DE102013213471A1 - motor vehicle - Google Patents

Abstract

The invention relates to a motor vehicle with a drive motor, a gearbox, a clutch in the drive train between the drive motor and the gearbox and with a device for the automated actuation of the clutch, a gear or a neutral position in the gearbox being insertable by means of a gearbox actuator, the clutch being disengageable when the transmission is in neutral.

Description

The invention relates to a motor vehicle with a drive motor, a transmission, a clutch and a device for automated actuation of a clutch, in particular according to the preamble of claim 1, and a control method for such a motor vehicle.

In automobiles automated transmissions with automated clutch are known. In this case, the clutch is actuated by means of a device for actuating the clutch when a gear change is to be performed. The gear change is controlled by means of a device for actuating the transmission. It is determined based on vehicle data such as speed, wheel speed, engine speed, an actuation signal of the vehicle brake and / or an actuation signal of the fuel meter and other signals of the gear to be engaged in the transmission, which is to insert and connect this gear in the transmission below previously disengaged from the clutch automatically.

In motor vehicles with automatically operable clutch and automatically operable transmission, a mode of operation of the so-called sailing is known in which at a cruising speed of the motor vehicle in overrun without actuation of the brake pedal and without actuation of the fuel meter, also called accelerator pedal, the clutch is opened so that the Engine drag does not unnecessarily slow down the rolling process of the motor vehicle. Such vehicles are for example by the DE 102 21 701 A1 known. The so-called sail mode of operation is activated when the vehicle speed is greater than zero and the engine speed is substantially at the level of idle speed. This achieves a certain fuel saving effect. In the phases of sailing in addition to the reduction by the drag torque and the vehicle engine can be switched off, so that the idle consumption can be avoided.

In these operating situations of sailing, the vehicle rolls and slows due to the rolling and wind resistance. After falling below a limit speed compared to the speed before the initiation of the sail operating mode or after actuation of the fuel metering member, the clutch is engaged again and the vehicle is accelerated again. If the vehicle engine has also been parked in the sailing operation phase, the vehicle engine would also have to be started again beforehand.

However, in motor vehicles with only automated actuation of the clutch but with manual actuation of the transmission disengagement of the clutch can be problematic because the transmission is not necessarily switched by the manual operation in a proper after the sailing phase gear, so that an engagement of the clutch cause may cause the engine to either slow down and die off or become too high-revving and over-revving.

However, it is also desirable in motor vehicles with manually shiftable transmission that the fuel consumption is further reduced.

It is therefore the object of the invention to provide a motor vehicle with a drive motor, a transmission, a clutch and a device for automated actuation of a clutch, which is further improved in terms of fuel consumption. It is also the task to create a related tax procedure.

This object to the transmission is achieved by a transmission with the features of claim 1.

An embodiment of the invention provides a motor vehicle, with a drive motor, a transmission, a clutch in the drive train between the drive motor and transmission and with a device for automated operation of the clutch, wherein a gear or a neutral position in the transmission by means of a transmission operating means can be inserted The clutch can be disengaged when the neutral position is engaged in the transmission. This so-called sailing phase is controlled in particular when the vehicle speed is not equal to zero and the engine speed substantially corresponds to the idling speed.

It is useful if, after disengaging the clutch, the drive motor is automatically switched off. As a result, a greater fuel saving is realized than only with the reduction of the drag torque, because the drive motor has a fuel consumption even at idle speed, which is avoidable in these operating phases.

It is also expedient if a disengagement of the clutch and / or a shutdown of the drive motor can be carried out, if there continues to be no actuation of a vehicle brake and / or no actuation of a fuel metering member. By not operating the brake and the fuel meter, the vehicle is signaled by the driving style that a fuel-efficient driving is desired and therefore the sail function can be activated.

Furthermore, it is advantageous if an indication is given if, for reasons of fuel economy and / or the present operating situation, a sailing phase with the clutch disengaged and / or the drive motor switched off would be favorable. The display is preferably by a lighting of a light signal and / or a display of text etc. In this case, information by means of a display in the instrument cluster, in the display or screen of the navigation or information or infotainment system and / or via a head -up display done. Also, a textual display can be supported by a voice output or alternatively be displayed acoustically.

It is also expedient if there is an indication of a target gear, in which the transmission should preferably be switched before or at the end of a sailing phase. This avoids that a lower or overspeed of the engine occurs.

The object of the control method is achieved by a control method for a motor vehicle with a drive motor, a transmission, a clutch in the drive train between the drive motor and transmission and with a device for automated actuation of the clutch, wherein a gear or a neutral position in the transmission by means of a transmission operating means inserted is, wherein the clutch is disengaged when the neutral position is engaged in the transmission.

