WO2006087035A1 - Procede et dispositif pour faciliter le demarrage de vehicules automobiles - Google Patents

Procede et dispositif pour faciliter le demarrage de vehicules automobiles Download PDF

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Publication number
WO2006087035A1
WO2006087035A1 PCT/EP2005/050683 EP2005050683W WO2006087035A1 WO 2006087035 A1 WO2006087035 A1 WO 2006087035A1 EP 2005050683 W EP2005050683 W EP 2005050683W WO 2006087035 A1 WO2006087035 A1 WO 2006087035A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
engine
vehicle
control unit
determining
Prior art date
Application number
PCT/EP2005/050683
Other languages
German (de)
English (en)
Inventor
Beat Marti
Original Assignee
Beat Marti
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 Beat Marti filed Critical Beat Marti
Priority to PCT/EP2005/050683 priority Critical patent/WO2006087035A1/fr
Publication of WO2006087035A1 publication Critical patent/WO2006087035A1/fr

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
    • 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
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18054—Propelling the vehicle related to particular drive situations at stand still, e.g. engine in idling state
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/18—Braking system
    • B60W2510/186—Status of parking brakes
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • 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
    • B60W2540/12—Brake 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B60W2710/065—Idle condition
    • 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque

Definitions

  • the invention relates to a method for facilitating the startup of motor vehicles, construction machines and the like, wherein the motor vehicle is to be set with the engine running from standstill in motion, wherein a braking state is canceled. Furthermore, the invention relates to an apparatus for carrying out the method.
  • the phase of starting a motor vehicle is particularly critical in vehicles whose engine torque is relatively low relative to vehicle weight.
  • this can also occur in normally motorized vehicles, i. in those where there is a sufficient current relationship between engine torque and vehicle mass, for example, when the vehicle is heavily loaded or leads a trailer.
  • this ratio is designed by the vehicle designer for normal operation, i. At a load of 66 to 80% of the total vehicle weight and on a horizontal plane. Therefore, there is usually always a particular difficulty of starting on slopes.
  • the torque is low in the start-up phase at low speed and thus makes it difficult to accelerate from standstill, particularly disturbing when leaving a stop road and threading into the rolling traffic. This problem exists not only in turbo engines but also to a lesser extent in belt-driven superchargers and generally also in fuel-efficient vehicles, and when combined with automatic transmissions that accelerate from idle speed.
  • turbo lag Another phenomenon that occurs in certain vehicles in the start-up phase, namely vehicles with a device for over-atmospheric filling of the engine cylinder, is the so-called “turbo lag".
  • the affected vehicles have a charging device which supplies the cylinders with precompressed combustion mixture in the gasoline engine or with precompressed combustion air in the diesel engine.
  • the used for charging devices called turbocharger, are usually driven by a turbine arranged in the exhaust tract. Because of the delay of the store, the to 1000 min- 1 at a rapid change from an idle operation at a motor speed of about 800 to a controlled by the accelerator pedal when starting high-load operation with a target speed of about 2500 min-1 occur, the motor is only follows delayed this requirement. This delay causes the motor to be stopped if the clutch pedal is released too quickly.
  • the invention has for its object to provide a method which is able to defuse the above-mentioned problems when starting, especially when driving away from stopping roads quite essential and to give the driver of the motor vehicle improved ride comfort and an increased sense of security.
  • the aspired traction aid is accordingly that the engine speed - and thus the available torque - is already increased when releasing the brake pedal or when releasing the handbrake, ie before the accelerator pedal is actuated, thereby already during the subsequent contact with the accelerator pedal and engaging an increased starting torque is available.
  • This is also very beneficial when starting on a slope, so that a stalling of the engine or a rolling back of the vehicle is avoided.
  • the release of the brake pedal and the associated termination of the braking process thus serves to initiate an acceleration with speed increase, already starting before ever the accelerator pedal has been touched by the driver.
  • the device is designed such that it is activated only when the engine is running and after a transmission has been engaged or an automatic machine has been brought into driving position "D."
  • the device first checks the position of the handbrake and footbrake to initiate the speed increase the engine must be disconnected between the engine and the gearbox, ie the clutch must have been depressed, the vehicle must be at a standstill and the two brakes released, increasing the engine speed as soon as the brake is released.
  • the engine speed is increased to a value which at least approximately corresponds to the torque required for slow driving away.
  • these are approx. 1500 to 1700 min- 1 .
