FR2818936A1 - METHOD FOR IMPLEMENTING A TRANSMISSION OF A MOTOR VEHICLE AND INSTALLATION FOR CARRYING OUT THE METHOD - Google Patents

Abstract

Method for implementing a transmission line of a motor vehicle comprising an engine (2) connected by a clutch (6) to an automatic gearbox (10). First of all, the engine rotational speed is adjusted to a predetermined setpoint rotational speed, and then the clutch (6) is closed so that the engine rotational speed does not differ from the setpoint rotational speed of more than a predetermined tolerance value.

Description

The present invention relates to a method of implementing

  vre of a transmission line of a motor vehicle comprising a

  engine connected by a clutch to an automatic gearbox.

  The present invention also relates to a regulation installation for implementing the method. The transmission line of a motor vehicle can be equipped with an automatic gearbox. In the case of such a gearbox generally installed between the vehicle engine and a set of wheels driven by the drive unit, the change of the automates is automated.

  lo gear ratios, i.e. the operation is done without being controlled

  designed by the driver. This operation is generally done according to the operating conditions such as for example, the condition of the roadway,

  vehicle speed or acceleration.

  The gearbox has a number of "gears" characterized by a rotation speed ratio between

  the input shaft and the output shaft of the gearbox. For a change

  report or a vehicle start operation, we associate

  generally the gearbox also has an automatic clutch

  than; this clutch switches between the gearbox and the vehicle engine. The clutch opens after the arrival of a switching command to first cut the input shaft of the gearbox relative to the engine shaft driven by the vehicle engine so as not to apply torque at the input of the gearbox. Then we make the change

  proper in the gearbox and finally we re-

  closes the clutch by a switching operation after detecting the end of the gear change operation; the driven shaft is then forcibly connected again to the input shaft of the gearbox

of speeds.

  To effect such a gear change, a regulating installation is used associated with the automatic gearbox and the clutch associated with the latter. This regulation installation controls the actions of the gearbox and the clutch by predetermining

  appropriate setting values depending on the measurement parameters

  tects. Such a regulating installation is usually designed so that, after a gear change or starting, the clutch closes along a ramp controlled over time or

  with skating regulation. In particular when starting the vehicle

  the clutch is usually closed completely during one in-

  relatively short closing tervalle; then the regulation installation

  increases the engine speed according to a predetermined curve

  born dependent on time. The acceleration of the vehicle which allows such a principle is however relatively limited. The present invention aims to develop a method of implementing the drive line of a motor vehicle

  corresponding to the type defined above which allows, in particular the

  marrage or after a gear change, get acceleration

  io particularly high of the vehicle. In addition, an installation

  very appropriate regulation for the implementation of the process.

  According to the invention, according to a method of the type defined above, the problem is solved by first regulating the speed of rotation

  of the motor at a predetermined set speed, and

  the clutch is closed so that the engine speed does not differ from the set speed by more than one

  predetermined tolerance value.

  The present invention starts from the consideration that one arr-

  side with a particularly high acceleration of the vehicle if one uses, in a particularly pushed way, the power which can provide

  vehicle engine. To do this, the operating parameters must be

  of the vehicle engine are also selected for inter-

  extended time valley within a favorable range to provide

  high power. As a particularly suitable parameter guaranteed-

  When high power is supplied by the vehicle engine, its speed of rotation is used. The start-up or acceleration operation

  is subdivided into two phases, the first phase being a preparatory phase

  engine rake by its speed of rotation, the engine being put in a particularly favorable operating state and, in the second

  phase which then takes place, the clutch is closed while keeping the pa-

  operating ram suitable for the vehicle engine.

  Advantageously, by closing the clutch (by em-

  brayant) a difference is observed between the motor rotation speed and the reference rotation speed less than about 10% of the reference rotation speed 3. In other words: during the closing of the clutch, a tolerance value is considered advantageous

  still acceptable for the engine speed, if this does not differ

  not more than 10% of the set speed.

  For a good acceleration capacity of the vehicle, we

  advantageously predetermines the target speed of the vehicle engine

  according to its characteristic, so that at the speed of rotation of the motor which corresponds to the speed of rotation of the latter it provides its maximum power and / or its maximum torque. According to a particularly advantageous development, the clutch is closed as part of a control concept according to which, when the clutch is closed, the actual value of the speed of the vehicle is monitored.

  rotation of the motor and it is used as guide quantity of the feedback circuit

  o10 gulation. Advantageously, using the actual value of the engine speed, an adjustment value is generated for an adjustment parameter influencing the slip of the clutch and / or an adjustment value for an adjustment parameter used to influence the speed of rotation

of the motor.

