JP2002254961A - Method for operating drivetrain of automobile having vehicle engine and closed loop controller for drivetrain of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method for operating a drivetrain of an automobile capable of achieving, in particular, high automobile acceleration when starting or after a gear is shifted to provide a closed loop controller suitable for, in particular, performing this method. SOLUTION: First, the number of revolutions of an engine is adjusted to target number of revolutions capable of being set in advance, and then a clutch is connected so that the number of revolutions of the engine is not greatly deviated from a tolerance value capable of being set in advance and the target number of revolutions.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for operating a drive train of a motor vehicle having a vehicle engine to which an automated shift transmission is connected via a clutch. The invention further relates to a closed-loop control device for a drive train of a motor vehicle for implementing this method.

[0002]

2. Description of the Related Art Automated shift-type transmissions (ein automatisiertes Schaltgetriebe)
Can be used in the drive train of a motor vehicle. Such transmissions, which are usually arranged between the vehicle engine and the drive unit driven thereby, e.g. a wheelset, allow for automatic gear changes, i.e. gear changes can be made without setting by the driver. it can. This is usually done depending on operating conditions such as, for example, road conditions, vehicle speed and vehicle acceleration.

In this case, the transmission has a plurality of gear stages, each of which is characterized by an assigned speed ratio of the input and output shafts of the transmission. For gear change,
Or, for the start-up process of a motor vehicle, a similarly automated and operated clutch connected between the transmission and the vehicle engine is usually assigned to the transmission. After inputting the shift command, the clutch decouples the input shaft of the transmission first from the drive shaft driven by the vehicle engine, thereby putting the transmission into a torqueless state on the input side. The transmission then performs the actual gear change, and at the end of the shift process, the clutch is re-engaged after a gear change has been identified, resulting in a new friction between the drive shaft and the input shaft of the transmission. Be combined.

In order to carry out such a gear change, an automated shift-type transmission and the clutch connected thereto are usually assigned a closed-loop control, which depends on the detected measured parameters. The operation of the transmission and the operation of the clutch are controlled by setting appropriate adjustment values.

[0005] Such a closed-loop control device is usually constructed as follows. That is, after the gear change or at the time of starting, the clutch is connected via a temporally controlled ramp or by slip control. In this case, especially when the motor vehicle starts, the clutch is fully engaged, usually during a relatively short engagement period, and the engine speed is then increased over a predetermined time period by means of a closed-loop control device. However, the vehicle acceleration achievable with such a concept is limited.

[0006]

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a method for operating a drive train of a motor vehicle of the above-mentioned type, by means of which the motor vehicle is particularly expensive at start-up or after a gear change. The goal is to achieve acceleration. Furthermore, a closed-loop control device is provided which is particularly suitable for implementing the method.

[0007]

The object of the present invention is to provide a method, wherein the engine speed is first adjusted to a presettable target speed, and then the engine speed is greater than a presettable tolerance value. In a closed-loop control device for implementing this method, an automated shift-type transmission is connected downstream of the vehicle engine via a clutch in a motor vehicle. , A control unit having an output connected to the vehicle engine for delivering a first adjustment value for controlling the engine speed, and further comprising a control unit for controlling a clutch slip amount. Connected to the clutch to deliver the adjustment value of the control unit, the control unit First corresponding to adjust predeterminable target rotation speed as the engine speed to both the engine
And then a second adjustment value is sent to the clutch so that, when the clutch is engaged, the engine speed does not deviate from the target speed more than a preset tolerance value when the clutch is engaged. The problem is solved by being configured to set the updated first adjustment value to the engine.

[0008]

Advantageous embodiments of the invention are the subject of the dependent claims.

