JP2751997B2 - How to prevent load fluctuation shock - Google Patents

How to prevent load fluctuation shock

Info

Publication number
JP2751997B2
JP2751997B2 JP1150663A JP15066389A JP2751997B2 JP 2751997 B2 JP2751997 B2 JP 2751997B2 JP 1150663 A JP1150663 A JP 1150663A JP 15066389 A JP15066389 A JP 15066389A JP 2751997 B2 JP2751997 B2 JP 2751997B2
Authority
JP
Japan
Prior art keywords
clutch
internal combustion
combustion engine
accelerator pedal
coasting
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP1150663A
Other languages
Japanese (ja)
Other versions
JPH02186127A (en
Inventor
ラインホルト・ハーク
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.)
FUORUKUSUWAAGEN AG
Original Assignee
FUORUKUSUWAAGEN 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 FUORUKUSUWAAGEN AG filed Critical FUORUKUSUWAAGEN AG
Publication of JPH02186127A publication Critical patent/JPH02186127A/en
Application granted granted Critical
Publication of JP2751997B2 publication Critical patent/JP2751997B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/02—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for main transmission clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/025—Clutch slip, i.e. difference between input and output speeds

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Description

【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、内燃機関、伝動装置およびクラッチを備
え、このクラッチが内燃機関と伝動装置の間に配置さ
れ、かつ伝達可能なトルクを制御可能である、車両、特
に乗用自動車において、アクセルペダルの急激な変更に
よる負荷変動ショックを防ぐ方法に関し、更に詳しく
は、負荷位置から惰走位置にアクセルペダルを操作する
際に、クラッチが先ず最初に自動的に完全に切られ、続
いて再び、内燃機関と伝動装置入力部の回転数の間に、
所定のスリップが生じるまで、接続方向に操作される、
方法に係る。The present invention includes an internal combustion engine, a transmission, and a clutch, and the clutch is disposed between the internal combustion engine and the transmission, and is capable of controlling a transmittable torque. In a vehicle, particularly a passenger car, a method for preventing a load fluctuation shock due to a sudden change of an accelerator pedal, and more particularly, when operating an accelerator pedal from a load position to a coasting position, a clutch is first automatically activated. Completely switched off and then again between the speed of the internal combustion engine and the transmission input
Operated in the connection direction until a predetermined slip occurs,
According to the method.

〔従来の技術とその問題点〕[Conventional technology and its problems]

自動車の駆動装置の迅速な負荷変動時に、いわゆる負
荷変動ショックが発生する。この負荷変動ショックは自
動車の乗り心地を著しく損なう。このような負荷変動シ
ョックは、惰走状態からフルスロットルへ内燃機関を加
速するときだけでなく、アクセルペダルのフルスロット
ル位置またはフルスロットル位置に近い位置からアクセ
ルペダルを離すときにも幾分発生する。この負荷変動シ
ョックは内燃機関によって生じるトルクの急激なゼロ通
過によって引き起こされる。このトルクは駆動トレーン
の振動し易い系を比較的に大きな振幅で励振する。駆動
トレーンの軸受で作用する反作用モーメントは、乗客に
とってはっきり感じられる負荷変動ショックをもたら
す。A so-called load fluctuation shock occurs at the time of a rapid load fluctuation of the drive device of the automobile. This load fluctuation shock significantly impairs the ride comfort of the automobile. Such a load fluctuation shock occurs somewhat not only when the internal combustion engine is accelerated from the coasting state to the full throttle, but also when the accelerator pedal is released from the full throttle position of the accelerator pedal or a position close to the full throttle position. . This load fluctuation shock is caused by the sudden zero passage of torque generated by the internal combustion engine. This torque excites the oscillating system of the drive train with a relatively large amplitude. The reaction moment acting on the bearing of the drive train results in a load fluctuation shock that is clearly felt by the passenger.

