EP0937199B1 - Procede de fonctionnement d'une unite d'entrainement pour vehicules a moteur - Google Patents
Procede de fonctionnement d'une unite d'entrainement pour vehicules a moteur Download PDFInfo
- Publication number
- EP0937199B1 EP0937199B1 EP97950071A EP97950071A EP0937199B1 EP 0937199 B1 EP0937199 B1 EP 0937199B1 EP 97950071 A EP97950071 A EP 97950071A EP 97950071 A EP97950071 A EP 97950071A EP 0937199 B1 EP0937199 B1 EP 0937199B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- torque
- transmission
- drive motor
- control unit
- steering gear
- 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.)
- Expired - Lifetime
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
Definitions
- the invention relates to a method for operating a Drive unit for motor vehicles, in particular tracked vehicles with a preferably electronic control unit torque-influencing drive motor, one Load transmitter, a transmission, and at least one other Consumers, as defined in claim 1, part 1 is.
- DE 43 04 779 A1 describes a control method a drive unit in which the drive motor torque depending on the torque flow to another Consumers in the sense of a compensation to the further Torque flow reaching consumers affected becomes.
- Such a process can be used anywhere where consumers are present, their moment of absorption is not determined solely by the engine speed. In addition to the transmission, there will be at least one other Consumers involved in the process.
- the invention is therefore based on the object Specify method for operating a drive unit with the mileage increases can be achieved without the Need to increase the transmission capacity of the transmission.
- Prerequisites are that the consumer has his torque the drive train in front of the transmission takes and the permissible input torque on Travel gear is smaller than a potentially maximum drive motor torque.
- the drive motor torque is variably capped by a value that is the sum from a permissible input torque on the transmission and corresponds to the current torque flow to the consumer.
- the meaning of "driving in front of the transmission” includes a case where a consumer (e.g. Power take-off) driven by the transmission input shaft, however, before the actual transmission part lies.
- the permissible input torque on the travel gear must not necessarily be a fixed value. If, for example the transmission capacity of a clutch that permissible input torque determined on the transmission, can it makes sense to set the permissible input torque as Function or characteristic curve depending on engine speed, hydraulic Pressure, temperatures or - with a step transmission To store the gear in the control.
- the current torque flow to the further consumers from vehicle data and / or from measured Vehicle status and / or environmental data generated Signals can be determined particularly easily. Under vehicle data in this sense are also parameters of individual Understand vehicle components. Is just as obvious also that the computer in a combined engine transmission control unit is integrated, or that individual Vehicle components (consumers) themselves with a corresponding Electronics are equipped, and their respective Recording torque as a signal, preferably on a data bus provide.
- the transmission control unit receives the for determination of the torque flow to the other consumer used Signals and a load signal from the load generator from this a signal "torque request" and transmitted this signal to the engine control unit. This controls the Drive motor so that the actual drive motor torque the current "torque request" largely corresponds.
- an appropriate actuator system such as a Injection pump used.
- the transmission control unit receives the Calculation of the torque flow to the other consumer used signals and generates a current one Signal "maximum permissible drive motor torque".
- the Engine control unit receives this generated signal from the transmission control unit and a load signal directly from Load generator and controls the drive motor in such a way that actual drive motor torque is the "maximum allowable Drive motor torque ".
- the engine control unit depends on the signal "Maximum permissible drive motor torque" an assignment load signal and actual motor control (e.g. Injection quantity).
- the area of automatic compensation depends on the load position, above which due to a Torque flow to the other consumer the actual Motor control is affected. Is this load position the full load position, must in the partial load range manually compensated by the driver. Should be an elevated Motor torque with existing torque flow to the further Consumers are not constantly available automatically it may make sense to add another Introduce condition, such as the operation a kick-down switch.
- the torque flow can be to the steering gear part advantageously by using at least one of the sizes drive gear ratio, steering gear ratio, Turning resistance coefficient, curve radius or preferably determine the steering wheel angle by calculation.
