SHIFT CONTROL METHOD FOR AN AUTOMATED RANGE-CHANGE TRANSMISSION

Abstract

A method for shift control of an automated auxiliary transmission that is mounted in a drive train of a motor vehicle between a drive motor (AM) and a final drive, and includes at least one multi-step main gearing (HG) and one two-step front-mounted group (VG) connected upstream of the main gearing (HG), and with which the main gearing (HG) can be shifted via unsynchronized clutches and the front-mounted group can be shifted via synchronized clutches. Depending on the currently existing driving or operating situation, a gear change is performed in the auxiliary transmission through a change in the transmission ratio step (G1, G2, G3) of the main gearing (HG) while maintaining the currently engaged transmission ratio step (K1, K2) in the front-mounted group (VG).

Claims

1-10. (canceled)

11. A method for shift control of an automated auxiliary transmission, which is mounted in a drive train of a motor vehicle between a drive motor (AM) and a final drive and comprises at least one multi-step main gearing (HG) and one two-step front-mounted group (VG) upstream of the main gearing (HG), and in which the main gearing (HG) is shiftable via unsynchronized clutches and the front-mounted group (VG) is shiftable via synchronized clutches, the method comprising: depending on a currently existing driving or operating situation, changing a gear in the auxiliary transmission by changing a transmission ratio step (G1, G2, G3) of the main gearing (HG) while maintaining a currently engaged transmission ratio step (K1, K2) in the front-mounted group (VG).

12. The method according to claim 11, wherein the auxiliary transmission additionally comprises a two-step range group (BG) connected downstream of the main gearing (HG), and the method further comprising changing a gear in the auxiliary transmission either by changing the transmission ratio step (G1, G2, G3) of the main gearing (HG) or by changing the transmission ratio step (G1, G2, G3) of the main gearing (HG) and the transmission ratio step (L, S) of the range group (BG) while maintaining the currently engaged transmission ratio step (K1, K2) engaged in the front-mounted group.

13. The method according to claim 11, further comprising, if a current driving resistance (FW) does not fall below a first set threshold and does not exceed a second set threshold, performing a gear change of the auxiliary transmission while maintaining the transmission ratio step (K1, K2) engaged in the front-mounted group (VG).

14. The method according to claim 11, further comprising, if a current vehicle speed (V.sub.FZG) lies within a predetermined speed range, performing a gear change of the auxiliary transmission while maintaining the transmission ratio step (K1, K2) engaged in the front-mounted group (VG).

15. The method according to claim 11, further comprising, if a current driver input (XF) in the form of an accelerator pedal actuation exceeds a set threshold, performing a gear change of the auxiliary transmission while maintaining the transmission ratio step (K1, K2) engaged in the front-mounted group (VG).

16. The method according to claim 11, further comprising, if either a current transmission fluid temperature (T) or a current ambient temperature is lower than a defined threshold, performing a gear change of the auxiliary transmission while maintaining the transmission ratio step (K1, K2) engaged in the front-mounted group (VG).

17. The method according to claim 11, further comprising considering projection data for a decision of whether a gear change of the auxiliary transmission is to be performed while maintaining the transmission ratio step (K1, K2) engaged in the front-mounted group (VG).

18. A control device (1) for shift control of an auxiliary transmission of a motor vehicle, comprising at least one receiving interface (2), which is configured to receive signals from drive train components, an evaluation unit (3), which is configured for evaluating the received input signals or information of the received input signals, and a transmitter interface (4), for transmitting control signals to the drive train components (5), the control device (1) being configured to activate shifting elements of individual groups of the auxiliary transmission, and, depending on either currently existing driving or operating situation, a gear change is performed in the auxiliary transmission, while maintaining a currently engaged transmission ratio step (K1, K2) in a front-mounted group (VG).

