GB2536704A - Method and system for operating a car in a sailing mode - Google Patents

Method and system for operating a car in a sailing mode Download PDF

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Publication number
GB2536704A
GB2536704A GB1505233.5A GB201505233A GB2536704A GB 2536704 A GB2536704 A GB 2536704A GB 201505233 A GB201505233 A GB 201505233A GB 2536704 A GB2536704 A GB 2536704A
Authority
GB
United Kingdom
Prior art keywords
transmission
clutch
combustion engine
gear
speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
GB1505233.5A
Other versions
GB201505233D0 (en
Inventor
Brunetti Gianmarco
Rubsam Christian
Ramminger Peter
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GM Global Technology Operations LLC
Original Assignee
GM Global Technology Operations LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by GM Global Technology Operations LLC filed Critical GM Global Technology Operations LLC
Priority to GB1505233.5A priority Critical patent/GB2536704A/en
Publication of GB201505233D0 publication Critical patent/GB201505233D0/en
Priority to DE102016003458.0A priority patent/DE102016003458A1/en
Priority to CN201610380224.9A priority patent/CN106004877A/en
Publication of GB2536704A publication Critical patent/GB2536704A/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/42—Input shaft speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Transmission Device (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A car with a transmission 31-38, a driven wheel 40 coupled to transmission 31-38, a combustion engine 10 and a clutch 20 for coupling transmission 31-38 and engine 10 has a sailing mode where, if an input speed n31 of transmission 31-38 is less than a predetermined threshold nmin,1, nmin,2 then clutch 20 is automatically engaged and/or engine 10 is run and/or a signal is given to select a predetermined gear. Typically, nmin,2 is smaller than nmin,1, with a signal given to select a gear if the transmission input speed is less than the higher threshold nmin,1 and with clutch 20 engaged and/or engine 10 run if the transmission input speed is less than nmin,2. Sailing mode may be ended if clutch 20 is engaged or engine 10 run, and automatic speed control may start once sailing mode ends.

Description

S Method and system for operating a car in a sailing mode
Description
The present invention refers to a method for operating a car in a sailing mode, a system for operating a car in a sailing mode, in particular to carry out the method, and a car, in particular a passenger car, comprising such system.
From internal practice, it is known to automatically disengage an electrically operated clutch while cruising, the clutch coupling a combustion engine and a manual transmission of a car, in order to reduce fuel consumption. Likewise it is known from internal practice to automatically shut off the combustion engine while cruising, in particular when the clutch is disengaged or no gear of the transmission is engaged, i.e. the transmission is in neutral.
In such sailing modes a speed of an input shaft of the transmission can overly slow down, in particular drop to essentially zero although the car still travels at significant speed, for example if the transmission is in neutral state and/or the input shaft is decelerated by the combustion engine standing still.
If in such situation the driver engages a low gear, synchronizing means of the transmission may be stressed which have to compensate for a speed difference between a low speed of the decelerated input shaft and a high speed of a gear wheel thereon coupled to driven wheels of the travelling car by a large transmission ratio or -in another transmission -to compensate for a speed difference between a low speed of a gear wheel coupled to the decelerated input shaft and a high speed of an output shaft coupled to driven wheels of the travelling car.
In a sailing mode the driver might continue to sail with a gear being engaged, the clutch being disengaged and the combustion engine being shut off. Also in such scenario a speed of the input shaft can overly slow down, in particular drop to a speed below an combustion engine idle speed, for example around 700 rpm. The driver then may tip in to exit sailing mode and request propulsion to the vehicle by the combustion engine. As the speed of the input shaft could be lower than the combustion engine idle speed, synchronizing speeds at the two sides of the clutch might require a significant effort, consumption of friction material and/or could compromise ride comfort.
Therefore one object of the present invention is to improve operating a car.
Said object is solved in particular by the feature combination of present claim 1. Claim 8 refers to according means, claim 15 to an according car, in particular passenger 10 car, sub-claims refer to advantageous embodiments.
According to one aspect of the present invention a car comprises a transmission, one or more driven wheels coupled, in particular permanently, to said transmission, in particular one or more output shafts thereof, a combustion engine and a clutch for coupling the transmission, in particular an input shaft thereof, and the combustion engine, in particular an output shaft thereof, with one another.
According to an embodiment the transmission comprises an input shaft for coupling with the combustion engine by the clutch and at least one output shaft coupled to the driven wheel(s), in particular in alignment with or parallel to the input shaft. An input speed of the transmission may in particular be a speed, in particular a revolute or rotating speed, of the input shaft of the transmission.
