EP0928377A1 - Embrayage a commande automatique - Google Patents

Embrayage a commande automatique

Info

Publication number
EP0928377A1
EP0928377A1 EP97944730A EP97944730A EP0928377A1 EP 0928377 A1 EP0928377 A1 EP 0928377A1 EP 97944730 A EP97944730 A EP 97944730A EP 97944730 A EP97944730 A EP 97944730A EP 0928377 A1 EP0928377 A1 EP 0928377A1
Authority
EP
European Patent Office
Prior art keywords
gear
clutch
speed
engine
control
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.)
Withdrawn
Application number
EP97944730A
Other languages
German (de)
English (en)
Inventor
Franz Kosik
Thomas Grass
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.)
Daimler AG
Original Assignee
DaimlerChrysler 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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP0928377A1 publication Critical patent/EP0928377A1/fr
Withdrawn legal-status Critical Current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
    • F16D48/068—Control by electric or electronic means, e.g. of fluid pressure using signals from a manually actuated gearshift linkage
    • 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
    • F16D2500/108—Gear
    • F16D2500/1081—Actuation type
    • F16D2500/1082—Manual transmission
    • 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
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/3081—Signal inputs from the transmission from the input shaft
    • F16D2500/30816—Speed of the input shaft
    • 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
    • F16D2500/3082—Signal inputs from the transmission from the output shaft
    • F16D2500/30825—Speed of the output shaft
    • 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
    • F16D2500/3114—Vehicle wheels
    • F16D2500/3115—Vehicle wheel speed
    • 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
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70426—Clutch slip

Definitions

  • the invention relates to an automatically controlled clutch in the drive train of a motor vehicle, which has a gearbox between the engine and drive wheels that can be switched manually or arbitrarily between different gears or gears with different gear ratios, with a motor-driven actuating unit that actuates the clutch and one that serves to control it Sensor system which detects a parameter correlated with the speed of a gear or gear stage change and whose signals trigger or control, among other things, opening and closing of the clutch when the gears or gear stages are changed.
  • a transmission is arranged in the drive train in order to be able to change the transmission ratio between the speed of the vehicle engine and the speed of the drive wheels in accordance with the respective driving speed and load on the vehicle.
  • gearboxes switched by the driver the flow of power between the engine and drive wheels must be interrupted by opening a clutch while changing a gear.
  • the clutch is automatically controlled when the vehicle starts off.
  • the clutch can, for example, automatically be weakly closed, in such a way that a low torque is transmitted, which is sufficient to slowly creep the vehicle into motion.
  • the clutch is automatically controlled in the sense of an increase in the transmissible torque. In simple terms, the clutch is then increasingly closed.
  • the clutch closing process after changing gears or gears can basically be controlled in a variety of ways.
  • the engine speed determining the speed of the clutch input and the speed of the drive wheels are recorded.
  • these wheel speeds determine the speed of the Output of the clutch arranged between the engine and transmission.
  • the signals for the engine speed are readily available because today's vehicle engines are regularly equipped with electronic controls that have to record the engine speed when controlling the engine.
  • the wheel speeds are regularly queried for the control of a braking system with an anti-lock braking system.
  • the object of the invention is now to further improve the clutch control.
  • the actuating unit controls the closing process of the clutch when the gear or gear stage has been changed as a function of the parameter correlated with the speed of the gear or gear stage change, such that a phase provided when the clutch is engaged is increasingly shortened with slip of the clutch with increasing shift speed.
  • the invention is based on the general idea to take into account in clutch control whether the driver is changing gear or gear stage quickly or slowly. In this way, a parameter is recorded which reflects whether the driver wants to drive more sportily or more comfort-oriented. Depending on the switching behavior of the driver then the clutch closing process can be controlled more comfortably or more sportily quickly.
  • a particular advantage of the invention is that, in order to detect the switching speed, only the signals of sensors already present for other reasons have to be evaluated.
  • the transmission is regularly assigned a sensor arrangement that detects the gear or gear selected.
  • the signals of this sensor arrangement accordingly indicate whether and when a previously engaged gear or a previously engaged gear stage are exited and when a gear or a gear stage is engaged again.
  • the time difference between these signals is a parameter for the switching speed.
  • the switching element of the transmission a potentiometer or the like. be assigned, which detects movements of the switching element and is used, among other things, to detect an intention to switch by the driver.
  • the switching speed can also be derived from the signals of the potentiometer.
  • the position of an accelerator pedal actuated by the driver or another organ for driver-side control of driving performance is also taken into account when controlling the clutch closing process. This means, for example, that it is only possible to quickly close the clutch after a gear or speed step change at high gearshift speed only if the driver wishes to exploit the engine's potential to a greater extent, not only "Switch sporty” but also "drive sportily or accelerate”.
  • the single figure shows a schematic representation of a drive train of a motor vehicle and the components essential for clutch control.
  • an internal combustion engine 1 is via an automatically actuated clutch 2 and a transmission 3, the gear stages or gears of which are changed by manual actuation of a shift lever 4, and a drive shaft 5, e.g. a propeller shaft, drivingly connected to drive wheels 6 of a motor vehicle, which is not shown in any more detail.
  • the clutch is actuated automatically by means of a motorized actuator 7, for the control of which a sensor system is provided for monitoring various parameters of the driving operation.
  • This sensor system comprises a sensor arrangement 8, which is assigned to the transmission 3 or the shift lever 4 and detects its position and / or movements.
  • the signals of the sensor arrangement 8 thus indicate on the one hand which gear stage or which gear has been engaged or whether and which gear or which gear stage are left. On the other hand, the signals from the sensor arrangement 8 also indicate with what speed the respective change of gears or gears takes place.
  • a driver-operated organ serving to control the power of the engine 1 is registered by a sensor 9, e.g. a throttle valve 10 of the air intake system of the engine 1.
  • the sensor system includes a displacement sensor 11, which is assigned to the actuating unit 7 and detects its position and thus a parameter which is analogous to the magnitude of the torque that can be transmitted by the automatic clutch 2.
  • the control circuit 12 also communicates with a motor controller 13, which i.a.
  • the task is to keep the engine speed largely independent of the load on the engine at a minimum speed, such as the idling speed.
  • This engine controller 13 can also generate signals that reflect the respective speed of the engine 1 and the torque generated by the engine 1.
  • control circuit 12 communicates with speed sensors 14, which are assigned to the vehicle wheels.
  • the torque transmitted by the clutch corresponds to the transferable torque that is possible in the respective slip phase, wherein this transferable torque can be assigned to the respective position of the actuating unit 7 detected by the sensor 11.
  • the controller 12 can therefore continuously record or update and save values of the actuating stroke of the actuating unit 7 and of the torque that can be transmitted by the clutch 2.
  • the controller 12 thus “knows” the operating behavior of the clutch 2 and can, in principle, actuate it according to any desired specifications.
  • the aforementioned slip state of the clutch 2 is detected by determining the engine speed and thus the speed of the input of the clutch 2 via the engine control 13.
  • the engaged gear or the engaged gear stage and the speed sensor 14 determine the speed of the drive wheels 6 via the sensor arrangement 8; the speed of the output of clutch 2 can be determined from this, taking into account the respective gear ratio for the gear or gear selected become. As a result, it can be determined whether the input and output of clutch 2 have the same or different speeds, ie whether the clutch is operating with or without slip.
  • the clutch 2 when the clutch 2 is being controlled, it is now taken into account whether the gears or gear stages of the transmission 3 are changed at a higher or lower speed. If the shift speed is low, a comparatively long slip phase of clutch 2 is permitted after a change of gears or gears. At high switching speeds, the slip phase is significantly reduced. In this way, the automatic control of the clutch 2 takes place in a similarly different way as an arbitrarily controlled clutch would be actuated differently by a comfort-conscious or a sporty driver.
  • the position of the throttle valve 10 or another organ serving for power control of the engine 1 and / or the power of the engine 1 reported by the engine control 13 can also be taken into account in the clutch control.
  • the slip phase of the clutch 2 is also shortened after a change of gears or speed steps.