冒頭に述べた種類の方法と装置はドイツ連邦共和国特
許第3732427号公報と、特にヨーロッパ特許出願公開第0
147202号公報によって知られている。牽引運転から惰走
運転への移行のために、電磁石式クラッチの励磁コイル
の電流回路内に、内燃機関のアクセルペダルに接続され
たスイッチが設けられている（ヨーロッパ特許出願公開
第0147202号公報）。このスイッチはアクセルペダルを
踏むときに開放し、アクセルペダルがそのアイドリング
位置にあるときに初めて再び閉じる。しかし、上記文献
においてこのアクセルペダル接点によって開始 されるクラッチスリップの増大は遅い。従って、駆動ト
レーンの弾性と、内燃機関のはずみ車の弾性と、この駆
動トレーンと内燃機関の間に設けられた、付着摩擦状態
にあるクラッチの弾性とによって形成された振動系が、
邪魔になる振動を励起することになる。A method and a device of the type mentioned at the outset are described in DE 37 32 427 A1 and in particular in EP-A 0 0
It is known from 147202. For the transition from the traction operation to the coasting operation, a switch connected to the accelerator pedal of the internal combustion engine is provided in the current circuit of the excitation coil of the electromagnetic clutch (EP-A-01420202). . This switch opens when the accelerator pedal is depressed and only closes again when the accelerator pedal is in its idling position. However, in the above document, the increase in clutch slip initiated by the accelerator pedal contact is slow. Therefore, the vibration system formed by the elasticity of the drive train, the elasticity of the flywheel of the internal combustion engine, and the elasticity of the clutch in an adhered friction state provided between the drive train and the internal combustion engine,
It will excite vibrations that are in the way.

〔発明の課題〕[Problem of the Invention]

本発明の根底をなす課題は、負荷位置から惰走位置へ
アクセルペダルを操作するときに働く、上記のような事
情を考慮した、負荷変動ショックを防ぐための方法を提
供することである。An object underlying the present invention is to provide a method for preventing a load fluctuation shock, which acts when the accelerator pedal is operated from a load position to a coasting position, in consideration of the above-described circumstances.

〔課題を解決するための手段〕[Means for solving the problem]

この課題は特許請求の範囲記載の方法に従って、牽引
運転から惰走運転への内燃機関の変化の前に、クラッチ
が自動的に完全に切られ、クラッチがアクセルペダルの
操作変位またはアクセルペダルの操作速度に依存して切
られることにより解決される。The object is, according to the claimed method, prior to a change of the internal combustion engine from traction operation to coasting operation, the clutch is automatically completely disengaged and the clutch is actuated or the accelerator pedal is displaced. It is solved by being cut off depending on the speed.

〔発明の作用〕[Function of the invention]

アクセルペダルを負荷位置から惰走位置へ急激に操作
するときには、クラッチは牽引運転から惰走運転への切
り換え点に達する前に先ず完全に切られる。その後、所
定のスリップが生じるまで再びクラッチが接続される。
本発明では、アクセルペダルの惰走位置において、クラ
ッチはスリップ状態で運転される。すなわち、クラッチ
は、内燃機関の回転数と伝動装置入力部の回転数の間に
所定の差、例えば100回／分の差が維持されるように接
続される。When the accelerator pedal is suddenly operated from the load position to the coasting position, the clutch is first completely disengaged before reaching the switching point from the traction operation to the coasting operation. Thereafter, the clutch is connected again until a predetermined slip occurs.
According to the present invention, the clutch is operated in a slip state at the coasting position of the accelerator pedal. That is, the clutch is connected such that a predetermined difference, for example, a difference of 100 times / minute, is maintained between the rotation speed of the internal combustion engine and the rotation speed of the transmission input portion.

クラッチが牽引運転から惰走運転への切り換え点に達
する前に完全に切られる。その際、切り換え点はアクセ
ルペダルの操作変位またはアクセルペダルの操作速度を
検出することによってかつ内燃機関のいわゆるゼロモー
メント線を考慮することによって求められる。It is completely disengaged before the clutch reaches the switch point from traction operation to coasting operation. The switching point is determined by detecting the operating displacement of the accelerator pedal or the operating speed of the accelerator pedal and by taking into account the so-called zero moment line of the internal combustion engine.

本発明の場合、時間的に牽引運転から惰走運転への交
替の前に既に、クラッチが完全に切られることにより、
この時点では、内燃機関のはずみ車の大きな質量を含む
上記の振動系がもはや形成されず、駆動トレーンの弾性
と、この駆動トレーンに連結され、小さな質量を有する
クラッチの部分とによって形成される振動系だけが生じ
る。In the case of the present invention, the clutch is completely disengaged in time before the change from the traction operation to the coasting operation,
At this point, the above-mentioned vibration system comprising the large mass of the flywheel of the internal combustion engine is no longer formed, but the vibration system formed by the elasticity of the drive train and the part of the clutch connected to this drive train and having a small mass. Only happens.

〔実施例〕〔Example〕

以下、図に示した実施例に基づいて本発明による方法
を詳しく説明する。Hereinafter, the method according to the present invention will be described in detail with reference to the embodiments shown in the drawings.