According to an embodiment the transmission is a manual transmission with at least two, preferably at least four and in particular at least five forward gears with different transmission ratios, wherein a gear constituting a larger transmission ratio of a speed of the input shaft divided by a speed of the output shaft of the transmission is called a lower gear as usual. For example a first gear constitutes a larger transmission ratio than a second gear.
According to an embodiment the gears are engagable or engaged respectively by manually actuating a shift input, in particular a shift lever. According to an embodiment the transmission is operated mechanically or electrically.
According to an embodiment the transmission comprises two or more, in particular at least four or five, different gear wheels positioned on the input shaft which can be selectively coupled to the input shaft by a synchronizing means Said gear wheels may, in particular permanently, cog or interact respectively with corresponding different gear wheels rotationally fixed to a countershaft which may be coupled to the output shaft of the transmission, in particular by another set of gear wheels. Alternatively the wheels of the input shaft may, in particular permanently, cog or interact respectively with corresponding different gear wheels rotationally fixed to the output shaft itself. Thus, by selectively coupling different of the gear wheels on the input shaft to said shaft by the synchronizing means, alternatively different gears can be engaged constituting different transmission ratios.
According to another embodiment the transmission comprises two or more, in particular at least four or five, different gear wheels positioned on one or more output shafts which can be selectively coupled to the respective output shaft by a synchronizing means. Said gear wheels may, in particular permanently, cog or interact respectively with corresponding different gear wheels rotationally fixed to the input shaft of the transmission. Thus, by selectively coupling different of the gear wheels on the respective output shaft to said shaft by the synchronizing means, alternatively different gears can be engaged constituting different transmission ratios.
The transmission is said to be in neutral in particular if no gear of the transmission is engaged and/or the input and output shaft of the transmission are disconnected from one another.
According to an embodiment the clutch is electrically operated, i.e. an electrically operated clutch, in particular electromagnetically (in particular an "e-clutch" or "EM").
According to one aspect of the present invention in a sailing mode automatically information to engage a predetermined gear is signalized, in particular visually, acoustically and/or haptic, in particular to the driver, if it is determined that an input speed of the transmission is smaller or lower respectively than a predetermined threshold.
The predetermined gear may be determined based on a currently engaged gear. In particular the gear one or more steps or numbers below the currently engaged gear may be determined as the predetermined gear. For example if a sixth gear is currently engaged, a fifth or fourth gear may be determined as the predetermined gear by reducing six by one or two respectively. Thus, according to one embodiment the predetermined gear is a lower gear than a currently engaged gear, in particular a next-lower gear.
The predetermined gear may also be determined based on a current speed of the car or the output shaft of the transmission, in particular when no gear is engaged, i.e. the transmission is in neutral. For example if the car's speed is between 40 km/h and 45 km/h, a fifth gear may be determined as the predetermined gear, while a fourth gear may be determined as the predetermined gear if the car's speed is between 35 km/h and 40 km/h. In one embodiment the predetermined gear is a lower gear if the car's speed is a lower speed.
By engaging the signalized lower gear, the input shaft in one embodiment will be accelerated by the driven wheel(s) of the travelling car, thus reducing possible stress of a synchronizing means due to an overly speed difference between the input shaft and a gear wheel thereon or between an output shaft and a gear wheel thereon respectively. Thus, according to one embodiment, a sailing mode time or period respectively can advantageously be enlarged.
According to another aspect of the present invention in a sailing mode automatically the clutch is engaged, in particular the disengaged clutch is re-engaged or the engaged clutch is maintained engaged, and/or the combustion engine is run, in particular the non-running combustion engine is cranked or the running combustion engine is maintained running, if it is determined that an input speed of the transmission is smaller or lower respectively than the same or another predetermined threshold.
Running the combustion engine, in particular cranking the non-running combustion engine, can in one embodiment accelerate the input shaft of the transmission, either by drag torque if the clutch is disengaged or -even more -directly by the (re)engaged clutch. Such accelerating can in one embodiment advantageously reduce possible stress of a synchronizing means due to a large speed difference between the input shaft and a gear wheel thereon or between an output shaft and a gear wheel thereon respectively.
Also engaging the clutch, in particular re-engaging the disengaged clutch, can in one embodiment advantageously reduce possible stress of a synchronizing means.
In particular, as explained above, coupling the input shaft to the running combustion engine by engaging the clutch can in one embodiment accelerate the input shaft directly.
S
Additionally or alternatively, with the combustion engine running or not running, engaging the clutch can in one embodiment advantageously terminate the sailing mode before the speed of the input shaft becomes so low that engaging a lower gear would possibly (over)stress the synchronizing means.
