JP6802285B2 - Execution method and device for gear stage switching in automobile drive systems - Google Patents

Description

The present invention particularly relates to an automotive drive system having a manual gear transmission. Further, the present invention relates to a method of controlling a drive engine in an automobile drive system during gear stage switching by a manual gear transmission.

Automotive drive systems typically include a gear transmission to allow the drive output provided by the drive engine to be optimally transmitted to the driven wheels of the vehicle. In order to switch the gear stage of the gear transmission, that is, the deceleration of the gear transmission, the accelerator pedal for setting the desired torque of the driver to the drive engine is released to the manual gear transmission, and the driven system of the drive engine and the driven system of the drive engine and Operate the clutch pedal to disengage the clutch so that the drive train with the gear transmission is disengaged, and reengage the clutch by disengaging the clutch pedal after selecting and engaging the gear to be selected. It is feasible. In this case, the engine speed of the drive engine is adapted to the speed of the clutch on the side attached to the gear transmission, that is, the so-called transmission input speed. If the engine speed of the drive engine and the transmission speed are not the same during the clutch engagement process, an unpleasant load switching response such as recoil may occur.

Document German Patent Application Publication No. 1020100630403 It is known how the rotation speed control is operated while the clutch of the gear transmission is disengaged in order to adjust the rotation speed of the drive engine. The adjustment of the rotation speed of the drive engine is performed by controlling the rotation speed of the drive engine to an intermediate rotation speed depending on the vehicle speed and the closing gear stage. The intermediate rotation speed is located between the rotation speed of the drive engine when the clutch is disengaged and the rotation speed of the drive engine expected after the clutch is engaged after the gear stage is switched. The intermediate rotation speed is set within a range between the initial rotation speed of the drive engine when the clutch is disengaged and the transmission input rotation speed after the gear stage is switched.

German Patent Application Publication No. 1020100630403

INDUSTRIAL APPLICABILITY The present invention provides a method of operating a drive engine in a drive system having the manual gear transmission according to claim 1, and a corresponding device and drive system according to another claim.
Other forms are described in the dependent claims.

According to the first aspect, a method of operating a drive system having a drive engine and a gear transmission is provided in which the drive engine is coupled to the gear transmission via a clutch and the clutch operates to open and close the drive system of the drive system. ing.

This method
A step of operating the rotation speed control for the drive engine when the drive system is opened, and a step of providing the rotation speed control with a target rotation speed to be adjusted depending on the gear stage to be set. ,
The step of setting the target rotation speed depending on the gradient of the transmission input rotation speed generated while leaving the neutral gear position of the transmission, and
including.

The idea of the above method is to execute the rotation speed control so that the rotation speed of the drive engine set after switching the gear stage of the manual gear transmission is set to the transmission input rotation speed during the shift process. It is in. In the above method, in the disengaged state of the clutch, the target rotation speed for the rotation speed control is set to the transmission input rotation speed after the detection of the gear stage to be turned on, and is adjusted by the driver as much as possible before the clutch is engaged. As such, it is executed by determining this target rotation speed. Therefore, the switching of the gear stage is detected by the neutral gear sensor, and it is possible to detect that the gear stage in the manual gear transmission has been released by the neutral gear sensor. When leaving the neutral gear, the evaluation of the transmission input speed on the input side of the transmission shows in which direction the gear was changed, that is, whether the gear was changed by upshifting or downshifting. It is possible to detect whether it has been changed by.

Comfortable for car drivers by visualizing the end of the process of adjusting the engine speed to the transmission input speed so that the engine speed of the drive engine and the transmission input speed are synchronized. It is possible to inform when clutch reengagement is possible.

Further, the target rotation speed is the gear ratio and vehicle speed up-shifted by at least one gear stage when the drive system is open and before leaving the neutral gear position of the gear transmission, especially when the neutral gear position is turned on. It may be set to an intermediate rotation speed corresponding to the rotation speed obtained from the speed.

The target rotation speed is set to the transmission input speed or the minimum value of the transmission input speed and the intermediate rotation speed after leaving the neutral gear position of the gear transmission when the upshift of the gear stage is detected. It may be designed to be.

In particular, the target rotation speed may be set to the actual transmission input rotation speed after leaving the neutral gear position of the gear transmission when the downshift of the gear stage is detected.
According to one embodiment, the neutral gear position may correspond to the position of the gear transmission in which no torque coupling occurs between the transmission input and the transmission output.

When the gradient of the transmission input speed exceeds a predetermined first gradient threshold, a downshift of the gear stage may be detected and / or the gradient of the transmission input speed becomes a predetermined second gradient. When it falls below the threshold, a gear upshift is detected.

