KR100507943B1 - A system for controlling an engine of a motor vehicle - Google Patents

Abstract

The present invention is a system for controlling a vehicle engine, and is provided with an adjustment member for affecting at least the engine torque adjusted in relation to the required torque detected by the detection means, and at the time of changing the required engine torque in the prescribed range. It relates to a control system of the type that causes a command to adjust engine torque to be delayed. The clutch is disposed between the vehicle engine and the wheels, and the delay is executed in accordance with a status signal indicating the instantaneous operating state of the clutch.

Description

A system for controlling an engine of a motor vehicle}

The present invention is a system for controlling a vehicle engine, and is provided with an adjustment member for affecting the engine torque that is adjusted at least in relation to the required torque detected by the detection means, and the engine upon change of the required engine torque in a prescribed range. It relates to a control system of the type in which a command to adjust torque is delayed to be executed.

Automatic clutches or servo clutches are described, for example, (kraft fahrtechi nishes Taschenbuch Auflage, 1991, pages 538 to 539) or in the Federal Republic of Germany. Known from application P1954092. The servo clutch is combined with an electronic control device to provide automated starting operation or integrated with a servo operated transmission to provide a fully automatic transmission. In the case of such a servo clutch, opening and closing of the clutch is generally operated by a servo drive device.

In addition to such a servo clutch, an automatic transmission in which a transmission ratio is variable according to a control signal is known. Such an automatic transmission can be coupled in a known manner to the vehicle engine via a hydraulic converter. In this case, it is known that the converter can alleviate the switching shock occurring at the time of change of the transmission ratio or the power train vibration generated by the case by this. This converter can be bypassed by a known lockup clutch or can eliminate this bypass. This lock-up clutch is engaged in most cases when the vehicle speed is relatively high or in the high transmission gear stage. This prevents slip loss of the torque converter and thereby reduces fuel consumption, but at the time of clutch engagement, the converter effect on vibration damping of the power train is not obtained. It is also possible to configure such that the slip of the lockup clutch is adjusted.

It is also known to install an engine control device for controlling a vehicle engine. Such an engine control device controls the engine output side torque in relation to, for example, the driver's command, the engine driving parameter, the driving of the vehicle, or another value indicating the driving of the vehicle. An example of this is disclosed in an electronic accelerator pedal system in the specification of German Patent Application Publication No. 43212333. The electronic accelerator pedal system is provided with means for reducing power train vibrations in the transition from the engine brake overrun phase to the drive phase. This means recognizes the shift from the engine brake actuation stage to the drive stage and delays the execution of the command of the driver to adjust the output of the internal combustion engine when the shift is recognized.

The object of the present invention is to optimize the system to reduce power train vibrations.

In order to solve this problem, in the configuration of the present invention, a control signal is formed in association with a signal indicating a change in engine torque in a prescribed range.

Moreover, in order to solve the said subject, in the structure of this invention, the clutch is arrange | positioned between the vehicle engine and the wheel of a vehicle, and the delay of execution of a driver command shows the status signal which shows the current operating state of a clutch. In relation to this.

In the first configuration of the invention, the system starts with a system for controlling the clutch. This clutch is disposed between the vehicle engine generating torque and the wheel of the vehicle. Such a clutch can change the power flow between the vehicle engine and the wheel in accordance with the control signal and reduce this flow, for example at least, or stop the forced engagement between the vehicle engine and the wheel. The essence of the first arrangement according to this invention is that the control signal of the clutch is formed in relation to a signal representing a torque change in a prescribed range. An advantage of the first configuration of the present invention is that the opening or adjustment of the lockup clutch is performed before a significant change in the engine output side torque occurs. This allows the lockup clutch to be engaged even in low gear stages and does not require release or adjustment of the lockup clutch in order to prevent power train vibrations from occurring for comfort reasons. This minimizes the energy loss that occurs when the lockup clutch is not fully engaged without reducing comfort.

In such a configuration, the engine torque to be introduced into the engine control device by the signal indicating the change in the engine torque may exhibit a particularly significant change.