19. The control device according to claim 18, by which a method can be performed for the shift control of the automated auxiliary transmission, which is mounted in a drive train of a motor vehicle between a drive motor (AM) and a final drive and comprises at least one multi-step main gearing (HG) and the two-step front-mounted group (VG) upstream of the main gearing (HG), and in which the main gearing (HG) is shiftable, via unsynchronized clutches, and the front-mounted group (VG) is shiftable, via synchronized clutches, the method including, depending on the currently existing driving or operating situation, changing a gear in the auxiliary transmission by changing a transmission ratio step (G1, G2, G3) of the main gearing (HG) while maintaining the currently engaged transmission ratio step (K1, K2) in the front-mounted group (VG).

20. A computer program product, stored on a computer-readable data medium, for performing a method of shift control of an automated auxiliary transmission, which is mounted in a drive train of a motor vehicle between a drive motor (AM) and a final drive and comprises at least one multi-step main gearing (HG) and one two-step front-mounted group (VG) upstream of the main gearing (HG), and in which the main gearing (HG) is shiftable, via unsynchronized clutches, and the front-mounted group (VG) is shiftable, via synchronized clutches, the method including, depending on a currently existing driving or operating situation, changing a gear in the auxiliary transmission by changing a transmission ratio step (G1, G2, G3) of the main gearing (HG) while maintaining a currently engaged transmission ratio step (K1, K2) in the front-mounted group (VG), the computer program product being executed on a control device (1) for the shift control of the auxiliary transmission of the motor vehicle, comprising at least one receiving interface (2), which is configured to receive signals from drive train components, an evaluation unit (3), which is configured for evaluating the received input signals, or information of the received input signals, and a transmitter interface (4), for transmitting control signals to the drive train components (5), the control device (1) being configured to activate shifting elements of individual groups of the auxiliary transmission, and depending on either currently existing driving or operating situation, a gear change is performed in the auxiliary transmission, while maintaining the currently engaged transmission ratio step (K1, K2) in the front-mounted group (VG).

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0027] For purposes of clarification of the invention, the description is accompanied by drawings showing exemplary embodiments. Therein:

[0028] FIG. 1 shows a schematic design of an automated auxiliary transmission having a three-stage main gearing;

[0029] FIG. 2 shows a flow chart of a process according to the invention for the shift control of the automated auxiliary transmission of FIG. 1;

[0030] FIG. 3 shows a diagram, in which various characteristic curves are plotted as a function of time; and

[0031] FIG. 4 shows a schematic block diagram of a control device for performing the process according to the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0032] The auxiliary transmission depicted in FIG. 1 comprises a three-stage main gearing HG, a front-mounted group, or splitter group VG connected upstream of the main gearing HG on the drive train, and a range group BG downstream of the main gearing HG. The main gearing HG of the auxiliary transmission is configured here as a direct gear transmission in a countershaft design and has a main shaft W2 and two countershafts W3a and W3b, wherein the first countershaft W3a is equipped with a controllable transmission brake Br.

[0033] The main gearing HG has a three-step configuration, with three transmission ratio steps G1, G2, G3 for forward driving and one transmission ratio step R for driving in reverse. Idler gears of the transmission ratio steps G1, G2 and R are each rotatably supported on the main shaft W2, and can be shifted via dedicated clutches. The dedicated fixed gears are arranged on the countershafts W3a and W3b in a rotationally fixed manner.

[0034] The highest transmission ratio step G3 of the main gearing HG, configured as a direct gear, can be shifted via a direct clutch SV. The clutches of the transmission ratio steps G3 and G2 and the clutches of the transmission ratio steps G1 and R are each combined to form a collective shifting package S2/3, and S1/R, respectively. The main gearing HG is designed to be shifted in an unsynchronized manner.