  Preferably, a setting value is generated which serves to reduce

  set the clutch pressure, a setting value to influence the fuel supply to the vehicle engine, a setting value

  for the clutch position and / or a setting value for influencing

  cer the ignition angle, as adjustment parameters.

  Adjusting the engine speed to the speed

  setpoint rotation and the subsequent closing of the clutch may

  wind be in the context of the permanent operation of the vehicle

  tomobile which remains very largely regular or uniform.

  Preferably, the adjustment of the motor speed to the target speed and then the closing of

  the clutch is made, however, in special traffic conditions

  for exceptional and brief requirements concerning the acceleration of the vehicle and in particular the wish expressed by the driver. Advantageously, the adjustment (or regulation) of the rotation speed of the engine is triggered on the reference rotation speed and then the clutch is closed by a control signal representing the driver's wish. To determine the driver's wishes, the accelerator pedal is advantageously monitored from the point of view of its average actuation so that, for a rapid depressing maneuver (also called "Kick-Down"), this is unequivocally observed.

  as corresponding to a particularly strong acceleration. On the way

  laughing, the control signal which represents the driver's wish is generated by the actuation of a manually controlled input device,

  like for example a release lever.

  The above problem is solved by a re-installation

  gulation of the transmission line of a motor vehicle comprising, downstream of the engine, a clutch and an automatic gearbox, characterized by a control unit which, connected at the output to the engine of the vehicle to emit a first adjustment value influencing the speed of rotation of the engine to the clutch to emit a second adjustment value influencing the slip of the clutch, is designed for, 1o that on request, it firstly supplies the engine with the first value

  setting corresponding to setting at a preset speed

  ended as the engine rotation speed, and then with the clutch the

  second setting value, and if necessary to the motor, a first value

  their adjustment, updated, so that when the clutch closes, the

  engine rotation speed does not differ by more than one tolerance value

  rancid, in relation to the set speed.

  The control unit is preferably connected to the side of

  entry to means detecting the driver's wishes.

  The advantages of the invention lie in particular in the division of the acceleration phase after a gear change or in

  start-up, in a first phase in which the speed of ro

  tation of the engine and in a second phase in which the clutch is closed, which allows the vehicle engine to operate in a particularly long time interval in a speed range of

  very advantageous rotation. So in a particular time interval-

  ment long, we will have a high power and thus a high acceleration.

  In particular, in the second phase, by an appropriate intervention on the clutch and an appropriate active intervention simultaneously on the operating parameters of the vehicle engine, it is possible to maintain

  the engine speed in a relatively narrow range above

  revolution of a set speed considered as particular-

advantageous.

  The present invention will be described below using a

  example of embodiment represented in the single figure which shows diagram

  matically a transmission line of an equipped motor vehicle

  an automatic gearbox.

  According to the figure, the transmission line 1 consists of a vehicle engine 2 connected by an output shaft 4 or drive shaft to a clutch 6. The clutch 6 is connected by its output to the input shaft 8 a gearbox 10. The gearbox 10 is an automatic gearbox; its output is connected by an output shaft 12 to a set of wheels 14 constituting the drive unit of a motor vehicle. The gearbox 10 comprises a certain number of predefined ratios each time corresponding to a fixed ratio of rotation speeds of

  the input shaft 8 and the output shaft 12.

  A control system 20 controls the transmission line 1, in particular its clutch 6. The control system 10 is designed, on the one hand, to determine the desired gear ratio for the current driving situation, and to determine an appropriate switching order S for the automatic gearbox

  and, on the other hand, once the gear change has been made, to syn-

  time the drive shaft 4 on the input shaft 8 in one step

  short and keeping driving comfort as great as possible.

  The regulation installation 20 comprises a control unit 21, the output of which is connected by a signal transmission line 23 to the clutch 6. The signal transmission line 22 transmits

  to the gearbox 10 a switching order. By this order, the operatives

  The required rations are made in the gearbox to change from the present gear ratio to the desired gear ratio. The line of

  signal 23 applies to the clutch 6 a setting value Sw for a po-

  clutch position (k), i.e. for the position of an element

  clutch not shown in detail. Depending on this value of re-

  slip Sw, a clutch position (k) is set in the clutch 6

  of the behavior of the clutch and in particular of the slip of the clutch (s). The clutch slip (s) is defined by the difference between the rotation speed "na" of the drive shaft 4 connected to the clutch input 6 and the rotation speed "ne" of the shaft input 8

  of the gearbox 10 connected to the clutch outlet 6.