In particular, if a gear is engaged in sailing mode, (re-)engaging the clutch will slow down the car coupled to the combustion engine (again), thus giving the driver a direct signal to shift down as it is familiar from conventional manual transmissions. Therefore, according to one embodiment the driver advantageously does not need to adapt his or her driving style to the sailing mode.
Additionally or alternatively, (re-)engaging the clutch if it is determined that an input speed of the transmission is smaller than a predetermined threshold can also in one embodiment advantageously avoid staling or killing the combustion engine.
In particular it has been found that it is more likely for the driver to shift into an inadequately low gear (and thereby possibly (over)stressing synchronizing means) out of neutral than out of a higher gear in sailing mode. Since shifting into neutral will in one embodiment decrease the speed of the input shaft not driven by the driven wheel(s) of the car any more, such shifting into neutral and thereby increasing the likelihood of subsequent shifting into an inadequately low gear, thereby possibly (over)stressing synchronizing means can in one embodiment be detected by determining that an input speed of the transmission is smaller than a predetermined threshold. Thus (re-)engaging the clutch and thereby terminating the sailing mode in such case can in one embodiment advantageously reduce the likelihood of subsequent shifting into an inadequately low gear and thereby possible (over)stressing synchronizing means.
According to an embodiment, the sailing mode may be maintained if or while the clutch is engaged and the combustion engine is run while the transmission is in neutral: if it is determined that the input speed of the transmission is smaller than the predetermined threshold while sailing in neutral, in particular with the combustion engine being shut off, according to one embodiment the combustion engine is cranked by a starter and the clutch is engaged, in particular after cranking the combustion engine. Thus, the input shaft of the transmission is driven at the idle speed of the combustion engine now running. This state may be maintained as "idle sailing" since the risk of overstressing synchronizing means is limited.
Both aspects explained above can be implemented separately or together. Accordingly, in an embodiment automatically the information to engage a predetermined gear is signalized if it is determined that the input speed of the transmission is smaller than a first predetermined threshold and the clutch is engaged and/or the combustion engine is run if it is determined that the input speed of the transmission is smaller than a second predetermined threshold which is smaller or lower respectively than the first predetermined threshold.
In this way, according to one embodiment the driver advantageously is advised to downshift in order to prolong a sailing mode time or period respectively well before the sailing mode is terminated by engaging the clutch and/or running the engine.
According to an embodiment, the predetermined threshold, in particular the first and/or second predetermined threshold, may deviate from an idle speed of the combustion engine not more than 10%, in particular 5%. This can in particular optimize the sailing mode time or period respectively and/or be advantageous for idle sailing. According to another embodiment, the predetermined threshold, in particular the first and/or second predetermined threshold, may deviate from an idle speed of the combustion engine by at least 15%, in particular at least 20%. This can in particular reduce the likelihood of (over)stressing the synchronizing means. Preferably, the predetermined threshold is larger or lower than or equal to the idle speed of the combustion engine. Additionally or alternatively, the first and second predetermined threshold may deviate from one another not more than 10%, in particular 5% according to an embodiment. This can optimize the sailing mode time or period respectively. According to another embodiment, the first and second predetermined threshold may deviate from one another by at least 15%, in particular at least 20%. This can prolong the time to react to the information.
According to an embodiment the combustion engine is run, in particular the non-running combustion engine is cranked, by engaging the clutch. In particular if a gear is engaged, engaging the clutch can advantageously crank the combustion engine by the kinetic energy of the travelling car. Additionally or alternatively the combustion engine may be run, in particular the non-running combustion engine bay be cranked, by a starter, in particular while sailing in neutral before engaging the clutch due to the input speed being smaller than a predetermined threshold.
According to an embodiment, running the combustion engine, in particular cranking the non-running combustion engine, is alternatively or selectively respectively executed by either engaging the clutch or by the starter depending on a speed of the car and/or an engaged gear of the transmission. In particular, if a speed of the car exceeds a predetermined threshold which may decrease with the number or increase with the transmission ratio of the engaged gear, i.e. be lower for a fifth gear than for a sixth gear, the combustion engine is run, in particular cranked, by engaging the clutch according to an embodiment since this will put sufficient torque to the input shaft of the transmission and to the combustion engine. Accordingly, if a speed of the car is determined to be below such predetermined threshold, the combustion engine is run, in particular cranked, by the starter according to an embodiment since it is determined that engaging the clutch will not put sufficient torque to the input shaft of the transmission and to the combustion engine.
