DE4226665C2 - Device for the integral control of an internal combustion engine, in particular a diesel engine, and a mechanical gearbox during a gearshift operation in a drive train for a rail vehicle - Google Patents

Description

The invention relates to a device for integral Control an internal combustion engine, especially one Diesel engine, and a mechanical gearbox during a shift in a powertrain for a rail vehicle.

The starting point of the invention is that from DE 37 30 340 C2 known drive device. It is about there around a special hydrodynamic reversing gear a hydrodynamic gear part and with a mechanical manual transmission. In hydrodynamic Gear units are two converters for each direction of travel provided (start-up and marching converter). In mechanical Manual transmission is by means of an input shaft different gear ratios to one Output shaft can be coupled, that two gears for different Speed ranges and a neutral position can be switched on. The switchable while driving mechanical manual transmission also includes one automatic gearshift device with one Position indicator and with a Synchronizer. After all, is one Synchronous indicator provided that when done Synchronization generates a synchronous signal. The DE-PS does not disclose details of the intended Drive motor. However, it is known that such hydrodynamic transmission preferably with a Combined internal combustion engine (diesel engine or gas turbine) is provided on the fuel metering device which is controlled by means of an actuator (e.g. driving switch, Throttle or torque regulator) is adjustable.  

A feature of this known drive device is in that the synchronization of the mechanical Manual transmission with each changeover using a Converters of the respective opposite direction of travel performed becomes. Therefore this synchronizer is not applicable when the hydrodynamic described Gear part is missing or if another type hydrodynamic gear part is to be provided. In Both cases are usually for changing the Direction of travel an additional mechanical gear part available. Such a transmission is known from DE 37 30 339 A1. There is for that Synchronize the mechanical gearbox hydrodynamic retarder needed in a known manner must be provided with a filling control device. Of the is relatively high construction costs for such a retarder only worthwhile if this retarder also as Vehicle brake can be used.

The invention has for its object a device for the integral control of an internal combustion engine, especially a diesel engine, and a mechanical Manual transmission during a switching operation in one Drive train for a rail vehicle according to the Develop the preamble of claim 1 such that synchronizing without actively using a hydrodynamic transmission part, d. H. without the Degree of filling of a hydrodynamic transmission part varies must be safe and feasible with little construction is.

This object is achieved according to the invention by the features of claim 1 solved. This solution requires that the Internal combustion engine during normal traction operation is operated with a filling control. With others Words: The intended standard actuating device (e.g. Throttle, throttle, torque control or the like) adjusted  immediately the fuel metering device BDE, so that hereby directly to that of the internal combustion engine output torque is influenced. "Right away" means: It should be between the usual control device and the BDE no other control device (e.g. Speed controller). One of several The essential features of the invention are that the internal combustion engine additionally a speed controller is provided, which is only during a switching process, namely active instead of the usual control device becomes. The speed controller has in a manner known per se one input for the actual engine speed and one Setpoint input. The latter is on one Setpoint generator connected to each switching operation from the output speed of the mechanical gearbox the target engine speed required for synchronization determined. In the simplest case, this setpoint generator must multiply the current output speed by one Factor that is to be expected in the gear to be engaged Overall ratio between engine and transmission output shaft represents.

Switching the gearbox into another gear now runs in principle (to put it simply) in such a way that on Motor temporarily does not operate the fuel metering device by the normal control device, but by the Speed controller is controlled, the latter, however, only as long as the manual transmission is in its neutral position located. The speed controller therefore has the sole task of to control the internal combustion engine briefly such that the gear shifting device for inserting the subsequent gear is synchronized. As soon as the Transmission shift is complete Speed controller immediately disabled and the Fuel metering device again with the normal one Actuator connected.  

This switching principle is already from DE 30 45 840 A1 known, but there are the special requirements disregards the drive of a rail vehicle remained. In particular, measures that Rail vehicles need relatively high performance consider.

