EP2564090A1 - Procédé pour la détermination d'une vitesse de démarrage pour un véhicule automobile - Google Patents

Procédé pour la détermination d'une vitesse de démarrage pour un véhicule automobile

Info

Publication number
EP2564090A1
EP2564090A1 EP11709041A EP11709041A EP2564090A1 EP 2564090 A1 EP2564090 A1 EP 2564090A1 EP 11709041 A EP11709041 A EP 11709041A EP 11709041 A EP11709041 A EP 11709041A EP 2564090 A1 EP2564090 A1 EP 2564090A1
Authority
EP
European Patent Office
Prior art keywords
starting
friction clutch
starting gear
load
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.)
Withdrawn
Application number
EP11709041A
Other languages
German (de)
English (en)
Inventor
Roland Mair
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen 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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2564090A1 publication Critical patent/EP2564090A1/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Withdrawn legal-status Critical Current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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/142—Inputs being a function of torque or torque demand of driving resistance calculated from weight, slope, or the like
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/023—Drive-off gear selection, i.e. optimising gear ratio for drive off 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
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/02—Driving off

Definitions

  • the invention relates to a method for determining a starting gear in a motor vehicle whose drive train comprises a drive motor designed as an internal combustion engine, designed as an automated friction clutch starting element, and designed as an automated step transmission drive, wherein a starting gear for starting from standstill while maintaining a load limit of Friction clutch is determined.
  • a starting gear In a multistage stepped gearbox, several gears are basically suitable as a starting gear for starting from standstill. Such a starting situation is especially in the case of a journey in the plane and on a slope.
  • the motor torque that can be generated by the drive motor and can be output as the starting torque on the friction clutch must be sufficiently high in order to determine the stationary running resistance of the motor vehicle in this situation by the rolling resistance and the gradient resistance at the overall transmission ratio and the drivetrain efficiency determined by the respective starting gear is formed to compensate and additionally to provide an excess torque for a starting acceleration of the motor vehicle.
  • active output side that is arranged on the drive gear and / or the axle transmission power take-offs reduce usable for starting engine torque, which can be considered as a notional additional resistance in determining the starting gear.
  • active drive side directly from the drive motor-driven auxiliary units such as an electric generator, a power steering pump, and an air conditioning compressor of an air conditioner, as well as active drive side, ie arranged directly on the drive motor PTOs reduce that of the drive motor at the friction clutch releasable and thus available for starting engine torque already at the source of rotational energy.
  • the starting acceleration should correspond to the driver's power demand given by the accelerator pedal position, increasing with increasing accelerator pedal deflection, and decreasing with increasing road grade.
  • the driver expects with increasing accelerator pedal deflection at a constant road gradient a higher acceleration acceleration, with increasing road gradient at a constant accelerator pedal position, however, a lower acceleration acceleration.
  • a determination of the starting gear that depends only on the starting situation usually takes place via characteristic curves or characteristic maps which are adapted to the respective vehicle configuration via complex application methods and contain at least the vehicle mass, the road gradient and the accelerator pedal position as parameters.
  • the friction clutch which may be a passively closable single or multi-plate dry clutch or an actively closable multi-plate clutch, is operated to lock the speed difference between the engine speed and the transmission input speed in slip, until the motor vehicle so has accelerated far that there is a synchronous operation of the input and output side of the friction clutch, so that it can be completely closed.
  • the drive-related slip mode represents a high mechanical and thermal load for the friction clutch, which increases with the height of the starting torque, the amount of slip speed and the duration of the slip operation and forms an essential parameter for determining the starting gear. If the starting gear is determined too low, although a high starting acceleration and a correspondingly short slip operation of the friction clutch is possible. Due to the high gear ratio of the starting gear, the noise development and fuel consumption of the internal combustion engine is unfavorably high due to the high starting speed.
  • the high starting acceleration relatively quickly reaches a switching speed and triggered a circuit in a higher gear. This is considered to be uncomfortable and can be particularly at high driving resistance, such as. on a steep slope or in heavy terrain, lead to a strong deceleration of the motor vehicle during the circuit-induced interruption of traction and consequently to a termination of the approach.
