DE19805459A1 - Method of controlling engagement of automatic clutch in drive shaft line - Google Patents

Method of controlling engagement of automatic clutch in drive shaft line

Info

Publication number
DE19805459A1
DE19805459A1 DE19805459A DE19805459A DE19805459A1 DE 19805459 A1 DE19805459 A1 DE 19805459A1 DE 19805459 A DE19805459 A DE 19805459A DE 19805459 A DE19805459 A DE 19805459A DE 19805459 A1 DE19805459 A1 DE 19805459A1
Authority
DE
Germany
Prior art keywords
clutch
brake
automatic clutch
engagement
gear change
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
Application number
DE19805459A
Other languages
German (de)
Other versions
DE19805459B4 (en
Inventor
Reinhard Ruediger
Reiner Schmidt
Nikolaus Wahnschaffe
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.)
Volkswagen AG
Original Assignee
Volkswagen AG
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 Volkswagen AG filed Critical Volkswagen AG
Priority to DE19805459A priority Critical patent/DE19805459B4/en
Publication of DE19805459A1 publication Critical patent/DE19805459A1/en
Application granted granted Critical
Publication of DE19805459B4 publication Critical patent/DE19805459B4/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/10481—Automatic clutch, e.g. centrifugal masses
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/30806—Engaged transmission ratio
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3101—Detection of a brake actuation by a sensor on the brake
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3166—Detection of an elapsed period of time
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/52—General
    • F16D2500/525—Improve response of control system
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The method involves an automatic clutch in a drive line between a drive unit and a gearbox. The method also involves determining whether the brake has been actuated, followed by determining whether a gear change is carried out and completed. Engagement of the automatic clutch happens when actuation of the brake is determined. Engagement of the clutch can also happen when a gear change has been completed and a specific period of time has elapsed.

Description

Die Erfindung betrifft ein Verfahren zur Steuerung des Einkuppelns einer automatisierten Kupplung in einem Antriebsstrang zwischen einem Antriebsaggregat und einem Getriebe eines Kraftfahrzeuges mit einer Fußbremse, wobei das Antriebsaggregat durch ent­ sprechende Kraftstoffversorgung im Betrieb gehalten wird.The invention relates to a method for controlling the engagement of an automated Coupling in a drive train between a drive unit and a transmission a motor vehicle with a foot brake, the drive unit by ent speaking fuel supply is kept in operation.

Bei einem Fahrzeug mit automatisierter Kupplung, einem Antriebsaggregat und Freilaufbe­ trieb wird die Kupplung im Freilaufbetrieb normalerweise im Schubbetrieb nicht geschlossen um ein Abbremsen des Fahrzeuges zu vermeiden (Freilaufbetrieb). Soll das Fahrzeug den­ noch abgebremst werden, tritt der Fahrer je nach Stärke des Bremsvorgangs die Bremse.For a vehicle with an automated clutch, a drive unit and freewheel drive, the clutch is not normally closed in overrun in overrun mode to avoid braking the vehicle (freewheeling operation). Should the vehicle depending on the strength of the braking process, the driver applies the brakes.

Im Schubbetrieb wird für einen Motorbremsbetrieb die Kupplung dann nach einer bestimm­ ten Zeit geschlossen. Nachteil dieser Methode ist, daß das Schließen der Kupplung in der Ebene meist zu früh für ein komfortables Weiterfahren einsetzt, dagegen auf Gefällestrecken, wo der Motorbremsbetrieb stärker genutzt wird, zu spät eingeleitet wird.In overrun mode, the clutch is then determined for an engine braking operation closed for the third time. The disadvantage of this method is that the clutch closes in the Level mostly too early for comfortable driving, but on Descent, where engine braking is used more, is initiated too late.

Der vorliegenden Erfindung liegt daher die Aufgabe zugrunde, ein Verfahren der obenge­ nannten Art zur Verfügung zu stellen, bei dem die obengenannten Nachteile überwunden werden und ein verbesserter Fahrkomfort erzielt wird.The present invention is therefore based on the object of a method of the above to provide the type mentioned, in which the disadvantages mentioned above are overcome be and improved driving comfort is achieved.

Diese Aufgabe wird erfindungsgemäß durch ein Verfahren der o.g. Art mit den in Anspruch 1 angegebenen Schritten gelöst.This object is achieved by a method of the above. Kind with the in claim 1 specified steps solved.