In claim 1, the successive steps are one Switching process defined in detail. After that is done first disconnect the fuel metering device from the normal actuating device, whereby at the same time the Motor torque is reduced. After that that happens Adjust the gear shift device in the Neutral position, because of the reduced Motor torque with relatively little effort. Deviating from DE 30 45 840 A1, the connection of the Fuel metering device with the speed controller first then triggered when the gear shift device Has reached neutral position, so that now Synchronization takes place. At (also different from the DE 30 45 840 A1) at least approximate synchronous state a synchronous signal appears which decouples the Fuel metering device triggers from the speed controller, see above that the engine torque is again relatively low. Consequently the subsequent adjustment of the Gear shift device in the next gear with relatively little effort. It is important that again deviating from DE 30 45 840 A1 only the end this switching process finally reconnecting the Fuel metering device with the normal Actuating device triggers.

According to an important further thought of the Invention is, as is known in rail vehicles, between the internal combustion engine and the manual transmission hydrodynamic coupling provided during the normal traction operation usually with very little  small slip works and thus an almost rigid Forms connection between engine and transmission. These Property of the hydrodynamic clutch is known in Made by a certain degree of filling, the is usually 100%. For the invention essential that this degree of filling even during the Transmission changeover process remains unchanged. Thus changes the slip only during the switching process marginally; this facilitates the most correct formation possible the engine speed setpoint, which (as mentioned above) Motor speed controller fed for synchronization must become. A major advantage of hydrodynamic Coupling now consists in that - despite its almost rigid behavior - engaging the next gear much easier. The manual transmission has namely preferably positive couplings, so that Switching from one gear to another by switching off and on Engaging such positive clutches he follows. Although now syncing with the help of Motor speed controller with relatively high accuracy takes place, the next gear is nevertheless engaged usually take place at a small speed difference. This is now very effective due to the hydrodynamic Coupling bridged, so that the Switching device avoided and a possibly occurring Torque shock is damped.

Another more important for a rail vehicle additional inventive concept is that Engine torque in the short periods in which the gear shifting device must be moved, if possible set exactly to the value zero. Would you namely Fuel metering device only when the engine is idling would set during the switching process in the Rule a negative engine torque in the manual transmission be initiated. To prevent this is - again deviating from DE 30 45 840 A1 - the  Fuel metering device in question Time periods to connect to a signal source that signals a minimum injection quantity, so that Engine torque at least approximately at zero is held. So this signal source is always there effective if the fuel metering device is neither to the normal actuating device Speed controller is connected. This is the case both when adjusting the gear shift device in the Neutral position as well as when inserting the following Ganges.

The principle of the invention and those already explained Refinements and additional possible refinements the invention are illustrated below with reference to the illustrated embodiments explained.

Fig. 1 shows schematically a drive device, in which any, but at least largely rigid clutch is provided between the engine and manual transmission.

The Fig. 2 schematically shows a driving device in which a hydrodynamic converter clutch gear is provided between the engine and gearbox.

In FIG. 1 one recognizes an internal combustion engine 10 (preferably a diesel engine, hereinafter referred to as "engine" called) with a fuel-metering device 11 and a speed-measuring device 12th The motor output shaft 13 is coupled via a clutch 14 (only indicated schematically) to the input shaft 15 of a mechanical gearbox designated overall by 20 . With regard to starting the vehicle from standstill, the clutch 14 is slippery. During normal driving, however, it forms a more or less rigid connection between the engine 10 and the input shaft 15 . The gearbox 20 has a pair of gears 16 , 17 for a slow gear and a further pair of gears 18 , 19 for a fast gear. The first gear 16 , 18 of each gear pair sits rigidly on the input shaft 15 . The second gear 17 , 19 of each gear pair is rigidly connected to a tooth coupling half 17 'and 19 '.

A gear shift device comprises a slide shift shaft 21 arranged coaxially to the gear wheels 17 , 19 , a pressure medium shift cylinder 23 and a spring arrangement 24 . The sliding switching shaft 21 has two sprockets and is axially displaceable between three different positions. In all three positions, the one ring gear engages in the toothing of a transmission output shaft 22 . The other ring gear 21 'is in the illustrated neutral position between the two ring gears 17 ' and 19 ', so out of engagement with them.