It is expedient if the drive motor is switched off after disengaging the clutch.

It is also expedient if the disengagement of the clutch and / or the shutdown of the drive motor takes place, if there continues to be no actuation of a vehicle brake and / or no actuation of a fuel control element.

Furthermore, it is advantageous if an indication is given if, for reasons of fuel economy and / or the present operating situation, a sailing phase with disengaged clutch and / or with the drive motor switched off is favorable. This is intended to animate the driver of the motor vehicle to engage the neutral gear in the transmission, so that the sailing process can be controlled.

It is also expedient if there is an indication of a target gear, in which the transmission should preferably be switched before or to the end of a sailing phase.

The present invention will be explained in more detail below with reference to preferred exemplary embodiments in conjunction with the associated figures:

Showing:

1 a schematic representation of a motor vehicle, and

2 a block diagram for explaining an embodiment of the method according to the invention.

1 schematically shows a motor vehicle 1 with a drive motor 2 , Furthermore, in the drive train of the vehicle, a torque transmission system 3 like clutch, and a gearbox 4 shown. In this embodiment, the torque transmission system 3 arranged in the power flow between the engine and transmission, wherein a drive torque of the engine via the torque transmission system to the transmission and of the transmission 4 on the output side to an output shaft 5 and to a downstream axis 6 as well as to the wheels 6a is transmitted. Alternatively, the clutch may also be arranged downstream of the transmission. Furthermore, the motor vehicle has a device for controlling an automated clutch for adjusting the transmissible torque of the clutch.

The torque transmission system 3 is designed as a clutch, wherein the clutch may optionally be a self-adjusting, a wear-compensating coupling.

The gear 4 is preferably shown as a manual transmission, such as change-speed transmission. The torque transmission system 3 has a drive side 7 and an output side 8th on, with a torque from the drive side 7 on the output side 8th is transferred by the clutch disc 3a by means of the pressure plate 3b , the plate spring 3c and the release bearing 3e as well as the flywheel 3d is charged with force. To this admission, the release lever 20 by means of an actuating unit, such as an actuator 13b , pressed.

The activation of the torque transmission system 3 takes place by means of a control unit 13 , like control unit, which the control electronics 13a and the actuator 13b may include. In another advantageous embodiment, the actuator and the control electronics can also be arranged in two different structural units, such as housings. The control unit 13 can the control and power electronics for controlling the electric motor 12 of the actuator 13b contain. As a result, it can be advantageously achieved, for example, that the system requires the installation space for the actuator with electronics as the only installation space. The actuator consists of a drive motor 12 , like electric motor, being the electric motor 12 via a gearbox, such as worm gear or helical gear or crank gear or Threaded spindle gearbox, on a master cylinder 11 acts. This effect on the master cylinder can be done directly or via a linkage. The movement of the output part of the actuator, such as the master cylinder piston 11a , comes with a clutch travel sensor 14 detected, which detects the position or position or the speed or the acceleration of a quantity which is proportional to the position or engagement position or the speed or acceleration of the clutch. The master cylinder 11 is via a pressure medium line 9 , like hydraulic line, with the slave cylinder 10 connected. The starting element 10a the slave cylinder is with the release lever or release means 20 operatively connected, allowing a movement of the initial part 10a the slave cylinder 10 causes the release means 20 also moved or tilted to that of the clutch 3 to control transmissible torque.

The actuator 13b for controlling the transmittable torque of the torque transmission system 3 can be druckmittelbetätigbar, ie, it can be equipped by Druckmittelgeberund slave cylinder. The pressure medium may be, for example, a hydraulic fluid or a pneumatic medium. The actuation of the Druckmittelgeberzylinders can be provided by an electric motor, wherein the electric motor 12 can be controlled electronically. The drive element of the actuator 13b can also be another drive element in addition to an electric motor drive element. In a friction clutch, the control of the transmittable torque takes place in that the contact pressure of the friction linings of the clutch disc between the flywheel 3d and the printing plate 3b targeted. About the position of the release 20 the force applied to the pressure plate or the friction linings can be selectively controlled, wherein the pressure plate thereby moved between two end positions and can be arbitrarily set and fixed. The one end position corresponds to a fully engaged clutch position and the other end position of a fully disengaged clutch position. To control a transmittable torque, which is, for example, less than the momentarily applied engine torque, for example, a position of the pressure plate 3b be driven, which lies in an intermediate region between the two end positions. The coupling can by means of targeted activation of the release 20 be fixed in this position. However, it is also possible to control transmittable clutch torques which are defined above the currently pending engine torques. In such a case, the currently pending engine torques can be transmitted, wherein the torque irregularities are damped and / or isolated in the drive train in the form of, for example, torque peaks.

