EP1595075A1 - Procede pour mettre en marche ou arreter le moteur d'un vehicule - Google Patents

Procede pour mettre en marche ou arreter le moteur d'un vehicule

Info

Publication number
EP1595075A1
EP1595075A1 EP04704593A EP04704593A EP1595075A1 EP 1595075 A1 EP1595075 A1 EP 1595075A1 EP 04704593 A EP04704593 A EP 04704593A EP 04704593 A EP04704593 A EP 04704593A EP 1595075 A1 EP1595075 A1 EP 1595075A1
Authority
EP
European Patent Office
Prior art keywords
clutch
internal combustion
combustion engine
speed
limit value
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Withdrawn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
EP04704593A
Other languages
German (de)
English (en)
Inventor
Normann Freisinger
Jürgen Lang
Manfred Treusch
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 EP1595075A1 publication Critical patent/EP1595075A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices
    • F02N11/101—Safety devices for preventing engine starter actuation or engagement
    • F02N11/103—Safety devices for preventing engine starter actuation or engagement according to the vehicle transmission or clutch status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices
    • F02N11/106—Safety devices for stopping or interrupting starter actuation
    • 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
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for switching an internal combustion engine of a vehicle on and off.
  • a vehicle state that is suitable for switching off the internal combustion engine can be identified in a variety of ways. It is in particular possible to derive from the vehicle speed and states of the actuation of the brake and / or the clutch pedal when the internal combustion engine is switched off. The internal combustion engine is also switched on again automatically according to criteria that have been defined for measurable quantities.
  • the variables actuation of the clutch pedal and / or actuation of the brake can be used as a criterion for the restart of the internal combustion engine.
  • the internal combustion engine can be switched on and off in certain driving states in vehicles which have a manual transmission and a clutch arranged between the internal combustion engine and the manual transmission.
  • the clutch separates the frictional connection to the transmission and the drive train by means of a relative movement of a clutch release with respect to a flywheel connected to the output shaft of the internal combustion engine.
  • the object of the invention is to avoid the occurrence of uncontrolled driving conditions during a starting process when the internal combustion engine is switched on and off automatically.
  • a method for switching the internal combustion engine of a vehicle on and off with an internal combustion engine for driving the same the latter is connected to a drive train by means of a gearbox.
  • the clutch is assigned a clutch for establishing and separating the non-positive connection between the internal combustion engine and the drive train.
  • the clutch has a release to establish and disconnect the non-positive connection to the drive train. It can be actuated by a driver by means of a clutch pedal.
  • one of the engagement speed representing the release If this size exceeds a limit value, the commissioning of the internal combustion engine is interrupted.
  • the internal combustion engine is started up on the basis of signals representing actuations of the brake pedal.
  • the internal combustion engine of a vehicle is switched on after an automatic switch-off whenever it is recognized that it is necessary to drive the vehicle.
  • the driver's intention to start the vehicle can be recognized in a variety of ways. This takes place in a particularly favorable manner depending on an actuation of the clutch pedal or the brake pedal or an accelerator pedal.
  • At least one of the variables from the engagement speed, the actuation speed of the clutch pedal or a variable coupled to one of these variables is recorded as a measure of the engagement speed of the release.
  • the release speed of the clutch release can be recorded both directly and indirectly.
  • the detection via the actuation of the clutch pedal has the advantage that the sensor, for example a displacement sensor in the region of the articulation of the pedal, can be designed in a simple manner and can be installed. On the other hand, such a sensor does not directly measure the behavior of the release.
  • the behavior ten of the release is only indirectly connected with the behavior of the pedal. For example, in the event of a fault in the function of the clutch pedal, the relationship between the path of the clutch pedal and the path of the releaser, which is to be assumed due to the design, may be disturbed and no longer correspond to the actual conditions.
  • the limit value for the size is specified as a function of the position of the clutch release.
  • the specification of a path-variable limit value allows a different, path-dependent actuation behavior of the clutch to be taken into account.
  • a driver who uses a vehicle continuously knows the behavior of his vehicle. He unconsciously learns the relationship between the position of the clutch pedal and the power transmission taking place via the clutch. He knows in particular the position of the clutch pedal, in which the frictional connection to the drive train is completely established or completely separated.
