Classifications

• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D48/00—External control of clutches
  • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/10—System to be controlled
  • F16D2500/104—Clutch
  • F16D2500/10406—Clutch position
  • F16D2500/10412—Transmission line of a vehicle
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/30—Signal inputs
  • F16D2500/304—Signal inputs from the clutch
  • F16D2500/3041—Signal inputs from the clutch from the input shaft
  • F16D2500/30415—Speed of the input shaft
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/30—Signal inputs
  • F16D2500/304—Signal inputs from the clutch
  • F16D2500/3042—Signal inputs from the clutch from the output shaft
  • F16D2500/30426—Speed of the output shaft
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/30—Signal inputs
  • F16D2500/306—Signal inputs from the engine
  • F16D2500/3067—Speed of the engine
  • F16D2500/3068—Speed change of rate of the engine
• • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/70—Details about the implementation of the control system
  • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
  • F16D2500/70402—Actuator parameters
  • F16D2500/70408—Torque

Definitions

• the invention relates generally to the field of propulsion systems, and more particularly to methods of operating clutch trains in powertrains of
• a function must be used, eg. B. by a driver assistance function, the internal combustion engine to be connected to the drive train again.
• the clutch When sailing the vehicle, the clutch is open and the engine speed of the engine is independent of and generally deviates from the transmission input speed. After coupling the internal combustion engine, the clutch is closed and the engine speed corresponds to the transmission input speed.
• the triggering of Einkuppeins the internal combustion engine for example, after pressing the brake pedal by the driver or due to a request for braking by a driver assistance system or the like, as a closing of the drive train and a subsequent co-rotating or entrainment of the internal combustion engine in overrun, for example, to support the braking process may be desired.
• the internal combustion engine may be coupled according to a requirement and additional energy may be provided for charging a battery.
• engagement of the internal combustion engine may be required in that an additional drive torque is required for establishing a negative pressure for a brake booster or the like.
• the coupling of the internal combustion engine to the drive train is perceived by the driver as a jerking in a non-optimal control, which is usually an impairment of ride comfort.
• a control method for automobiles with an automated clutch device may be provided.
• An engagement from a sailing operation of the motor vehicle takes place by detecting the speed of the output shaft of the transmission and closing the engine speed in such a way that the two speeds coincide or are aligned with one another before the clutch is released to leave the sailing mode.
• a method for operating a motor vehicle is known from DE 10 2010 003 673 A1, in which a gear recommendation is provided during a freewheeling operation and a current rotational speed of the drive motor is accelerated to a recommended rotational speed, which corresponds to the gear recommendation in a current speed situation of the motor vehicle.
• a method for coupling a drive motor, in particular an internal combustion engine, to a drive train according to claim 1 and the device, the drive system and the computer program according to the independent claims are provided.
• a method of engaging a drive motor to a drive train comprising the steps of:
• the towing the internal combustion engine according to a controlled
• the above method provides to specify the transmission torque based on a specification of a speed gradient and based on a controller intervention.
• specifying the speed gradient instead of the speed a high level of comfort is achieved while driving, since no jerking or sudden change in the speed gradient can occur.
• the driving of the clutch can be performed depending on the speed difference above a predetermined lower speed threshold.
• the activation of the clutch is carried out in accordance with a predetermined constant desired clutch torque.
• the driving of the clutch can be performed depending on the speed difference below a predetermined upper speed threshold, which depends in particular on a speed on the output side of the clutch.
• the activation of the clutch can be carried out in accordance with a continuously increasing nominal clutch torque.