- a hydraulic fan drive with a hydraulic pump and A hydraulic motor is the use of the drive motor speed quantities or a pump power of the hydraulic pump advantageous.
- the use of a torque measuring device is also obvious at a suitable location, preferably at the point where the torque flow to the steering gear branches off, or at the transmission input.
- the automatic transmission part a powershift stage transmission, preferably in Planetary construction is.
- the use is obvious of continuously variable transmissions for the driving and / or steering gear.
- These continuously variable transmissions can, for example as a hydrodynamic transmission, hydrodynamically power split Gear or designed as a belt gear his.
- a turbocharged multi-fuel engine has the advantage that he operated in overload by increasing the boost pressure can be.
- the torque at the transmission input 12 acts on the input shaft of the input group 6, a first fixed gear ratio at the transmission input.
- the torque flow is divided into two according to the input group the paths to the transmission 2, to the steering gear 4 and in a path 14 to the auxiliary units (e.g. fan drive).
- the output torques of the travel gear and the steering gear are added up in the summation gears 8, 10. Each there are different torque flows depending on the driving condition 16, 18 to the two (left and right side) Outputs that are not shown in Fig. 1.
- the steering gear turns on considerable portion of the supplied torque 12 is branched off, whereby initially less torque is reached to the transmission 2.
- the method according to the invention now provides, depending on Torque flow to the steering gear 4 and to the auxiliary units 14 more torque at the transmission input by influencing engine torque 12 to generate.
- the second full-load characteristic curve 22 schematically shows two full-load torque characteristics a drive motor plotted against the engine speed (n_Mot).
- the first full-load characteristic curve 20 applies to straight-ahead driving or without another consumer and fulfills the condition that the allowable input torque of the transmission is not exceeded.
- the second shown in dashed lines The full load characteristic applies when there are additional consumers at least the moment difference of the represented Branch off lines in front of the transmission. May the second Full load characteristic curve 22 can be kept permanently by the engine this means that the engine is constantly moving straight ahead is operated throttled. Overload operation of the engine is available if only the first full-load characteristic 20 can be held permanently by the motor, but the motor can realize the full load characteristic curve 22 at short notice.
- FIGS. 3 and 4 schematically show two options, such as an inventive Method with a transmission control unit 24 and an engine control unit 26 can be configured.
- the Transmission control unit 3 receives the Transmission control unit 24 a load signal (accelerator pedal position 32) and a signal "steering wheel angle" 30.
- the transmission control unit determines the torque flow from these signals to the steering gear and adds this to one of the accelerator pedal positions corresponding torque request.
- the total value is converted to a torque request signal 34 and transmitted to the engine control unit.
- the engine control unit generates this torque request 34 the signal injection time 36, which from a fuel injection pump 28 is received.
- This configuration is particularly suitable for one automatic compensation of the torque flow to the steering gear in the entire load range.
- the second embodiment according to FIG. 4 differs differ from the first in that the load signal (Accelerator pedal position 32) directly from the engine control unit is received, and the transmission control unit from the signal “Steering wheel angle" 30 a signal “maximum permissible drive motor torque” 38 generated. This will also received by the engine control unit.
- This embodiment of the method is particularly suitable good if the compensation only in the high load range should be done automatically.
- the driver must be in the partial load range the torque absorbed by the steering gear manually compensate if the vehicle does not slow down should.
Abstract
Claims (11)
- Procédé de commande d'une unité d'entraínement pour véhicules automobiles, en particulier pour véhicules à chenilles, comprenant un moteur d'entraínement dont le couple peut être influencé par une unité de commande (26), de préférence électronique, un capteur de charge, un groupe propulseur (2) et au moins un autre consommateur (4), dans lequel, au-dessus d'une position déterminée du capteur de charge, le couple du moteur d'entraínement est influencé par l'unité de commande (26) en fonction du flux de couple actuel vers l'autre consommateur, dans le sens tendant à une compensation au moins partielle du flux de couple parvenant à l'autre consommateur, caractérisé en ce que le flux de couple vers l'autre consommateur est dérivé cinématiquement en amont du groupe propulseur, en ce que le couple d'entrée admissible sur le groupe propulseur est plus petit que le couple maximum potentiel du moteur d'entraínement, et en ce que le couple du moteur d'entraínement est limité vers le haut de façon variable par une valeur qui correspond à la somme du couple d'entrée admissible sur le groupe propulseur et du flux de couple actuel vers le consommateur, afin d'éviter de surcharger le groupe propulseur en cas de faible flux de couple vers l'autre consommateur.