The present invention is based on the consideration that particularly high vehicle accelerations can be achieved, especially if the performance of the vehicle engine is fully utilized. To that end, the operating parameters of the vehicle engine should be selected over a relatively long period of time, which spans an area that favors high power delivery.
In this case, the engine speed of the vehicle engine is prepared as a parameter particularly suitable for guaranteeing high output transmission by the vehicle engine. The starting or accelerating process is therefore divided into two phases, in the first phase of the preparation phase, the vehicle engine is placed in a particularly advantageous operating state via its engine speed, and then the second phase
In the phase, the actual engagement of the clutch takes place by maintaining operating parameters favorable to the vehicle engine.

[0010] Advantageously, when the clutch is engaged, the deviation of the engine speed from the target speed is approximately one of the target speed.
It is kept below 0%. In other words, a still acceptable tolerance value for the engine speed that does not deviate from the target speed by more than 10% during the engagement of the clutch is considered advantageous.

For a particularly good acceleration performance of the motor vehicle, the target rotational speed of the vehicle engine is advantageously dependent on the characteristics of the vehicle engine so that the vehicle engine has a maximum output at a rotational speed corresponding to the target rotational speed. It is set to have a delivery and / or maximum rotational torque.

In a particularly preferred embodiment, the engagement of the clutch takes place in the context of a control concept, in which the actual value of the engine speed is monitored when the clutch is engaged and serves as a basis for the control loop. . In this case, an adjustment value for the adjustment parameter for controlling the clutch slip and / or an adjustment value for the adjustment parameter for controlling the engine speed is preferably generated based on the actual value of the engine speed. Advantageously, the adjustment value for adjusting the clutch pressure, the adjustment value for controlling the fuel supply to the vehicle engine, the adjustment value for the position of the clutch and / or the adjustment value for controlling the ignition angle is advantageously provided. Generated as a tuning parameter.

The adjustment of the engine speed to the target speed and the subsequent engagement of the clutch take place in the context of a sufficiently uniform or similar continuous operation of the motor vehicle. Advantageously, however, the adjustment of the engine speed to the target speed and the subsequent engagement of the clutch are particularly advantageous for special short-term demands for vehicle acceleration in special driving situations, especially for the driver's will. It is performed according to. In this case, the adjustment of the engine speed to the target speed and the subsequent engagement of the clutch are advantageously triggered by a control signal which indicates the driver's will.
In this case, the above-average actuation of the accelerator pedal is advantageously monitored in order to detect the driver's will,
Extra large accelerations are uniquely detectable in the form of "kick down" operations. Alternatively, a control signal representing the driver's intention is generated by operating a manually operable input device, such as a tip lever.

The above-mentioned problem is solved by a control unit for a closed-loop control device for a drive train of a motor vehicle in which a shift transmission automated to a vehicle engine is connected downstream via a clutch. The output of this control unit is connected to the vehicle engine for sending out a first adjustment value for controlling the engine speed, and further connected to the clutch for sending out a second adjustment value for controlling the clutch slip amount. You. In addition, the control unit firstly requests the vehicle engine to set a predetermined target engine speed as the engine speed corresponding to the first engine speed.
And the second adjustment value is continuously output to the clutch, and if necessary, the engine speed is larger than a predetermined tolerance value when the clutch is connected to the vehicle engine so that it does not deviate from the target speed. The first updated to
It is configured to set the adjustment value of.

The control unit is preferably connected at its input to means for detecting the driver's will.

An advantage obtained by the present invention is that the acceleration phase after a gear change or when starting is divided into a first phase in which the engine speed is adjusted and a second phase in which the clutch is connected. The vehicle engine is operated in a particularly advantageous speed range for particularly long time intervals. Thus, high power delivery and high acceleration can be achieved, especially over long time intervals. In this case, in particular in the second phase, an appropriate intervention control of the clutch and at the same time an active and appropriate intervention control of the operating parameters of the vehicle engine are particularly advantageous within a relatively narrow range of engine speed. It is maintained around the target rotation speed recognized.

[0017]

BRIEF DESCRIPTION OF THE DRAWINGS The invention will be described in more detail hereinafter with reference to the drawings.