[0035] The front-mounted group VG of the auxiliary transmission has a two-step design, and is likewise formed based on a countershaft design, wherein the two transmission ratio steps K1, K2 of the front-mounted group VG form two shiftable input constants of the main gearing HG. Because of a lower transmission ratio difference between the two transmission ratio steps K1, K2, the front-mounted group VG is configured as a splitter group. The idler gear of the first transmission step K1 is rotatably supported on the input shaft W1, which is connected via a controllable separating clutch TK to a drive motor AM, configured as an internal combustion engine or electric motor, for example.

[0036] The idler gear of the second transmission ratio step K2 is rotatably supported on the main shaft W2. The fixed gears of both transmission ratio steps K1, K2 of the front-mounted group VG are each arranged in a rotationally fixed manner on the countershafts W3a and W3b, extended at the input side, of the main gearing HG. The synchronized clutches of the front-mounted group VG are combined to form a collective shifting package SV.

[0037] The range group BG of the auxiliary transmission disposed downstream of the main gearing HG likewise has a two-step configuration, but in a planetary design, having a single planetary gearset. The sun gear PS is connected in a rotationally fixed manner to the main shaft W2, extended at the output side, of the main gearing HG. The planet carrier PT is coupled in a rotationally fixed manner to the output shaft W4 of the auxiliary transmission. The ring gear PH is connected to a shifting package SB having two synchronized clutches, through which the range group BG can be shifted alternately to a slow driving stage L by connecting the ring gear PH to a stationary housing part and to a fast driving stage S by connecting the ring gear PH to the planet carrier PT. The range group BG is configured such that it can be shifted in a synchronized manner.

[0038] To this end, an actuation of the clutches present in the auxiliary transmission for setting a desired transmission ratio step (K1, K2, G3, G2, G1, R, L, S) is controlled or regulated via a control device of the auxiliary transmission. The control device can preferably be configured as a transmission control unit.

[0039] The process according to the invention for shift control of the automated auxiliary transmission now provides that for a detected, previously determined driving or operating situation, a gear is changed in the auxiliary transmission through an actuation of a shifting package S1/R, S2/3 of the main gearing HG, or through an actuation of a shifting package S1/R, S2/3 of the main gearing HG and the shifting package SB of the range group BG, while the gear step engaged in the front-mounted group VG remains unchanged.

[0040] An embodiment of the process according to the invention shall now be explained in greater detail with reference to FIG. 2. In a first process step at the start of the process, it is checked whether a current transmission fluid temperature T is lower than a previously defined temperature threshold. If this condition is fulfilled, the process branches to a function module in which a gear shifting sequence of the auxiliary transmission is computed, for which the front-mounted group is not actuated. The received projection data are also taken in to account in this function module in the determination of the gear shifting sequence.

[0041] Then, once a gear shifting sequence without actuation of the front-mounted group has been computed, a further process step is accessed, in which it is checked whether the drivability of the motor vehicle is ensured upon the implementation of the computed gear shifting sequence, and the gear shifting sequence corresponds to an existing driver input. It is also ensured that upon the implementation of the computed gear shifting sequence, a respective setpoint gear can be engaged without decelerating the motor vehicle too strongly, or bringing it to a stop, and without startling the vehicle driver if the computed gear shifting sequence is implemented. If the drivability of the motor vehicle is ensured and the computed gear shifting sequence corresponds to the driver input, the computed gear shifting sequence, in which there is no transmission ratio change in the front-mounted group, is then performed. Thus, for this gear shifting sequence, a transmission ratio change is only performed in the main gearing or in the main gearing and in the range group. Conversely, if the drivability of the motor vehicle is not ensured, or the computed gear shifting sequence does not correspond to the driver input, the process proceeds to a function module in which a gear shifting sequence, in which both the front-mounted group as well as the main gearing and the range group can be actuated, is computed. Because the front-mounted group is also taken into account in the computation of the gear shifting sequence, a gear shifting sequence can be computed in which a gear directly following the current actual gear can be engaged. The computed gear shifting sequence can subsequently be used for the shift control of the auxiliary transmission.

