DE19532946A1 - Control device for motor vehicle's engine braking phase - Google Patents
Control device for motor vehicle's engine braking phaseInfo
- Publication number
- DE19532946A1 DE19532946A1 DE19532946A DE19532946A DE19532946A1 DE 19532946 A1 DE19532946 A1 DE 19532946A1 DE 19532946 A DE19532946 A DE 19532946A DE 19532946 A DE19532946 A DE 19532946A DE 19532946 A1 DE19532946 A1 DE 19532946A1
- Authority
- DE
- Germany
- Prior art keywords
- engine braking
- phase
- gear
- accelerator pedal
- engine
- 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.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 claims description 17
- 230000005540 biological transmission Effects 0.000 claims description 6
- 230000000977 initiatory effect Effects 0.000 claims description 4
- 239000007858 starting material Substances 0.000 claims description 3
- 230000000694 effects Effects 0.000 abstract description 5
- 230000004913 activation Effects 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- WYTGDNHDOZPMIW-RCBQFDQVSA-N alstonine Natural products C1=CC2=C3C=CC=CC3=NC2=C2N1C[C@H]1[C@H](C)OC=C(C(=O)OC)[C@H]1C2 WYTGDNHDOZPMIW-RCBQFDQVSA-N 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
Classifications
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- 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
- 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
- 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
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- 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
- F16H61/21—Providing engine brake control
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- 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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/46—Signals to a clutch outside the gearbox
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/021—Clutch engagement state
-
- 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
- B60W30/18109—Braking
- B60W30/18136—Engine braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/18008—Propelling the vehicle related to particular drive situations
- B60Y2300/18066—Coasting
- B60Y2300/18083—Coasting without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
-
- 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
- F16H59/02—Selector apparatus
-
- 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
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
-
- 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
- F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
- F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
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)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
Die Erfindung betrifft eine Steuerungsanordnung zur Steuerung des Motorbremsbetriebes eines Kraftfahrzeuges gemäß dem Oberbegriff des Patentanspruchs 1, bei dem in soge nannten Schubbetriebsphasen oder Schwungnutzphasen die Brennkraftmaschine vom An triebsstrang abgekoppelt und stillgesetzt wird.The invention relates to a control arrangement for controlling the engine brake operation of a motor vehicle according to the preamble of claim 1, in which in so-called called overrun phases or swing useful phases the internal combustion engine from the beginning drive train is disconnected and stopped.
Aus der deutschen Patentanmeldung DE-A1 43 34 210.8 ist beispielsweise bekannt gewor den, daß der Antriebsmotor am Ende einer Schwungnutzphase durch den Fahrer erneut aktiviert werden kann. Dies geschieht in der Regel durch eine Betätigung des Gangwahlhe bels oder des Fahrpedals sowie durch ein Überschreiten eines bestimmten Auslenkwinkels und/oder einer bestimmten Verstellgeschwindigkeit des Fahrpedals. Sind diese Signalwerte von einer Steuerungselektronik erfaßt worden, so wird die Brennkraftmaschine gestartet und durch Einrücken der Trennkupplung in den Antriebsstrang eingekuppelt.German patent application DE-A1 43 34 210.8, for example, has made it known that the drive motor again at the end of a swing use phase by the driver can be activated. This is usually done by operating the gear selector lever or the accelerator pedal as well as by exceeding a certain deflection angle and / or a certain adjustment speed of the accelerator pedal. Are these signal values has been detected by control electronics, the internal combustion engine is started and coupled into the drive train by engaging the disconnect clutch.
