KR20160039281A - Method and device for coupling an internal combustion engine during deceleration - Google Patents

Abstract

The invention relates to a method for connecting a drive motor (2) to a power train, the method comprising the steps of: determining a speed difference (n _diff ) between an input side and an output side of a clutch (4) the number of difference (n _diff) setting the clutch torque delivered (M _{clutch _ setting)} in accordance with a step of pre-set by controlling the clutch 4.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a method and apparatus for connecting an internal combustion engine during a deceleration process,

The present invention relates generally to the field of drive systems and, more particularly, to a method for operating connection processes in a powertrain of an automobile.

The function of connecting the internal combustion engine to the power train using the clutch can also be performed in an automatic control manner, in the category of automation of various functions of the automobile which is gradually increasing. This is particularly the case for automotive automatic transmissions or partially automated transmissions.

When the vehicle is in sailing mode, that is to say when the vehicle is traveling under separate conditions, the corresponding triggered internal combustion engine via any function, such as a driver assisted function, Must be connected. In the sailing mode of the vehicle, the clutch is opened, the engine speed of the internal combustion engine is independent of the transmission input speed, and is generally different from the transmission input speed. As the internal combustion engine is connected, the clutch is engaged, and the engine speed corresponds to the transmission input speed.

Triggering of the connection of the internal combustion engine can be performed, for example, after activation of the brake pedal by the driver, or on the demand of a braking process by the driver assistance system or the like because in coasting mode, for example, The coupling of the powertrain for assistance and the subsequent jointing rotation or coupling motion of the internal combustion engine may be intended. Further, the internal combustion engine can be connected correspondingly to the demand and additional energy can be supplied for charging the battery.

In addition, additional drive torque is required for the formation of negative pressure for the brake booster or the like, so that connection of the internal combustion engine may be required.

The connection of the internal combustion engine to the power train is felt by the driver as jerking unless it is an optimal closed-loop control, which generally means a deterioration in driving comfort.

For example, a control method for an automobile equipped with an automatic clutch device can be provided. The connection in the sailing mode of the vehicle is carried out by detecting the number of revolutions of the output shaft of the transmission to end the sailing mode before engaging the clutch and controlling the number of revolutions of the engine so that the two revolutions coincide or mutually adjust.

In the vehicle driving method known from the German publication DE 10 2010 003 673 A1, a recommended gear stage is provided in the free-wheeling mode, and the current number of revolutions of the drive motor is set to the recommended number of revolutions corresponding to the recommended gear stage Accelerated.

In addition, in order to connect the internal combustion engine to the power train in the sailing state, the number of revolutions of the output shaft of the internal combustion engine can be increased in accordance with the drive energy behavior predetermined by the driver.

According to the present invention there is also provided a device, a drive system, and a computer program according to the claims, as well as a method for connecting a drive motor, in particular an internal combustion engine, to a power train as claimed in claim 1.

Further preferred embodiments of the invention are set forth in the dependent claims.

According to a first aspect, there is provided a method for connecting a drive motor to a power train, the method comprising the steps of:

- determining the number of turns between the input and output sides of the clutch, and

And controlling the clutch by presetting a set clutch torque to be transmitted in accordance with the rotation speed difference.

When the internal combustion engine (drive motor) is connected, the internal combustion engine is accelerated from the idling speed by being dragged by the clutch, whereby the engine rotation speed is adjusted to match the transmission input speed. The applied clutch torque can be sensed to the driver as deceleration of the vehicle. Therefore, on the one hand for reasons of comfort, the clutch torque should not be too high and on the other hand there should be no sudden torque fluctuations, since such sudden torque fluctuations are perceived as jerking type variations of longitudinal acceleration. Sudden torque fluctuations are caused by sudden set value changes and non-continuous transition from clutch torque to combustion engine drag torque.

By performing the drag or acceleration of the internal combustion engine on the basis of the controlled revolution slope behavior in accordance with the above-described method, consequently, in the sailing mode, that is, the comfortable but non-rubbing engagement of the power train It can be possible. As a result of this, as a result, it is possible to make comfortable, non-rattling drag of the internal combustion engine in a stationary state, for example, as is generally the case in the start / stop sailing mode. Even if the internal combustion engine is in the idle state under the condition that the powertrain is disengaged, the above-described method enables an improved connection in which significant variation in the longitudinal acceleration of the vehicle or jerking can be prevented.

The method described above provides for presetting the transmission torque based on the presetting of the speed slope and the controller intervention. Through the presetting of the number of revolutions instead of the number of revolutions, a high degree of comfort is achieved in the running mode, since sudden changes in the jerk or the number of revolutions can not occur.

