, operation, or indication
Transmission control
C701S053000, C701S051000, C477S037000, C477S043000, C477S107000, C477S115000
Reexamination Certificate
active
06324456
ABSTRACT:
BACKGROUND OF INVENTION
The invention relates to a method of drive train management for a motor vehicle having a CVT transmission, and more particularly a method of drive train management for online use, as well as a device for implementing the method.
In present-day motor vehicles, control of the engine and transmission is separate and independent. On the motor side, the application parameters corresponding to the desired operating point for the power required by the driver can be selected using efficiency performance data and established by a motor control unit. On the transmission side, in a motor vehicle with a continuously variable transmission (CVT transmission), an engine speed appropriate to the required power output is set. No feedback takes place between the engine and transmission for mutual optimization with regard to quality parameters such as emissions, fuel consumption, comfort, particulate emissions, noise, etc. Moreover, it is not possible to change the engine application or transmission application while the motor vehicle is being driven or operated.
An object of the invention is thus to create a dynamic method for drive train management as well as a corresponding drive train management unit.
SUMMARY OF THE INVENTION
In accordance with the invention a method is provided for online management of a drive train of a motor vehicle having a CVT transmission. In order to establish the engine speed for a required power output, predetermined efficiency performance data is provided, in giving performance quality as a function of power output and engine speed. Incremented changes in engine speed and power are selected with respect to said efficiency performance data, wherein the changes are selected to optimize operation with respect to the performance quality.
The efficiency performance data is preferably composite data representing a combination of multiple component performance graphs, where each performance graph describes a performance quantity to be optimized. Preferably the component performance graphs are normalized performance graphs, with each performance graph having its own normalization function. In other words, different normalization functions can be used for different performance graphs, although it is also possible to use one common normalization function. Furthermore, each component performance graph may be multiplied by a weighting function, where the weighting function can be a time-dependent factor. Doing so affords the option of introducing time effects, for example the aging of a motor, into the efficiency performance graph to be optimized.
Furthermore, a composite performance graph can be composed of different component performance graphs of the same charactistic, by which means an aging effect can be taken into consideration.
The predetermined performance graphs may advantageously be supplemented by the measurement of individual performance characteristics during driving operation, thus achieving improved adaptation of the performance graphs that represent the actual conditions of the motor vehicle.
The optimization strategy can advantageously be selected during operation, for example in that input from the driver specifies the optimization strategy.
Fuel consumption, NOx emissions, particulate emissions, noise and/or power output are examples of optimization characteristics that may be considered.
It is advantageous for the maximum possible adjustment capability of the power output for each predetermined time cycle and the maximum possible transmission adjustment capability for each time cycle to be established by a driving test, and for these established values to be taken into account in the optimization.
Apparatus for carrying out the method described above includes a control unit for the internal combustion engine, a control unit for the CVT transmission, and a control unit for the drive train management system, where the control units are advantageously interconnected by a bus, preferably a CAN bus.
In this context, the drive train control unit outputs the fuel injection quantity as the regulated quantity to the engine control unit, and outputs the drive ratio as the regulated quantity to the transmission control unit.
Preferred embodiments and details of the invention are described below with reference to the drawings.
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Dynamische Stabilitats Control DSC der Baureihe 7 von BMW—Teil 1; ATZ automobiltechnische Zeitschrift 99 (1997) (pp. 134-140).
Baker & Botts LLP
Louis-Jacques Jacques H.
Volkswagen AG
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