- Procédé selon la revendication 1, caractérisé en ce que le flux de couple actuel vers l'autre consommateur est calculé au moyen d'un calculateur, de préférence intégré dans une unité électronique de commande (26) du moteur ou (24) de la transmission, sur la base de signaux (30) produits à partir de données du véhicule et/ou à partir de données mesurées de l'état du véhicule et/ou de l'environnement.
- Procédé selon la revendication 2, caractérisé en ce que l'unité de commande (24) de la transmission reçoit les signaux (30) utilisés pour le calcul du flux de couple vers l'autre consommateur et un signal de charge (32) du capteur de charge, génère sur cette base un signal de "demande de couple" (34), transmet ce signal à l'unité de commande (26) du moteur, et l'unité de commande (26) du moteur pilote le moteur d'entraínement de manière que le couple effectif du moteur d'entraínement corresponde essentiellement à la "demande de couple" (34) actuelle.
- Procédé selon la revendication 2, caractérisé en ce que l'unité de commande (24) de la transmission reçoit les signaux (30) utilisés pour le calcul du flux de couple vers l'autre consommateur, génère sur cette base un signal actuel de "couple maximum admissible du moteur d'entraínement" (38), l'unité de commande (26) du moteur reçoit ce signal généré par l'unité de commande (24) de la transmission et un signal de charge (32) provenant directement du capteur de charge et pilote le moteur d'entraínement de telle manière que le couple effectif du moteur d'entraínement ne devienne pas supérieur au "couple maximum admissible du moteur d'entraínement" (38).
- Procédé selon l'une des revendications 1 à 4, caractérisé en ce que le moteur d'entraínement est mis brièvement en action dans le sens tendant à un travail en surcharge, en particulier en présence d'un flux de couple vers l'autre consommateur.
- Procédé selon l'une des revendications 1 à 5, caractérisé en ce que le véhicule automobile est un véhicule à chenilles, le mécanisme propulseur est la partie automatique du train propulseur (2) d'un mécanisme de direction à recouvrement, le capteur de charge est une pédale d'accélérateur et un autre consommateur est une partie mécanisme de direction (4) du mécanisme de direction à recouvrement ou un entraínement hydraulique de ventilateur.
- Procédé selon la revendication 6, caractérisé en ce que, pour calculer le flux de couple vers la partie de mécanisme de direction, on utilise au moins une des grandeurs suivantes :rapport de transmission du groupe propulseur,rapport de transmission du mécanisme de direction,coefficient de résistance au virage,rayon de virage,angle (30) du volant de direction,vitesse de rotation du moteur d'entraínement,puissance de la pompe,
- Procédé selon la revendication 6 ou 7, caractérisé en ce que la partie automatique (2) du groupe propulseur est une transmission étagée commutable en charge.
- Procédé selon l'une des revendications 6 à 8, caractérisé en ce que la partie mécanisme de direction (4) est une transmission étagée commutable en charge (mécanisme de direction à rayons multiples).
- Procédé selon l'une des revendications 1 à 9, caractérisé en ce qu'il y est prévu, comme moteur d'entraínement, un moteur polycarburant, de préférence turbo-suralimenté.