According to one embodiment, cranking the non-running combustion engine is executed by the starter if the transmission is in neutral.
According to an embodiment, the sailing mode is terminated if the clutch is engaged and/or the combustion engine is run, in particular due to determining that an input speed of the transmission is smaller than a predetermined (second) threshold. When the sailing mode is terminated, an automatic speed control of the car can be activated or started respectively, in particular to maintain the speed of the car at which the sailing mode was terminated. According to another embodiment, the sailing mode is maintained if the clutch is engaged and the combustion engine is run, in particular due to determining that an input speed of the transmission is smaller than a predetermined (second) threshold, if the transmission is in neutral so as to maintain idle sailing. If it is determined that the driver starts to engage a gear out of neutral, the clutch may automatically be disengaged to allow such shifting.
According to an embodiment the clutch is disengaged and/or the combustion engine is shut off or down respectively while the car is travelling if the sailing mode is started, in particular depending on a speed input, in particular an accelerator pedal stroke.
As comes clear from the foregoing, a sailing mode may be characterized in that the car is travelling, in particular forward and/or at least at a minimal speed, and the clutch is, in particular automatically, preferably depending on the speed input, disengaged.
Additionally or alternatively the sailing mode may be characterized in that the car is travelling, in particular forward and/or at least at a minimal speed, and the combustion engine is, in particular automatically, preferably depending on the speed input, shut off or non-running respectively. A sailing mode may also be characterized in that the transmission is in neutral, in particular with the clutch engaged or disengaged. In another embodiment the a sailing mode may be characterized in that a forward gear different from neutral is engaged. A shut off or non-running combustion engine is not provided with fuel and/or ignition according to one embodiment while an output shaft of the engine may stand still or idle, in particular when the clutch is engaged.
According to one aspect of the present invention, a system for operating a car with a transmission, at least one driven wheel coupled to said transmission, a combustion engine and a clutch for coupling the transmission and the combustion engine, comprises means for determining that an input speed of the transmission is smaller than a predetermined threshold and at least one of means for automatically engaging the clutch if it is determined that the input speed of the transmission is smaller than a predetermined threshold, means for automatically running the combustion engine if it is determined that the input speed of the transmission is smaller than a predetermined threshold, in particular before automatically engaging the clutch, and means for automatically signalizing information to engage a predetermined gear if it is determined that the input speed of the transmission is smaller than a predetermined threshold.
According to an embodiment said means according to one aspect of the present invention comprise means for engaging the clutch and/or a starter.
Additionally or alternatively said means according to one aspect of the present invention comprise means for automatically signalizing information to engage a predetermined gear if it is determined that the input speed of the transmission is smaller than a first predetermined threshold and means for automatically engaging the clutch and/or running the combustion engine if it is determined that the input speed of the transmission is smaller than a second predetermined threshold which is smaller than the first predetermined threshold.
Additionally or alternatively said means according to one aspect of the present invention comprise means for terminating the sailing mode if the clutch is engaged and/or the combustion engine is run. Said means additionally or alternatively may comprise means for maintaining the sailing mode if the clutch is engaged, the combustion engine is run and the transmission is in neutral ("idle sailing"). Said means may further comprise means for determining that the driver starts to engage a gear out of neutral and means for automatically disengaging the clutch if it is determined that the driver starts to engage a gear out of neutral.
According to one embodiment, the means may comprise means for firstly cranking the combustion engine by the starter, afterwards automatically engaging the clutch, and maintaining the sailing mode if it is determined that the input speed of the transmission is smaller than the predetermined threshold while sailing in neutral.
Additionally or alternatively said means according to one aspect of the present invention comprise means for starting automatic speed control if the sailing mode is terminated.
Additionally or alternatively said means according to one aspect of the present invention comprise means for disengaging the clutch and/or shutting off the combustion engine while the car is travelling if the sailing mode is started, in particular depending on a speed input.
Means according to one aspect of the present invention may be implemented by software, in particular a computer program or computer program module, and/or hardware, in particular a computer or central processing unit which is disposed to carry out a method described herein, one or more sensors and/or actors communicating with, in particular controlled by, said computer or central processing unit, or a computer program product, in particular a data carrier and a data storage device respectively, comprising program code which implements a method described herein when running on a computer or central processing unit. The computer program or computer program module may be stored on the data carrier and the data storage device respectively in particular in a non-volatile way.
Said means in particular may be implemented in an apparatus, and in particular in a controller and/or a driver assistance device.
The System may also be understood as comprising means in terms of function module architecture that is to be realized or implemented by the computer program or computer program module.