Zudem ist aus der Zeitschrift mot Auto Technik Zukunft Nr. 23, 1992 bekannt, daß sich die Brennkraftmaschine zur Durchführung eines Motorbremsbetriebes mittels einer Taste an ei nem Schaltstock des Kraftfahrzeuges manuell starten und in den Antriebsstrang einkuppeln läßt. Dieser im Hinblick auf den Kraftstoffverbrauch und das Emmissionsverhalten des Kraftfahrzeuges ungünstigere Betriebsfall wird von dem Fahrer eines derartigen Kraftfahr zeuges in der Regel dann gewünscht, wenn beispielsweise bei Bergabfahrten durch die Bremswirkung der eingekuppelten Brennkraftmaschine die Radbremsen des Kraftfahrzeu ges geschont werden sollen.It is also known from the magazine mot Auto Technik Zukunft No. 23, 1992 that the Internal combustion engine for performing an engine brake operation by means of a button on an egg Manually start the control stick of the motor vehicle and engage it in the drive train leaves. This with regard to the fuel consumption and the emission behavior of the The driver of such a motor vehicle is a more unfavorable operating case Stuff usually desired when, for example, when driving downhill through the Braking effect of the engaged internal combustion engine, the wheel brakes of the motor vehicle should be spared.
Die ansich vorteilhafte Freilauffunktion von Fahrzeugen mit der aus dieser Zeitschrift be kannten "Schwungnutz-Automatik" wirkt sich aber bei einigen Betriebssituationen nachteilig auf die Fahreigenschaften des Kraftfahrzeuges aus. Insbesondere beim Bremsen in sich engerziehenden Kurven, wie z. B. bei Autobahn-Ausfahrten, neigen derartige Fahrzeuge insbesondere bei ungeübten Fahrern dazu, wegen der fehlenden und sonst die Fahrzeug verzögerung unterstützenden Motorbremswirkung ungewohnt langsam zu verzögern. Da in derartigen Fahrsituationen der Kraftfahrer seine Aufmerksamkeit verstärkt den Straßen- und Umgebungsverhältnissen widmet, ist eine Aktivierung und Einkupplung der Brennkraftma schine über einen manuell zu betätigenden Schalter unvorteilhaft.The per se advantageous freewheel function of vehicles with the be from this magazine Known "automatic swing utility" but has an adverse effect in some operating situations on the driving characteristics of the motor vehicle. Especially when braking in itself tighter curves, such as B. at motorway exits, such vehicles tend especially with inexperienced drivers because of the missing and otherwise the vehicle deceleration-supporting engine braking effect to slow down unusually slowly. There in such driving situations the driver's attention increases the road and Dedicated to environmental conditions is an activation and engagement of the internal combustion engine Disadvantageous over a manually operated switch.
Zur Lösung dieser Problematik ist aus der nicht vorveröffentlichten DE-A1 195 076 22 eine Antriebsanordnung zur Steuerung des Motorbremsbetriebes eines gattungsgemäßen Fahr zeuges bekannt, bei der von einer antriebslosen Schubbetriebsphase immer dann durch Einkuppeln der Brennkraftmaschine auf Motorbremsbetrieb übergegangen wird, wenn während einer solchen Schubbetriebsphase mit nicht ausgelenktem Fahrpedal und nicht betätigtem Gangwahlhebel die Fahrbremse betätigt wird.In order to solve this problem, DE-A1 195 076 22, which is not a prior publication, describes one Drive arrangement for controlling the engine braking operation of a generic drive Stuff known, always in the case of a non-driven overrun phase Engaging the internal combustion engine is switched to engine braking operation when during such an overrun phase with the accelerator pedal not deflected and not actuated gear selector lever the driving brake is actuated.
Außerdem ist aus dieser Patentanmeldung bekannt, daß bei einer Fahrt im Motorbremsbe trieb mit nicht ausgelenktem Fahrpedal und nicht betätigtem Gangwahlhebel nach dem Zu rückstellen des Bremspedals in die Position der Nichtauslenkung nach Ablauf eines vorbe stimmten Zeitraumes oder bei Unterschreiten einer vorbestimmten Fahrgeschwindigkeit die Brennkraftmaschine durch automatische Betätigung der Kupplung vom Getriebe erneut ab gekuppelt und stillgesetzt wird, wodurch sich das Fahrzeug erneut im antriebslosen Schub betrieb bewegt.It is also known from this patent application that when driving in the engine brake drifted with the accelerator pedal not deflected and the gear selector lever not operated return the brake pedal to the non-deflection position after a agreed period or if the speed falls below a predetermined speed Internal combustion engine again by automatic actuation of the clutch from the transmission is coupled and brought to a standstill, which means that the vehicle is again in the non-driven thrust operation moves.