In addition, control of the clutch according to the rotation speed difference can be performed above the predetermined lower limit of the rotation speed.

According to the present invention, control of the clutch can be performed according to a predetermined constant set clutch torque at a predetermined lower rotational speed lower limit value.

According to one embodiment, the control of the clutch according to the number of revolutions can be carried out at less than a predetermined number of revolutions upper limit depending on the number of revolutions on the output side of the clutch.

In addition, the control of the clutch can be performed in accordance with the set clutch torque, which is continuously higher than the predetermined upper limit value of the rotation speed.

The clutch control according to the rotational speed difference may be performed according to a predetermined inclination behavior of the engine speed depending on the rotational speed difference, wherein the tilt behavior of the engine speed is required through the set clutch torque, Lt; RTI ID = 0.0 > torque < / RTI >

According to the present invention, a closed-loop control unit may be provided to compensate for the deviation of the actual engine speed slope with respect to the predetermined set engine speed slope through the slope behavior of the engine speed.

According to yet another aspect, there is provided an apparatus for connecting a drive motor to a power train, in particular an open circuit control unit,

- to determine the difference in the number of turns between the input and output sides of the clutch, and

- It is formed to control the clutch according to the rotation speed difference so that the set clutch torque is transmitted.

According to yet another aspect,

- a drive motor,

- Power train,

A clutch for connecting the drive motor to the power train for transmitting clutch torque,

A drive system including the above-described device is provided.

BRIEF DESCRIPTION OF THE DRAWINGS Preferred embodiments of the invention will be described in more detail in accordance with the accompanying drawings, in which Fig.
1 is a schematic view of a drive system having a power train including a clutch for automatic connection of an internal combustion engine.
2 is a flow chart for illustrating a method for connecting an internal combustion engine to a powertrain.
3 is a schematic functional diagram for determining the set transmission torque of the clutch.
Fig. 4 is a graph of the rotational torque for illustrating the behavior of the clutch torque, the rotational speed, the required braking torque, and the internal combustion engine torque.

Fig. 1 shows a schematic view of a drive system 1 for a motor vehicle. The drive system 1 comprises an internal combustion engine 2 as a drive motor which is connected via a drive shaft 3 to a clutch 4 and a transmission 5 which together form a power train. On the output side of the transmission 5, the transmission is connected to the drive wheels 7 via a drive axle 6.

The drive system 1 can be operated in different operating modes depending on the respective operating states of the vehicle. In the normal mode, the internal combustion engine 2 drives the drive wheels 7 through the transmission 5 and the drive axle 6 as the clutch 4 is engaged. In the idle sailing mode, the internal combustion engine 2 is in the idle state and the clutch 4 is opened. In this case, the vehicle travels based on its own kinetic energy in the idle sailing mode. In the start / stop sailing mode, as the internal combustion engine 2 is stopped and stopped and the clutch 4 is opened, the vehicle likewise travels based on its kinetic energy.

In the case of the start / stop sailing mode in which the internal combustion engine 2 is inactivated, if the braking intervention is requested through the operation of the brake pedal 8 by the driver, or if the braking intervention by the driver assistance system is automatically required, A part of the braking torque can be supplied through the drag of the engine 2 or through the costing mode of the internal combustion engine 2. [ As a result, the brake pads of the vehicle brakes (not shown) can be protected. Further, for another reason, it may be necessary to fasten the clutch 4 while exiting the sailing mode.

When tightening the clutch 4, it shall conform to adjust the rotation speed of the internal combustion engine 2 to the transmission input speed (n _{transmission)} at the input side of the transmission 5 during the conversion process. It is necessary to preset the clutch torque of the clutch 4, that is, the torque transmitted through the clutch 4, so that the adjustment of the rotational speed can be performed without jogging as much as possible, in other words, with the driver having a high comfort. To this end, an open circuit control unit 9 for controlling the clutch 4 in accordance with a predetermined set clutch torque (M _{clutch- setting} ) using an actuator (not shown) in the clutch 4 is provided.

In the following, a method for determining the set clutch torque (M _{clutch- setting} ) will be described in detail in accordance with the flowchart of Fig. The functional diagram of FIG. 3 is shown graphically in that it determines the set clutch torque (M _{clutch-setting} ) to provide as little switching as possible without jumping from the sailing mode to the normal mode of the drive system 1. [

In the first inquiry step S1, it is checked whether the clutch 4 should be engaged during the sailing mode, for example in order to achieve the braking torque through the costing mode of the internal combustion engine 2. If the request for connection of the power train is confirmed in step S1, the face (selection: YES), the method proceeds to step S2; otherwise (NO in step S1), the flow returns to step S1.