Engine torque is typically controlled and regulated by the control device of the engine and the clutch is controlled and regulated by the clutch control device or the transmission control device. In this case, a signal indicative of the change in engine torque is formed in the engine control device, and may be supplied to the clutch control device or the transmission control device.

In response to a particularly significant change to introduce engine torque, represented by the signal, a control signal may be formed to stop the forced engagement of the vehicle engine with the wheels. This engagement is forced when the lockup clutch is engaged, while this forced engagement can be stopped by releasing the lockup clutch (with or without slip).

In a second configuration of the invention, the invention starts from a system for controlling a vehicle engine having an adjustment member for effecting at least an engine torque adjusted in relation to a detected driver command. When the required torque is changed to the prescribed range, the execution of the command to adjust the engine torque (for example, the driver's command and / or the running speed adjustment) is delayed. The essence of the second arrangement according to this invention is that a clutch is arranged between the vehicle engine and the wheel and the delay of execution of the command is made in relation to the status signal indicating the operating state of the current clutch. The advantage of this second configuration according to the present invention is that the delay in achieving the torque required to dampen the power train vibration is delayed because the lockup clutch is engaged or not sufficiently released. It only runs when it can't.

In this second configuration, it is advantageous if the status signal is to signal the presence of at least one of the three operating states. In this case, the first operating state means the release state of the clutch, the second operating state means the engagement state of the clutch, and the third operating state means the adjusted clutch state.

Engine torque is generally controlled by an engine control device and the clutch is controlled by a clutch or transmission control device. It is advantageous if the status signal of the clutch is formed in the clutch or transmission control device and supplied to the engine control device. When responding to the first or third operating state of the clutch indicated by the status signal (a state in which the clutch is not fully engaged), the execution of the command by the driver to adjust the engine torque is never delayed or delayed. Even if the delay is adjusted to reduce only.

In both of these configurations, changes in engine torque of prescribed magnitude

(a) Code change of engine torque.

(b) an interruption or discontinuous reduction in the fuel supply of the engine (e.g., because engine brake operation is recognized and responded to in the engine), and / or

(c) formed by resuming fuel supply after stopping or reducing the fuel supply of the engine (e.g., after or after the end of engine brake operation).

As already mentioned, the torque converter may be bypassed by the clutch or the clutch may be a servo clutch.

Another advantageous configuration is obtained below in claim (3).

Next, the present invention will be described according to the embodiment shown in the drawings.

In Figs. 1 and 2, elements having the same action have the same reference numerals.

In the embodiment shown in Figs. 1 and 2, the torque converter disposed between the vehicle engine 10 and the transmission 12 is shown by reference numeral '11'. The engine torque Mmot on the output side of the engine 10 is supplied to the torque converter 11 via a drive shaft. The torque converter 11 is coupled to the wheel 13 via the transmission 12 on the output side. The transmission 12 is an automatic transmission in this embodiment. The driving of the vehicle engine 10 is controlled or adjusted via the engine control device 101 mainly based on the driving command (vortrieb wunsch) of the driver. For this reason, as shown in FIG. 2, the position of the accelerator pedal 1 which can be operated by a driver is transmitted to the engine control apparatus 101. FIG. The torque converter 11 actuating hydraulically mechanically can be bypassed by the lockup clutch 17. In this case, the lockup clutch 17 can be completely or partially released or engaged by the control signal Pwk. The clutch or transmission control device 16 also controls the lockup clutch 17 in addition to the transmission ratio i of the transmission 12. To this end, the engine speed Nmot detected by the sensor 14 and the output speed NT of the turbine or converter detected by the sensor 15 are supplied to the clutch or transmission control device 16 in particular. In order to determine the speed ratio i, the engine load or the driving command of the driver and the vehicle speed are also generally used (not shown).