According to one embodiment, in the open drive system, the first signal signals that the engine speed and the transmission input speed are not synchronized, and in the open drive system, the second signal. It is signaled that the engine speed and the transmission input speed are synchronized.

In particular, the first signal may specifically include one visual instruction of the first color, and the second signal may particularly include another or identical visual instruction of the second color.
It is designed to interrupt speed control when interruption conditions are present while the drive engine is disconnected from the gear transmission, especially when the drive train is open for a time that exceeds the threshold. You may.

In another aspect, a drive system operating device having a drive engine and a gear transmission is provided in which the drive engine is coupled to the gear transmission via a clutch and the clutch operates to open and close the drive system of the drive system. To.

This device
When the drive train is opened, it is formed to operate the speed control for the drive engine, and the speed control is provided with a target speed to be adjusted, depending on the gear stage to be set, and gears. The target speed is set depending on the gradient of the transmission input speed that occurs while the transmission is away from the neutral gear position.
It is formed.

By other aspects
With the drive engine
With the transmission
A clutch that allows the drive engine to be coupled to the transmission through it,
An engine control unit that controls the drive engine and
A drive system including the above-mentioned device is provided.

The embodiments will be described in detail below with reference to the accompanying drawings.

FIG. 1 shows a schematic view of an automobile drive system. FIG. 2 shows a flow chart illustrating an exemplary switching method of gear stages in a manual gear transmission. FIG. 3 shows a schematic diagram of the engine speed, the transmission input speed, the gradient of the transmission input speed, and the filling of the internal combustion engine.

FIG. 1 shows a schematic view of an automobile drive system 1. The drive system 1 includes, for example, a drive engine 2 which may be formed as an internal combustion engine. The driven system 3 of the drive engine 2 is coupled to the transmission 5 via a manually operable clutch 4. The clutch 4 is formed, for example, as a normal disc clutch, and is mechanically connected to, for example, the clutch pedal 6, whereby the clutch 4 is disengaged when the clutch pedal 6 is operated, that is, the drive system 3 is released and the clutch. When the pedal 6 is released, the clutch is engaged, that is, the drive system 3 is closed.

The transmission 5 is a gear transmission in which gear stages can be selected by an operation unit 7 such as a shift lever. The shift is generally performed in a state where the driven system 3 has no torque, that is, a state in which the clutch 4 is disengaged.

On the output side of the transmission 5, the driven system 3 supplies the provided torque to the drive wheels 8 of the vehicle. The drive engine 2 is controlled by the engine control device 10 in order to provide the drive torque to the driven shaft 3. The setting of the drive torque for setting the desired torque of the driver in the engine control device 10 in the form of an instruction of the accelerator pedal position is performed via the accelerator pedal 11. The drive engine 2 is controlled depending on the desired torque of the driver, and the drive engine provides a drive torque corresponding to the desired torque of the driver.

Further, a brake pedal 12 connected to the brake system 13 is provided in order to reduce the vehicle speed of the vehicle. The brake pedal 12 is also coupled with the engine controller 10 so that information about brake engagement is present there as well.

The engine control device 10 can detect the transmission input side rotation speed as the input side rotation speed of the gear transmission 5 via the transmission input rotation speed sensor 14.
Further, the gear transmission 5 or the operation unit 7 instead has a neutral gear sensor 15, and when the neutral gear is turned on after leaving the gear stage by the shift process, that is, the input side and the output side of the transmission 5. It can be determined by the neutral gear sensor that there is no torque connection between the two. Further, the neutral gear sensor can determine what has been done when the neutral gear is released again, especially when the driver selects the gear stage to be set by the operating unit 7.

In the control during the shift process, the output torque of the engine speed controller is determined depending on the calculated target speed, so the calculation of the target speed for the speed control is important. Hereinafter, a method is described in which a reliable and unique determination of the target rotation speed with respect to the rotation speed control is provided thereby, and at the same time, the rotation speed control is assisted as well as possible. In particular, in the method described below, it is started from an internal combustion engine (Otto engine) as a drive engine.

FIG. 2 shows a flow chart for explaining an operation method of a drive engine in switching gear stages.
In step S1, it is inspected whether or not there is a friction stir welding break or clutch operation of the drive system. Correspondingly, clutch information indicating this is generated. Friction stir welding or clutch operation can be determined by inspecting whether or not the clutch pedal 6 has been operated by the driver.

The driver's operation of the clutch pedal 6 may be detected by various methods. In the simplest method, the clutch pedal 6 may be provided with a clutch switch that signals the operation of the clutch pedal 6.