According to one aspect of the present invention a car, in particular passenger car, comprises a transmission, at least one driven wheel coupled to said transmission, a combustion engine, a clutch for coupling the transmission and the combustion engine, and a system with means as described herein. According to one aspect of the present invention the means described herein are configured to carry out a method as described herein.
Further features of the present invention are disclosed in the sub-claims and the following description of preferred embociments. Thereto it is shown, partially schematically, in: Fig. 1 a car according to an embodiment of the present invention; Fig. 2 an input speed of a transmission of the car with respect to a car's speed; and Fig. 3 a method according to an embodiment of the present invention, the method being implemented by a computer program or a computer program module.
Fig. 1 shows a car according to an embodiment of the present invention comprising a manual transmission 31-38, two driven wheels 40 coupled to said transmission 31-38, a combustion engine 10, an electrically operated clutch 20 for coupling the transmission 31-38 and the combustion engine 10 with one another and a means for carrying out a method according to an embodiment of the present invention described with respect to Fig. 2, 3 in the form of a computer or ECU 50 communicating with the combustion engine 10, the electrically operated clutch 20 and a sensor determining an input speed nal of the transmission 31-38.
The transmission comprises an input shaft 31 for coupling with the combustion engine 10 by the clutch 20, which rotates at the input speed n31, and an output shaft 38 coupled to the driven wheels 40 in alignment with the input shaft 31. The transmission comprises six forward gears with different transmission ratios, wherein a fifth and sixth or highest gear are shown for sake of example.
The fifth gear is constituted by a gear wheel 32 which can be coupled to the input shaft 31 by a synchronizing means 34 and cogs with a gear wheel 35 fixed to a countershaft 37 which is coupled to the output shaft 38 of the transmission by another set of gear wheels. Likewise the sixth gear is constituted by a gear wheel 33 which can be coupled to the input shaft 31 by the synchronizing means 34 alternatively to the gear wheel 32 of fifth gear and cogs with a gear wheel 36 fixed to the countershaft 37.
The sketched transmission 31-38 is to be understood as one exemplary embodiment only. In another embodiment not shown the shaft 37 may constitute an input shaft with gear wheels 35, 36 fixed thereto. Said input shaft 37 then may be selectively coupled to the combustion engine 10 by clutch 20. In such embodiment shaft 31 then constitutes one (of possibly two) output shaft(s) which may directly coupled to a differential gear indicated by a circle in Fig. 1. Shaft 38 does not exist in such embodiment or is integral with shaft 31.
With respect to Fig. 2, 3 a method according to an embodiment of the present invention is described in further detail which is carried out by ECU 50.
At point of time to (see Fig. 2) the car is travelling in sixth gear (indicated by "VI" in Fig. 2) when a sailing mode is started by the ECU 50 depending on an accelerator pedal stroke (not shown). Since sailing or a sailing mode as such as referred to in the present invention is well known, it is not explained in further detail here. In the sailing mode clutch 20 is disengaged and combustion engine 10 is shut off.
The sixth gear remains engaged, i.e. gear wheel 33 maintains coupled to input shaft wheel 31 by synchronizing means 34 in sailing mode. As the car speed v decreases due to aerodynamic resistance, friction and the like, also input speed n31 of input shaft 31 decreases as it is indicated by a thick line and a right arrow in Fig. 2.
As input speed n31 decreases there increases a danger if the driver downshifts to a quite low gear, for example a first or second gear. Gear wheels of such low gears which can be selectively coupled to input shaft 31 by synchronizing means 34 as it has been described for the sake of example with respect to fifth and sixth gear's gear wheels 32, 33 may still rotate with high speed due to the coupling with driven wheels 40 by large transmission ratios. Thus synchronizing means 34 had to compensate for a large speed difference between such fast rotating gear wheels and the decreased input speed n31 of input shaft 31. In the alternative embodiment where shaft 31 constitutes an output shaft while shaft 37 constitutes an input shaft (shaft 38 being omitted or integral with shaft 31 and the transmission turned 180° in Fig. 1), synchronizing means 34 had to compensate for a large speed difference between output shaft 31 and a gear wheel of such low gear coupled to input speed n31.
In order to avoid possible (over)stress of synchronizing means 34, ECU 50 carries out the following method according to an embodiment of the present invention.
In a step S10 it is determined whether the car is in a sailing mode or not. If not in sailing mode (SW: "N"), the method returns to step S10 until in sailing mode. Being in sailing mode or not may be indicated by a flag or the like in one embodiment.
