Transmission control system and method for compensating roadway changes in a transmission control system of an automatic vehicle transmission

Abstract

A method for compensating roadway changes in a transmission control system of an automatic vehicle transmission, according to which each change in the roadway is recognized and compensated. Also disclosed is a transmission control system of an automatic vehicle transmission, particularly for carrying out the inventive method, comprising at least one device for detecting and compensating changes in the roadway.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS [0001] This application is filed under 35 U.S.C. §120 and §365(c) as a continuation of International Patent Application PCT / DE03 / 01200, filed Apr. 10, 2003, which application is incorporated herein by reference. This application also claims priority of German Patent Applications 102 15 715.4, filed Apr. 10, 2002, 102 19 255.3, filed April 30, 2002, and 102 52 409.2 filed Nov. 12, 2002, which applications are incorporated herein by reference. FIELD OF THE INVENTION [0002] The present invention relates to a transmission control system and method for compensating closed-loop control changes in a transmission control system of an automatic vehicle transmission. BACKGROUND OF THE INVENTION [0003] It has been shown that, especially in an automated shift transmission, the transmission motors, such as the select and shift motors, are driven in different operating modes, for example, position-controlled or speed-controlled mode. The regulations for thi...

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Benefits of technology

[0006] In order to prevent negative effects of closed-loop control changes, a model-assisted strategy for compensating closed-loop control changes may be provided according to the invention presented here that in an advantageous way makes it unnecessary for the control parameters and force requirements implemented in the control software to be adapted when said strategy is employed.

[0020] Within the context of an advantageous variant of the present invention, an online identification for the model of each transmission motor may be provided in particular with a robust fault recognition of the incremental position measurement.

[0033] The same effect is present if transmission motors are used that are at the outermost limits of the manufacturing tolerances, because the determination of model parameters is carried out on the basis of a standardized transmission motor under normal operating conditions. Resulting from this is the requirement that the model parameters must be adapted to the real closed-loop response characteristic present for each of the transmission actuating mechanism. In this way, a long-term robust fault recognition of the incremental position measurement can be realized.

[0034] In an implementation of the proposed strategy, a time window may preferably be provided for the identification. An identification can be carried out, on the one hand, if there is a constant excitation of the system that is supplying current to the motors, and, on the other hand, the identification can be carried out if the movement of the transmission actuating mechanism runs freely in the shift gate. Therefore, the identification should be limited in time during a shift, because, for example, no free-running movement of the motors during the synchronization, and therefore the result of an identification could be distorted. Therefore, the provision of a time window during the identification is especially advantageous. It is also possible to carry out the implementation in another way.

[0046] Therefore it is now possible using the known values of motor voltage U and motor speed n to estimate current strength I via the method of the invention. In this way, the current peaks can be detected accordingly and a correspondingly strong load of the vehicle electrical system is compensated so that no light flickering can occur in headlights or tachometer lighting.

Problems solved by technology

In particular, investigations on a test stand and on the vehicles have shown, however, that a changed closed-loop response characteristic can cause discomfort and in unfavorable cases even malfunction or failure of the transmission actuator mechanism.

Other causes include the wear and aging of the motors over the entire service life or also temporary temperature effects.

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