  • the newly sought measure also proves to be useful especially in combination with the automatic transmissions that accelerate from idle speed, here they are carefully tailored to the vehicle type to achieve a balanced behavior without unwanted side effects.
  • Fig. 1 in a schematic representation a first
  • Embodiment of the inventive device for installation in an existing motor vehicle and
  • Fig. 2 as a second embodiment also schematically a device according to the invention after its installation in a motor vehicle, in particular in a newly manufactured vehicle having an electronic engine control.
  • the lower interior of a motor vehicle, on the driver's side, is generally designated 11.
  • the lower interior of a motor vehicle, on the driver's side is generally designated 11.
  • Operating lever 2 a handbrake or parking brake, a brake pedal 1 and an accelerator pedal 27 to see.
  • the hand brake lever 2 is mounted at a pivot point 9 which is fixedly connected to the vehicle body.
  • the lever 2 continues on the other side of the fulcrum 9 by a second lever arm 10, which is attached approximately at right angles to the actuating lever 2 of the handbrake.
  • a first position switch 44 is connected to the lever arm 10, whose function will be explained later.
  • the hand brake or parking brake 2 is connected via a cable or a hydraulic brake line 6 with a braking device, of which a brake pad 8 and a brake disc 7 are shown.
  • This braking device is mounted in a known manner on a vehicle wheel 10. It is clear that there are several vehicle wheels, and that the brake line 6 only leads to the brake or brakes that are to be actuated by the handbrake, generally the parking brake. In a normal motor vehicle with four wheels accordingly the hand brake 2 is usually connected to the braking device of two wheels.
  • the brake pedal 1 of the service brake is formed as usual and stored below the housing bottom 12 in a pivot point 3, which is fixedly connected to the vehicle body. Again, leading to the fulcrum 3 part of the brake pedal 13 is extended by a lever-like projection 4 beyond the fulcrum 3 at an angle.
  • the lever extension 4, on the one hand, the master cylinder 5 is connected, from which also a brake line 6A leads to the brake pad 8, and on the other hand, a second position switch 43, whose function will be explained later.
  • the two mentioned position switches 43, 44 are electronic components which are designed so that they can determine whether the relevant brake is in the tightened or in the released state. Normal on-off switches can be used; sometimes it is more convenient to replace the switches with resistors whose value varies and depends on the position of the brake actuator (e.g., slide potentiometers).
  • an accelerator pedal 27 (also referred to as “accelerator” or “throttle”) is installed, which via a mechanical or hydraulic or pneumatic control line 28 with a throttle valve 25 in connection is, which is pivotally mounted in the intake passage 24.
  • the Luftansaugka ⁇ al 24 via an air inlet passage 21, the opening and closing are controlled by the inlet valve 26, with the combustion chamber 20 of a cylinder 15 in connection.
  • only one cylinder is shown.
  • the exhaust valve and the air outlet passage to the exhaust pipe are not shown.
  • a fuel injection device is referred to, which promotes fuel via the injection nozzle 22 in the Verbren ⁇ ungsraum 20.
  • Each of this injection device (shown here as a single injection) injected into the combustion chamber 20 of the cylinder 15 amount of fuel is determined in a known manner depending on the amount of air sucked.
  • a connecting part 42 is attached to the upper end of the accelerator pedal in a suitable manner, for example by means of a screw joint.
  • This connecting part 42 is connected to an actuating element 41, whose function will be explained later in connection with the functioning of the device.
  • 48 is a schematic reference to a tachometer which measures the respective speed of the wheel 10 and converts the measured values into processable signals.
  • the position switches 43 and 44 are as well as the
  • Tachometer 48 via signal lines 43A, 44A and 48A connected to a control device, which is shown in Fig. 1 as a control box 40.
  • This control box 40 has an output which leads to the actuating element 41.
  • FIG. 2 now shows a second embodiment of the device according to the invention using the example of a vehicle with electronic engine control.
  • a first angle position sensor 46 is provided, which is mounted with the handbrake device at the pivot point about the axis 9, measures the angular position of the handbrake lever 2 during its rotation about the pivot point 9 and transmits the measured value via the line 46A in the form of suitable signals to a control device which is integrated in the electronic engine control 45.
  • the first position switch 43 on the brake pedal 1 or at the angle arm 4 is no longer present, and the switch is replaced by a second angle position sensor 47 which engages the pivot point 3 of the brake pedal 1 and the determined angular position of the brake pedal 1 as a suitable signal transmitted via the line 47A to the control unit 45.
  • the line 48A of the speed sensor 48 which is in operative connection with the vehicle wheel 10, not as in Fig. 1 to a control device 40, but also to the control unit 45th
  • Each control unit 45 has as outputs two command lines 23A, 25A, of which the first command line 23A is connected to the injector 23 and the second command line 25A is connected to an actuator 16 which operates the throttle valve 25. All lines shown for the transmission of signals and commands can of course be connected to an existing vehicle bus, so that no relocation of lines in the vehicle is required.