Da das erneute Auskuppeln der Brennkraftmaschine in bestimmten Fahrsituationen, wie z. B. beim Durchfahren einer letzten Bergab-Serpentinenkurve kurz vor der nächsten Berg auf-Serpentinenkurve als unkomfortabel befunden wird, wird als Aufgabe der Erfindung an gesehen, die bekannte Steuerungseinrichtung derart weiterzubilden, daß z. B. bei Berg fahrten oder in Kurvenfahrten die Umschalthäufigkeit hin zur antriebslosen Schubbetriebs phase Fahrkomfort erhöhend reduziert wird.Because the disengagement of the internal combustion engine in certain driving situations, such as e.g. B. when driving through a last downhill serpentine curve just before the next mountain on-serpentine curve is found to be uncomfortable, is an object of the invention seen to further develop the known control device such that, for. B. at Berg when driving or cornering, the frequency of switching to non-driven overrun operation phase driving comfort is reduced.
Die Lösung dieser Aufgabe ergibt sich aus den Merkmalen des Anspruchs 1, während An spruch 2 eine vorteilhafte Ausgestaltung der Erfindung beinhaltet. Demnach wird der Motor bremsbetrieb auch bei nicht aktivierter Bremse so lange aufrecht erhalten, bis der Fahrer durch derart starke Auslenkung des Fahrpedals den Motorbremsbetrieb beendet, mit der bei der gerade vorliegenden Fahrgeschwindigkeit und dem gewählten Gang mindestens ein erneuter Zugbetrieb des Fahrzeugs möglich ist. Ein erneuter antriebsloser Schubbetrieb des Fahrzeuges, eingeleitet durch Öffnen der Kupplung zwischen der Brennkraftmaschine und dem Getriebe, wird nach einem Motorbremsbetrieb erst nach dieser erneuten Zugbe triebsphase möglich.The solution to this problem results from the features of claim 1, while An saying 2 contains an advantageous embodiment of the invention. Accordingly, the engine Maintain braking operation even when the brake is not activated until the driver by such strong deflection of the accelerator pedal, the engine braking operation ended with the at the current driving speed and the selected gear at least one renewed train operation of the vehicle is possible. Another unpowered overrun operation of the vehicle, initiated by opening the clutch between the internal combustion engine and the gearbox, after an engine brake operation only after this renewed train drive phase possible.
Wie Anspruch 2 entnehmbar ist, wird in Ausgestaltung der Erfindung die Kupplung zwi schen der Brennkraftmaschine und dem Getriebe in der Phase des Motorbremsbetriebes dann kurzzeitig geöffnet und anschließend erneut geschlossen, wenn ein Getriebeschalt vorgang erfolgen soll.As can be seen in claim 2, the coupling between two in an embodiment of the invention the internal combustion engine and the transmission in the phase of the engine brake operation then briefly opened and then closed again when a gear shift operation should take place.
Die hier vorgestellte Steuerungseinrichtung sowie die zugehörige Antriebsanordnung lassen sich mit Hilfe einer der Beschreibung beigefügten Zeichnung erläutern. In dieser Zeichnung ist mit 1 eine Brennkraftmaschine bezeichnet, die über eine automatisch schaltbare Kupplung 3 mit einem Schaltgetriebe 2 verbunden ist. Zum Starten der Brennkraftmaschine ist zudem ein Anlasser 14 vorgesehen, der sein Aktivierungssignal von einem Steuerungs computer 10 erhält.The control device presented here and the associated drive arrangement can be explained with the aid of a drawing attached to the description. In this drawing, 1 denotes an internal combustion engine which is connected to a manual transmission 2 via an automatically switchable clutch 3 . To start the internal combustion engine, a starter 14 is also provided, which receives its activation signal from a control computer 10 .