For controlling, such as control or regulation of the torque transmission system and in particular of the torque transferable from the clutch sensors are further used, at least temporarily monitor the relevant parameters of the entire system and provide the control variables necessary for the state variables, signals and measurements processed by the control unit be, with a signal connection to other electronic units, such as to an engine electronics 50 or electronics of an anti-lock braking system (ABS) 60 or an anti-slip regulation (ASR) can be provided and exist. The sensors detect, for example, speeds, such as wheel speeds, engine speeds, the position of the fuel meter, the throttle position, the gear position of the transmission, a shift intent and other vehicle-specific characteristics. The signal connection between the individual control units 13 . 50 and for example 60 via a data bus 70 which may be, for example, a CAN bus. The 1 also shows that a throttle position sensor 15 , an engine speed sensor 16 , as well as a tacho sensor 17 Use and forward measured values or information to the control unit. The electronic unit, such as computer unit, the control unit 13a processes the system inputs and gives control signals to the actuator 13b further.

The transmission is designed as a stepped change gear, wherein the gear ratios are changed by means of a shift lever or the transmission is operated or operated by means of this shift lever. Furthermore, on the operating lever, such as shifter 18 , the manual transmission at least one sensor 19b arranged, which detects the shift intention and / or the gear position and forwards to the control unit. The sensor 19a is hinged to the transmission and detects the current gear position and / or a shift intention. The shift intent detection using at least one of the two sensors 19a . 19b can be done by the sensor is a force sensor which detects the force acting on the shift lever force. Furthermore, however, the sensor can also be configured as a displacement or position sensor, wherein the control unit recognizes a switching intent from the time change of the position signal.

The control unit is at least temporarily in signal connection with all sensors and evaluates the sensor signals and system input variables in such a way that, depending on the current operating point, the control unit outputs control or regulation commands to the at least one actuator. The drive element 12 of the actuator, such as electric motor, receives from the control unit, which controls the clutch actuation, a manipulated variable as a function of measured values and / or System inputs and / or signals of the connected sensors. For this purpose, a control program is implemented as hardware and / or as software in the control unit, which evaluates the incoming signals and calculates or determines the output variables based on comparisons and / or functions and / or characteristic diagrams.

The control unit 13 Advantageously, it has implemented or is in signal communication with at least one of these units, a torque determination unit, a gear position determination unit, a slip determination unit, and / or an operating condition determination unit. These units can be implemented by control programs as hardware and / or as software, so that by means of the incoming sensor signals the torque of the drive unit 2 of the vehicle 1 , the gear position of the gearbox 4 as well as the slip which prevails in the region of the torque transmission system and the current operating state of the vehicle can be determined. The gear position determination unit determines based on the signals of the sensors 19a and 19b the currently engaged gear. In this case, the sensors on the shift lever and / or on internal gear adjusting means, such as a central shift shaft or shift rod, hinged and detect these, for example, the location and / or the speed of these components.

Furthermore, a fuel sensor element 31 at the fuel meter 30 , such as accelerator pedal, which detects the fuel meter position. Another sensor 32 can act as an idle switch, ie when the fuel metering member is this idle switch 32 it is turned off and on a non-actuated signal, it is turned off, so that it can be detected by this digital information, whether the fuel meter is actuated. The fuel sender sensor 31 detects the degree of actuation of the fuel meter.

The 1 shows next to the fuel meter 30 and the associated sensors, a brake actuator 40 for actuating the service brake or the parking brake such as brake pedal handbrake lever or hand or foot operated actuator of the parking brake. At least one sensor 41 is on the actuator 40 arranged and monitors its operation. The sensor 41 is designed, for example, as a digital sensor, such as switches, which detects that the actuating element is actuated or not actuated. With this sensor, a signaling device, such as brake light, are in signal connection, which signals that the brake is actuated. This can be done both for the service brake and for the parking brake. However, the sensor can also be designed as an analog sensor, wherein such a sensor, such as a potentiometer, determines the degree of actuation of the actuating element. This sensor can also be in signal connection with a signaling device. The sensor 41 is for example via the data bus 70 with the control and electronics units in signal connection. Furthermore, the motor vehicle has a driver-side operable element 80 to activate or start the engine. This element may be, for example, an ignition key or an ignition switch, which can be actuated in various positions, wherein a position for engine start can be inserted.

The 1 also shows a display for indicating a gear to be engaged in the transmission. In this case, a gear corresponding to a gear ratio or the neutral gear N be, which is also called neutral position.