- Procédé selon l'une des revendications 1 à 10, caractérisé en ce qu'il est prévu, comme autre consommateur, une installation de climatisation et/ou une prise de force secondaire.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19646069A DE19646069A1 (de) | 1996-11-08 | 1996-11-08 | Verfahren zum Betrieb einer Antriebseinheit für Kraftfahrzeuge |
DE19646069 | 1996-11-08 | ||
PCT/EP1997/006047 WO1998021464A1 (fr) | 1996-11-08 | 1997-11-03 | Procede de fonctionnement d'une unite d'entrainement pour vehicules a moteur |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0937199A1 EP0937199A1 (fr) | 1999-08-25 |
EP0937199B1 true EP0937199B1 (fr) | 2001-04-18 |
Family
ID=7811014
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP97950071A Expired - Lifetime EP0937199B1 (fr) | 1996-11-08 | 1997-11-03 | Procede de fonctionnement d'une unite d'entrainement pour vehicules a moteur |
Country Status (5)
Country | Link |
---|---|
US (1) | US6155955A (fr) |
EP (1) | EP0937199B1 (fr) |
KR (1) | KR100462310B1 (fr) |
DE (2) | DE19646069A1 (fr) |
WO (1) | WO1998021464A1 (fr) |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6511399B2 (en) * | 2001-04-25 | 2003-01-28 | General Motors Corporation | Torque and power control in a powertrain |
DE10242230A1 (de) * | 2002-09-12 | 2003-10-30 | Daimler Chrysler Ag | Verfahren zum Betreiben eines Fahrzeugs mit mehreren Aggregaten |
JP4099653B2 (ja) * | 2002-11-08 | 2008-06-11 | 三菱ふそうトラック・バス株式会社 | 機械式変速機の変速制御装置 |
DE10344711A1 (de) * | 2003-09-26 | 2005-04-14 | Zf Friedrichshafen Ag | Elektrisches Antriebssystem für ein Fahrzeug mit Rutschlenkung |
DE102004027063A1 (de) * | 2004-06-03 | 2005-12-22 | Zf Friedrichshafen Ag | Verfahren zur optimierten Erfassung des Getriebeeingangsmomentes in Fahrzeugen, die mit motorseitigen Nebenaggregaten ausgestattet sind |
DE102004027062A1 (de) * | 2004-06-03 | 2005-12-22 | Zf Friedrichshafen Ag | Verfahren zum Verhindern des Schaltpendelns in Grenzsteigungssituationen für ein Kraftfahrzeug mit einem Automatgetriebe |
US8414449B2 (en) * | 2007-11-04 | 2013-04-09 | GM Global Technology Operations LLC | Method and apparatus to perform asynchronous shifts with oncoming slipping clutch torque for a hybrid powertrain system |
DE102010029373A1 (de) * | 2010-05-27 | 2011-12-01 | Zf Friedrichshafen Ag | Verfahren zum Verhindern von Pendelschaltungen bei einem Fahrzeug umfassend ein Stufenautomatgetriebe |
DE102017221977B4 (de) * | 2017-12-06 | 2022-09-29 | Zf Friedrichshafen Ag | Leistungslimitierung der Getriebeleistung über externe Schnittstelle |
Family Cites Families (22)
Publication number | Priority date | Publication date | Assignee | Title |
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FI54018C (fi) * | 1976-11-19 | 1978-09-11 | Rauma Repola Oy | Belastningskompenserad hydrostatisk effekttransmissionsanordning |
DE3242299A1 (de) * | 1982-11-16 | 1984-05-17 | Thyssen Industrie Ag, 4300 Essen | Arbeitsverfahren und zusatzvorrichtung fuer lenkgetriebe von gleiskettenfahrzeugen |
JPS61129332A (ja) * | 1984-11-28 | 1986-06-17 | Honda Motor Co Ltd | エンジンで駆動される車両用補機類の制御装置 |
WO1988003097A1 (fr) * | 1986-10-31 | 1988-05-05 | Zahnradfabrik Friedrichshafen Ag | Systeme de transmission pour vehicules a moteur |