Alternatively or additionally, the clutch pedal 6 may be provided with a clutch pedal stroke sensor that gives the position of the clutch pedal 6, thereby position data of the clutch pedal 6 detected by the clutch pedal stroke sensor. It is possible to infer the operation of the clutch pedal 6 or the disconnection of the frictional coupling from the change of.

Instead, the operation of the clutch 4 may be detected by determining the clutch slip. Clutch slippage or frictional coupling interruption by the clutch 4 can be calculated from the ratio of the engine speed to the wheel speed of the drive wheel 8 as is known.

Alternatively or additionally, the transmission input speed on the input side of the transmission 5 as measured by the transmission input speed sensor 14 may be compared to the engine speed. For this reason, the engine speed may be observed to detect friction stir welding. When the engine speed rises more rapidly immediately after the operation of the clutch pedal 6 than immediately before the operation of the clutch pedal 6, frictional coupling interruption is detected by this.

Further, when the operation unit 7 is moved to a position with respect to the neutral gear and this is detected by the neutral gear sensor 15, the neutral gear sensor 15 can detect the frictional coupling interruption or the disengagement of the clutch.

When frictional coupling interruption or clutch operation is detected in step S1 (branch Ja), the method is continued by step S2. In other cases, the process returns to step S1.
In step S2, the target rotation speed _nSall is determined. The target rotation speed _nSall is first set to a predetermined intermediate rotation speed N1 corresponding to the engine rotation speed set when the driver shifts to the next higher gear stage. The intermediate speed N1 can be calculated via detection of gears to be brought in at known transmission gear ratios and vehicle speed prior to clutch disengagement. The intermediate rotation speed N1 is always smaller than the engine rotation speed at the time when the clutch 4 is released, based on a predetermined gear ratio.

In step S3, the rotation speed control is operated almost at the same time. Therefore, first, the rotation speed control receives the intermediate rotation speed N1 as the target rotation speed _nSall . Since the target rotation speed _nSall is smaller than the engine speed n of the drive engine 2 immediately after the clutch is disengaged, the rotation speed control does not operate at first, and the drive engine 2 does not provide the drive torque, that is, the drive engine. In the case of an internal combustion engine as, this is in a fuel-cut operating state. In the fuel cut state, no fuel is injected into the internal combustion engine.

In the case of an Otto engine as an internal combustion engine, the filling into the cylinder can be further increased through the opening of the throttle valve without setting an additional torque. The increase in filling into the cylinder allows for a rapid increase in torque when the engine speed must increase rapidly.

In step S4, the neutral gear sensor 15 is queried to detect whether or not the manual gear transmission 5 is out of the neutral gear. When the driver selects a new gear, the operating unit 7 always passes through the neutral gear position. The same is true when the driver decides to repopulate the initially selected gear without switching gears. Therefore, it is uniquely possible to detect that a new gear stage has been selected by leaving the neutral gear. When leaving the neutral gear and thus selecting a new gear (branch Ja), the method is continued by step S5 and otherwise returned to step S4 to retain the speed control operation.

It is possible to better show the characteristics of the transmission input speed by the information at the time when the neutral gear is released. The direction of gear change, i.e., whether the driver has shifted to a higher gear or a lower gear, can be reliably determined by the gradient of the transmission input speed. Therefore, the gears change quickly to minimize the delay time required to control the engine speed to a slightly higher target speed when the driver selects and sets a lower gear. Detection is important. By detecting that the gear has left the neutral gear position, it is possible to directly detect that a new gear has been introduced.

In step S5, gear stage detection is performed to determine the gear stage to be selected or engaged. Gear gear detection is based on the measured gradient of transmission input speed. When the gradient of the transmission input rotation speed exceeds a predetermined first gradient threshold value, a downshift of the gear stage is detected. If the downshift is detected (branch A1), in step S6, the target rotational speed _{n Soll} for speed control is set to the actual transmission input rotational speed _{n Tra_in} directly. As a result, the target rotation speed _nSall corresponds to the value of the target rotation speed to be further synchronized.

The engine speed n is adapted to a predetermined target speed _nSall as quickly as possible, as an essentially higher engine torque can be immediately provided by the pre-increased filling of the internal combustion engine into the cylinder.