If in sailing mode (S10: "Y"), the method proceeds with step S20. In step 520 it is determined whether the input speed n31 is smaller than a predetermined second threshold non. 2.
If it is determined that the input speed n31 is not smaller than the predetermined second threshold nmr, 2 (520: "N"), the method proceeds with step S40.
In step 540 it is determined whether the input speed n31 is smaller than a predetermined first threshold nm,.i which is larger or higher respectively than the predetermined second threshold nrnhi,2 as it is indicated in Fig. 2 by dashed and dot-dashed lines respectively.
If it is determined that the input speed n31 also is not smaller than the predetermined first threshold rimin, i (S40: "N"), the method retums to step 510.
If in step S40 it is determined that the input speed n3i is smaller than the predetermined first threshold nmin, (540: 1'2 the method proceeds with step 550.
In step 550 information to engage a predetermined gear is signalized. As can be seen in Fig. 2 the input speed n3i drops below the predetermined first threshold %lit, at point of time ti. Thus at this point of time information to engage the fifth gear (850: "VI") is signalized to the driver. Afterwards the method returns to step S10.
In the exemplary embodiment of Fig. 2, the driver reads thereon and downshifts to fifth gear (indicated by "V") at point of time it2 which is indicated by a thick line and an upright arrow in Fig. 2.
This accelerates the input shaft 31 and its input speed n31 as can be seen in Fig. 2 since now input shaft 31 is coupled to driven wheels 40 by the larger transmission ratio of the fifth gear. Thereby the sailing mode can be maintained well beyond t2.
As the car speed v further decreases due to aerodynamic resistance, friction and the like, also input speed n31 of input shaft 31 again decreases as it is indicated by a thick line and a left arrow in Fig. 2 from point of time t2.
Accordingly, in step S50 information to engage a predetermined gear is signalized as soon as input speed n31 again drops below the predetermined first threshold nmin. 1. The signalized predetermined gear may be a fourth gear as a next-lower gear to the currently engaged fifth gear or based on the current speed v of the car (not shown).
In the exemplary embodimen: of Fig. 2, the driver does not react thereon and does not downshift to fourth gear. Therefore, as the car speed v further decreases due to aerodynamic resistance, friction and the like, input speed n31 of input shaft 31 finally drops below the predetermined second threshold nmin,2 at point of time t3.
Accordingly, now In step 520 It is determined that the input speed n31 is smaller than the predetermined second threshold nmin,2 (820: "Y"). Therefore the method proceeds with step 830.
In step S30 ECU 50 re-engages disengaged clutch 20 electrically (830: "20 = "1") and cranks non-running combustion engine 10 (S30: "10 = "1-) altematively by either engaging clutch 20 or by actuating a starter (not shown) depending on the current speed v of the car and the engaged gear of transmission 31-38. In the exemplary embodiment of Fig. 2 speed v exceeds a threshold predetermined for the fifth gear. Therefore combustion engine 10 is cranked by engaging clutch 20 since this puts sufficient torque to the input shaft 31 of the transmission and to the combustion engine 10 coupled therewith.
Since the fifth gear is engaged, engaging clutch 20 slows down the car (not shown in Fig. 2), thus giving the driver a direct signal to shift further down as it is familiar from conventional manual transmissions. Therefore the driver advantageously does not need to adapt his driving style to the sailing mode.
In step S30 the sailing mode is terminated (830: "S = "0") and an automatic speed control of the car is activated in step 860 to hold the speed v(h) of the car at which the sailing mode was terminated. From said automatic speed control a sailing mode may be re-established (S10: "S = "1"").
As can be understood from the foregoing exemplary embodiment the driver is advised well in advance to downshift if an engaged gear is not longer adequate in a sailing mode (Fig. 2: ti; Fig. 3: 850). If he or she does not react thereon and the input speed n31 of the input shaft 31 drops below the second predetermined threshold nr,33,2 (Fig. 2: t3; Fig. 3: 820 Sr), the sailing mode is terminated with clutch 20 being re-engaged and combustion engine 10 being cranked either by the starter or engagement of clutch 20. Thus likelihood of a possible (over)stress of synchronizing means 34 due to compensating a large speed difference between the low input speed n31 of the input shaft 31 -decreased due to the engaged higher gear -and a high revolute speed of the gear wheel of a lower gear on input shaft 31 can be reduced.