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 Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un embrayage à commande automatique situé dans la transmission d'une automobile, comportant une boîte de vitesses à enclenchement manuel et volontaire entre différentes vitesses. Le processus de fermeture de l'embrayage après un changement de vitesses est commandé en fonction de la vitesse de passage des rapports au moment du changement de vitesses, de manière que lorsque la vitesse de passage des rapports est élevée, il ne puisse intervenir qu'une phase de patinage raccourcie de l'embrayage.
EP97944730A 1996-09-25 1997-09-18 Embrayage a commande automatique Withdrawn EP0928377A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19639292A DE19639292C1 (de) 1996-09-25 1996-09-25 Automatisch gesteuerte Kupplung
DE19639292 1996-09-25
PCT/DE1997/002147 WO1998013618A1 (fr) 1996-09-25 1997-09-18 Embrayage a commande automatique

Publications (1)

Publication Number Publication Date
EP0928377A1 true EP0928377A1 (fr) 1999-07-14

Family

ID=7806793

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97944730A Withdrawn EP0928377A1 (fr) 1996-09-25 1997-09-18 Embrayage a commande automatique

Country Status (5)

Country Link
US (1) US6093132A (fr)
EP (1) EP0928377A1 (fr)
BR (1) BR9712843A (fr)
DE (1) DE19639292C1 (fr)
WO (1) WO1998013618A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10108932A1 (de) * 2001-02-23 2002-09-05 Bayerische Motoren Werke Ag Vorrichtung zur automatischen Betätigung einer im Drehmomentübertragungsweg zwischen Motor und Getriebe eines Kraftfahrzeugs angeordneten Trennkupplung

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0129417B2 (fr) * 1983-06-16 1992-08-12 Fujitsu Limited Système de commande d'un embrayage automatique
JPS60139535A (ja) * 1983-12-27 1985-07-24 Fuji Heavy Ind Ltd 車両用電磁式クラツチの変速制御装置
EP0444098B1 (fr) * 1988-11-17 1994-04-20 ZF FRIEDRICHSHAFEN Aktiengesellschaft Procede de reglage d'un embrayage
US5377797A (en) * 1993-07-30 1995-01-03 Eaton Corporation Clutch engagement control method in response to transmission shift lever position
GB9402252D0 (en) * 1994-02-05 1994-03-30 Automotive Products Plc Clutch control system
DE19581439D2 (de) * 1994-12-24 1997-06-05 Luk Getriebe Systeme Gmbh Vorrichtung und Verfahren zum Ansteuern eines zwischen einer Antriebseinheit und einem Getriebe wirksamen Drehmomentübertragungssystemes
DE19815260B4 (de) * 1997-04-26 2006-03-02 Luk Gs Verwaltungs Kg Kraftfahrzeug

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9813618A1 *

Also Published As

Publication number Publication date
BR9712843A (pt) 1999-11-16
DE19639292C1 (de) 1998-04-02
US6093132A (en) 2000-07-25
WO1998013618A1 (fr) 1998-04-02

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