• the driving of the clutch is performed depending on the speed difference according to a predetermined, dependent on the speed difference gradient of the engine speed, wherein the gradient of the engine speed requires an inertia of the drive motor caused additional torque required by the target clutch torque becomes. It may be provided a control to compensate for deviations of an actual engine speed gradient of a target engine speed gradient, which is predetermined by the gradient of the engine speed.
• an apparatus for engaging a drive motor to a drive train, the apparatus being designed to:
• a drive system comprising:
• Figure 1 is a schematic representation of a drive system with a
• FIG. 2 shows a flowchart for illustrating a method for
• Figure 3 is a schematic functional representation for determining a desired transmission torque of the clutch; and a speed torque diagram illustrating the Verläu fe of clutch torque, speed, requested braking torque and engine torque.
• FIG. 1 shows a schematic representation of a drive system 1 for a motor vehicle.
• the drive system 1 comprises an internal combustion engine 2 as a drive motor, which via a drive shaft 3 with a clutch 4 and a
• the drive system 1 can be operated in different operating modes depending on the operating state of the motor vehicle.
• the clutch 4 In normal operation, the clutch 4 is closed, so that the internal combustion engine 2 via the gear 5 and the drive shaft 6, the drive wheels 7 drives.
• the engine 2 In an idle sailing operation, the engine 2 is idling and the clutch 4 is open. In this case, the vehicle rolls on its own kinetic energy in the
• Idle sailing mode In a start / stop sailing operation, the engine 2 is turned off and opened at a standstill and the clutch 4, so that the vehicle also rolls due to its kinetic energy. If a brake intervention by pressing a brake pedal 8 requested by a driver or a braking intervention is automatically requested by a driver assistance system, so in a start / stop sailing operation in which the engine 2 is turned off, a part of the braking torque by towing the engine. 2 or be provided by a coasting operation of the internal combustion engine 2. This allows brake pads of the
• Vehicle brakes (not shown) are spared. Also, it may be necessary for other reasons to leave the sailing operation and close the clutch 4. When closing the clutch 4, it is necessary during a transition the
• Tnebe speed of the engine 2 to the transmission input speed n Ge on the input side of the transmission 5 to match.
• the adjustment of the speed as smooth as possible, ie with a high level of comfort for the driver it is necessary to specify the clutch torque of the clutch 4, that is, the torque that is transmitted through the clutch 4.
• a control unit 9 is provided, which the clutch 4 according to a predetermined target
• step S1 is checked whether the clutch 4 is to be engaged during a sailing operation to z. B. to achieve a braking torque by a coasting operation of the engine 2. If a request for a drive train engagement is detected in step S1 (alternative: yes), the method is continued with step S2; otherwise (alternative: no) returns to step S1.
• step S2 is queried whether the internal combustion engine 2 is idling or at a standstill. If the internal combustion engine 2 is idling (alternative: 1), the method is continued with step S5; otherwise, d. H. if the engine is at a standstill (alternative: 2), the procedure continues with step S3.
• step S3 it is provided that the internal combustion engine 2 is turned on by a partial closing of the clutch 4.
• a constant setpoint For this purpose, a constant setpoint
• step S5 Dead center in one of the cylinders and the predetermined lower speed threshold lenwert is reached (alternative: Yes), the method is continued with step S5; otherwise (alternative: no) returns to step S3. Alternatively, only reaching or exceeding the speed threshold value can be queried.
• Exceeding the first top dead center of a cylinder of the internal combustion engine 2 is critical, since a high clutch torque is required due to the high compression torque and the low kinetic energy of the internal combustion engine 2.
• This process can be assisted in motor vehicles with direct injection of fuel into the combustion chamber or by fuel pre-storage during engine run-off.
• a lower target clutch torque M K uiung_soii can be specified, since the time-based combustion supports the exceeding of the first top dead center in the respective cylinder.
• this phase by an additional starter unit (not shown), such.
• As a starter supported or without specification of the desired clutch torque MKu iung . Soii, ie at a target clutch torque M K up iung_soii of zero, are performed.
