WO2009100832A1 - Véhicule automobile - Google Patents

Véhicule automobile Download PDF

Info

Publication number
WO2009100832A1
WO2009100832A1 PCT/EP2009/000691 EP2009000691W WO2009100832A1 WO 2009100832 A1 WO2009100832 A1 WO 2009100832A1 EP 2009000691 W EP2009000691 W EP 2009000691W WO 2009100832 A1 WO2009100832 A1 WO 2009100832A1
Authority
WO
WIPO (PCT)
Prior art keywords
accelerator pedal
motor vehicle
drive
vehicle according
driving
Prior art date
Application number
PCT/EP2009/000691
Other languages
German (de)
English (en)
Inventor
Michael Spruth
Original Assignee
Daimler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler Ag filed Critical Daimler Ag
Publication of WO2009100832A1 publication Critical patent/WO2009100832A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/06—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for freewheel devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/103—Accelerator thresholds, e.g. kickdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F16H2059/186—Coasting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/21—Providing engine brake control

Definitions

  • the present invention relates to a motor vehicle with a drive device, which via a
  • Coupling device is connected to a transmission, according to the preamble of claim 1.
  • the invention also relates to a method for controlling driving conditions of such a motor vehicle.
  • Transmission output shaft speed and a shift lever position during the coasting phase constantly monitored and assigned to a stored in a computer memory accelerator pedal position setpoint.
  • the clutch is engaged at the earliest then in the overrun operating phase, when the determined accelerator pedal setpoint coincides with the current accelerator pedal position.
  • the present invention is concerned with the problem of providing a motor vehicle of the generic type an improved embodiment, with which in particular a positive CO 2 balance of the motor vehicle can be achieved.
  • This problem is solved according to the invention by the subject matters of the independent claims.
  • Advantageous embodiments are the subject of the dependent claims.
  • the invention is based on the general idea to associate different driving conditions associated accelerator pedal position ranges and a clutch device which connects or disconnects a drive device of the motor vehicle with a transmission, depending on the determined accelerator pedal position ranges and thus to actuate depending on the driving conditions.
  • a sensor device is provided, which senses, for example, a deflection angle of the accelerator pedal.
  • a total of at least three accelerator pedal position ranges are distinguished, wherein a first of these ranges is assigned to the driving mode "engine braking mode", the second accelerator pedal position range, the driving mode “drive-free freewheeling” and the third accelerator pedal position range to the driving mode "normal operation.”
  • the driving mode “engine braking mode” is the clutch device closed and the drag torque of the drive device so high that it generates a braking effect for the motor vehicle.
  • the clutch device In the driving mode "drive-free freewheel” the clutch device is disengaged and the drive usually shut down or idle, which in particular in this driving condition, in which neither a delay nor acceleration is requested by the driver, the CO 2 balance of the motor vehicle compared to always
  • the fuel consumption can also be reduced by separating the drive train in the driving state "drive-free freewheel", which also leads to an image advantage in addition to cost savings Energy generation for other units, such as a power assistance, is needed.
  • the clutch device which is disengaged in the drive operating state "drive-free freewheel" can serve as a starting element, that is, for example, be arranged as an automated clutch between the drive device and a transmission input, and can also be arranged inside the transmission, so that a part of the transmission via the clutch device
  • the coupling device can then be used, for example, for activating various gears or driving stages in the transmission, in which case, for example, a torque converter can serve as a starting element.
  • the transmission can be, for example, an automated manual transmission, an automatic transmission with coupled planetary gear sets, a dual-clutch transmission (DCT) or a continuously variable transmission (CVT).
  • DCT dual-clutch transmission
  • CVT continuously variable transmission
  • the driving mode "engine brake operation” corresponds to an accelerator pedal deflection ⁇ of 0 ⁇ ⁇ ⁇ 1% of the possible total deflection in the opening direction
  • Driving mode "engine braking” is thus selected only if the accelerator pedal is not or only minimally deflected, the latter can be done, for example, by merely turning off the foot on the accelerator pedal