  • the device according to the invention can be installed with less modification effort in a motor vehicle, which is already equipped with an electronic control system.
  • the device operates as follows: It is first assumed that the handbrake 2 is tightened, whereby the brake pad 8 is actuated via the line 6 and rests against the brake disc 7. As a result, the wheel 10 is prevented from rotating. At the same time, a train is exerted on the second position switch 44, which forwards the position of the handbrake lever 2 in the form of a suitable signal to the control device 40 via a line 44A.
  • the brake pedal 1 and the accelerator pedal 27 are at rest, and the engine 13 of the motor vehicle is idling. This is preset as usual, for example by extending or shortening the connection 28, if this is designed as a cable pull.
  • the controller 40 If now the handbrake 2 is lowered under otherwise unchanged conditions, i. dissolved, then the position of the second position switch 44, which has changed, the controller 40 is informed, and this first checks whether the wheel 10 is at a standstill, which has been communicated by a corresponding signal from the tachometer 48 via the line 48A , and whether a gear is engaged. Subsequently or simultaneously, when there is a corresponding positive signal via the line 40A, it gives an actuating signal to the actuating element 41, which slightly pulls the accelerator pedal downwards via the connection 42. As a result, the throttle valve 25 is slightly opened via the actuation line 28 and the injection quantity of fuel is slightly increased, so that the engine now rotates with a correspondingly increased number of revolutions.
  • the driver can now initiate the drive away by slowly releasing the previously depressed, not shown, clutch pedal, which can set the vehicle in motion, without fear of stalling the engine in too fast release of the clutch pedal.
  • clutch pedal By resetting the two position switches, a standby state is set again.
  • Rades 10 senses and transmits this value via the line 48A to the controller 40, so this releases the actuator 41, whereby the normal operation of the motor vehicle is ensured.
  • the manner of attachment of the connection 42 of the actuating element 41 is to be chosen in such a way that under no circumstances can blockage of the accelerator pedal 27 or obstruction of the return to idling occur.
  • Actuator 41 which, as described above, slightly attracts the accelerator pedal, so that the engine assumes a higher speed. When restarting the engine is already running with a higher torque, so that no stalling of the engine is to be feared.
  • the activity of the device according to the invention is meaningful only when the engine is running, when the gear is engaged, usually at first gear, and when it is at a standstill or when the wheel 10 is only rotating very slowly.
  • further sensors may preferably be present, which transmit an engaged gear as well as the state variables of a running engine to the control device 40.
  • This device works in a similar way to that according to FIG. 1, as follows:
  • the control unit 45 now issues a command via the line 25A to the throttle valve 25 and via the line 23A to the injection device 23, and these two devices ensure that the speed of the engine, starting from the idling speed. increases and stabilizes at about 1500 to 1700 RPM 1.
  • the driver will now release the clutch pedal (not shown in the figures) successively, causing the motor vehicle to start moving without any teething troubles.
  • the speed of the engine is increased when the brake pedal 1 is depressed.
  • the vehicle comes to a standstill, and this condition is passed from the angle sensor 47 of the brake pedal via the line 47A to the control unit 45, which immediately or immediately concludes that the vehicle has come to a standstill because a corresponding information from the speed sensor 48 via the line 48A has reached it.
  • this new angular position of the pedal is transmitted via the angle position transmitter 47 and the line 47A to the control unit 45; this checks whether a gear is engaged and the clutch is released, and the unit 45 then increases by commands on the lines 25A and 23A to the components 25 and 23, the speed of the motor in anticipation of Einkuppeins release of the clutch pedal.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé pour faciliter le démarrage de véhicules automobiles, ledit procédé consistant, alors que le véhicule est à l'arrêt, moteur en marche, vitesse enclenchée, embrayage ouvert et frein actionné, à augmenter le régime du moteur à un régime de service dès que le frein est desserré. Un dispositif pour mettre en oeuvre ledit procédé comprend un capteur pour déterminer la position du frein de stationnement et du frein à pied, un capteur pour déterminer les conditions de fonctionnement du véhicule, un élément d'actionnement pour ajuster le régime du moteur et une commande centrale se présentant sous la forme d'une unité de commande. Lesdits capteurs sont conçus pour transmettre des signaux de valeurs de mesure à l'unité de commande par l'intermédiaire de conduites. Après traitement des signaux, l'unité de commande envoie une instruction d'actionnement audit élément d'actionnement.
PCT/EP2005/050683 2005-02-16 2005-02-16 Procede et dispositif pour faciliter le demarrage de vehicules automobiles WO2006087035A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP2005/050683 WO2006087035A1 (fr) 2005-02-16 2005-02-16 Procede et dispositif pour faciliter le demarrage de vehicules automobiles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2005/050683 WO2006087035A1 (fr) 2005-02-16 2005-02-16 Procede et dispositif pour faciliter le demarrage de vehicules automobiles