In this case, the drawing schematically shows the drive train of a motor vehicle with an automated shift-type transmission.

The drive train 1 shown in FIG. 1 has a vehicle engine 2, which is connected to a clutch 6 via a drive shaft 4. The output side of the clutch 6 is connected to the input shaft 8 of the transmission 10. The transmission 10 is in this case configured as an automated shift transmission (ASG), the output of which is provided as a drive unit via an output shaft 12 as a vehicle wheel set 14.
Connected to The transmission 10 has a number of predetermined shift speeds, and a fixed ratio between the rotational speed of the input shaft 8 and the rotational speed of the output shaft 12 is assigned to each of these shift speeds.

For control purposes, a closed-loop control device 20 is assigned to the drive train 1 and, in particular, to its clutch 6. The closed-loop control device 20 is configured on the one hand to determine the desired gear ratio for the current driving situation and to adjust the automatic transmission 10 by calculating a corresponding shift command S, on the other hand, After that, the drive shaft 4 is synchronized with the input shaft 8 in a short period of time while maintaining as high running comfort as possible.

The closed loop control device 20 includes a control unit 21
The output side of the control unit 21 is connected to the transmission 10 via a signal line 22, and further connected to the clutch 6 via a signal line 23. In this case, a shift command can be transmitted to the transmission 10 via the signal line 22. According to this command, the transmission 10 executes necessary steps, and in some cases, shifts the current gear to the desired gear. In contrast, the clutch 6 via the signal line 23 details the clutch position k That figure can supply an adjustment value S _w relative to the position of the clutch element (not shown). Clutch position k is adjusted in the clutch 6 in dependence on the adjustment value S _w. This clutch position k
Is characterized with respect to the clutch characteristics, particularly the clutch slip amount s. In this case, the clutch slip amount s
Is defined by the difference between the rotational speed na of the drive shaft 4 coupled to the input side of the clutch 6 and the rotational speed ne of the input shaft 8 of the transmission 10 coupled to the output side of the clutch 6.

Further, the output side of the control unit 21 is connected to the vehicle engine 2 via a signal line 24. This signal via line 24 can transmit an adjustment value S _m to a vehicle engine 2, it is possible to adjust the rotational speed na of the engine rotational speed or the drive shaft 4 via the adjustment value. For example, the adjustment value S _m is an adjustment value for the throttle valve position of the vehicle engine 2.

The input side of the control unit 21 is a signal line 25
The transmission 1 is connected via a signal line 30 to a rotation speed sensor 28 disposed on the drive shaft 4 via a signal line 26.
It is connected to a rotation speed sensor 32 arranged on the input shaft 8 of the zero, and is connected via a signal line 34 to a rotation speed sensor 36 arranged on the output shaft 12. Alternatively or additionally, further sensors can be provided for identifying the transmission position, for example based on the actuator position of the ASG actuator. In addition, the control unit 21 communicates via a further plurality of signal lines, indicated by arrows 38, further measurement values, not shown here in detail, as well as the driver's will, for example a tip lever. Is connected to a device 39 for detecting A data memory 42 is further connected to the closed-loop control device 20 via a data line 40.

The closed-loop control device 20 is designed, inter alia, to completely control the implementation of gear changes in the transmission 10 and to control the starting or accelerating process of the motor vehicle. A gear change in preparation for the starting process during driving or when the vehicle is stopped firstly involves the transmission of a shift command S, which can be set, for example, based on a shift characteristic curve, by setting the driver's will or by specific operating parameters. Done by Then, if necessary, especially when the vehicle is already running,
In the transmission 10, the torque of the vehicle engine 2 is suppressed. This torque suppression is achieved by releasing the clutch 6. That is, when the clutch 6 is released, the drive shaft 4 is decoupled from the input shaft 8 of the transmission 10, and as a result, the transmission 1
The input side of 0 is in a no-torque state. In this state, by operating an actuator provided in the transmission 10, the original gear change or the first shift stage can be performed. After it is identified that a gear change has been performed or that the first gear has been engaged,
The connection of the clutch 6 is performed. This identification of the execution of a gear change or the engagement of the first gear can be effected, for example, by transmitting a corresponding signal from the transmission 10 to the closed-loop control device 20.