  • the starting gear due to the low gear ratio of the starting gear is a relatively high slip speed at the friction clutch. Because of the low starting acceleration, the duration of the slip operation can be so high that the friction clutch is thermally overloaded.
  • US Pat. No. 7,220,215 B2 describes a commercial vehicle with a control device with which the highest possible starting gear is determined in such a way is that the maximum torque generated by the drive motor at the idling speed sufficient engine torque for starting, and thereby recorded in the friction clutch heat energy does not exceed a predetermined limit.
  • turbocharged diesel engines which have a special load-bearing characteristic.
  • a turbocharged internal combustion engine may spontaneously, i. With high torque gradient, only reach a below the full load torque lying suction torque.
  • a further increase in the engine torque is possible, albeit with a smaller torque gradient, in the short term only above a supercharging limit speed, from which the turbocharger causes a significant increase in the boost pressure and thus the engine torque.
  • the dynamic behavior of a turbocharged internal combustion engine is thus determined not only by the idling speed, the Abregelnaviere and the full load torque curve by the charging limit speed and the Saugmoment characteristic and the region present momentary gradients.
  • the dynamic operating characteristics of a drive motor designed as a turbocharged internal combustion engine are significant since, starting from the idling speed, only the maximum intake torque is built up spontaneously and thus usable as a starting torque. If the intake torque is insufficient as the starting torque, the engine speed must be increased above the charging limit speed in order to increase the engine torque via the intake torque by increasing the boost pressure. Due to the thereby increased slip speed and the Slowing down of the torque build-up increases the mechanical and thermal load of the friction clutch in this case but clearly.
  • the present invention is therefore based on the object to propose a method for determining a starting gear for starting from a standstill in a motor vehicle of the type mentioned, with the current operating condition and the operating characteristics of the friction clutch and the drive motor are taken into account, and thus overloading the Friction clutch can be reliably avoided.
  • the invention is based on a motor vehicle known per se, for example a commercial vehicle whose drive train comprises a drive motor embodied as an internal combustion engine, a starting element embodied as an automated friction clutch, and a drive transmission designed as an automated multi-step transmission.
  • a motor vehicle known per se, for example a commercial vehicle whose drive train comprises a drive motor embodied as an internal combustion engine, a starting element embodied as an automated friction clutch, and a drive transmission designed as an automated multi-step transmission.
  • the starting gear GAnf provided for this purpose is inventively determined in a minimum selection from at least two determined starting gears.
  • a first starting gear GAn yp is independent of load, ie determined without taking into account the current load state of the friction clutch and compliance with a load limit of the friction clutch, only in dependence on the current starting conditions, which are given by the current driving resistance of the motor vehicle and the driver's power requirement. While the driving resistance is essentially determined by the vehicle mass m Fz g and the road gradient a FB , the driver's power demand is largely given by the accelerator pedal deflection X F P.
  • This load-independent starting gear GAn yp can be calculated by means of the starting parameters m Fz g, (XFB, XFP) determined by the sensor or determined in a preceding driving cycle or determined from corresponding characteristic curves and characteristic maps in a manner known per se.
  • At least one further starting gear G An f_Maxi, G An f_MaxN, G An f_Lim, G An f_Def is determined as load-specific as the highest starting gear, with which, when driving under the current starting conditions, a predetermined starting position is determined. ne load limit of the friction clutch would be observed taking into account the current load condition of the friction clutch. The occurring during the respective starting process mechanical and thermal load of the friction clutch can be calculated relatively accurately from the proposed speed and torque curves.
  • the drive motor is often designed as a turbocharged internal combustion engine, which identifies a special load-bearing characteristic.
  • a turbocharged internal combustion engine below the charging limit speed n L _ m in spontaneously, ie with a high torque gradient achieve only one below the full-load torque M V L (I 'IM) lying suction torque Ms. Therefore, it is useful in one embodiment of the drive motor as a turbocharged internal combustion engine additionally determines a turbospecific starting gear GAHLMS as the highest starting gear, with which the starting torque M s of the drive motor is sufficient as a starting moment when driving under the current starting conditions, and the turbospecific starting gear G An f_Ms considered in the minimum selection of starting gears.