第１図において、１は内燃機関、特に多気筒往復ピス
トン機関からなる自動車の駆動エンジンを示している。
内燃機関のクランク軸２は伝達可能なトルクに関連づけ
て制御可能なクラッチ３を介して、変速機５の入力軸４
に連結されている。変速機５は公知のごとく、駆動出力
を伝達するために、差動装置６を介して、自動車の被駆
動車輪７に接続されている。In FIG. 1, reference numeral 1 denotes a drive engine of an automobile comprising an internal combustion engine, particularly a multi-cylinder reciprocating piston engine.
The crankshaft 2 of the internal combustion engine is connected via a clutch 3 which can be controlled in relation to the transmittable torque to an input shaft 4 of a transmission 5.
It is connected to. The transmission 5 is, as is known, connected to the driven wheels 7 of the motor vehicle via a differential 6 for transmitting the drive output.

８は制御可能なクラッチ３に付設された操作装置であ
る。この操作装置はクラッチ３を適切に操作するために
制御装置９によって制御可能である。そのために、制御
装置９はいろいろな信号発信器から情報を得る。例えば
回転数発信器10からクランク軸２の回転数を、回転数発
信器11から変速機入力軸４の回転数を得る。更に、制御
装置９は位置発信器13から、自動車に付設されたアクセ
ルペダル12の位置に関する情報を得る。このアクセルペ
ダルは内燃機関１に付設された出力調整部材、例えば内
燃機関の吸気管15内に設けられた絞り弁14を意識的に調
節するために、運転者によって操作可能である。Reference numeral 8 denotes an operating device attached to the controllable clutch 3. This operating device is controllable by the control device 9 in order to operate the clutch 3 appropriately. To this end, the control device 9 obtains information from various signal transmitters. For example, the rotation number of the crankshaft 2 is obtained from the rotation number transmitter 10, and the rotation number of the transmission input shaft 4 is obtained from the rotation number transmitter 11. Further, the control device 9 obtains information on the position of the accelerator pedal 12 attached to the vehicle from the position transmitter 13. The accelerator pedal is operable by a driver to intentionally adjust a power adjusting member attached to the internal combustion engine 1, for example, a throttle valve 14 provided in an intake pipe 15 of the internal combustion engine.

従来の自動車の場合、アクセルペダルの非常に迅速な
変化時に負荷変動ショックが発生する。この負荷変動シ
ョックは、内燃機関が比較的に大きなトルクによる牽引
運転状態、例えばフルスロットル運転から惰走運転へ操
作されるときに、発生する。この負荷変動ショックを防
ぐために、本発明は所定のクラッチ制御方法を提供す
る。In the case of a conventional motor vehicle, a load fluctuation shock occurs when the accelerator pedal changes very quickly. This load fluctuation shock occurs when the internal combustion engine is operated in a traction operation state with a relatively large torque, for example, from a full throttle operation to a coasting operation. In order to prevent this load fluctuation shock, the present invention provides a predetermined clutch control method.

第２図乃至第４図のグラフには、アクセルペダルをそ
の負荷位置から惰走位置へ急激に操作するための本発明
による方法が記載してある。ここで図示した実施例では
例えばアクセルペダルは時間t0とt2との間で最大操作位
置Smaxからゼロ位置まで操作される。すなわち、アクセ
ルペダルは解放される（足を離す）。このアクセルペダ
ル位置に相応して、内燃機関の駆動トルクMdmotは最大
トルクから先ず最初にトルクゼロまでの変化する。クラ
ッチによって伝達可能なトルクMdkは先ず最初は一定で
ある。このトルクは、この過程の開始時に先ず、クラッ
チがスリップ状態で運転されているかどうかに応じて、
内燃機関の駆動トルクMdmotよりも或るトルク差だけ小
さいかまたは内燃機関の駆動トルクMdmotと同じ大きさ
である。The graphs of FIGS. 2 to 4 describe the method according to the invention for rapidly operating the accelerator pedal from its load position to its coasting position. Here the accelerator pedal for example in the illustrated embodiment is operated to the zero position from a maximum operating position S max between times t 0 and t 2. That is, the accelerator pedal is released (release the foot). Corresponding to this accelerator pedal position, the drive torque Md mot of the internal combustion engine changes from the maximum torque to the torque zero first. The torque Md k that can be transmitted by the clutch is initially constant. This torque is initially determined at the beginning of this process, depending on whether the clutch is operating in a slip condition.
It is smaller than the driving torque Md mot of the internal combustion engine by a certain torque difference or the same as the driving torque Md mot of the internal combustion engine.