[0042] If, on the other hand, it has been determined at the start of the process that the current transmission fluid temperature T is higher than the previously defined temperature threshold, then a function module is accessed, in which it is checked whether a current driving resistance FW does not fall below a first set threshold and does not exceed a second set threshold. If the current driving resistance lies within the determined threshold range, then a function module is accessed, in which it is checked whether a current driving speed V.sub.FZG lies within a predetermined speed range. If the current vehicle speed lies within the determined speed range, then a function module is accessed, in which it is checked whether a current driver input XF in the form of an accelerator pedal actuation exceeds a set threshold. If an accelerator pedal actuation is detected that exceeds the set threshold, then a function module is accessed, in which the gear shifting sequence of the auxiliary transmission, in which the front-mounted group is not actuated, is computed.

[0043] Subsequently it is checked whether the motor vehicle can be driven if the computed gear shifting sequence is implemented, and the gear shifting sequence corresponds to an existing driver input. On this basis, the gear shifting sequence is either performed, or a new gear shifting sequence is computed, taking into account a transmission ratio change in the front-mounted group, which is subsequently performed.

[0044] If, in contrast, the current driving resistance is not within the determined limit range, the current vehicle speed is not within the predetermined speed range, or the current driver input does not exceed a set threshold, then the process proceeds to a function module in which a gear shifting sequence of the auxiliary transmission is computed, taking into account all of the existing groups.

[0045] The transmission ratio step engaged in the front-mounted group is thus only changed if this is necessary due to an existing driving or operating situation. As a result, the number of transmission ratio step changes in the front-mounted group can be reduced, wherein the synchronization devices of the front-mounted group are worn to a lesser extent.

[0046] FIG. 3 shows a diagram in which various characteristic curves are plotted as a function of time t, which are obtained when a gear shifting sequence is predetermined by the control device, without actuation of the front-mounted group of the auxiliary transmission. Thus, a motor speed n.sub.M, a current transmission input speed n.sub.GE.sub._.sub.akt, a transmission input target speed n.sub.GE.sub._.sub.Ziel, and an output speed n.sub.AB are plotted in the upper part of FIG. 3. A gear shifting sequence in accordance with the process according to the invention for a shift control of the auxiliary transmission and a characteristic curve of a motor torque M.sub.M and an accelerator pedal setting XF are plotted below this.

[0047] At the start of the process, the second gear is engaged in the auxiliary transmission. At a point in time, t.sub.1, the accelerator pedal is actuated by a driver to a value of approximately 90% of the maximum accelerator pedal travel, resulting in a corresponding increase in the motor speed n.sub.M, the transmission input speed n.sub.GE.sub._.sub.akt, and the motor torque M.sub.M in the interval between t.sub.1 and t.sub.2. At time t2, a changing speed is reached, and as a result, an upshift from the second speed to the fourth speed is performed. In doing so, at time t.sub.2, a new target speed n.sub.GE.sub._.sub.Ziel is determined for the transmission input, and the power of the drive motor is reduced. At time t.sub.3, the actual transmission ratio step G1 is disengaged in the main gearing, and the separating clutch TK is disengaged. The input shaft of the auxiliary transmission is subsequently synchronized to the target speed n.sub.GE.sub._.sub.Ziel through an actuation of the transmission brake, and the drive motor is adjusted to the target speed of the input shaft. At time t.sub.4, the target transmission ratio step G2 is engaged in the main gearing. Subsequently, the separating clutch TK is re-engaged, and the power of the drive motor is increased. When the transmission is upshifted from second to fourth gear, only a change of the transmission ratio step of the main gearing occurs, while the transmission ratio step of the front-mounted group and the transmission ratio step of the range group are not changed.