When the upshift or holding of the gear stage is detected instead of the downshift of the gear stage (branch A2), that is, the transmission input speed n _{Tra_in} obtained by evaluating the progress of the transmission input speed n _{Tra_in} . when the gradient is smaller than 0 or a predetermined second gradient threshold, without being set to the target speed _{n Soll} actual transmission input speed _{n Tra_in,} intermediate speed N1 and the transmission input speed _n from _{Tra_in} Set to the minimum value. As a result, the transmission waits until the transmission input rotation speed n _{Tra_in} falls below the intermediate rotation speed N1 for the next highest gear stage. First this time, the target rotational speed _{n Soll} is controlled to the engine speed as equally set and the target rotational speed _{n Soll} the transmission input rotational speed _{n Tra_in.} Further, since the increased engine torque is not required for the speed control in the upshift, the pre-increased filling in the cylinder of the internal combustion engine is directly reduced again.

By first using the intermediate rotation speed N1 for the rotation speed control, the engine rotation is performed only up to the intermediate rotation speed N1 calculated for the next higher gear stage before the next gear stage is turned on. It is achieved that the number is reduced to the maximum. This is especially important when the driver's gear selection is delayed in time. Here, when the driver shifts to the next lower gear, the speed deviation obtained is smaller. If the driver shifts to the next higher gear, the engine speed is already at the correct speed level and only needs a smaller correction.

When an upshift is detected (branch A2), that is, when the gradient of the transmission input rotation speed is smaller than the applicable second gradient threshold value, in step S7, the target rotation speed _nSall is determined in step S2. The intermediate rotation speed N1 is maintained. Therefore, when the upshift of the gear stage is detected, the target rotation speed _nSall continuously maintains the intermediate rotation speed N1. Only when the transmission input speed _{n Tra_in} approaches the intermediate rotational speed N1 of the target rotation speed _{n Soll} is set equal to the actual transmission input rotational speed _{n Tra_in.} As soon as the shift process is completed and the driver disengages the clutch 5, thereby closing the drive _train , the target speed _nSall is reduced to a low value and finally set to 0, thereby rotating. Numerical control is deactivated.

Following steps S6 and S7, in step S8, the inspection of whether the clutch is closed or not or whether the frictional coupling via the drive system is formed again continues. Only when the clutch is closed again (branch Ja) can the method continue in S1. In other cases (branch Nein), it is further waited in step S8.

The transmission input speed n _{Tra_in} may be passed through a low frequency filter in order to obtain noise-free transmission speed input speed gradient data.
When a downshift gear position is detected it may be designed such that the target rotational speed n _Soll is set directly the transmission input rotational speed n _{Tra_in.} As a result, the control deviation rises sharply, so that the engine speed control device can also control the target speed as quickly as possible. In this case, pre-control proportionally dependent on the control deviation is used, which corresponds to the proportional portion of the rotation speed control. This pre-control may be stopped immediately when the engine speed approaches the target speed. For rotation speed control, a normal PI controller may be used, in which case, in order to prevent excessive configuration of the integrator counter, at large control deviations, the corresponding elements, such as the integrator, Eliminate or freeze. Elimination of the integrator counter may lead to over-vibration in adjusting the engine speed to a higher target speed. In order to smooth the high frequency speed signal in the transmission input speed signal, the target speed _nSall is a low frequency filter after an applicable time or when the applied gear stage is uniquely detected. May be filtered by.

FIG. 3 shows a diagram of various variables in downshifting to lower gears. Engine speed n, transmission input speed n _{Tra_in} , transmission input speed gradient dn _{Tra_in} / dt, first gradient threshold SW1 for detecting downshift, filling F in the cylinder of the internal combustion engine, Diagrams of engine torque M, neutral gear sensor signal NGS, clutch operation signal KB and downshift detection signal RSS to lower gears are shown.

After time point T1, the disengaged clutch 5 is detected, and therefore the target speed _nSall is set from 0 to the intermediate speed N1 calculated with respect to the vehicle speed and transmission gear ratio, where the intermediate speed is the driver. It can be seen that is set when the gear stage is upshifted when the clutch is disengaged. At the same time, the throttle valve may be opened in order to increase the filling of the internal combustion engine into the cylinder. This can be seen in the diagram of filling F.

At time point T2, the driver has selected a new gear, which is detected by the lowered side of the sensor signal NGS of the neutral gear sensor. From this point onward, the gradient dn _{Tra_in} / dt of the transmission input speed is inspected. If this gradient exceeds a positive threshold, a downshift is detected. In this case, the target rotational speed _{n Soll} is set to direct the transmission input rotational speed _{n Tra_in.} Due to the positive control deviation, the speed control requires a positive rotational torque, which can be easily provided by the elevated filling into the cylinder of the internal combustion engine.