しかしながら、牽引運転から惰走運転への移行時に負
荷ショックを回避するために、クラッチは、内燃機関が
牽引運転から惰走運転へ移行する時点に達する前に、切
られる。第２図乃至第４図においてt1で示してある牽引
−惰走の移行の時点は、内燃機関の回転数とアクセルペ
ダルの操作変位の監視によって、第５図に示したいわゆ
るゼロモーメント線を考慮して求められる。このゼロモ
ーメント線は内燃機関の惰走運転と牽引運転の間の境界
線を表示し、内燃機関のその都度の回転数についての、
限界に達するアクセルペダル位置を示す。ゼロモーメン
ト線が制御装置９に記憶可能であるので、内燃機関のそ
の都度の回転数について、内燃機関が牽引運転から惰走
運転へ移行するアクセルペダル位置を求めることができ
る。牽引運転から惰走運転への移行中にクラッチが確実
に切られるようにするためには、クラッチの切り操作を
前もって行うべきである。従って、クラッチ切り過程の
制御はアクセルペダルの位置に依存して行われ、そのた
めに、アクセルペダル位置がゼロモーメント線を所定距
離だけ下回るときに、クラッチの切りが制御装置によっ
て自動的に開始される。更に、アクセルペダルの操作速
度も制御量として関与させることができる。すなわち、
時間によるアクセルペダルの操作変位の微分値も関与さ
せることができる。これは、所定の操作速度を上回ると
きに、およびゼローモメント線からの所定の距離に付加
的に達したときに、内燃機関が牽引運転から惰走運転に
移行したことを示す確実な印である。However, the clutch is disengaged before reaching the point in time when the internal combustion engine transitions from traction operation to coasting operation, in order to avoid load shock during the transition from traction operation to coasting operation. Figure 2 to traction is indicated by t 1 in Figure 4 - the time of migration of coast is by monitoring the operational displacement of the rotational speed and the accelerator pedal of the internal combustion engine, the so-called zero-moment line shown in FIG. 5 Required. This zero moment line indicates the boundary between the coasting operation and the traction operation of the internal combustion engine, and for the respective rotational speed of the internal combustion engine,
Indicates the accelerator pedal position reaching the limit. Since the zero moment line can be stored in the control device 9, the accelerator pedal position at which the internal combustion engine shifts from the traction operation to the coasting operation can be determined for the respective rotational speed of the internal combustion engine. In order to ensure that the clutch is disengaged during the transition from the traction operation to the coasting operation, the disengagement operation of the clutch should be performed in advance. Thus, the control of the clutch disengagement process is dependent on the position of the accelerator pedal, so that when the accelerator pedal position is below the zero moment line by a predetermined distance, the disengagement of the clutch is automatically started by the control device. . Further, the operation speed of the accelerator pedal can be involved as a control amount. That is,
The differential value of the operation displacement of the accelerator pedal over time can also be involved. This is a positive indication that the internal combustion engine has transitioned from traction to coasting when above a predetermined operating speed and additionally at a predetermined distance from the zero moment line.

クラッチを切った後で、或る時間経過した後で、クラ
ッチの再接続が行われる。この接続は、惰走運転中に内
燃機関の回転数と変速機入力軸の回転数の間に再びスリ
ップが維持されるように行われる。その際、クラッチの
接続動作は、クランク軸と変速機入力軸の間の回転数差
に依存して、および場合によって時間によるクランク軸
の回転数の最初の微分値に依存して、制御可能である。After disengaging the clutch and after a certain period of time, the clutch is reconnected. This connection is made such that slippage is maintained again between the rotational speed of the internal combustion engine and the rotational speed of the transmission input shaft during the coasting operation. In this case, the engagement of the clutch can be controlled depending on the speed difference between the crankshaft and the transmission input shaft, and possibly depending on the first derivative of the speed of the crankshaft over time. is there.

〔発明の効果〕〔The invention's effect〕

本発明によって提案された方法の重要な利点は、適切
な方法でクラッチのスリップ制御を行うことにより、ア
クセルペダルを負荷位置から惰走位置に操作する際に従
来生じていた負荷変動ショックを充分に防ぐことができ
ることにある。これにより、自動車の乗り心地が大幅に
改善される。An important advantage of the method proposed by the present invention is that by performing clutch slip control in an appropriate manner, the load fluctuation shock that has conventionally occurred when operating the accelerator pedal from the load position to the coasting position can be sufficiently reduced. That it can be prevented. As a result, the ride quality of the automobile is greatly improved.