  • the relevant data representing the dynamic operating characteristics of the internal combustion engine can either be taken directly from the engine control unit or from a data memory of the transmission control unit. be men. As already described in DE 10 2008 054 802 A1, these data can be transmitted to the data memory of the transmission control unit at the end of the production line of the motor vehicle and adapted during the later driving operation by comparison with current operating data, in particular of the drive motor, ie to changed Operating characteristics are adjusted. By accessing the data thus updated, the present method for determining a starting gear automatically adapts to changed operating characteristics of the motor vehicle or of the drive motor.
  • a load-specific limit starting gear GAnf_Maxi can be determined as the highest starting gear, with which a single approach is possible when driving under the current starting conditions (m Fz g, ⁇ FB, XFP), without exceeding a failure-specific load limit of the friction clutch. Since the maximum permissible load of the friction clutch would occur when approaching with this limit starting gear GAnf_Maxi, this represents the highest possible starting gear under the current starting conditions (m Fz g, ⁇ FB, XFP).
  • An f_MaxN can be determined as the highest starting gear with which an expected number without significant cooling phases of successive starts is possible for a journey under the current starting conditions (m Fz g, CIFB, x F p), without the failure-specific Exceeding the load limit of the friction clutch. Due to the immediately consecutive approaches and the corresponding load of the friction clutch is this starting gear
  • GAnt_MaxN mostly well below the limit approach GaNf_Maxi and the number of successive possible approaches is preferably relatively low.
  • the expected number of consecutive starts without significant cooling phases can be derived from the operational profile of the Motor vehicle and / or determined from the current driving situation of the motor vehicle.
  • a motor vehicle such as in a garbage truck or in a delivery vehicle of a postal or parcel service, door to door, or, as in a city bus, from stop to stop drives, the expected number of consecutive journeys fixed or fixed be determined adaptively from past operating phases.
  • each load of the friction clutch depends not only on the vehicle mass m Fz g substantially from the present on the roadway slope a F B, ie corresponding topographic data, which determined in conjunction with a navigation device in past driving phases or in a provided with appropriate data digital road map can be included.
  • a spontaneous failure of a friction clutch is essentially due to thermal overload, i. too much frictional slip caused by heat, caused.
  • the failure-specific load limit of the friction clutch may be defined as a temperature limit T K m ax of the friction clutch to be maintained to avoid spontaneous failure of the friction clutch.
  • the current load state of the friction clutch before starting in this case is determined by the current clutch temperature T K of the friction clutch.
  • the current clutch temperature T K of the friction clutch can be detected, for example, by means of a temperature sensor arranged on the friction clutch or calculated accordingly.
  • the load of the friction clutch by a starting process is therefore as the expected increase in temperature ⁇ ⁇ determined by which the currently present clutch temperature T K is increased by the starting process.
  • the failure-specific load limit of the friction clutch may also be defined as a heat content limit C> K_max of the friction clutch that is to be maintained to avoid spontaneous failure of the friction clutch.
  • the current load state of the friction clutch before starting in this case is determined by the actual heat content QK of the friction clutch, which is given by the calculable heat input at past starts and the estimated heat loss in intermediate cooling phases.
  • the load of the friction clutch by a starting process is then determined as the expected increase in the heat content AQ K , by which the current heat content Q K is increased by the starting process.
  • a mileage-oriented load-specific starting gear G A nf_um can be determined as the highest starting gear with which the driving performance requirement of the driver largely complies with a journey under the current starting conditions (m Fz g, a F B, XFP) and a life-specific load limit of the friction clutch maximum is exceeded by a specified tolerance threshold.
  • This driving-performance-oriented starting gear G A nf_um forms expediently also the highest starting gear to which the driver selected in the minimum selection G
  • An f of the driver manually, ie by a corresponding intervention of the driver in the control of the gear selection, such as the deflection of a in a manual shift gate located shift lever in an upshift or a switchback direction can be corrected.
  • Another load-specific starting gear GAnt_Def can be determined as the highest starting gear, with which the service life-specific load limit of the friction clutch is not exceeded when driving under the current starting conditions (m Fz g, ⁇ FB, XFP).
  • the life-specific load limit of the friction clutch may alternatively be defined as the increment limit of the clutch temperature AT K m ax of the friction clutch to the current clutch temperature T K during the intended start-up to achieve a predetermined life target of Friction clutch should be increased maximally.
  • the temperature increase ⁇ ⁇ of the friction clutch is thus used in this case as the equivalent of the mechanical wear of the friction linings during a journey.