With the help of the pressure medium switching cylinder 23 , the sliding switching shaft 21 can be brought from the neutral position either with the ring gear 17 'or with the ring gear 19 ' into engagement, so that either the slow or the fast gear is switched on. A control unit SS is connected to the switching cylinder 23 via two pressure medium lines L and S. The piston of the shift cylinder 23 coupled to the shift shift shaft 21 is also coupled to the spring arrangement 24 , which holds the shift shift shaft 21 in the middle neutral position, as long as both pressure medium lines L and S are depressurized. Finally, a position indicator device 25 is provided on the switching cylinder 23 with three signal lines L ', N and S' for the three positions of the sliding switching shaft 21st Two speed measuring lines n1 and n2 are connected to the manual transmission 20 for transmitting a measured value for the transmission input speed and for the transmission output speed. The measuring line n2 opens into a changeover control unit US, which triggers the reversal of the manual transmission 20 from the previously engaged gear into the other gear when a certain output speed is reached. For this purpose, the switchover control unit US is connected to the shift cylinder control unit SS, inter alia, via two signal lines La and Sa.

The following is provided for the synchronization of the sliding switching shaft 21 with the coupling half 17 'or 19 ' necessary for each switching operation: The fuel metering device 11 is connected via a line 11 'to a three-position switch U, which is connected, for example, by means of springs is held in a middle rest position. In its (in the drawing) right-hand working position, the changeover switch U connects the fuel metering device 11 to a travel switch 9 , which can be adjusted in the usual manner by the vehicle driver, in order to thereby set the desired engine torque during normal traction operation. In its left-hand working position shown, the changeover switch U connects the fuel metering device 11 to the output 26 of a speed controller DR. Its actual value input (line 12 ') is connected to the speed measuring device 12 of the motor 10 , while the setpoint input (line F) is connected to a setpoint generator, designated overall by SB. Speed controller DR and changeover switch U are components of an engine control unit MS, which is otherwise not shown in detail.

The setpoint generator SB is connected to the speed measuring line n2 and comprises two forming elements H and R. One forming element H multiplies the (variable) value for the output speed n2 by a factor which, in overdrive, the overall ratio between motor 10 and output shaft 22 represents. It thus forms the target engine speed for upshifting from slow to overdrive. In a similar way, the other forming element R forms the target engine speed for the downshifting from high speed to slow speed. A two-position switch V connects the setpoint input of the speed controller DR, ie the line F, either to one or to the other forming element H, R; this takes place depending on whether slow or overdrive is currently switched on, i.e. depending on in which of the two lines L 'and S' a signal is present.

A synchronous indicator SI has an input for the measured value n2 of the transmission output speed and another input (line 27 ), to which a measured value for the speed of either the gear 19 or the gear 20 must be supplied, depending on which gear is to be selected next. For this purpose, a second two-position switch W is provided, which either outputs a measured value n1 for the speed of the one gear wheel 19 unchanged to the line 27 or (by means of a shaping element q) changes by the increment q between the two gears of the manual transmission 20 . The position of the switch W also depends on which of the two signals L 'or S' is present. In the example shown, the two switches V and W are therefore mechanically coupled to one another. However, this is only a symbolic representation of numerous possible design variants. Likewise, any other equivalent arrangement can be provided instead of the switch U. Deviating from the illustration, the speed of the gear 17 could also be determined by an additional sensor.

The output (line G) of the synchronous indicator SI is connected on the one hand to the switching control unit US and on the other hand to the switching cylinder control unit SS and to an interrupter 28 located in line N, which is thus opened as soon as via line G Synchronous state is reported.

Assuming the drive device is in normal speed during normal traction operation (signal La and pressure present in line L; thus output shaft 22 coupled to the gear 17 ), then the signal L 'has brought the switches V and W into the (lower) position shown , so that the subsequent upshift process is prepared. In addition, the signal A is on the changeover switch U, so that it connects the travel switch 9 with the fuel metering device 11 . If the switchover control unit US now determines that the output speed n2 has reached a certain limit value (namely the upper switching speed), the upshifting process is triggered, which takes place in the following steps:

• 1. The switching control unit US clears the signal A; thus the switch U goes to its middle neutral position. As a result, the engine 10 can, for example, go into the idle state. However, it is better to supply the fuel metering device 11 with a signal (eg via line B) which commands a minimum injection quantity. This prevents the engine 10 from braking the vehicle, that is to say that a torque is present on the sliding shift shaft 21 . In other words:
  The engine torque should be kept at zero.
• 2. Now the switching control unit US clears the signal La, so that the pressure in the line L disappears and the sliding switching shaft 21 moves to its central neutral position under the action of the spring arrangement 24 . The switches V and W remain in the position shown.
• 3. The neutral position of the slide switching shaft 21 triggers the signal N, which moves the changeover switch U to its left position; because the interrupter 28 is closed. The fuel metering device 11 is thus controlled by the speed controller DR. Since the setpoint input to the speed controller is taken from element H, the motor 10 now synchronizes the gearwheel 19 with the shift switching shaft 21 . This state is shown in Fig. 1. If the output speed n2 changes, the setpoint is constantly corrected accordingly. Fig. 1 shows a simplified arrangement in which the output N of the position indicating means 25 directly coupled to the interrupter 28th As a rule, however, an amplifier will be interposed, which is preferably arranged in the switchover control unit US.
• 4. When the synchronous state is reached, the synchronous indicator SI sends the signal G to the switchover control unit US; at the same time, the interrupter 28 is opened in line N, so that the switch U immediately returns to the neutral central position. In this state, engine idling or preferably engine torque equal to zero is again commanded.
• 5. Simultaneously or immediately thereafter, the switchover control unit US sends the signal Sa; consequently, pressure enters line S; thus the shift control shaft 21 goes into the commanded end position in which the gear 19 is coupled to the output shaft 22 . As a result, the position indicator 25 gives the signal S 'to the switchover control device US, so that the signal A brings the switch U back into its right normal position. In addition, the signal S 'switches V and W in their upper position, so that the setpoint generator SB and the synchronous indicator SI are prepared for the subsequent downshift.

The downshifting process is basically the same as the upshifting process. Only the speed controller is now given a different one, namely the target engine speed originating from the forming element R. In addition, the speed of the gear 19 , but the speed of the gear 17 is input to the synchronous indicator SI as the input speed. During the downshift, the switches V and W are then returned to the lower position shown.

The embodiment of FIG. 2 differs from that of FIG. 1 essentially only in that the mechanical transmission 20 'combined with a hydrodynamic transmission and is also supplemented by a reversing switching device. All unchanged elements are provided in Fig. 2 with the same reference numerals as in Fig. 1. The hydrodynamic transmission comprises a torque converter 30 , which is filled only in a lower driving speed range (converter gear), in the mechanical transmission 20 'always the slow gear switched on is. The hydrodynamic transmission also includes a hydrodynamic clutch 31 , which is filled only in an upper, adjoining the converter speed range, the mechanical transmission 20 'either working in slow or overdrive. The motor 10 drives a primary shaft 33 of the hydrodynamic transmission and also a filling pump 34 via its output shaft 13 and via a transmission drive shaft 32 and via gearwheels (not specified). The latter is used (by means of control devices (not shown)) to alternately fill the torque converter 30 or the clutch 31 . A reversing switching device 36 is initially coupled to the secondary shaft 35 of the hydrodynamic transmission, with which the direction of travel (forwards or backwards) is determined. A sliding shift shaft 21 , a shift cylinder 23 and a spring arrangement 24 are again present for switching on the slow gear, the neutral position or the overdrive. The condition is shown in overdrive; ie the signal A is present and has set the switch U in the right position; the signal Sa and pressure are also present in the line S. Consequently, the signal S 'is also present, so that the switches V and W are in their upper position.

The switching of the gearbox while driving from overdrive to slow or back takes place with the same steps as in the embodiment according to FIG. 1. The only difference is that when the setpoint for the speed controller DR is formed, the hydrodynamic clutch 31 also slips is taken into account. A slip measuring device 38 is provided for this purpose. The speed values of the two coupling halves are fed to this via lines 37 and 39 , n1. An output line 40 is connected to a multiplier 41 which is inserted into the setpoint line F.