Publications (1)

Publication Number Publication Date
WO2006087035A1 true WO2006087035A1 (fr) 2006-08-24

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PCT/EP2005/050683 WO2006087035A1 (fr) 2005-02-16 2005-02-16 Procede et dispositif pour faciliter le demarrage de vehicules automobiles

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3542058C1 (en) * 1985-11-28 1987-02-05 Opel Adam Ag Device for increasing the idling speed of an internal combustion engine
DE4140328A1 (de) * 1991-12-06 1993-06-09 Bayerische Motoren Werke Ag Einrichtung zur verbesserung des anfahrverhaltens eines mit einem handschaltgetriebe ausgeruesteten kraftfahrzeuges
US5863277A (en) * 1994-06-29 1999-01-26 Orbital Engine Company (Australia) Pty Limited Idle speed control for internal combustion engines
DE10131291A1 (de) * 2001-05-08 2002-11-14 Continental Teves Ag & Co Ohg Verfahren zum Unterstützen des Anfahrens eines Fahrzeugs an einem Hang
EP1327566A1 (fr) * 2002-01-11 2003-07-16 Audi Ag Commande pour dispositif d'aide au démarrage

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3542058C1 (en) * 1985-11-28 1987-02-05 Opel Adam Ag Device for increasing the idling speed of an internal combustion engine
DE4140328A1 (de) * 1991-12-06 1993-06-09 Bayerische Motoren Werke Ag Einrichtung zur verbesserung des anfahrverhaltens eines mit einem handschaltgetriebe ausgeruesteten kraftfahrzeuges
US5863277A (en) * 1994-06-29 1999-01-26 Orbital Engine Company (Australia) Pty Limited Idle speed control for internal combustion engines
DE10131291A1 (de) * 2001-05-08 2002-11-14 Continental Teves Ag & Co Ohg Verfahren zum Unterstützen des Anfahrens eines Fahrzeugs an einem Hang
EP1327566A1 (fr) * 2002-01-11 2003-07-16 Audi Ag Commande pour dispositif d'aide au démarrage

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