In this case, the closed-loop control device 20 is designed in such a way that a particularly high vehicle acceleration can be achieved if necessary at the start or after a gear change. that time,
The start of the corresponding acceleration process, which has a particularly high vehicle acceleration, takes place via the device 39 by manually setting the will of the corresponding driver. In other words, in response to a request by the driver, for example by operating the tip lever or by operating the accelerator pedal above average, such as "kick down",
A corresponding control signal is generated by the device 39 and transmitted to the closed-loop control device 20. In response to this control signal, the closed-loop control device 20 commands an acceleration process with a particularly high vehicle acceleration. To this end, the closed-loop control device 20 implements a substantially two-stage vehicle acceleration method. In the first phase, the closed loop controller 2
0 sets the adjustment value S _m of the vehicle engine 2 when the clutch 6 is still released, whereby as rotational speed na of the engine rotational speed or the drive shaft 4 is adjusted to a predetermined target rotational speed I do. For this, the adjusted throttle valve position of the vehicle the engine 2 via the adjustment value S _m, substantially predetermined rotational speed na of the target rotational speed of the engine rotational speed or the drive shaft 4 by a fuel supply corresponding to the throttle valve position Is adjusted. In this case, as the target rotation speed, a rotation value when the vehicle engine 2 has the maximum output or the maximum rotation torque is set depending on the specific rotation speed characteristic of the vehicle engine 2.

In the second phase of the acceleration process, the clutch 6 is engaged after the engine speed or the rotation speed na of the drive shaft 4 has almost reached a predetermined target speed. Therefore, closed-loop control unit 20 sets the adjustment value S _w for clutch 6, depending on the time, the clutch position k of the clutch element through the adjustment value S _w is adjusted accordingly. At this time, the clutch 6 is connected such that the engine speed or the rotation speed na of the drive shaft 4 already adjusted in the first phase does not deviate from the target rotation speed by more than a predetermined tolerance value. In this case, a deviation of the engine speed or the rotation speed na of the drive shaft 4 which is approximately 10% of the target rotation speed is provided as the tolerance value. In other words, during the engagement of the clutch 6, it is ensured that the start of the torque coupling to the transmission 10 does not cause the engine speed to drop below a predetermined tolerance value.

For this purpose, during the second phase of the connection of the clutch 6, the engine speed or the speed na of the drive shaft 4
Is continuously monitored by the rotation speed sensor 28. If a decrease in the engine speed or the rotation speed na of the drive shaft 4 exceeding a predetermined magnitude is detected, the corresponding adjustment value _{Sw is used.}
A correction of the behavior of the clutch 6 itself is made via the setting and / or a vehicle which is correspondingly adapted to the increased power consumption via the supply of a correspondingly modified adjustment value S _m to the vehicle engine 2. Adjustment of fuel supply to the engine 2 is performed and / or intervention control on the ignition angle is performed.

The two-stage acceleration process ensures that during substantially the entire acceleration process, the vehicle engine 2 is maintained in a particularly advantageous parameter range for obtaining particularly high vehicle accelerations. Thus, a high power output by the vehicle engine 2 is guaranteed, especially over long time intervals.

