Interrelated power delivery controls – including engine control – Transmission control – With brake control
Reexamination Certificate
2001-08-17
2004-05-18
Bonck, Rodney H. (Department: 3681)
Interrelated power delivery controls, including engine control
Transmission control
With brake control
C192S219000, C192S219100
Reexamination Certificate
active
06736754
ABSTRACT:
FIELD OF THE INVENTION
The present invention relates to a method for operating a motor vehicle having an automatic transmission during and/or in the time of a selection action for a driving-mode range.
BACKGROUND INFORMATION
To activate an automatic transmission, it is conventional, for example, as described in German Published Patent Application No. 198 07 357, to transfer a driver's requirement for a change in the driving-mode range, for example, into one of the driving-mode ranges P (parking mode), R (reverse travel), N (neutral position) or D (forward travel), to a control unit via a selection device designed as a selector lever or driving-mode selector lever. A suitable, in particular electrical or mechanical, change signal is generated in the selection device or the control unit. According to the change signal, a change in the driving-mode range of the automatic transmission is achieved, for example, by a change in the operating state of a clutch or brake of the automatic transmission or the release of a parking brake. This change in the driving-mode range leads to a change in the force flux and/or in the transmission ratio between the crankshaft of the drive assembly and the vehicle wheels. The change results in a change in the drive torque acting on the vehicle wheels, in the most unfavorable case, in a jump in the drive torque. The drive train, e.g., releasably, connecting the drive assembly to the vehicle wheels forms a continuum torsional oscillator or, in a simplified illustration, a torsional oscillator chain having multiple degrees of freedom.
Oscillations of the drive train occur because of the change in the drive torque. This results in accelerations of the motor vehicle fluctuating in time, so-called jolting oscillations, which are detrimental to, e.g., start-up, comfort. Further adverse effects may be impairments of driving safety, increased pitching movements or loss of track stability in the start-up range, increased slip, increased component wear and greater component dimensioning or, in the worst case, component failure. Other consequences of an undesirable oscillatory behavior are noise and vibration problems.
German Published Patent Application No. 34 04 154 describes a regulating device, in which, in order to damp oscillations, a controlling variable is determined from operating parameters in a correcting element. This controlling variable is supplied to a mixture-forming system of the internal combustion engine driving the motor vehicle. The mixture-forming system is operated, as a function of this controlling variable, so that the drive torque of the internal combustion engine is changed so that oscillations in the drive train are damped or suppressed. In a spark-ignition internal combustion engine, this is performed by the controlling variable influencing the throttle valve of the internal combustion engine.
German Published Patent Application No. 40 09 791 describes a method for damping oscillations of the type described above, in which a controlling variable determined in a correcting device and changing the drive torque of the internal combustion engine is supplied to the internal combustion engine as soon as oscillations occur. So that oscillations of this kind can be detected reliably and also damped quickly and effectively, rotational-speed gradients are determined from rotational-speed information and used for oscillation assessment. Moreover, by an in-phase change-over from the ignition times of a first ignition characteristic diagram stored in an ignition-time control apparatus to the corresponding ignition times of a second ignition characteristic diagram stored in the ignition-time control apparatus, the drive torque of the internal combustion engine is changed so that the oscillations in the drive train of the internal combustion engine are damped.
German Published Patent Application No. 197 33 472 describes a method for damping oscillations during the positive and negative acceleration of motor vehicles having manual-shift transmission and having an accelerator pedal acting on an engine and intended for stipulating the engine torque. In this method, when the accelerator pedal stipulates changes of the engine torque in jumps from an initial torque to a target torque, this engine torque is changed in two steps. In the first step, an intermediate engine torque is stipulated in a jump and, starting from an initial value of the vehicle acceleration, leads to a vehicle acceleration of which the first oscillation which is established has a peak value which corresponds to the new stationary value of the vehicle acceleration corresponding to the target torque. When this peak value is reached, in the second step, the target torque is stipulated in a jump. Oscillations can thereby be prevented effectively in all the operating states, without action being taken on the ignition and without the response behavior of the vehicle being appreciably impaired.
It is an object of the present invention to provide a method for the avoidance or reduction of drive-train oscillations caused as a result of a selection action for a driving-mode range.
SUMMARY
The above and other beneficial objects of the present invention are achieved by providing a method as described herein.
During or in the time of the selection action for the driving-mode range, at least one braking device is actuated in an automated manner by the or a control unit.
The braking device may include at least one braking device of any desired configuration that is arranged at any desired location on the drive train. For example, the braking device may include a wheel brake, a differential brake, a transmission brake or a generator driven by part of the drive train. Alternatively or additionally, the braking device may include a brake or clutch of the automatic transmission, by which brake or clutch it becomes possible for transmission-side part-regions of the drive train to be braced against one another or relative to the housing.
The effective duration of automated braking actuation may be, for example, in the range of milliseconds or seconds, for example 300 to 600 milliseconds, 600 to 1000 milliseconds or one or more seconds.
The present invention makes use of the fact that, with the automated introduction of friction in the braking device, additional damping in an amount capable of being influenced is introduced into the oscillatory system, with the result that oscillations of the drive train which occur due to the change in the drive torque may be damped effectively. Furthermore, in the case of a change in the braking torque applied in automated manner, a counteroscillation may be excited which is superposed in the drive train on the oscillation caused by the change in the drive torque. If there is a favorable configuration of the phase relationship, oscillation amplitude and oscillation frequency of the counteroscillation, the superposition of the forms of oscillation results in the resulting form of movement being reduced and, in the most favorable case, eliminated.
Due to the configuration according to the present invention, engine-side action measures, such as action on the ignition or action on the throttle valve, during the start-up process may be eliminated, reduced or supplemented. The braking action according to the present invention may occur more quickly than other conventional action measures if the control unit and the braking device are suitably configured.
In the simplest case, a movement of the motor vehicle is avoided despite, for example, abrupt or rapid, selection movement, for example, from N to D or R, by the automated generation of a fixed braking torque, the fixed braking torque subsequently being released in an automated manner, so that the drive torque is, e.g., gradually, issued to the vehicle wheels, with oscillations of the vehicle acceleration being eliminated.
Alternatively, the braking torque applied in an automated manner during or in the time of the selection action may be lower than the drive torque transmitted to the vehicle wheels by the drive assembl
Davids Bernd
Eckle Ulrich
Flinspach Roland
Wörner Günter
Bonck Rodney H.
Daimler-Chrysler AG
Williams Eric M.
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