During the engine starting process (when the vehicle is stationary), the shift control shaft 21 is always in its central neutral position, and both the converter 30 and the clutch 31 are temporarily only filled with air. This air can cause the secondary shaft 35 and thus the sprockets 17 ', 19 ' to rotate prematurely, which would make the subsequent engagement of the slow gear difficult. Therefore, a so-called rotor brake 42 , which is indirectly coupled to the secondary shaft 35 of the hydrodynamic transmission, is active during the engine starting process. Such a rotor brake 42 can advantageously also be provided if the torque converter 30 is omitted, that is to say when the power transmission takes place through the hydrodynamic clutch 31 even when the vehicle is starting up.

Claims (7)

1. Device for the integral control of an internal combustion engine, in particular a diesel engine, and a mechanical transmission during a switching operation in a drive train for a rail vehicle with the following features:

• a) the internal combustion engine ( 10 ) has a fuel metering device ( 11 ) which is adjustable by means of an actuating device (z. B. drive switch 9 , throttle lever, torque regulator or the like.);
• b) in the manual transmission ( 20 ), an input shaft ( 15 ) can be coupled to an output shaft ( 22 ) by means of different gear ratios such that at least two gears (for different speed ranges) and a neutral position can be engaged,
• c) the switchable transmission ( 20 ) during the journey comprises an automatic gear shift device ( 21 , 23 , 24 ) with a position indicator device ( 25 ) and with a synchronizing device;
• d) a synchronous indicator (SI) generates a synchronous signal (G) when synchronization has taken place;
  characterized by the following additional features:
• e) to the fuel metering device ( 11 ), as an alternative to the control device ( 9 ) mentioned, the output of a motor speed controller (DR) can be connected, the setpoint input (F) of which is connected to a setpoint generator (SB), which at each switching operation from the output speed (n2) determines the target engine speed required for synchronization;
• f) a preferably electronic switching control unit (US) is designed such that the switching of the gearbox ( 20 ), triggered by the appearance of a switching signal (e.g. when the upper or lower switching speed n2 of the output shaft is reached) in the following Steps expires:
• f1) uncoupling the fuel metering device ( 11 ) from the actuating device (eg driving switch 9 );
• f2) adjusting the gear shifting device ( 23 ) into the neutral position; triggered by this:
• f3) connecting the fuel metering device ( 11 ) to the speed controller (DR) so that the internal combustion engine ( 10 ) synchronizes the elements for the gear to be engaged;
• f4) triggered by the appearance of the synchronous signal (G): uncoupling the fuel metering device ( 11 ) from the speed controller (DR);
• f5) adjusting the gear shifting device ( 21 , 23 ) into the gear to be engaged; triggered by this:
• f6) reconnecting the fuel metering device ( 11 ) to the actuating device ( 9 ).

2. Device according to claim 1, characterized in that a hydrodynamic coupling ( 31 ) is arranged between the internal combustion engine ( 10 ) and the gearbox ( 20 '), the degree of filling remains unchanged during the switching process. 3. Device according to claim 1 or 2, characterized in that the fuel metering device ( 11 ), as long as it is neither connected to the actuating device ( 9 ) nor to the speed controller (DR), can be connected to a signal source (US) for a minimum injection quantity is (signal B). 4. Device according to claim 3, characterized in that the fuel metering device ( 11 ) is connected to said signal source (US):

• a) during the adjustment of the gear shift device ( 21 , 23 ) in the neutral position and
• b) during the shifting of the gear shifting device from the neutral position into one of the gears.

5. Device according to one of claims 2 to 4, characterized in that a slip measuring device ( 38 ) is connected to the setpoint generator (SB), which measures the slip of the hydrodynamic clutch ( 31 ), so that the setpoint corrects for the slip becomes. 6. Device according to one of claims 2 to 5, characterized in that a - during the engine starting process - the secondary side of the hydrodynamic clutch ( 31 ) holding so-called "rotor brake" ( 42 ) is provided. 7. Device according to one of claims 2 to 6, characterized in that a hydrodynamic torque converter ( 30 ) is arranged between the internal combustion engine ( 10 ) and the manual transmission ( 20 ') in addition to the hydrodynamic clutch ( 31 ).