• step S5 the process proceeds to step S5 as provided in step S2.
• step S5 in a second phase, the target clutch torque M K up iung_soii is set according to the functional diagram of FIG.
• the base of the adjusted target clutch torque M K up iung_soii forms a calculated or predetermined drag torque M sch iepp of the engine 2.
• the drag torque Mschiepp can be calculated by a moment structure which is provided in the motor control. This z. B. the engine friction and coupled ancillaries are taken into account.
• the drag torque M sch is iepp corrected and a corrected drag torque M sch iepp provided '. Furthermore, an additional torque M z is provided which corresponds to the moment of inertia of the internal combustion engine 2 when it is accelerated with a predetermined rotational speed gradient dn / dt. The additional torque M z is added to the corrected drag torque M sch ie 'in an addition element 12. The additional torque M z is obtained by multiplying a predetermined moment of inertia J M motor of the internal combustion engine 2 with a desired speed gradient dn so n / dt in a multiplier 14.
• the target speed gradient dn so n / dt results from a predetermined acceleration map 13, the Depending on the speed difference n d iff between an engine speed of the internal combustion engine 2 and a transmission input speed n Ge transmission of the transmission 5 the setpoint
• Speed gradient dn so n / dt pretends. It can be provided that the predetermined target speed gradient dn decreases as n / dt when the speed difference ridiff decreases. It is further provided a control unit 15 which is adapted to the
• the control element 17 may comprise a proportional proportional controller and an integral component controller.
• Output variable of the control element 17 is fed to a second addition element 18, in which the output variable S of the control element 17 is added to the sum of the additional torque M z and the corrected drag torque M sch ie '.
• the target clutch torque M Ku ppiung_soii is obtained, in accordance with which the actuator in the clutch 4 is actuated in order to set the corresponding transmission torque in the clutch 4 there.
• the control unit 15 is provided to compensate for inaccuracies of the modeling.
• the control member 17 provides a contribution of torque as a function of the deviation of the target and actual speed gradients.
• step S6 it is checked whether a speed difference between the engine speed and the transmission input speed n Ge transmission has fallen below a certain predetermined speed difference threshold (or has exceeded a predetermined upper speed threshold). If this is the case (alternative: yes), the method is continued with step S7; otherwise (alternative: no) returns to step S5. Furthermore, it is checked in step S7, whether the falling below the predetermined speed threshold value has occurred during a predetermined period. If this is the case (alternative: yes), then in step S8 by continuous predetermined increase of the desired clutch torque M K u iung_soii or by specifying a gradient of the desired clutch torque M Ku ppiung_soii, z. B. a constant gradient, the remaining speed difference eliminated in a third phase. Otherwise (alternative: no), the program jumps back to step S5.
• the requested desired clutch torque M Ku is ppiung_soii rapidly increased to a constant value M Ku ppiungsoii * of the target clutch torque M Ku ppiung_soii until a piston has reached the top dead center in a cylinder of the internal combustion engine 2 n is an engine speed Mo has achieved tor, which is equal to or greater than a predetermined engine speed threshold. If this is achieved, the rotational speed gradient dn / dt is controlled in accordance with a predetermined course or regulated by the control unit 15 in the phase P2 in accordance with the method described in the functional diagram of FIG.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• Mechanical Engineering (AREA)
• Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Hybrid Electric Vehicles (AREA)

Priority Applications (2)

Applications Claiming Priority (2)

Publications (2)

Family

ID=51211750

Family Applications (1)

Country Status (4)

Cited By (4)

Families Citing this family (5)

Family Cites Families (7)

• 2013
  • 2013-08-01 DE DE102013215101.2A patent/DE102013215101A1/de not_active Withdrawn
• 2014
  • 2014-07-16 WO PCT/EP2014/065215 patent/WO2015014614A2/de active Application Filing
  • 2014-07-16 KR KR1020167005546A patent/KR20160039281A/ko not_active Application Discontinuation
  • 2014-07-16 CN CN201480043152.8A patent/CN105408652B/zh not_active Expired - Fee Related

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