  • the life-time specific load limit of the friction clutch may also be defined as the incremental limit of the heat content AQ K _max of the friction clutch by which the current heat content Q K of the friction clutch during the intended start-up operation to reach the predetermined life target of the friction clutch should be maximally increased. In this case, thus increasing the heat content AQ K of Friction clutch used as an equivalent to the mechanical wear of the friction linings during a journey.
  • a speed-specific starting gear GAnf_vziei can additionally be determined as the highest starting gear, with which a given target speed can be achieved without a downshift with the friction clutch closed when driving under the current starting conditions (m Fz g, CIFB, XFP), and this speed-specific starting gear GAnf_vziei can be taken into account in the mentioned minimum selection of the starting gears.
  • the starting gear must not be so large that the target speed is already exceeded at engine idling speed and closed friction clutch, so that in the consequence of a downshifting and driving with slipping friction clutch would be required.
  • the consideration of the speed-specific starting gear GAnf_vziei is particularly important for certain emergency vehicles, such as collection vehicles, which are to travel from charging station to charging station, or concrete mixing vehicles, which are to lay a concrete caterpillar, in which the target speed Vziei the respective approaches is relatively low.
  • the target speed should v Z iei as possible at the idle speed n id i e of the drive motor reaches, that is, the present driving resistance in a naturally aspirated engine by the corresponding full-load torque M V i_ (nM) of the drive motor and of a turbocharged internal combustion engine through the suction torque M s of the drive motor can be compensated.
  • the search can be continued to the next lower gear until the first gear of the stepped gearbox is reached.
  • starting gear G An f + i lying above the load-specific limit starting gear G An f_Maxi can be permitted in emergency operation if emergency maneuvering is requested by a specific driver activity.
  • An emergency approach can be requested by the driver, for example, by the simultaneous operation of the accelerator pedal and an emergency switch or by a longer hold the accelerator pedal in its maximum position.
  • Such emergency approach is required, for example, when the vehicle is at a danger point, such as on a road intersection or on a railroad crossing.
  • a danger point such as on a road intersection or on a railroad crossing.
  • an emergency approach assuming an overload or destruction of the friction clutch to avoid greater damage, as it would be caused by a collision with another motor vehicle or a train to view as beneficial.
  • a maneuver-specific starting gear GAnf_Rang can be determined as the highest starting gear, with which the friction power generated in the friction clutch in the continuous starting conditions (m Fz g, a F B, XFP) corresponds approximately to the available cooling power of the friction clutch ,
  • This gear-specific starting gear GAnf_Rang is also taken into account in the minimum selection of the starting gears in this case.
  • Fig. 4a shows the torque structure of an internal combustion engine according to FIG.
  • a drive train of a heavy commercial vehicle shown schematically in FIG. 2, comprises a drive motor embodied as a turbocharged internal combustion engine VM, a starting element designed as an automated friction clutch K, and a drive transmission designed as an automated step shift transmission G.
  • the stepped gearbox G is the input side via the friction clutch K with the drive shaft (crankshaft) of the engine VM connectable and is the output side via a propeller shaft with the axle gear GA (axle differential) of a drive axle in combination.
  • At least one auxiliary unit NA and a drive-side take-off PTO is arranged to reduce the driven state in the dispensable by the combustion engine VM at the friction clutch and available for a starting motor torque M M.
  • At least two further output side PTO PTO are arranged on the stepped gearbox G and the axle drive GA and further reduce the introduced via the friction clutch K in the multi-step transmission engine torque M M , so that in a starting operation on the drive wheels of the drive axle, a correspondingly reduced torque for overcoming the Driving resistance and achieving an at least minimum starting acceleration is effective.
  • the internal combustion engine VM thus has to briefly generate an engine torque M M during a starting operation and release it at the friction clutch K, which minus the drive torques for the ancillary units NA and the PTOs on the drive side is sufficient to be able to approach with an acceptable starting acceleration.
  • the transmitted from the friction clutch K engine torque M M must be so high that it minus the drive torque for the output side PTO PTO off resulting in the current driving resistance, ie reduced with the overall ratio and the efficiency of the powertrain on the input shaft of the stepped transmission G driving resistance torque M F w so far exceeds that the excess torque is sufficient at least for a minimum starting acceleration.
  • Fig. 1 is now in a diagram in which the reciprocal of the gear ratio i G is generally shown on the roadway slope a F B simplifies the determination of a starting gear GAn yp illustrated, which for starting from a standstill only in dependence on the current starting conditions how the vehicle mass m Fz g, the road gradient a FB and the accelerator pedal position X F P is determined, ie without the consideration of a predetermined failure or life-specific load limit of the friction clutch.