  • the maximum possible accelerator pedal deflection ⁇ in the amount of 1% of the total possible deflection in this case it is certain that the driving mode "engine brake operation” is selected exclusively by the control device if this is clearly attributable to a behavior of the driver, namely the non-actuation of the accelerator pedal.
  • a pushable for example a haptic or mechanical resistance is provided between at least two accelerator pedal position areas. This may be the case, for example, between the two accelerator pedal position ranges that occur between the adjacent driving operating states
  • Accelerator pedal position ranges that is also located between two driving conditions and leaves or changes the current driving condition in a further depression of the accelerator pedal.
  • a certain influence of the driver on the respective driving conditions is possible, so that particularly experienced drivers by their own behavior can cause a fuel reduction or a reduction of CO 2 emissions.
  • FIG. 1 shows a drive arrangement according to the invention of a motor vehicle, not shown otherwise.
  • a drive arrangement 1 according to the invention of a motor vehicle, not shown in the rest a drive device 2, for example, an internal combustion engine, which, via a
  • Coupling device 3 in the form of an automated clutch with a transmission 4 in the form of an automatic transmission is operatively connected.
  • an accelerator pedal 5 is provided, which opens depending on the position of a non-illustrated throttle or closes and thereby stops the drive device 2 to greater or lesser power output.
  • the clutch device 3 is required in particular for changing the gears in the transmission 4, wherein the individual gears, for example via a gear selector lever 6 by a driver of the motor vehicle are selectable.
  • the drive device 2 is decoupled from the transmission 4 and shut down or into an idling state be transferred. This driving condition is commonly referred to as a "non-powered freewheel".
  • At least three driving states are distinguished, namely an "engine brake operation", the above-described “drive-free freewheel” and a “normal operation”, wherein only in the driving state “drive-free freewheel”, the clutch device 3 is disengaged.
  • the invention makes use of the fact that the individual driving conditions are usually unambiguously attributable to a respective accelerator pedal position range of the accelerator pedal 5, so that the disengagement or engagement of the clutch device 3, connected to the activation or deactivation of the drive device 2, directly to the position of Accelerator pedal 5 is related. For this reason, a sensor device 7 is provided, which detects the individual accelerator pedal position ranges. Each of these accelerator pedal position range is assigned to one of the driving conditions described above.
  • the sensor device 7 is connected to the clutch device 3 via a control device 8, wherein the control device 8 actuates the clutch device 3 as a function of the accelerator pedal position ranges determined by the sensor device 7 and thus also as a function of the respectively associated driving operating states.
  • the control device 8 causes a disengagement of the clutch device 3 and a shutdown of the drive device 2 or a transfer of the same to idle.
  • the driving operating state "engine braking operation” is associated with an accelerator pedal deflection ⁇ of 0 ⁇ ⁇ ⁇ 1% in the opening direction, whereby the accelerator pedal deflection ⁇ can of course also stand for a predefined angle still an acceleration is required corresponds to an accelerator pedal deflection of 1 ⁇ ⁇ 5% in the opening sense.
  • the driving mode "normal operation” corresponds to an accelerator pedal deflection of 5 ⁇ ⁇ 100% in the direction of opening, or a correspondingly larger angle, the driving mode "normal operation” is coupled to an accelerator pedal characteristic, so that a more or less pressing the accelerator pedal 5 in this Area causes a more or less strong gas.
  • the driving state "normal operation” is optionally followed by the driving state “kickdown”, which then corresponds to an accelerator pedal deflection of ⁇ ⁇ 100% in the direction of opening.
  • an overpressable resistor is provided between the driving mode “normal operation” and the driving mode “kickdown”, which is intended to unambiguously signal the driver of the motor vehicle to change to "kickdown mode.”
  • a crushable resistor is provided between two other driving states, that is, between two other accelerator pedal position ranges.
  • at least one of the resistors can be deactivated and / or adaptable, in particular in such a way that after overpressing the same and closing the coupling device 3, no motor braking effect occurs.
  • the resistance can be perceived as a haptic perceptible, for example mechanically designed resistance.
  • the transmission can also be designed as an automatic transmission with coupled planetary gear sets, a dual-clutch transmission (DCT) or a continuously variable transmission (CVT).
  • DCT dual-clutch transmission
  • CVT continuously variable transmission

