DE10045892A1 - Control of starting and direction change for vehicles with automatic clutches, divides start-off and reversal phases into slipping and synchronization phases - Google Patents

Abstract

Start-off and reversal phases are divided into slipping- and synchronization phases. After clutch operation into the slipping phase, acceleration is increased. In the synchronization phase, acceleration is reduced in such a way that the clutch enters into synchronization with the maximum rate of change of acceleration, and minimal acceleration. An Independent claim is included for equipment carrying out the corresponding method.

Description

The invention relates to a method for starting and Change of direction regulation for vehicles with automated Coupling according to the preamble of claim 1. Im Within the scope of the invention, a device for through leadership of the process presented.

Starting and reversing is usually done with carried out by means of a pressure control. This often results in low comfort for the driver as there are bumps as well make high speeds noticeable.

The present invention is therefore based on the object based on specifying a method whose aim is comfort through a start-up and change of direction control for the driver to raise.

Here, the course of the vehicle acceleration be jump-free and do not exceed a maximum value ten, the engine speed not below a mini painting value should decrease.

In addition, the synchronization of the clutch should hardly be be noticeable.

In addition, a device for performing the Procedure are created.

This task is accomplished through the features of the patent spell 1 solved. Other designs and variants emerge from the subclaims.  

Accordingly, it is proposed the approach and direction change process in a sliding phase and a synchronization division phase, whereby after filling the clutch acceleration is built up in the sliding phase and abge the acceleration in the synchronization phase is built such that the clutch with maximum loading change in acceleration and minimal acceleration in the Synchronization point is performed.

By the predictive reduction of the invention Acceleration when approaching by the engine rotation number of predetermined final speeds, the system arrives bumpless in the clutch's state of adhesion.

The vehicle speed is here on a Trajectory led to the clutch in the locked state.

The following is the procedure with reference to the attached Drawing explained in more detail.

In this represent:

Fig. 1 is a schematic block diagram of the inventive method;

FIG. 2 shows a time-vehicle speed diagram for a starting process according to the invention; FIG.

Fig. 3 is a timing diagram of vehicle acceleration for a starting of the invention and

Fig. 4 is a time clutch differential speed diagram for a starting process according to the invention.

According to FIG. 1, the following functional units are required for the method according to the invention:

• - a monitoring and control unit,
• - a setpoint generator,
• - a clutch regulator and
• - a transmission.

The monitoring and control unit activated and in itializes the control unit, the setpoint generator and the clutch regulator.

The setpoint generator contains a double integrator, an acceleration change generator and a synchro nisierungsregler.

When starting or reversing is requested from the "normal state" the clutch is first after the State of the art filled. After filling the head Monitoring unit over the system in the sliding phase.

In the gliding phase the acceleration of the driving built up stuff, the generated by the double integrator Values are used.

The double integrator consists of two in a row switched initializable integer limited on both sides integrators. The first integrator receives one as the input value Change in acceleration and calculates the target from this acceleration of the vehicle. It is zero or the current initialized acceleration value and is at a Acceleration limited, resulting from comfort requirements results.  

The second integrator calculates from the target acceleration a target speed. He's going with the speed initialized and is geared to the maxi painting speed limited.

The double integrator receives the in the sliding phase Values for the acceleration change from one in the target value generator integrated acceleration change genera tor, where the acceleration change generator generated values depending on the condition of the engine and on the maximum possible change in acceleration are limited.

When the engine speed falls below a limit speed tet, or if a rapid drop in speed is detected then the change in acceleration is negative provides. At high speeds or when increasing the Speed is considered the greatest possible change in acceleration Value spent.

The acceleration change generator is in the frame a preferred embodiment on an RQV engine without Adapted CAN communication (Controller Area Network), the strives to keep the engine speed constant.

Those generated by the double integrator in the sliding phase Values for acceleration and speed are shown on a NEN clutch controller forwarded to the one to be set Clutch pressure from the difference between the setpoint and the actual value of the transmission output speed and the difference speed determined on the clutch.

According to the invention, the clutch controller can be configured as P-, PI- or PID controller.  