The ECU 50 may include a digital central processing unit (CPU) or processor in communication with a memory system and an interface bus. Instead of an ECU, the system may have a different type of processor to provide the electronic logic, e.g. an embedded controller, an onboard computer, or any processing module that might be deployed in the vehicle. The CPU is configured to execute instructions stored as a program in the memory system, and send and receive signals to and from the interface bus. The memory system may include various storage types including optical storage, magnetic storage, solid state storage, and other non-volatile memory. The interface bus may be configured to send, receive, and modulate analog and/or digital signals to and from the various sensors and control devices. The program may embody the methods disclosed herein, allowing the CPU to execute the steps of such control methods.
The program stored in the memory system is transmitted from outside via a cable or in a wireless fashion. Outside the system it is normally visible as a computer program product, which is also called transient or non-transient computer readable medium or machine readable medium in the art, and which should be understood to be a computer program code residing on a carrier, the carrier preferably being either transitory or non-transitory in nature with the consequence that the computer program product can be regarded to be transitory or non-transitory in nature.
An example of a transitory computer program product is a signal, e.g. an electromagnetic signal such as an optical signal, which is a transitory carrier for the computer program code. Carrying such computer program code can be achieved by modulating the signal by a conventional modulation technique such as QPSK for digital data, such that binary data representing said computer program code is impressed on the transitory electromagnetic signal. Such signals are e.g. made use of when transmitting computer program code in a wireless fashion via a WiFi connection to a laptop.
In case of a non-transitory computer program product the computer program code is embodied in a tangible storage medium. The storage medium is then the non-transitory carrier mentioned above, such that the computer program code is permanently or non-permanently stored in a retrievable way in or on this storage medium. The storage medium can be of conventional type known in computer technology such as a flash memory, an Asic, a CD or the like.
While at least one exemplary embodiment has been presented in the foregoing summary and detailed description, it should be appreciated that a vast number of variations exist.
In particular, as already mentioned, the transmission may be structured differently, in particular in that shaft 37 constitutes an input shaft with gear wheels 35, 36 fixed thereto which may be selectively coupled to the combustion engine 10 by clutch 20, shaft 31 constitutes an output shaft which may directly coupled to a differential gear indicated by a circle in Fig. 1 while shaft 38 does not exist or is integral with shaft 31. In this case the synchronizing means 34 has to compensate for a speed difference between gear wheels like 32, 33 permanently coupled to the input shaft 37 by gear wheels like 35, 36 and the output shaft 31 permanently coupled to the driven wheels.
According to one alternative embodiment, in step S30 terminating the sailing mode ("S = "0"") may not be executed if the transmission is in neutral. Instead, after first cranking the combustion engine 10 by the starter (S30: "10 = "1"") and afterwards engaging the clutch 20 (S30: "20 = "1""), the sailing mode may be maintained (630: "S = "1"). When it is determined that the driver intends to shift into a gear out of neutral, the clutch 20 may the automatically be disengaged to allow for such shifting.
It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration in any way. Rather, the foregoing summary and detailed description will provide those skilled in the art with a convenient road map for implementing at least one exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope as set forth in the appended claims and their legal equivalents.
REFERENCE NUMBERS
combustion engine clutch 31 input shaft (transmission) 32/33 gear wheel of fifth/sixth gear on input shaft 34 synchronizing means 35/36 gear wheel of countershaft 37 countershaft 38 output shaft (transmission) driven wheel ECU (means for operating the car) nal input speed nmin, linmin, 2 first/second predetermined threshold v car speed 1. 2. 3. 4. 5. 6.

Claims (15)

  1. Claims A method for operating a car with a transmission (31-38), at least one driven wheel (40) coupled to said transmission (31-38), a combustion engine (10) and a clutch (20) for coupling the transmission (31-38) and the combustion engine (10), wherein in a sailing mode automatically the clutch (20) is engaged ($30) and/or the combustion engine (10) is run (830) and/or information to engage a predetermined gear is signalized (S50) if it is determined (820, 840) that an input speed (n31) of the transmission (31-38) is smaller than a predetermined threshold (nriun,,, n,,,,, 2).
  2. A method according to the preceding claim, wherein the combustion engine (10) is run by cranking (830) by engaging the clutch (20) or by a starter, in particular depending on a speed (v) of the car and/or an engaged gear of the transmission (31-38).
  3. A method according to one of the preceding claims, wherein the information to engage a predetermined gear is signalized (850) if it is determined (S40) that the input speed (n3i) of the transmission (31-38) is smaller than a first predetermined threshold (nron, i) and wherein the clutch (20) is engaged (830) and/or the combustion engine (10) is run (830) if it is determined (S20) that the input speed (n31) of the transmission (31-38) is smaller than a second predetermined threshold (nno,,2) which is smaller than the first predetermined threshold (nr313,1).