  • the limit value in a first range which extends between the completely separated position of the clutch and the start of a non-positive connection to the clutch release, is greater than the engagement speed of the clutch release occurring at maximum actuation speed of the clutch pedal. This measure enables the driver to guide the clutch pedal at the highest possible speed up to the point at which the clutch begins to grip and a frictional connection to the drive train is established.
  • the limit value is selected at least as large as the maximum actuation speed of the clutch pedal.
  • the frictional connection between the internal combustion engine and the drive train is already established. It is therefore no longer possible to influence the power transmission in this area.
  • the operating speed of the clutch pedal in its unactuated starting position is irrelevant to the behavior of the system.
  • the further movement of the releaser also has no influence on the behavior of the vehicle.
  • the limit can thus be set to a very high value. In particular, it can be selected to be at least as large as the limit value for the first range.
  • this second area extends from the start of a non-positive connection to the releaser until the slip-free connection is reached.
  • the limit is lower than the maximum actuation speed of the clutch pedal.
  • the proportion of the power transmission to the drive shaft is heavily dependent on the path of the release. In this area, moving the disengagement too quickly results in the force-fitting connection being made too quickly. In this case, shortly after starting, if the internal combustion engine has not yet reached a stable operating state, it is still unable to apply a drive torque sufficient to drive the wheels. The torque build-up is not large enough during starting or immediately after starting.
  • the limit value can be determined in a wide range, in particular depending on the behavior of the internal combustion engine. It can be determined empirically, for example, depending on the design conditions. In any case, the limit value is lower than the value of the withdrawal speed that occurs at maximum pedal speed. In particular, it is only a fraction of this value. The value can be between 10% and 50% of the maximum return speed of the clutch pedal can be selected. The exact selection of the value is, however, a matter of coordination, which is the responsibility of the person skilled in the art depending on the circumstances of the vehicle.
  • the limit value can in particular also be chosen to be changeable and, for example, can be set in dependence on the pedal actuations carried out by the driver.
  • the start of a force connection to the release is derived from at least one of the variables from engine speed, wheel speed, vehicle speed, vehicle acceleration, drive torque on the drive shaft.
  • the beginning of a frictional connection is derived from changes in the speed of the clutch system.
  • the establishment of the non-positive connection changes the speed of movement of the release and other movable components of the clutch to each other.
  • the detection of such changes in speed can also be used to determine the establishment of the non-positive connection.
  • Figure 1 is a schematic representation of an internal combustion engine with a clutch.
  • 2 shows a schematic illustration of a clutch pedal with a measuring device for detecting the actuation speed;
  • FIG. 1 shows a schematic illustration of an internal combustion engine 10 which can be switched on and off automatically.
  • the internal combustion engine 10 is followed by a clutch 11, by means of which the non-positive connection to the transmission 12 and the drive shaft 13 can be interrupted by actuating a clutch pedal 20 shown in FIG. 2.
  • the release 14 serves to interrupt the flow of force from the flywheel 15 of the internal combustion engine to a clutch actuator 16.
  • FIG. 2 shows a clutch pedal 20, when actuated, for example via the Bowden cable 21, the pedal travel is transmitted to the clutch 11 and generates a movement of the clutch 14 that is dependent on the pedal travel.
  • the pedal is held in a swivel joint 22 which is arranged on the vehicle side.
  • An angle sensor 23 is arranged on the swivel joint 22, the signals of which can be processed in the computing unit 24, it being possible to determine the position s as well as the movement speed v and direction of movement of the clutch pedal 20 from these signals.
  • FIG. 3 shows a diagram of a position-dependent determination of the limit value G for aborting the switching on of the internal combustion engine 10. If the clutch pedal 20 is in a position s between the maximum actuation path s ma ⁇ - in that there is no non-positive connection from the internal combustion engine 10 to the drive shaft 13 - and the position sl - in which a non-positive connection between the internal combustion engine 10 and the drive shaft 13 is being produced - that is to say within the first region BI, the limit value G is the maximum movement speed v max of the clutch pedal taken.
  • the limit value G is less than v max .
  • the limit value is chosen to be larger than in the first area BI.
  • FIG. 4 shows the flow diagram of a method according to the invention.
  • step 401 the position s of the clutch pedal is first determined.
  • step 403 the determined movement speed v of the clutch pedal or the release of the clutch pedal is determined in accordance with step 402.
  • step 403 the limit value G for the current position s of the release device 14 is determined.
  • step 404 it is checked whether the movement speed v is greater than the limit value G. If this is not the case, the process jumps to step 401. Otherwise, the switching on of the internal combustion engine is interrupted according to step 405.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)