In the inquiry step S2, whether the internal combustion engine 2 is in the idling state or in the stopped state is queried. If the internal combustion engine 2 is in the idle state (selection: 1), the method proceeds to step S5; otherwise, if the engine is in the stop state (selection: 2), the method proceeds to step S3 .

In step S3, the internal combustion engine 2 is rotated through partial fastening of the clutch 4. To this end, a certain set clutch torque (M _{clutch- setting} ) is set until one of the cylinders reaches the top dead center and a rotation number lower limit value, for example, between 100 and 200 rpm, particularly 150 rpm, is achieved.

This is queried in step S4. If it is confirmed in step S4 that the top dead center and the predetermined lower limit value in one of the cylinders have been reached (selection: YES), the method proceeds to step S5; otherwise (NO: Go back. Alternatively, only the arrival or exceeding of the revolution number threshold may be queried.

The excess of the first top dead center of one cylinder of the internal combustion engine 2 is critical because a high clutch torque is required due to the low kinetic energy and high compression torque of the internal combustion engine 2. This process can be supported either in the case of a vehicle injecting fuel directly into the combustion chamber or through the stockpiling of fuel during engine casting. This has the effect that in the first step a relatively lower set clutch torque (M _{clutch- setting} ) can be preset, since the time-based combustion supports an excess of the first top dead center in the cylinder to be. Alternately, the step is, for example, and can be supported through an additional starter unit (not shown) such as a starter, or set the clutch torque (M _{clutch _ set)} with no pre-set, that is setting the clutch torque (M _{clutch _ set} of ) May be zero.

When the drive system 1 is in the idle sailing mode, the internal combustion engine 2 is in the idle state, so that the predetermined rotation speed threshold value is already exceeded. In this case, the method continues to step S5, as provided in step S2.

In step S5, the first set clutch torque (M _{clutch _ setting)} in step 2 is set according to the function diagram of FIG. Based on the set clutch torque setting (M _{clutch _ set)} is calculated or forming a drag torque (M _drag) of a predetermined internal combustion engine (2). The drag torque (M _drag ) can be calculated through the torque structure provided for engine control. In this case, for example, engine friction and associated auxiliary units may be considered.

The drag torque (M _drag ) is corrected using the correction characteristic map 11, and the corrected drag torque (M _drag ') is provided.

In addition, an additional torque M _Z corresponding to the moment of inertia of the internal combustion engine 2 is also supplied when the internal combustion engine is accelerated to a predetermined rotational speed slope (dn / dt). The additional torque (M _Z ) is added to the corrected drag torque (M _drag ') in the adder element (12). The additional torque M _{Z is} calculated by multiplying the set revolution slope (dn _setting / dt) in the multiplier element 14 by the predetermined inertia moment ( _engine J) of the internal combustion engine 2. Setting rotational speed gradient (dn _set / dt) is an internal combustion engine (2) the engine speed and the transmission 5, the transmission input speed (n _{transmission)} rotational speed difference (n _diff) can slope (dn rotation set in accordance with the between of the _Setting / dt) in advance. In this case, if the rotation speed difference (n _diff ) decreases, the preset rotation speed slope (dn _setting / dt) may also decrease.

In addition, a closed-loop control unit 15 is provided which is configured to adjust the set rotational speed slope (dn _setting / dt). To this end, the actual revolution slope (dn _actual / dt) is provided and the difference (dn _diff / dt) between the set revolution slope (dn _setting / dt) and the actual revolution slope (dn _actual / dt) 16 to the closed-loop control element 17. The closed-loop control element 17 may include a proportional ratio controller and an integral ratio controller. The output variable of the closed-loop control element 17 is supplied to the second adder element 18 and the output variable S of the closed-loop control element 17 in this adder element is set to a value obtained by adding the additional torque M _Z and the corrected drag torque M _Drag '). As a result, a set clutch torque (M _{clutch- setting} ) as a reference for controlling the actuator in the clutch 4 is obtained in order to set the corresponding transmission torque in the clutch 4 at the position. Closed loop control unit 15 is provided to compensate for the inaccuracy of the modeling. The closed-loop control element 17 contributes to the torque in accordance with the deviation of the set rotation speed slope and the actual rotation speed slope.

In the subsequent step S6, it is checked whether or not the difference in the number of revolutions between the engine speed and the transmission input speed (n _transmission ) is less than a predetermined predetermined speed difference threshold value (or exceeds the predetermined speed upper limit value). If this is the case (selection: YES), the method proceeds to step S7; otherwise (NO: NO), the process returns to step S5.