Die Kupplung 3 ist beispielsweise über ein Kupplungsservo 4 betätigbar, der in diesem Aus führungsbeispiel pneumatisch betrieben wird. Dazu ist ein Unterdruckspeicher 5 vorgese hen, der über eine Pumpe 6 evakuierbar ist. Der Kupplungsservo 4 wird zur Betätigung der Kupplung 3 von dem Steuerungscomputer 10 aktiviert.The clutch 3 can be actuated, for example, via a clutch servo 4 , which is operated pneumatically in this exemplary embodiment. For this purpose, a vacuum reservoir 5 is hen, which can be evacuated via a pump 6 . The clutch servo 4 is activated by the control computer 10 to actuate the clutch 3 .
Die hier vorgestellte Antriebsanordnung enthält auch einen Gangwahlhebel 7, der mit dem Schaltgetriebe 2 über eine mechanische oder elektrische Stelleinrichtung verbunden ist. An dem Gangwahlhebel ist zudem ein Schalthebelsensor 15 vorgesehen, der immer dann dem Steuerungscomputer 10 den Schaltwunsch des Fahrers signalisiert, wenn der Schalthebel um einen bestimmten Weg ausgelenkt wird.The drive arrangement presented here also contains a gear selector lever 7 which is connected to the manual transmission 2 via a mechanical or electrical actuating device. A shift lever sensor 15 is also provided on the gear selector lever, which signals the driver's shift request to the control computer 10 whenever the shift lever is deflected by a certain distance.
Desweiteren verfügt diese Antriebsanordnung über einen Fahrpedal 8, an dem ein Fahrpe dalsensor 12 angeordnet ist. Mit diesem Sensor 12 läßt sich der Auslenkungszustand und die Stellgeschwindigkeit des Fahrpedals sensieren und an den Steuerungscomputer 10 weiterleiten.Furthermore, this drive arrangement has an accelerator pedal 8 , on which a Fahrpe dalsensor 12 is arranged. With this sensor 12 , the deflection state and the actuating speed of the accelerator pedal can be sensed and forwarded to the control computer 10 .
Zur Unterbrechung der Freilaufphase des Fahrzeuges ist auch ein aus dem Stand der Technik bekannter Handschalter 11 im Kraftfahrzeug angeordnet, mit dem der Fahrer den Wunsch nach einem Abbruch der Freilaufphase und damit nach einen Motorbremsbetrieb gezielt dem Steuerungscomputer signalisieren kann.To interrupt the freewheeling phase of the vehicle, a hand switch 11 known from the prior art is also arranged in the motor vehicle, with which the driver can specifically signal the control computer that he wishes the freewheeling phase to be terminated and thus engine braking operation.
Schließlich ist ein Bremssensor 13 vorgesehen, der vorzugsweise am Bremspedal 9 im Kraftfahrzeug angeordnet und mit dem Steuerungscomputer 10 über eine Signalleitung verbunden ist. Dieser Bremssensor 13 erkennt die Auslenkung des Bremspedals 9 und lei tet diese Information automatisch an den Steuerungscomputer zur Beendigung der Frei laufphase weiter. Finally, a brake sensor 13 is provided, which is preferably arranged on the brake pedal 9 in the motor vehicle and is connected to the control computer 10 via a signal line. This brake sensor 13 detects the deflection of the brake pedal 9 and conducts this information automatically to the control computer to end the free-running phase.
Im Normalbetrieb eines Kraftfahrzeuges mit einer derartigen Antriebsanordnung ermittelt der Steuerungscomputer 10 aus den Sensorinformationen am Gangschalthebel 7 und am Fahrpedal 8, daß der Fahrer eine bestimmte Antriebsleistung für sein Kraftfahrzeug benö tigt. Wird durch ausbleibende Auslenkung des Fahrpedals 8 dem Steuerungscomputer 10 signalisiert, daß momentan kein Vortrieb nötig ist, so gibt er dem Kupplungsservo 4 den Be fehl zum Ausrücken der Kupplung 3 und zum Abstellen der Brennkraftmaschine 1. Wenn in der folgenden Freilaufphase durch den Fahrer beispielsweise der Kontakt des Schalters 11 geschlossen wird, ermittelt der Steuerungscomputer daraus den Wunsch des Fahrers nach einem Motorbremsbetrieb.In normal operation of a motor vehicle with such a drive arrangement, the control computer 10 determines from the sensor information on the gear shift lever 7 and on the accelerator pedal 8 that the driver needs a certain drive power for his motor vehicle. If the control computer 10 is signaled by a lack of deflection of the accelerator pedal 8 that no propulsion is currently necessary, it gives the clutch servo 4 the command to disengage the clutch 3 and to switch off the internal combustion engine 1 . If, for example, the contact of the switch 11 is closed by the driver in the following freewheeling phase, the control computer uses this to determine the driver's wish for an engine brake operation.