Dazu sind erfindungsgemäß folgende Schritte vorgesehen:
The following steps are provided for this purpose according to the invention:

  • (a) Feststellen, ob die Fahrzeugbremse betätigt wird, (a) determining whether the vehicle brake is applied,  
  • (b) Feststellen, ob ein Gangwechsel erfolgt und beendet ist, und(b) determining whether a gear change has taken place and has ended, and
  • (c1) Einkuppeln der automatisierten Kupplung, wenn in Schritt (a) die Betätigung der Fahrzeugbremse festgestellt wurde, oder(c1) engaging the automated clutch when in step (a) the actuation of the Vehicle brake has been determined, or
  • (c2) Einkuppeln der automatisierten Kupplung, wenn das Ergebnis von Schritt (b) positiv ist und eine vorbestimmte Zeitspanne verstrichen ist.(c2) engaging the automated clutch if the result of step (b) is positive and a predetermined period of time has passed.

Dies hat den Vorteil, daß ein komfortables Weiterfahren nach einem Gangwechsel im Mo­ torbremsbetrieb unter Berücksichtigung des Motorbremseinsatzes in Gefällestrecken ge­ währleistet ist.This has the advantage that comfortable driving after a gear change in Mon Gate brake operation taking into account the use of engine brakes on downhill gradients is guaranteed.

Für einen optimalen Fahrkomfort an Gefällestrecken wird in Schritt (c1) das Einkuppeln ohne Zeitverzögerung eingeleitet, wenn in Schritt (a) das Betätigen der Fahrzeugbremse festge­ stellt wurde.For optimum driving comfort on downhill gradients, the clutch is engaged in step (c1) Time delay initiated when the vehicle brake is locked in step (a) was put.

In vorteilhafter Weise hängt Schritt (c1) zusätzlich von der Bedingung ab, daß das Ergebnis von Schritt (b) positiv ist.Advantageously, step (c1) additionally depends on the condition that the result from step (b) is positive.

Weitere Merkmale, Vorteile und vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den abhängigen Ansprüchen und der nachfolgenden Beschreibung.Further features, advantages and advantageous configurations of the invention result from the dependent claims and the description below.

Der vorliegenden Erfindung liegt eine Einkuppelstrategie im Schubbetrieb in Abhängigkeit von einer Betätigung des Bremspedals bei Fahrzeugen mit automatisierter Kupplung und ständig laufendem Verbrennungsmotor zugrunde. Diese Einkuppelstrategie ist insbesondere nach einem Gangwechsel wichtig.The present invention is dependent on a clutch engagement strategy in overrun mode actuation of the brake pedal in vehicles with automated clutch and constantly running internal combustion engine. This engagement strategy is special important after a gear change.

Die Motorbremse wird durch Schließen der Kupplung genau dann betätigt, wenn der Fahrer auch die normale Fußbremse betätigt, wenn der Fahrer auch die normale Fahrzeugbremse, z. B. die Fußbremse betätigt. Der Fahrer gewöhnt sich schnell an diese automatisch zuge­ schaltete Bremsunterstützung und wird zukünftig intuitiv diese Funktion für die sehr häufig vorkommenden leichteren Abbremsungen benutzen.The engine brake is actuated by engaging the clutch when the driver also applies the normal foot brake if the driver also uses the normal vehicle brake, e.g. B. operates the foot brake. The driver quickly gets used to them automatically switched on brake support and will in the future intuitively use this function for the very common use any lighter decelerations.

Das Fahrzeugverhalten mit einem solchen Freilaufbetrieb beim Bremsen unterscheidet sich dabei nicht wesentlich von dem eines herkömmlichen Fahrzeugs. Jedoch läßt sich der Frei­ laufbetrieb ohne Bremse weiterhin voll nutzen. Der Fahrer muß sich dabei nicht umstellen und erfährt den höheren Komfort sowie die Kraftstoffeinsparung des Freilaufbetriebes bei reduzierter Abnutzung der Radbremsen.The vehicle behavior with such a freewheeling operation when braking differs not significantly different from that of a conventional vehicle. However, the free continue to use full operation without brake. The driver does not have to adjust  and experiences the higher comfort as well as the fuel saving of the freewheeling operation reduced wear of the wheel brakes.

Bei Betätigung der Fahrzeugbremse beispielsweise nach bzw. während eines Gangwech­ sels, was in der Regel bevorzugt bei Gefällestrecken erfolgt, wird die Motorbremse durch Schließen der Kupplung sofort zugeschaltet. Wird jedoch die Bremse beispielsweise wäh­ rend des Gangwechsels auf einer ebenen Strecke nicht betätigt, so wird der Schließvorgang nach dem Gangwechsel um eine vorbestimmte Zeit verzögert. So erzielt man ein komforta­ bleres Weiterfahren nach Gangwechseln im Motorbremsbetrieb unter Berücksichtigung des umgehenden Motorbremseinsatzes an Gefällestrecken. Mit anderen Worten wird nach ei­ nem Gangwechsel das Einkuppeln nicht verzögert sondern dieses erfolgt sofort, wenn gleichzeitig eine Fahrzeugbremse betätigt wird.When the vehicle brake is actuated, for example, after or during a gear change sels, which is usually preferred on downhill gradients, is the engine brake Closing of the clutch activated immediately. However, if the brake is selected, for example If the gear change is not actuated on a flat route, the closing process becomes after the gear change delayed by a predetermined time. How to achieve a comfort Continue driving after changing gears in engine braking mode taking into account the immediate use of the engine brake on downhill gradients. In other words, after ei After a gear change, the clutch engagement is not delayed, but takes place immediately when a vehicle brake is actuated at the same time.