Abstract

L'invention concerne un procédé pour mettre en marche ou arrêter le moteur d'un véhicule. Dans un procédé pour mettre en marche ou arrêter le moteur d'un véhicule destiné à entraîner celui-ci, le moteur est relié avec une chaîne de transmission au moyen d'une boîte de vitesse. Un système d'embrayage est ajouté à la boîte de vitesse, ce qui permet de produire et de séparer la liaison entraînée par adhérence entre le moteur et la chaîne de transmission. Le système d'embrayage présente un dispositif de débrayage destiné à créer et à séparer la liaison entraînée par adhérence avec la chaîne de transmission. Ledit système d'embrayage peut être utilisé par un conducteur au moyen d'une pédale d'embrayage. Selon l'invention, une grandeur représentant la vitesse d'engrènement du dispositif de débrayage est déterminée. Lorsque cette grandeur dépasse une valeur seuil, la mise en marche du moteur est interrompue.
EP04704593A 2003-02-21 2004-01-23 Procede pour mettre en marche ou arreter le moteur d'un vehicule Withdrawn EP1595075A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10307377A DE10307377B4 (de) 2003-02-21 2003-02-21 Verfahren zum Ein- und Ausschalten der Brennkraftmaschine eines Fahrzeugs
DE10307377 2003-02-21
PCT/EP2004/000557 WO2004074678A1 (fr) 2003-02-21 2004-01-23 Procede pour mettre en marche ou arreter le moteur d'un vehicule

Publications (1)

Publication Number Publication Date
EP1595075A1 true EP1595075A1 (fr) 2005-11-16

Family

ID=32797600

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04704593A Withdrawn EP1595075A1 (fr) 2003-02-21 2004-01-23 Procede pour mettre en marche ou arreter le moteur d'un vehicule

Country Status (5)

Country Link
US (1) US7448982B2 (fr)
EP (1) EP1595075A1 (fr)
JP (1) JP2006518433A (fr)
DE (1) DE10307377B4 (fr)
WO (1) WO2004074678A1 (fr)

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DE102004057509A1 (de) * 2004-11-29 2006-06-01 Volkswagen Ag Kupplungssystem und Betriebsverfahren dafür
EP2048355B1 (fr) 2007-10-11 2017-11-15 Schaeffler Technologies AG & Co. KG Procédé destiné à la commande d'un système de démarrage-arrêt pour un véhicule doté d'une boîte de vitesse manuelle et dispositif correspondant
JP4811474B2 (ja) * 2009-02-25 2011-11-09 株式会社デンソー エンジン自動停止始動システム
JP5472004B2 (ja) * 2010-09-21 2014-04-16 株式会社デンソー エンジンの自動始動制御装置
JP5353855B2 (ja) * 2010-09-30 2013-11-27 株式会社デンソー 車両用制御装置
DE102011080937A1 (de) * 2011-08-15 2013-02-21 Robert Bosch Gmbh Anfahrunterstützung mit Kupplungsschleifpunktadaption
DE102011120812B4 (de) * 2011-12-10 2022-06-02 Andreas Stihl Ag & Co. Kg Verfahren zum Betrieb eines handgeführten Arbeitsgeräts

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Also Published As

Publication number Publication date
JP2006518433A (ja) 2006-08-10
US20060144361A1 (en) 2006-07-06
WO2004074678A1 (fr) 2004-09-02
DE10307377B4 (de) 2013-01-17
DE10307377A1 (de) 2004-09-02
US7448982B2 (en) 2008-11-11

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