The 2 shows a block diagram 100 for explaining the method according to the invention.

In block 101 a normal vehicle operating condition is detected. Driving at normal speed, no brake application, and no or no excessive operation of the accelerator pedal as a fuel meter.

In block 102 An indicator is triggered to engage the neutral gear in the transmission by the driver. This serves to indicate a possible fuel-saving mode of operation by the so-called sailing.

In block 103 is monitored whether the transmission is adjusted in the neutral gear N, so no gear is engaged in the transmission. If this is the case, with block 104 continued. Otherwise, at block 102 continued.

In block 104 The clutch is disengaged and in block 105 the drive motor is switched off.

In block 106 indicates the gear that should be engaged by the driver if he wants to leave sailing mode.

In block 107 is monitored in which gear the transmission is set. If the neutral gear N continues to be engaged, then at block 106 continued. If another gear is engaged in the transmission, the sailing mode is terminated. The drive motor is in block 108 started and the clutch is engaged.

LIST OF REFERENCE NUMBERS

1

 motor vehicle

2

 drive motor

3

 Torque transmission system, clutch

3a

 clutch disc

3b

 printing plate

3c

 Belleville spring

3d

 flywheel

3e

 release bearing

4

 transmission

5

 output shaft

6

 axis

6a

 wheel

7

 driving side

8th

 output side

9

 Pressure medium line

10

 slave cylinder

10a

 output portion

11

 Master cylinder

11a

 Master cylinder piston

12

 electric motor

13

 control unit

13a

 control electronics

13b

 actuator

14

 Clutch travel sensor

15

 throttle position sensor

16

 Engine speed sensor

17

 speedometer sensor

18

 gear lever

19a

 sensor

19b

 sensor

20

 release lever

30

 Fuel metering member

31

 Fuel metering element sensor

32

 sensor

40

 Brake actuator

41

 sensor

50

 control unit

60

 ABS control unit

70

 bus

80

 Driver-side operable element

90

 display

100

 Block diagram

101

 block

102

 block

103

 block

104

 block

105

 block

106

 block

107

 block

108

 block

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 10221701 A1 [0003]

Claims (10)

Motor vehicle ( 1 ) with a drive motor ( 2 ), a transmission ( 4 ), a coupling ( 3 ) in the drive train between the drive motor and the transmission and with a device for automatically actuating the clutch, wherein a gear or a neutral position in the transmission by means of a transmission actuating means ( 18 ), characterized in that the coupling ( 3 ) can be disengaged when the neutral position (N) is engaged in the transmission. Motor vehicle according to claim 1, characterized in that after the disengagement of the clutch ( 3 ) the drive motor ( 2 ) can be switched off. Motor vehicle according to claim 1 and / or 2 , characterized in that a disengagement of the clutch ( 3 ) and / or a shutdown of the drive motor ( 2 ) is feasible, if further no operation of a vehicle brake ( 40 ) and / or no actuation of a fuel meter ( 30 ) is present. Motor vehicle according to one of the preceding claims, characterized in that a display ( 90 ) takes place, if for reasons of fuel economy and / or the present operating situation a sailing phase with disengaged clutch and / or switched-off drive motor would be favorable. Motor vehicle according to one of the preceding claims, characterized in that a display ( 90 ) of a target gear, in which the transmission should preferably be switched before or to end a sailing phase. Control method for a motor vehicle ( 1 ) with a drive motor ( 2 ), a transmission ( 4 ), a coupling ( 3 ) in the drive train between the drive motor ( 2 ) and gearboxes ( 4 ) and a device for automatically actuating the clutch, wherein a gear or a neutral position in the transmission by means of a transmission actuating means ( 18 ) can be inserted, characterized in that the clutch is disengaged when the neutral position is engaged in the transmission. Control method according to claim 6, characterized in that after disengaging the clutch ( 3 ) the drive motor ( 2 ) is switched off. Control method according to claim 6 and / or 7 , characterized in that the disengagement of the clutch ( 3 ) and / or switching off the drive motor ( 2 ) takes place, if further no actuation of a vehicle brake ( 40 ) and / or no actuation of a fuel meter ( 30 ) is present. Control method according to one of the preceding claims 6 to 8, characterized in that a display ( 90 ) takes place if, for reasons of fuel economy and / or the present operating situation, a sailing phase with disengaged clutch ( 3 ) and / or with the drive motor switched off ( 2 ) is favorable. Control method according to one of the preceding claims 6 to 9, characterized in that a display ( 90 ) of a target gear, in which the transmission should preferably be switched before or to complete a sailing phase.

Images