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un véhicule automobile, avec un dispositif d’entraînement (2) qui est relié à une transmission (4) par l’intermédiaire d’un dispositif d’embrayage (3), et avec une pédale d'accélérateur (5) pour commander la charge du dispositif d’entraînement (2). Selon l’invention: il est prévu un dispositif de détection (7) pour détecter plusieurs plages de positions de la pédale d’accélérateur ; un des états de fonctionnement suivants est associé à chaque plage de positions de la pédale d’accélérateur : « frein moteur », « roue libre sans force d’entraînement », « fonctionnement normal », sachant que dans l’état de fonctionnement « roue libre sans force d’entraînement », le dispositif d’embrayage (3) est débrayé et le dispositif d’entraînement (2) tourne à vide ou est arrêté ; et il est prévu un dispositif de commande (8) qui actionne le dispositif d’embrayage (3) en fonction des plages de positions de la pédale d’accélérateur déterminées par le dispositif de détection (7), et donc en fonction des états de fonctionnement.
PCT/EP2009/000691 2008-02-13 2009-02-03 Véhicule automobile WO2009100832A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008008930.3 2008-02-13
DE102008008930A DE102008008930A1 (de) 2008-02-13 2008-02-13 Kraftfahrzeug

Publications (1)

Publication Number Publication Date
WO2009100832A1 true WO2009100832A1 (fr) 2009-08-20

Family

ID=40551924

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2009/000691 WO2009100832A1 (fr) 2008-02-13 2009-02-03 Véhicule automobile

Country Status (2)

Country Link
DE (1) DE102008008930A1 (fr)
WO (1) WO2009100832A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2985969A3 (fr) * 2012-01-19 2013-07-26 Renault Sa Controle d'une chaine de traction d'un vehicule
CH706480A2 (it) * 2012-05-08 2013-11-15 Leonardo Grieco Corredo applicabile ad un autoveicolo con frizione idraulica per ridurre i consumi di carburante.
FR3014805B1 (fr) * 2013-12-17 2017-04-28 Peugeot Citroen Automobiles Sa Vehicule automobile avec mode roue libre commande par la pedale d'acceleration
JP6065878B2 (ja) * 2014-06-09 2017-01-25 トヨタ自動車株式会社 車両の制御装置及び車両の制御方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19860645A1 (de) * 1998-12-29 2000-07-06 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung des Antriebsstrangs eines Fahrzeugs
DE19926324A1 (de) * 1999-06-09 2000-12-14 Mannesmann Sachs Ag Vorrichtung und Verfahren zum Betätigen einer Kupplung sowie Kupplungseinrichtung
WO2002092378A1 (fr) * 2001-05-15 2002-11-21 Volvo Lastvagnar Ab Dispositif moteur pour vehicules automobiles
WO2005084995A1 (fr) * 2004-03-09 2005-09-15 Volvo Lastvagnar Ab Procédé et système pour roulage en roue libre de véhicule

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4334210C2 (de) 1992-10-23 2000-07-27 Volkswagen Ag Steuerungsverfahren zum Betrieb eines Antriebsaggregates eines Fahrzeuges
DE19507622B4 (de) 1994-03-18 2013-01-03 Volkswagen Ag Verfahren und Antriebsanordnung zur Steuerung des Motorbremsbetriebes eines Kraftfahrzeuges

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19860645A1 (de) * 1998-12-29 2000-07-06 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung des Antriebsstrangs eines Fahrzeugs
DE19926324A1 (de) * 1999-06-09 2000-12-14 Mannesmann Sachs Ag Vorrichtung und Verfahren zum Betätigen einer Kupplung sowie Kupplungseinrichtung
WO2002092378A1 (fr) * 2001-05-15 2002-11-21 Volvo Lastvagnar Ab Dispositif moteur pour vehicules automobiles
WO2005084995A1 (fr) * 2004-03-09 2005-09-15 Volvo Lastvagnar Ab Procédé et système pour roulage en roue libre de véhicule

Also Published As

Publication number Publication date
DE102008008930A1 (de) 2009-08-20

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