  The control unit 21 is connected at the output by a line of

  signal 24 to engine 2 of the vehicle. Signal line 24 transmits to the

  tor 2 a setting value Sm which regulates the speed of rotation of the motor or the speed of rotation "na" of its drive shaft 4. This can be, for example, for the setting value Sm a value adjusting the

  position of the engine 2 throttle flap.

  At the input, the control unit 21 is connected by a signal line 25 to the gearbox 10, by a signal line 26 a rotation sensor 28 mounted on the drive shaft 4; the control unit is also connected by a signal line 30 to a speed sensor 32 associated with the input shaft of the gearbox 10 and by a signal line 34 to a speed sensor 36 associated with the output shaft 12. As a variant or in addition, it is also possible to have another

  sensor detecting the position of the gearbox, for example the position

  tion of an automatic gearbox actuator. The communication unit

  command 21 is also connected by a number of other signal lines indicated by the arrow 38, a number of other sensors of 1o measured value not shown in detail as well as to an installation 39

  detecting the driver's wish; this is for example the lever for

  Tripping. A data transmission line 40 connects the installation

  regulation 20 to a data memory 42.

  The regulating installation 20 is designed inter alia for

  complete control of gear shift operations

  tesse in the gearbox 10 as well as for the control of an operation

  starting or acceleration ration of the motor vehicle. A

  gear change during travel or for prepa-

  rer a start operation from the stop of the vehicle comprises first of all the emission of a switching command S. This emission can

  be done, for example, using a characteristic switching curve

  tion, by predetermining the driver's wish or by using a

  specific operating ram. Then, if necessary, that is to say in particular when the vehicle is already driving, there will be a reduction in the torque transmitted by the engine 2 to the gearbox 10 thanks to the opening of the clutch 6. When the clutch 6 is open, i.e. when the drive shaft 4 is cut from the drive shaft 8 of the gearbox

  gear 10, there is no more torque transmitted to the input of the gearbox

  braids 10. In this case, by actuating the actuators provided in the gearbox 10, the actual gear change is carried out or the first gear is shifted. After detecting the end of

  the gear change operation or the engagement of the first gear

  port, which is done for example by the transmission of an appropriate signal from the gearbox 10 to the control system 20, we close

3 the clutch 6.

  The regulation installation 20 is designed so that when the

  rage or after a gear change, we can

  samples achieve particularly high acceleration of the vehicle.

  The induction of such an acceleration operation with acceleration by-

  The particularly high level of the vehicle is done by manually predetermining a driver's wish by the installation 29. In other words, at the request of the driver, for example by the actuation of a release lever or by the exceptional actuation of the pedal

  accelerator in the manner of a crash of the accelerator (Kick-

  Down) "the installation 39 generates a corresponding control signal and

  transmits it to the regulation installation 20.

  By this control signal, the regulating installation 20

  triggers an acceleration operation with a particular acceleration

  highly intense vehicle. For this, the regulating installation 20

  develops a basically two-step process to speed up the

  vehicle. In a first phase or first stage, the installation of

  gulation 20 provides a setting value Sm, the clutch 6 being open.

  This value is supplied to the engine 2 of the vehicle to adjust the engine rotation speed (engine speed) or the rotation speed "na" of the engine shaft 4 to a predetermined set rotation speed. For this, by the setting value Sm, the position of the throttle flap of the vehicle engine 2 is adjusted so that after the fuel supply thus corresponds to this position of the flap

  throttle, it adjusts a motor rotation speed or a speed

  rotational tess "na" of the motor shaft 4 corresponding substantially to

  the preset speed of rotation. As rotational speed

  setpoint, it is predetermined according to the characteristic of vi-

  specific rotation speed of engine 2 of the vehicle, the speed of rotation for which engine 2 provides maximum power or maximum torque. During a second phase of the acceleration operation, when the motor rotation speed or the rotation speed "na" of the motor shaft 4 practically reaches the predetermined setpoint rotation speed, the clutch 6. The regulating installation 20 provides, as a function of time, a setting value Sw of the clutch 6

  by which the clutch position k of a clutch element is adjusted.