  4. A method according to one of the preceding claims, wherein the sailing mode is terminated (S30) if the clutch (20) is engaged and/or the combustion engine (10) is run and/or wherein the sailing mode is maintained if the clutch (20) is engaged and the combustion engine (10) is run and the transmission (31-38) is in neutral.
  5. A method according to the preceding claim, wherein automatic speed control is started (860) if the sailing mode is terminated.
  6. A method according to one of the preceding claims, wherein the clutch (20) is electrically operated.
  7. 7. A method according to one of the preceding claims, wherein the clutch (20) is disengaged and/or the combustion engine (10) is shut off while the car is travelling if the sailing mode is started (810), in particular depending on a speed input.
  8. 8. A system (50) for operating a car with a transmission (31-38), at least one driven wheel (40) coupled to said transmission (31-38), a combustion engine (10) and a clutch (20) for coupling the transmission (31-38) and the combustion engine (10), comprising: means (50) for determining that an input speed (n31) of the transmission (31-38) is In, 1, -min. 2,, smaller than a predetermined threshold (nrn n 1. and means (50) for automatically engaging the clutch (20) if it is determined that the input speed (n31) of the transmission (31-38) is smaller than a predetermined threshold (nmin, 2); and/or means (50) for automatically running the combustion engine (10) if it is determined that the input speed (n3r) of the transmission (31-38) is smaller than a predetermined threshold (nmk1.2); and/or means (50) for automatically signalizing information to engage a predetermined gear if it is determined that the input speed (n31) of the transmission (31-38) is smaller than a predetermined threshold (nmk,,i);
  9. 9. A system (50) according to the preceding claim, comprising means (50) for engaging the clutch (20) and/or a starter.
  10. 10. A system (50) according to one of the preceding claims, comprising means (50) for automatically signalizing information to engage a predetermined gear if it is determined that the input speed (n31) of the transmission (31-38) is smaller than a first predetermined threshold (nmin,r), and means (50) for automatically engaging the clutch (20) and/or running the combustion engine (10) if it is determined that the input speed (n31) of the transmission (31-38) is smaller than a second predetermined threshold (nmIn, 2, 1 which is smaller than the first predetermined threshold (nmm, 1).
  11. 11. A system (50) according to one of the preceding claims, comprising means (50) for terminating the sailing mode if the clutch (20) is engaged and/or the combustion engine (10) is run and/or means (50) for maintaining the sailing mode is if the clutch (20) is engaged and the combustion engine (10) is run and the transmission (31-38) is in neutral.
  12. 12.
  13. 13.
  14. 14.
  15. 15.A system (50) according to one of the preceding claims, comprising means (50) for starting automatic speed control if the sailing mode is terminated.A system (50) according to one of the preceding claims, wherein the clutch (20) is an electrically operated clutch.A system (50) according to one of the preceding claims, comprising means (50) for disengaging the clutch (20) and/or shutting off the combustion engine (10) while the car is travelling if the sailing mode is started, in particular depending on a speed input.A car, in particular passenger car, comprising a transmission (31-38), at least one driven wheel (40) coupled to said transmission (31-38), a combustion engine (10), a clutch (20) for coupling the transmission (31-38) and the combustion engine (10), and means (50) according to one of the preceding claims.
GB1505233.5A 2015-03-26 2015-03-26 Method and system for operating a car in a sailing mode Withdrawn GB2536704A (en)

Priority Applications (3)

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GB1505233.5A GB2536704A (en) 2015-03-26 2015-03-26 Method and system for operating a car in a sailing mode
DE102016003458.0A DE102016003458A1 (en) 2015-03-26 2016-03-23 Method and system for operating a motor vehicle in sailing mode
CN201610380224.9A CN106004877A (en) 2015-03-26 2016-03-25 Method and system for operating car in sailing mode

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GB1505233.5A GB2536704A (en) 2015-03-26 2015-03-26 Method and system for operating a car in a sailing mode

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DE102017203345A1 (en) 2017-03-01 2018-09-06 Zf Friedrichshafen Ag Method and control device for operating a motor vehicle
DE102018218854A1 (en) * 2018-11-06 2020-05-07 Zf Friedrichshafen Ag Method for controlling the operation of a drive train on the motor vehicle
CN112524231B (en) * 2020-11-27 2022-03-15 浙江吉利控股集团有限公司 Control method and control system for vehicle gearbox

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JP2010078124A (en) * 2008-09-29 2010-04-08 Nissan Motor Co Ltd Coasting travel control device for vehicle
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