In addition, in step S7, it is checked whether or not a predetermined number of revolutions threshold has been exceeded for a predetermined period of time. If the corresponding If (option: Yes), the advance through the set continuous increase, or set the clutch torque (M _{clutch _ setting)} Pre the slope behavior, for example, a constant gradient of the set clutch torque (M _{clutch _ setting)} in step S8 The remaining rotation number difference is erased in the third step. Otherwise (no: no), the process returns to step S5.

4 shows the relationship between the set clutch torque (M _{clutch setting} ), the engine torque (M _engine ), the engine speed (n _engine ), the transmission input speed (n _transmission ) The characteristic curves of the braking torque (M _braking ) required by the driver during engagement and the costing torque (M _engine ) of the internal combustion engine 2 are shown. Starting from the sailing mode (step SB) of the vehicle in which the internal combustion engine 2 is in the stopped state, the driver requires the braking torque (M _braking ) shown by the broken line by operating the brake pedal 8.

In the first step P1, the required set clutch torque (M _{clutch- setting} ) is _{set such that} the piston in one cylinder reaches the top dead center and the internal combustion engine 2 is equal to or higher than the predetermined engine speed threshold until it reaches the engine speed (n _engine), the clutch torque is set constant value increases rapidly (M _{clutch setting _} *) of the (M _{clutch _ setting).} If this is achieved, in step P2, the rotation number slope dn / dt is controlled according to a predetermined characteristic curve or adjusted through the closed-loop control unit 15 in accordance with the method described in the functional diagram of Fig. The characteristic curve of the engine speed (n _engine ) during the second step P2 is approximate to the transmission input speed (n _transmission ), and at the end of the second step P2, the characteristic curve is approximated to the transmission input speed by the asymptote Can be seen. When rotation speed difference by less than the predetermined rotation speed difference threshold value, preset the clutch torque in accordance with a predetermined slope (M _{clutch _ set)} is increased until the clutch 4 completely concluded in Step 3 (P3).

Claims (12)

A method for connecting a drive motor (2) to a power train,
- determining a speed difference (n _diff ) between the input side and the output side of the clutch (4)
- connecting the drive motor, a power train comprising the step of controlling said clutch (4) by pre-setting the set clutch torque delivered (M _{clutch _ setting)} in accordance with the rotational speed difference (n _diff). 2. The method according to claim 1, wherein the step of controlling the clutch (4) is performed according to a speed difference ( _niff ) exceeding a preset lower limit value of rotation. 3. The method according to claim 2, wherein the control step of the clutch (4) is performed according to a predetermined constant set clutch torque (M _{clutch setting} *) below the predetermined lower limit value of the rotation speed. 4. A control device according to any one of claims 1 to 3, characterized in that the control of the clutch (4) according to the rotational speed difference (n _diff ) is controlled by a predetermined rotation Wherein the power train is operated at less than an upper limit. 5. A method according to claim 4, wherein the step of controlling the clutch (4) above a predetermined rotational speed upper limit value is performed in accordance with a set clutch torque (M _{clutch setting} ) . Any one of claims 1 to 5 according to any one of claims, wherein the rotational speed difference control of the clutch 4 based on the (n _diff) is preset for the engine revolution speed, which depends on the rotational speed difference (n _diff) And the tilting behavior of the engine speed is required to be such that power required by the set clutch torque (M _{clutch- setting} ) and required additional torque realized through the moment of inertia of the drive motor 2 How to connect the drive motor to the train. 7. The method according to claim 6, further comprising the steps of: determining whether the actual engine speed slope (dn _actual / dt) differs from the preset engine speed slope (dn _setting / dt) preset through the slope behavior of the engine speed A method for connecting a drive motor to a power train, the unit being provided. An apparatus (9) for connecting a drive motor (2) to a power train, in particular as a control unit,
- determine the rotational speed difference (n _diff ) between the input side and the output side of the clutch 4, and
- An apparatus (9) for connecting a drive motor to a power train, said clutch (4) being configured to control the clutch (4) according to said rotation speed difference so that a set clutch torque (M _{clutch setting} ) is transmitted. In the drive system 1,
A drive motor 2,
- Power train,
- a clutch (4) for connecting said drive motor (2) to said power train for transmitting clutch torque,
- A drive system (1) comprising a device (9) according to claim 8. A computer program configured to perform all steps of the method according to any one of claims 1 to 7. An electronic storage medium storing a computer program according to claim 10. An electronic control unit comprising an electronic storage medium according to claim 11.

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