As described above, the lockup clutch can be engaged. However, other adjustment devices for adjusting the clutch slip may be provided. This clutch slip is calculated, for example, from the ratio between the engine speed Nmot and the output speed NT. Most automotive transmissions 12 today have a lockup clutch 17 which is generally engaged in a high transmission gear stage. This can minimize the increase in fuel consumption due to the slip of the converter. However, the drawback of this bypass is that by-passing also results in the damping of the torque converter 11 or the damping of the vibration of the power train. In this case, a rapid change in engine torque Mmot is sometimes transmitted to the vehicle's power train with little attenuation, thereby making the vehicle prone to shock. This shock is particularly remarkable when the engine is operated under the following two conditions.

A) This engine brake operation during and vice versa during the transition from engine brake operation (in the case of normal operation ignited by the normal fuel control amount) to a known fuel supply cut-off operation (fuel supply at engine brake operation is cut off). During fuel supply shutdown after fuel supply shutdown. In both these stages, the engine torque Mmot is dramatically increased.

B) When the code of engine torque Mmot changes, the engine shifts from engine brake operation to drive operation. This is because the tooth flank of the power train changes its engagement.

That is, in both driving conditions, a marked change in engine torque occurs. Since such a change is initiated by the engine control apparatus 101, such a change can also be predicted and predicted.

As already described, the lockup clutch 17 may be operated in an adjusted state. That is, this lockup clutch cannot be fully engaged or disengaged in this adjusted state. The clutch pressure is adjusted to engage the clutch with a slight slip of the clutch. The advantage of this case is that the energy loss in the converter is significantly less than when the clutch is released, and the damping action of the torque converter is at least partially effective. However, a certain increase in fuel consumption is inevitable compared to a fully engaged clutch.

In Fig. 1, which is the first embodiment of the present invention, the signal? Mmot is important. This signal is supplied from the engine control device 101 to the clutch or transmission control device 16. This signal [Delta] Mmot indicates whether the engine control device 101 controls the vehicle engine 10 so that a noticeable change in the engine torque Mmot is obtained. In response to a noticeable change in engine torque Mmot (e.g. with the two operating conditions) reported by the signal ΔMmot, the lockup clutch 17 is at least partially engaged but in the best case fully released. That is, when the engine control apparatus 101 tries to perform fuel supply interruption at the time of engine brake operation, the fuel supply restart operation | movement after this fuel supply interruption or the remarkable code change of engine torque Mmot follows, and then engine control will follow. The device 101 sends a signal [Delta] Mmot to the clutch or transmission control device 16 and based on this signal, the clutch or transmission control device 16 adjusts or releases (or adjusts) the lockup clutch 17 in the engaged state. State to release state). Subsequently, if the action of "fuel supply interruption", "fuel supply resume" or "engine torque code change" at the time of engine brake operation is actually performed, the lock-up clutch is not already engaged. The leap of torque is attenuated by the torque converter 11.

Contrary to this, instead of the lockup clutch, of course, a known servo clutch may be used. In this case, the coupled servo clutch is opened slightly (with a slight click slip) for a short time to dampen the impact.

In the second embodiment of the present invention shown in Fig. 2, the state signal St is important. This state signal informs the operating state (engagement, release, partial release) of the lockup clutch 17 when it is guided from the clutch or transmission control device 16 to the engine control device 101. This engine control apparatus 101 has a power train attenuation function. The travel command expressed by the operation of the accelerator pedal 1 by this power train damping function is not immediately transmitted to the output control device (for example, the throttle valve). For example, problems caused by reacting to a change in the sign of the engine torque, such as vibrations of the power train, can be achieved by using the so-called EGAS-System in a known form (see the specification of the German Patent Application Publication No. 4321333 described earlier). This can be eliminated by the gentle, ie delayed, range of sign changes blocked at the setpoint. However, if it is not possible to identify whether the lockup clutch 17 is engaged, in an adjusted state or released, the torque converter and the special EGAS function can be used when the clutch is released or partially released. Damping action is generated. As a result, in some cases, there is a fear that the response characteristic of the vehicle to the accelerator pedal movement becomes relatively slow.