【図面の簡単な説明】[Brief description of the drawings]

第１図は本発明による方法に従って運転される自動車の
ための駆動装置の概略図、第２図はフルスロットル位置
からゼロスロットル位置への急激な操作の経過を示す、
時間とアクセルペダル変位のグラフ、第３図は第２図の
グラフに対応する、内燃機関、被駆動軸およびクラッチ
のトルクの経過を示す、時間とトルクのグラフ、第４図
は内燃機関と変速機入力軸の回転数の経過を示す、時間
と回転数のグラフ、第５図はいわゆるゼロモーメント
線、すなわち内燃機関の牽引運転と惰走運転の切り換え
点の経過を示す、アクセルペダル変位と回転数のグラフ
である。 １……内燃機関、２……クランク軸、３……クラッチ、
４……変速機入力軸、５……変速機（伝動装置）、12…
…アクセルペダル1 is a schematic view of a drive for a motor vehicle operated according to the method according to the invention, FIG. 2 shows the course of abrupt operation from a full throttle position to a zero throttle position,
FIG. 3 is a graph of the time and torque of the internal combustion engine, the driven shaft and the clutch, and FIG. 3 is a graph of the time and torque corresponding to the graph of FIG. FIG. 5 is a graph of the so-called zero moment line showing the progress of the rotation speed of the engine input shaft, and FIG. It is a graph of a number. 1 ... internal combustion engine, 2 ... crankshaft, 3 ... clutch,
4 ... Transmission input shaft, 5 ... Transmission (transmission), 12 ...
…Accelerator pedal

Claims (1)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】内燃機関、伝動装置およびクラッチを備
え、このクラッチが内燃機関と伝動装置の間に配置さ
れ、かつ伝達可能なトルクを制御可能である、車両、特
に乗用自動車において、アクセルペダルの急激な変更に
よる負荷変動ショックを防ぐ方法であって、負荷位置か
ら惰走位置にアクセルペダルを操作する際に、クラッチ
が先ず最初に自動的に完全に切られ、続いて再び、内燃
機関と伝動装置入力部の回転数の間に、所定のスリップ
が生じるまで、接続方向に操作される、方法において、
牽引運転から惰走運転への内燃機関（１）の変化の前
に、クラッチ（３）が自動的に完全に切られ、クラッチ
（３）がアクセルペダル（12）の操作変位またはアクセ
ルペダル（12）の操作速度に依存して切られることを特
徴とする方法。1. A vehicle, in particular a passenger vehicle, comprising an internal combustion engine, a transmission and a clutch, the clutch being arranged between the internal combustion engine and the transmission and capable of controlling the transmittable torque. This is a method for preventing a load fluctuation shock due to a sudden change. When the accelerator pedal is operated from the load position to the coasting position, the clutch is first automatically and completely disengaged, and then, again, the transmission between the internal combustion engine and the transmission is started. During the rotation of the device input, the method is operated in the connection direction until a predetermined slip occurs,
Prior to the change of the internal combustion engine (1) from the traction operation to the coasting operation, the clutch (3) is automatically completely disengaged and the clutch (3) is disengaged by the operation of the accelerator pedal (12) or the accelerator pedal (12). A) the method is characterized by being cut off depending on the operation speed.
JP1150663A 1988-06-15 1989-06-15 How to prevent load fluctuation shock Expired - Lifetime JP2751997B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3820335 1988-06-15
DE3820335.9 1988-06-15

Publications (2)

Publication Number Publication Date
JPH02186127A JPH02186127A (en) 1990-07-20
JP2751997B2 true JP2751997B2 (en) 1998-05-18

Family

ID=6356585

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1150663A Expired - Lifetime JP2751997B2 (en) 1988-06-15 1989-06-15 How to prevent load fluctuation shock

Country Status (3)

Country Link
JP (1) JP2751997B2 (en)
DE (1) DE3918254C2 (en)
FR (1) FR2632905B1 (en)

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Also Published As

Publication number Publication date
FR2632905B1 (en) 1995-08-11
JPH02186127A (en) 1990-07-20
DE3918254A1 (en) 1989-12-21
DE3918254C2 (en) 1998-04-30
FR2632905A1 (en) 1989-12-22

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