  Clutch 6 is closed so that the engine speed or the rotation speed "na" of the drive shaft 4, speed already set in the first phase, does not change by more than one value of predetermined tolerance with respect to the set speed of rotation. As a tolerance value, a deviation from the speed of rotation of the motor or the speed of rotation "na" of the drive shaft 4 has been chosen which corresponds to approximately 10% of the set speed of rotation. In other words, during the closing of the clutch 6, it is guaranteed that the

  motor rotation speed does not differ by more than the tolerance value

  rancid relative to the speed at the start of the application of the torque to the

gearbox 10.

  In addition, during the second closing phase of the clutch 6, the engine rotation speed or the rotation speed "na" of the engine shaft 4 is continuously monitored by the speed sensor.

  io of rotation 28. If there is a drop in the speed of rotation of the mo-

  tor or the speed of rotation "na" of the drive shaft 4 beyond a predetermined value, the behavior of the clutch 6 as such is corrected by a corresponding adjustment value Sw and / or provides a correspondingly adjusted setting value Sm, when

  engine 2 of the vehicle to adjust a higher fuel supply

  bearing for engine 2 and / or intervention on the ignition angle,

  to meet the increased demand for power.

  The acceleration thus developed in two phases guarantees es-

  significantly that during the entire acceleration operation of engine 2 of the

  vehicle, we remain within a particularly advantageous parameter range

  geuse to achieve particularly high acceleration of the vehicle.

  Thus, during a particularly long time interval, the motor 2

  of the vehicle provides high power.

NOMENCLATURE

  1 Transmission line 2 Vehicle engine 4 Motor shaft 6 Clutch 8 Input shaft Gearbox 12 Output shaft 14 Wheel set Control system 21 Control unit 22, 23, 24, 25, 26 Signal line 28 Sensor speed sensor i5 30 Signal line 32 Speed sensor 34 Signal line 36 Speed sensor 38 Arrows 39 Installation to detect driver's wishes Data line 42 Data memory S Switch order Sm, Sw Values setting na, ne Rotational speed g Limit value k Clutch position

s Clutch slippage.

Claims (7)

CLAIMS R E V E N D I C A T I O N S   1) Method for implementing a transmission line of a motor vehicle comprising a motor (2) connected by a clutch (6) to an automatic gearbox, characterized in that the engine speed over a predetermined set speed, and then the clutch (6) is closed so that the engine speed does not differ from the speed   setpoint rotation by more than a predetermined tolerance value.   2) Method according to claim 1, characterized in that when the clutch (6) is closed, a deflection of the   motor rotation speed in relation to the rotation speed of consi-   gne which remains less than about 10% of the rotational speed of consi-   Reign. 3) Method according to claim 1, characterized in that   as the target rotation speed, the ro-   tation for which the vehicle engine (2) provides its maximum power   male. 4) Method according to claim 1, characterized in that   as the target rotation speed, the ro-   tation for which the vehicle engine provides its maximum torque.    ) Method according to claim 1, characterized in that by closing the clutch (6), the actual value of the engine speed is monitored, and using this actual value, a setting value is generated (Sw, Sin) of a   actuation parameter to influence the slip of the clutch (s).   6) Method according to claim 5, characterized in that 1l generates a setting value (Sw, Sm) to adjust the pressure   clutch as actuation parameter.   7) Method according to claim 5 or 6, characterized in that using the actual value of the motor rotation speed, one generates   a setting value (Sw, Sm) for an actuation parameter   influencing the fuel supply to the engine (2) of the vehicle.   8) Method according to claim 1, characterized in that the speed of rotation of the motor is adjusted to a set speed of rotation and then the clutch (6) is closed by a control signal   representing the driver's wish.   9) Method according to claim 8, characterized in that   the accelerator pedal is monitored to detect an actuation ex-   and determine the driver's wishes.    ) Method according to claim 8, characterized in that the control signal is generated by the actuation of a device manually operated input.   11) Regulating installation (20) for a transmission line (1) of a motor vehicle comprising a motor (2) connected by a clutch (6) to an automatic gearbox, characterized by a control unit (21) which, connected at the output to the engine (2) of the vehicle to emit a first adjustment value (Sm) influencing the speed of rotation of the engine to the clutch (6) to emit a second adjustment value (Sw) influencing the slippage ( S) of the clutch, is designed for,   that upon request, it first supplies the motor (2) with the first   their setting (Sm) corresponding to setting to a predetermined set speed as the engine rotation speed, and then to   the clutch (6) the second setting value (Sw), and if necessary at the   tor (2), a first setting value, updated, so that at the end   clutch (6), the engine speed does not differ by more than a tolerance value, compared to the set speed. 12) Regulating installation (20) according to claim 11, characterized in that the input of the control unit is connected to means for detecting the driver's wish.