  • a dash-dotted characteristic curve is shown, which for a certain vehicle mass m Fzg the reciprocal of that translation i FW as a function of the road gradient a FB reproduces that for a given, spontaneously generated by the drive motor maximum engine torque M max to compensate required in this situation from the sum of the pitch resistance and the rolling resistance formed driving resistance.
  • the third gear G3 as starting GaN yp determined (point c), which has a correspondingly higher translation.
  • a load-specific starting gear GAnf_MaxN can be determined as the highest starting gear with which an expected number without significant cooling phases of successive starts is possible when driving under the current starting conditions (m Fz g, a FB , XFP), without a failure-specific load limit of To exceed friction clutch.
  • a load-specific starting gear GAnt_Def can be determined as the highest starting gear with which a life-time-specific load limit of the friction clutch is not exceeded when driving under the current starting conditions (m Fz g, ⁇ FB, XFP).
  • a turbospecific starting gear GA H LMS is also preferably determined to be the highest starting gear, with which the starting torque M s of the vehicle at a start under the current starting conditions (m Fzg , a F e, x F p) Drive motor is sufficient as starting torque, whereby a very low, near the idle speed n id ie lying starting speed n An t is possible.
  • the starting gear G An f provided for the current approach is determined in a minimum selection, ie the lowest of these starting gears is selected.
  • An f_Ms can be obtained directly from the engine control unit of the Drive motor read or a known from DE 1 0 2009 054 802 A1 engine dynamics map are taken, which can be stored in a data memory of the transmission control unit and is exemplified in Fig. 3.
  • the engine dynamics map shown in Fig. 3 in a torque-speed diagram contains the spontaneously retrievable maximum torque M max of the engine and the maximum torque gradient
  • the engine dynamics map is also divided into four operating areas A, B, C, D.
  • the very high maximum moment gradient (dM M / c / t) max in operating range A which is very high in this range, can also be represented by a single value.
  • the spontaneously retrievable maximum torque M ma x (n M ) of the internal combustion engine is also each by the corresponding Value of the suction torque M s formed.
  • a short range immediately below the full-load torque curve ⁇ ⁇ ⁇ _ ( ⁇ ⁇ / ⁇ ) can be defined as an additional operating range V in which the engine under full load, ie along the full load torque curve M V i_ (nM) on a lower engine speed n M can be pressed or controlled to a higher engine speed n M.
  • the drive motor to the spontaneous setting one above the suction torque M s lying engine torque M M via the charging limit speed n L _ m in accelerated that must be controlled from the operating range A to the operating range B, as only above the charging limit speed n L _ m i n , although with a lower momentum gradient dM M / c / t, a further rapid increase of the engine torque M M is possible.
  • This relationship is strongly in the moment characteristic M M (t) in partial image (b) of FIG. 3 and in the time course of FIG. 4 b.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé pour la détermination d'une vitesse de démarrage pour un véhicule automobile, dont la chaîne cinématique comprend un moteur d'entraînement réalisé sous forme de moteur à combustion interne, un élément de démarrage réalisé sous forme d'un embrayage à friction automatisé et une transmission d'entraînement réalisée sous forme d'une boîte de vitesses automatisée, une vitesse de démarrage (GAnf) pour le démarrage à partir de l'arrêt en respectant une limite de charge de l'embrayage à friction étant déterminée. Pour éviter une surcharge de l'embrayage à friction, le procédé selon l'invention réside en ce qu'une vitesse de démarrage (GAnf_Typ) indépendante de la charge est déterminée, vitesse à laquelle aurait lieu un démarrage, dans le cas d'un démarrage dans les conditions de démarrage instantanées sans tenir compte de l'état de charge instantané de l'embrayage à friction et sans respecter de limite de charge de l'embrayage à friction, en ce qu'au moins une vitesse de démarrage spécifique de la charge est déterminée comme vitesse de démarrage la plus élevée à laquelle une limite de charge définie de l'embrayage à friction serait respectée dans le cas d'un démarrage dans les conditions de démarrage instantanées, en tenant compte de l'état de charge instantané de l'embrayage à friction et en ce que la vitesse de démarrage (GAnf) prévue pour le démarrage instantané dans un choix de minimum est déterminée comme la vitesse de démarrage la plus basse parmi la vitesse de démarrage indépendante de la charge et ladite au moins une vitesse de démarrage spécifique de la charge.
EP11709041A 2010-04-28 2011-03-02 Procédé pour la détermination d'une vitesse de démarrage pour un véhicule automobile Withdrawn EP2564090A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010028282A DE102010028282A1 (de) 2010-04-28 2010-04-28 Verfahren zur Bestimmung eines Anfahrgangs bei einem Kraftfahrzeug
PCT/EP2011/053114 WO2011134704A1 (fr) 2010-04-28 2011-03-02 Procédé pour la détermination d'une vitesse de démarrage pour un véhicule automobile