At the same time, the engine speed and the mo door speed change monitored and according to a characteristic field adjusted.

This acceleration built up in the sliding phase must be dismantled again before the vehicle's new end speed has reached. This will make driver comfort and increased occupants. For this purpose it becomes a calculated into the synchronization phase on.

In the synchronization phase, the double ink gets grier its input data from the synchronization controller, the has the task, taking into account the maximum acceleration and acceleration change values, the clutch with maximum change in acceleration and minimal loading lead acceleration to the synchronous point. Here should the differential acceleration when the synchronization point is reached tes zero to avoid jerking.

The maximum change in acceleration is converted to the clutch using the gear ratios. The target acceleration of the clutch differential speed is calculated from the measured clutch differential speed Δω and the maximum acceleration change Δ _max using the following formula:

There is a difference between the setpoint and the actual value value, the acceleration change setpoint of the Vehicle with a three-point controller or one changed the characteristic.

As in the sliding phase, those of double integration rer generated values used by the clutch controller to the clutch to set the optimal clutch pressure.

According to the invention, the sliding phase into the syn Chronization phase passed when the clutch diff speed is so low that at the current dif reference speed acceleration and the maximum difference speed acceleration change simultaneously with the Diffe speed acceleration becomes zero.

This is the case if the following condition occurs:

in which
Δ _max the _maximum permissible change in acceleration,
Δ _max the differential speed _acceleration and
Δω is the clutch differential speed.

Fig. 2 shows the variation of the vehicle speed during a starting process according to the invention. It is clear that no jerk occurs during the synchronization phase, the target speed being reached "gently".

The continuity in the course of the vehicle acceleration during the starting and reversing process and the increase in comfort for the driver is illustrated by the corresponding FIG. 3: When the target speed (see FIG. 2) is reached, the acceleration assumes the value zero. At the same time, according to FIG. 4, the clutch differential speed also assumes the value zero and goes into the clutch closed phase ", ie into the normal state, with an externally induced termination being possible at any time.

As a device for performing the method proposed using a monitoring and control unit a setpoint generator and a clutch controller bind, the setpoint generator accelerating change generator, a double integrator and one Includes synchronization controller.

Claims (7)

1.Procedure for starting and changing direction control for vehicles with an automated clutch, characterized in that the starting and changing direction process is divided into a sliding phase and a synchronization phase, the acceleration being built up in the sliding phase after filling the clutch and in the acceleration phase is reduced in such a way that the clutch is guided into the synchronizing point with a maximum acceleration change and minimum acceleration. 2. The method according to claim 1, characterized records that in the glide phase a double ink from the change in acceleration, the setpoints for the acceleration and the speed generated, being the double integrator with zero or the current acceleration initialization value and the current speed and the values for the change in acceleration of ei receives an acceleration change generator, being the same engine speed and engine speed change in good time monitored and adjusted according to a map and the values generated by the double integrator for Acceleration and speed on a clutch controller be forwarded such that the clutch controller the clutch pressure to be set. 3. The method according to claim 2, characterized in that the double integrator in the synchronization phase from a synchronization controller receives the values for the target acceleration of the clutch differential speed, the target acceleration according to the equation
results from the measured clutch differential speed Δω and the maximum acceleration change Δ _max . 4. The method according to claim 3, characterized indicates that the acceleration change should value of the synchronization controller by means of a three point controller or a characteristic curve is changed if a difference between the target and actual value for the acceleration Inclination change value results. 5. The method according to any one of the preceding claims, characterized in that the transition from the sliding phase to the synchronization phase Time takes place at which the clutch differential rotation number is so small that it is at the current difference speed acceleration and the maximum differential speed change in acceleration simultaneously with the differential rotation acceleration becomes zero. 6. The method according to any one of claims 2 to 5, characterized characterized that the accelerator change generator generated values from the state of the Motors are dependent and on the highest possible acceleration change are limited.   7. Device for carrying out the method one of claims 1 to 6, characterized records that they are a surveillance and tax unit with a setpoint generator and a clutch regulator ler contains, the setpoint generator an acceleration change generator, a double integrator and one Includes synchronization controller.