[0048] The shifting sequence described above is repeated for upshifting from fourth gear to sixth gear and from eighth gear to tenth gear, wherein the actual transmission ratio step G2 is disengaged in the main gearing at time t.sub.7, and the target transmission ratio step G3 is engaged at time t.sub.8, and the actual transmission ratio step G1 is disengaged at time t.sub.15, and the target transmission ratio step G2 is engaged at time t.sub.16. The sixth gear is configured as a direct gear. Thus, when upshifting from fourth gear to sixth gear and from eighth gear to tenth gear, only one transmission ratio step of the main gearing is changed, while the transmission ratio step of the front-mounted group and the transmission ratio step of the range group are not changed.

[0049] The gear changes described above can thus be performed at nearly identical shifting times.

[0050] When upshifting from sixth gear to eighth gear, which occurs at time t.sub.10 to t.sub.13, in contrast, the transmission ratio steps of the range group are also changed, in addition to the transmission ratio step of the main gearing. Only the transmission ratio step of the front-mounted group is maintained. It can be seen from the characteristic curves of the gear shifting sequences that the shifting times for performing the gear change take proportionally longer when transmission ratio steps are changed in two groups of the auxiliary transmission for a gear change.

[0051] FIG. 4 shows a block diagram of a control device 1, which is configured for performing the process described above. For this purpose, the control device 1 has at least one receiving interface 2, which is configured for receiving at least one signal T, which indicates the transmission fluid temperature, or from which the transmission fluid temperature can be determined, one signal FW, which indicates the current driving resistance, or from which the current driving resistance can be determined, one signal V.sub.FZG, which indicates the vehicle speed, or from which the vehicle speed can be determined, one signal XF, which indicates the driver input, or from which the driver input can be determined, and signals Y corresponding to projection data.

[0052] The transmission fluid temperature T can be determined, for example, by means of a temperature sensor, while the driver input FW can be determined via position or movement sensors disposed on the accelerator pedal.

[0053] The control device 1 also has an evaluation unit 3, for evaluating the received input signals, and the data of the received input signals, respectively. Based on the received input signals, or the data of the received input signals, the control device 1 first determines a currently existing driving or operating situation. Depending on the determined driving or operating situation, the control device 1 subsequently determines whether a gear change in the auxiliary transmission is acceptable while maintaining the transmission ration step currently engaged in the front-mounted group. If it is possible to for a gear change to take place in the auxiliary transmission while maintaining the transmission ratio step currently engaged in the front-mounted group, then the gear change in the auxiliary transmission is performed without actuation of the shifting elements in the front-mounted group. For this purpose, the control device 1 transmits control signals to drive train components 5 via a transmission interface 4, in order to engage transmission ratio steps of the auxiliary transmission that are necessary for the implementation of the setpoint gear.

[0054] The control device 1 can be designed, by way of example, as a central control unit or as a transmission control unit. The aforementioned signals are only to be regarded as exemplary, and not in a manner limiting to the invention. The detected input signals and the transmitted control signals can be transmitted via a vehicle bus, e.g. via a CAN bus.

REFERENCE SYMBOLS

[0055] AM drive motor [0056] TK separating clutch [0057] VG front-mounted group, splitter group [0058] SV shifting package (VG), direct clutch [0059] K1 (first) transmission ratio step (VG) [0060] K2 (second) transmission ratio step (VG) [0061] HG main gearing [0062] G1 (first) transmission ratio step (HG) [0063] G2 (second) transmission ratio step (HG) [0064] G3 (third) transmission ratio step (HG) [0065] R reverse transmission ratio step (HG) [0066] S1/R shifting package (HG) [0067] S2/3 shifting package (HG) [0068] BG range group [0069] SB shifting package (BG) [0070] L slow driving stage (BG) [0071] S fast driving stage (BG) [0072] PH ring gear (BG) [0073] PS sun gear (BG) [0074] PT planet carrier (BG) [0075] W1 input shaft [0076] W2 main shaft [0077] W3a countershaft [0078] W3b countershaft [0079] W4 output shaft [0080] 1 control device [0081] 2 receiving interface [0082] 3 evaluation unit [0083] 4 transmitter interface [0084] 5 drive train components