US4724810A (en) * | 1987-02-13 | 1988-02-16 | General Motors Corporation | Engine idle speed control with feedforward power adjustment |
DD261298A1 (de) * | 1987-05-26 | 1988-10-26 | Fortschritt Veb K | Anordnung und verfahren zur motorregelung bei selbstfahrenden arbeitsmaschinen |
DE3867244D1 (de) * | 1987-10-09 | 1992-02-06 | Zahnradfabrik Friedrichshafen | Ueberlagerungslenkgetriebe fuer gleiskettenfahrzeuge. |
DE3739389A1 (de) * | 1987-11-20 | 1989-06-01 | Rexroth Mannesmann Gmbh | Antriebssystem |
JPH0663463B2 (ja) * | 1989-09-27 | 1994-08-22 | マツダ株式会社 | エンジンの燃料制御装置 |
US5000277A (en) * | 1989-11-30 | 1991-03-19 | General Motors Corporation | Hydrostatic steering control for a tracked vehicle |
DE4112982C2 (de) * | 1991-04-20 | 1998-03-19 | Renk Ag | Antriebs- und Bremsanlage für ein Vollkettenfahrzeug |
DE4141947C2 (de) * | 1991-12-19 | 2002-02-07 | Bosch Gmbh Robert | Steuersystem für eine Antriebseinheit in einem Flugzeug |
DE4200806C1 (en) * | 1992-01-15 | 1993-01-28 | Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De | Speed control for IC engine auxiliary - determines power requirement and raises idling rpm if necessary |
DE4304779B4 (de) * | 1992-06-20 | 2005-11-24 | Robert Bosch Gmbh | Vorrichtung zur Steuerung des von einer Antriebseinheit eines Fahrzeugs abzugebenden Drehmoments |
DE4239711B4 (de) * | 1992-11-26 | 2005-03-31 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung eines Fahrzeugs |
US5457633A (en) * | 1994-02-24 | 1995-10-10 | Caterpillar Inc. | Apparatus for limiting horsepower output of an engine and method of operating same |
DE19512637A1 (de) * | 1995-04-05 | 1996-10-10 | Claas Ohg | Antriebseinheit, Verfahren zu deren Steuerung und Verwendung derselben |
US5666917A (en) * | 1995-06-06 | 1997-09-16 | Ford Global Technologies, Inc. | System and method for idle speed control |
DE19536038B4 (de) * | 1995-09-28 | 2007-08-16 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Kraftfahrzeugs |
US5577474A (en) * | 1995-11-29 | 1996-11-26 | General Motors Corporation | Torque estimation for engine speed control |
SE9600454L (sv) * | 1996-02-07 | 1997-04-14 | Scania Cv Ab | Förfarande för korrigering av motormomentet vid växling |
US5947084A (en) * | 1998-03-04 | 1999-09-07 | Ford Global Technologies, Inc. | Method for controlling engine idle speed |
-
1996
- 1996-11-08 DE DE19646069A patent/DE19646069A1/de not_active Withdrawn
-
1997
- 1997-11-03 EP EP97950071A patent/EP0937199B1/fr not_active Expired - Lifetime
- 1997-11-03 WO PCT/EP1997/006047 patent/WO1998021464A1/fr active IP Right Grant
- 1997-11-03 US US09/269,374 patent/US6155955A/en not_active Expired - Fee Related
- 1997-11-03 DE DE59703400T patent/DE59703400D1/de not_active Expired - Lifetime
- 1997-11-03 KR KR10-1999-7004091A patent/KR100462310B1/ko not_active IP Right Cessation
Also Published As
Publication number | Publication date |
---|---|
US6155955A (en) | 2000-12-05 |
DE19646069A1 (de) | 1998-05-14 |
KR20000053156A (ko) | 2000-08-25 |
EP0937199A1 (fr) | 1999-08-25 |
WO1998021464A1 (fr) | 1998-05-22 |
KR100462310B1 (ko) | 2004-12-16 |
DE59703400D1 (de) | 2001-05-23 |
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