Publications (1)

Publication Number Publication Date
EP2564090A1 true EP2564090A1 (fr) 2013-03-06

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EP11709041A Withdrawn EP2564090A1 (fr) 2010-04-28 2011-03-02 Procédé pour la détermination d'une vitesse de démarrage pour un véhicule automobile

Country Status (5)

Country Link
US (1) US8672806B2 (fr)
EP (1) EP2564090A1 (fr)
CN (1) CN102869905A (fr)
DE (1) DE102010028282A1 (fr)
WO (1) WO2011134704A1 (fr)

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AU2014241859B2 (en) 2013-03-14 2016-04-21 Allison Transmission, Inc. System and method for compensation of turbo lag in hybrid vehicles
GB2527510B (en) 2014-06-23 2016-12-14 Jaguar Land Rover Ltd Launch speed ratio selection in an automatic transmission
CN106438983A (zh) * 2016-10-27 2017-02-22 张洪泉 一种以涡轮增压发动机为动力的机动车自动换档方法
CN108869721B (zh) * 2017-05-08 2020-07-03 上海汽车集团股份有限公司 车辆起步的控制方法、装置及系统
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US20130040781A1 (en) 2013-02-14
WO2011134704A1 (fr) 2011-11-03
DE102010028282A1 (de) 2011-12-01
CN102869905A (zh) 2013-01-09

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