Claims (3)

1. Verfahren zur Steuerung des Einkuppelns einer automatisierten Kupplung in einem Antriebsstrang zwischen einem Antriebsaggregat und einem Getriebe eines Kraft­ fahrzeuges mit einer Fahrzeugbremse, gekennzeichnet durch folgende Schritte,
  • (a) Feststellen, ob die Fahrzeugbremse betätigt wird,
  • (b) Feststellen, ob ein Gangwechsel erfolgt und beendet ist, und
  • (c1) Einkuppeln der automatisierten Kupplung, wenn in Schritt (a) die Betätigung der Fahrzeugbremse festgestellt wurde, oder
  • (c2) Einkuppeln der automatisierten Kupplung, wenn das Ergebnis von Schritt (b) positiv ist und eine vorbestimmte Zeitspanne verstrichen ist.
1. A method for controlling the engagement of an automated clutch in a drive train between a drive unit and a transmission of a motor vehicle with a vehicle brake, characterized by the following steps,
  • (a) determining whether the vehicle brake is applied,
  • (b) determining whether a gear change has taken place and has ended, and
  • (c1) engaging the automated clutch when the application of the vehicle brake has been determined in step (a), or
  • (c2) engaging the automated clutch when the result of step (b) is positive and a predetermined period of time has elapsed.
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß in Schritt (c1) das Einkuppeln ohne Zeitverzögerung eingeleitet wird, wenn in Schritt (a) das Betätigen der Fahrzeugbremse festgestellt wurde.2. The method according to claim 1, characterized in that in step (c1) the clutch is initiated without a time delay if in step (a) the application of the vehicle brake has been determined. 3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß Schritt (c1) zusätzlich von der Bedingung abhängt, daß das Ergebnis von Schritt (b) positiv ist.3. The method according to claim 1 or 2, characterized in that Step (c1) additionally depends on the condition that the result of step (b) is positive.
DE19805459A 1997-02-20 1998-02-11 Method for controlling the engagement of an automated clutch of a motor vehicle Expired - Fee Related DE19805459B4 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE19805459A DE19805459B4 (en) 1997-02-20 1998-02-11 Method for controlling the engagement of an automated clutch of a motor vehicle

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19706588 1997-02-20
DE19706588.0 1997-02-20
DE19805459A DE19805459B4 (en) 1997-02-20 1998-02-11 Method for controlling the engagement of an automated clutch of a motor vehicle

Publications (2)

Publication Number Publication Date
DE19805459A1 true DE19805459A1 (en) 1998-08-27
DE19805459B4 DE19805459B4 (en) 2008-02-21

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
DE19805459A Expired - Fee Related DE19805459B4 (en) 1997-02-20 1998-02-11 Method for controlling the engagement of an automated clutch of a motor vehicle

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DE (1) DE19805459B4 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016156245A1 (en) * 2015-03-31 2016-10-06 Audi Ag Method for operating a drive device for a motor vehicle and corresponding drive device
CN107387594A (en) * 2017-07-14 2017-11-24 上海电气电站设备有限公司 A kind of self-synchronizing clutch low speed synchronous method for possessing low speed defencive function

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3151087A1 (en) * 1981-12-23 1983-07-28 Luk Lamellen & Kupplungsbau Motor vehicle with automatic clutch
DE3208715A1 (en) * 1982-03-11 1983-09-22 Sachs Systemtechnik Gmbh FREEWHEEL CONTROL DEVICE FOR A MOTOR VEHICLE CLUTCH
DE4326862B4 (en) * 1992-09-09 2004-10-07 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Electronic clutch management system
DE19507622B4 (en) * 1994-03-18 2013-01-03 Volkswagen Ag Method and drive arrangement for controlling the engine braking operation of a motor vehicle
DE19532946B4 (en) * 1995-09-07 2007-05-03 Volkswagen Ag Control device for controlling the engine braking operation of a motor vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016156245A1 (en) * 2015-03-31 2016-10-06 Audi Ag Method for operating a drive device for a motor vehicle and corresponding drive device
US10589734B2 (en) 2015-03-31 2020-03-17 Audi Ag Method for operating a drive device for a motor vehicle and corresponding drive device
CN107387594A (en) * 2017-07-14 2017-11-24 上海电气电站设备有限公司 A kind of self-synchronizing clutch low speed synchronous method for possessing low speed defencive function

Also Published As

Publication number Publication date
DE19805459B4 (en) 2008-02-21

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