According to the second embodiment of the present invention, the state of the clutch is transmitted to the engine control apparatus 101 in the form of, for example, a three-stage state signal St (clutch release state, clutch control state, clutch engagement state). The " power train damping function " in the engine control device 101 operates only in the clutch engagement state.

This attenuation is

I) when the lockup clutch 17 is engaged, through the power train damping function in the engine control apparatus 101, and

II) When the lockup clutch 17 is completely released or partially released, the torque converter 11 passes through the torque converter 11.

It is done once each time.

Regardless of the state of the lockup clutch, the driver always obtains the same response characteristics to the accelerator pedal operation.

Of course, instead of interrupting the function of "power train attenuation" in the engine control apparatus 101 in the release state or the adjustment state of the clutch, it is also possible to continue this function in the operating state again. In this case, however, the function is set to an operating state that is different from the engaged state of the clutch, that is, weaker than the engaged state (the delay of the driver's running command is slower).

The advantage of the present invention is that the delay in achieving the required torque to dampen the power train vibration is only performed when the damping of the power train cannot be attenuated because the lockup clutch is engaged or not sufficiently released. There is.

1 is a schematic diagram showing a block diagram in a first embodiment of the present invention;

2 is a schematic diagram showing a block diagram of a second embodiment of the present invention;

* Description of the symbols for the main parts of the drawings *

1: accelerator pedal 10: vehicle engine

11: torque converter 12: transmission

17: lockup clutch 101: engine control unit

Pwk: Control Signal Mmot: Engine Torque

Mmot: signal St: status signal

i: Transmission ratio Nmot: Engine speed

NT: output speed of torque converter

Claims (6)

A system for controlling a vehicle engine having wheels, the control system comprising an adjustable power control member for affecting engine torque Mmot in accordance with command torque formed by operation of an accelerator pedal by a vehicle driver, An engine control device having means for forming a required command torque signal in accordance with the command torque; A clutch disposed between the engine and the wheel; Means for generating a status signal St indicative of an instantaneous operating state of the clutch; The engine control device further comprises a power train attenuating means for modifying the necessary command torque signal in accordance with the status signal St for transmitting a modified command torque signal to the power control member in a time delayed manner. system. 2. The apparatus of claim 1, wherein the power train attenuation means comprises time delay means for delaying generation of the modified command torque signal when the modified command torque signal exceeds a prescribed range, And a control system adapted to provide a delay of the modified command torque signal in accordance with the status signal St. 3. The apparatus of claim 1, further comprising a first operating state representing a clutch in which the state signal St is released, a second operating state representing a coupled clutch, and a third operating state representing an adjusted clutch. Control system to indicate that at least one of the two operating states has appeared. 4. The engine control apparatus according to claim 3, wherein the engine control device includes engine control means for controlling the engine torque Mmot in accordance with the modified command torque signal, and the status signal St generating means controls the clutch. A transmission control device, wherein the transmission control device is connected with the engine control device to supply the status signal St to the power train. 3. The apparatus of claim 1, further comprising a first operating state representing a clutch in which the state signal St is released, a second operating state representing a coupled clutch, and a third operating state representing an adjusted clutch. Control system to indicate that at least one of the two operating states has appeared, and wherein the delay is not executed in response to the first or third operating state of the clutch indicated by the status signal St. A system for controlling a vehicle engine having wheels, the control system comprising an adjustable power control member for affecting engine torque Mmot in accordance with command torque formed by operation of an accelerator pedal by a vehicle driver, An engine control device having means for forming a required command torque signal in accordance with the command torque; A clutch disposed between the engine and the wheel; Means for generating a status signal St indicative of an instantaneous operating state of the clutch; The engine control apparatus further comprises power train attenuating means for modifying the necessary command torque signal in accordance with the status signal St to transmit a modified command torque signal to the power control member in a time delay manner, At least one of three operating states consisting of a first operating state representing a clutch in which the state signal St is released, a second operating state representing a coupled clutch, and a third operating state representing an adjusted clutch To inform the appearance of the state of; And said delay is modified to a delay reduction in response to said first or third operating state of the clutch indicated by said status signal (St).