Neben dieser manuellen Einleitung des Motorbremsbetriebes durch Betätigen des Schalters 11 ist auch eine automatische Einleitung des Motorbremsbetriebes vorgesehen. Wird wäh rend einer Freilaufbetriebsphase das Bremspedal 9 zur Auslösung eines Bremsvorganges ausgelenkt, so wird dieser Betriebszustand durch einen Sensor 13 am Bremspedal sensiert und dem Steuerungscomputer 10 übermittelt. Dieser Steuerungscomputer 10 leitet dann dem Motorbremsbetrieb durch Starten der Brennkraftmaschine 1 mittels des Anlassers 14 und/oder nur durch Einrücken der Kupplung 3 mittels des Kupplungsservos 4 ein. Aus die sem automatisch eingeleiteten Motorbremsbetrieb kann dann durch Betätigen des Fahrpe dals in eine Beschleunigungsfahrt, zum Beispiel zum Verlassen einer Kurve übergegangen werden.In addition to this manual initiation of the engine braking operation by actuating the switch 11 , an automatic initiation of the engine braking operation is also provided. If the brake pedal 9 is deflected to trigger a braking operation during a freewheeling operating phase, this operating state is sensed by a sensor 13 on the brake pedal and transmitted to the control computer 10 . This control computer 10 then initiates the engine braking operation by starting the internal combustion engine 1 by means of the starter 14 and / or only by engaging the clutch 3 by means of the clutch servo 4 . From this automatically initiated engine brake operation can then be activated by pressing the Fahrpe dals to accelerate, for example to leave a curve.
In jedem Fall bleibt die Kupplung nach der Einleitung der Motorbremsbetriebes solange ge schlossen, bis nach einem erneuten Zugbetrieb des Fahrzeuges durch vollständiges Zu rückstellen des Fahrpedals 8 der Wunsch nach einer erneuten antriebslosen Schubbetriebsphase signalisiert wird. Wird etwa während des Motorbremsbetriebes eine Getriebeschaltung vorgenommen, so wird dafür selbstverständlich die Kupplung geöffnet, anschließend aber zur Wiederherstellung des Motorbremsbetriebes erneut geschlossen.In any case, the clutch remains closed after the initiation of the engine braking operation until after a renewed train operation of the vehicle by completely resetting the accelerator pedal 8, the desire for a new non-driven overrun operation phase is signaled. If, for example, a gear shift is carried out during engine braking, the clutch is of course opened for this, but then closed again to restore engine braking.