[Brief description of the drawings]

1 schematically shows a drive train of a motor vehicle with an automated shift transmission.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Drive train 2 Vehicle engine 4 Drive shaft 6 Clutch 8 Input shaft 10 Transmission 12 Output shaft 14 Wheel set 20 Closed loop control device 21 Control unit 22, 23, 24 Signal line 28 Speed sensor 30 Signal line 32 Speed sensor 34 Signal line 36 40 data line 42 data memory S shift instruction S _{m, S w} adjustment value na, ne rpm g limit k clutch position s clutch slip for detecting the will of the rotational speed sensor 38 arrow 39 driver

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Reinhard von Heften, Germany Stuttgart Beemstraße 4 (72) Inventor Michael Breiler, Germany Reutlingen Bühlstrasse 64 (72) Inventor Andreas Frank, Germany Jin Delfingen Lindenstrasse 15 (72) Inventor Thomas Meier Germany Federal Republic of Illingen Hauptstrasse 21 F-term (reference) 3D041 AA30 AA32 AA47 AB01 AC01 AC11 AC15 AC18 AD02 AD10 AD22 AD23 AD31 AD35 AE04 AE07 AE09 BA15A09 AE31 BA09A CB05 CB06 DA01 DA06 DB01 DB10 DB11 EA05 EA09 EA13 EB01 EB03 EC01 FA07 FA08 FB01 FB02 3J057 AA04 BB02 GA27 GB02 GB13 GB14 GB27 HH02 JJ01

Claims (12)

[Claims] 1. A drive train (1) for a motor vehicle having a vehicle engine (2) to which an automated shift-type transmission is connected via a clutch (6).
First, the engine speed is adjusted to a pre-settable target speed, and then the clutch is adjusted so that the engine speed does not deviate from the target speed by more than a pre-set tolerance value. A method for the operation of a drive train (1) of a motor vehicle having a vehicle engine (2) to which an automated shift-type transmission is connected via a clutch (6), which is connected. 2. When the clutch (6) is engaged, the deviation of the engine speed from the target speed is approximately one of the target speed.
The method of claim 1, wherein the method is maintained at less than 0%. 3. A vehicle engine (2) as a target rotation speed.
The method according to claim 1 or 2, wherein the rotation value when the has a maximum output delivery is preset. 4. A vehicle engine (2) as a target rotation speed.
The method according to claim 1 or 2, wherein a rotation value at which the motor sends the maximum rotation torque is preset. An actual value of the engine speed is monitored when the clutch (6) is engaged, and an adjustment value (S _w , S _w ) for an adjustment parameter for controlling the clutch slip amount (s) is monitored based on the actual value. _Sm ) is generated.
The method according to claim 1. 6. The method according to claim 5, wherein an adjustment value (S _w , S _m ) for adjusting the clutch pressure is generated as an adjustment parameter. 7. An adjustment value (S _w , S _m ) for an adjustment parameter for controlling fuel supply to the vehicle engine (2) is generated based on the actual value of the engine speed.
A method according to claim 5 or claim 6. 8. The method according to claim 1, wherein the setting of the engine speed to the target speed and the subsequent connection of the clutch are triggered by a control signal indicative of the driver's will. the method of. 9. The method according to claim 8, wherein an amount of operation of the accelerator pedal above the average is monitored to detect a driver's intention. 10. The method of claim 8, wherein the control signal is generated by operation of a manually operable input device. 11. A closed-loop control device (20) for a drive train (1) of a motor vehicle, in which the vehicle engine (2) is connected downstream of an automated shift-type transmission via a clutch (6). And a control unit (21), the output of said control unit (21) said vehicle engine (2) for sending out a first adjustment value (S _m ) for controlling the engine speed.
The control unit (21) is further connected to a second adjustment value (S) for controlling the clutch slip amount (s).
_w ) is connected to the clutch (6), and the control unit first adjusts a desired engine speed, which can be preset as an engine speed for the vehicle engine (2), on demand. For this purpose, a corresponding first adjustment value (S _m ) is sent, and then the second adjustment value (S _w ) is sent to the clutch (6), if necessary for the connection of the clutch (6). In this case, the vehicle engine (2) is configured to set an updated first adjustment value such that the engine speed does not deviate from the target speed more than a preset tolerance value. Closed loop controller (20) for drive train (1). 12. The closed-loop control device (2) according to claim 11, wherein the input of the control unit of the closed-loop control device (20) is connected to means for detecting the driver's will.
0).