If the clutch 5 is closed again at time point T3, the target speed _nSall is controlled downward to an applicable value and finally set to zero.
In order to assist the driver in _recoupling the clutch after the shift process, it may be _signaled when the engine speed n has been synchronized with the transmission input speed n _{Tra_in} . As a result, extremely comfortable clutch recoupling can be realized. A visual or acoustic signal may be used to signal. When using visual signals, symbols may be displayed in the driver's field of view. For example, the symbol lit in the first color may signal that there is no synchronization of the engine speed n with the transmission input speed n _{Tra_in} . This signal may be displayed first in step S2. At this time, the clutch can be reengaged only with the knowledge of reduced comfort. The symbol lit in the second color is that the engine speed n is synchronized and at this time the driver can close the clutch 5 so that the clutch recoupling without reaction force is guaranteed. It is possible to display that.

1 Drive system 2 Drive engine 3 Driven system, drive system, driven shaft 4 Clutch 5 Gear transmission, transmission 6 Clutch pedal 7 Operation unit 8 Drive wheel 10 Engine control unit, engine control device 11 Accelerator pedal 12 Brake pedal 13 brake system 14 transmission input speed sensor 15 neutral gear sensor dn _{Tra_in} / dt transmission input rotational speed gradient F filling KB clutch operation signal M engine torque n the engine speed n _{soll, n Soll} target speed n _{Tra_in} transmission input Rotation speed N1 Intermediate rotation speed NGS Neutral gear sensor signal RSS Downshift detection signal SW1 First gradient threshold T1, T2, T3 time point

Claims (12)

The drive engine (2) and the gear transmission are coupled to the gear transmission (5) via a clutch (4), and the clutch operates to open and close the drive system of the drive system (1). In the operation method of the drive system having (5),
The intermediate rotation speed (N1) is defined as the rotation speed obtained from the actual vehicle speed when frictional coupling interruption or clutch operation is detected and the gear ratio when upshifting at least one gear, and the intermediate rotation speed (N1). ) To set the target rotation speed (n _sole ) (S2), and
When the drive system is opened, it is a step of operating (S3) the rotation speed control for the drive engine (2), and the rotation speed control is provided with a target rotation speed (n _sole ) to be adjusted. ,
A step of _performing gear stage detection (S5) that determines a gear stage to be selected or engaged depending on the gradient of the transmission input rotation speed (n _{Tra_in} ), and
When upshifting or holding of the gear stage is detected (A2), the transmission input speed (n _{Tra_in} ) falls below the intermediate speed (N1) after the gear transmission (5) leaves the neutral gear position. when the, and setting the transmission input rotational speed _{(n Tra_in)} the target rotational speed _{(n soll) (S7),}
Including, operation how the drive system. The target rotational speed (n _soll) when the downshift gear position is detected, after leaving the neutral gear position of the gear transmission (5), is set to the actual transmission input rotational speed (n _{Tra_in)} The method according to claim 1 . The method according to claim 1 or 2 , wherein the neutral gear position corresponds to the position of the gear transmission (5) in which torque coupling does not occur between the transmission input and the transmission output. When the gradient of the transmission input speed (n _{Tra_in} ) exceeds a predetermined first gradient threshold, a downshift of the gear stage is detected and / or of the transmission input speed (n _{Tra_in} ). The method according to any one of claims 1 to 3 , wherein an upshift of the gear stage is detected when the gradient falls below a predetermined second gradient threshold. In the open drive system, the first signal signals that the engine speed and transmission input speed (n _{Tra_in} ) are not synchronized, and in the open drive system, the second signal signals the engine. The method according to any one of claims 1 to 4 , wherein it is signaled that the rotation speed and the transmission input rotation speed (n _{Tra_in} ) are synchronized. The method of claim 5 , wherein the first signal specifically comprises one visual instruction of the first color, and the second signal particularly comprises another or identical visual instruction of the second color. While the drive engine (2) is disconnected from the gear transmission (5), the speed control is interrupted when an interruption condition exists, especially when the drive system is open for a time that exceeds the threshold. The method according to any one of claims 1 to 6 . The method according to any one of claims 1 to 7 , wherein the cylinder filling is increased immediately after the drive system is opened. The drive engine (2) and the drive engine (2), in which the drive engine (2) is coupled to the gear transmission (5) via the clutch (4) and the clutch (4) operates to open and close the drive system of the drive system (1). In the driving device of the drive system having the gear transmission (5)
The method according to any one of claims 1 to 8 is carried out.
The driving device of the drive system characterized by that. Drive engine (2) and
Gear transmission (5) and
A clutch (4) through which the drive engine (2) can be coupled to the gear transmission (5),
An engine control unit (10) that controls the drive engine (5),
A drive system (1) including the device according to claim 9 . A computer program comprising a program code that executes the method according to any one of claims 1 to 8 . A machine-readable storage medium in which the computer program of claim 11 is stored.

Images