Claims (2)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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DE19532946A DE19532946B4 (en) | 1995-09-07 | 1995-09-07 | Control device for controlling the engine braking operation of a motor vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19532946A DE19532946B4 (en) | 1995-09-07 | 1995-09-07 | Control device for controlling the engine braking operation of a motor vehicle |
Publications (2)
Publication Number | Publication Date |
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DE19532946A1 true DE19532946A1 (en) | 1997-03-13 |
DE19532946B4 DE19532946B4 (en) | 2007-05-03 |
Family
ID=7771433
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
DE19532946A Expired - Fee Related DE19532946B4 (en) | 1995-09-07 | 1995-09-07 | Control device for controlling the engine braking operation of a motor vehicle |
Country Status (1)
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DE (1) | DE19532946B4 (en) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1455108A1 (en) * | 2003-03-06 | 2004-09-08 | LuK Lamellen und Kupplungsbau Beteiligungs KG | Method of controlling a clutch |
DE102005003608A1 (en) * | 2005-01-26 | 2006-08-03 | Zf Friedrichshafen Ag | Drivetrain operating method e.g. for vehicle, involves having propulsion engine such as internal combustion engine and torque converter such as automatic gearbox, or automated manual gearbox |
DE102006004080A1 (en) * | 2006-01-28 | 2007-08-02 | Zf Friedrichshafen Ag | Vehicle drive system includes auxiliary brake, e.g. hybrid module, control lever being moved from neutral position to position where auxiliary brake is applied or to free-wheeling position where engine is disconnected from drive wheels |
DE19805459B4 (en) * | 1997-02-20 | 2008-02-21 | Volkswagen Ag | Method for controlling the engagement of an automated clutch of a motor vehicle |
DE102007012864A1 (en) * | 2007-03-17 | 2008-09-25 | Matthias Sassen | Overrunning clutch drive for energy conservation in e.g. hybrid vehicle, has overrunning clutch arranged between engine and drive wheels and locked for utilizing engine brake in case of fall |
DE102012021495A1 (en) * | 2012-11-02 | 2014-05-08 | Volkswagen Aktiengesellschaft | Driving safety system for vehicle, has separable clutch, unit for actuating clutch and unit for detecting braking demand or braking desire, where vehicle is partially automatically operable vehicle |
EP2125473B1 (en) * | 2007-03-17 | 2018-02-28 | ZF Friedrichshafen AG | Method for operating an automatic transmission |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CH177448A (en) * | 1933-08-17 | 1935-05-31 | Maybach Motorenbau Gmbh | Disengagement and engagement device for a clutch of motor vehicles used for the purpose of freewheeling. |
DE3151087A1 (en) * | 1981-12-23 | 1983-07-28 | Luk Lamellen & Kupplungsbau | Motor vehicle with automatic clutch |
-
1995
- 1995-09-07 DE DE19532946A patent/DE19532946B4/en not_active Expired - Fee Related
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19805459B4 (en) * | 1997-02-20 | 2008-02-21 | Volkswagen Ag | Method for controlling the engagement of an automated clutch of a motor vehicle |
EP1455108A1 (en) * | 2003-03-06 | 2004-09-08 | LuK Lamellen und Kupplungsbau Beteiligungs KG | Method of controlling a clutch |
US8057356B2 (en) | 2003-03-06 | 2011-11-15 | LuK Lamellen und Kupplungsbau Beteiligungsgesellschaft KG | Method for controlling a clutch |
DE102004009833B4 (en) | 2003-03-06 | 2019-12-19 | Schaeffler Technologies AG & Co. KG | Clutch and powertrain control method |
DE102005003608A1 (en) * | 2005-01-26 | 2006-08-03 | Zf Friedrichshafen Ag | Drivetrain operating method e.g. for vehicle, involves having propulsion engine such as internal combustion engine and torque converter such as automatic gearbox, or automated manual gearbox |
DE102006004080A1 (en) * | 2006-01-28 | 2007-08-02 | Zf Friedrichshafen Ag | Vehicle drive system includes auxiliary brake, e.g. hybrid module, control lever being moved from neutral position to position where auxiliary brake is applied or to free-wheeling position where engine is disconnected from drive wheels |
US8016724B2 (en) | 2006-01-28 | 2011-09-13 | Zf Friedrichshafen Ag | Drive train of a motor vehicle |
DE102007012864A1 (en) * | 2007-03-17 | 2008-09-25 | Matthias Sassen | Overrunning clutch drive for energy conservation in e.g. hybrid vehicle, has overrunning clutch arranged between engine and drive wheels and locked for utilizing engine brake in case of fall |
EP2125473B1 (en) * | 2007-03-17 | 2018-02-28 | ZF Friedrichshafen AG | Method for operating an automatic transmission |
DE102012021495A1 (en) * | 2012-11-02 | 2014-05-08 | Volkswagen Aktiengesellschaft | Driving safety system for vehicle, has separable clutch, unit for actuating clutch and unit for detecting braking demand or braking desire, where vehicle is partially automatically operable vehicle |
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