WO2015184132A1 - Systèmes et procédés pour gestion de marche en roue libre - Google Patents

Systèmes et procédés pour gestion de marche en roue libre Download PDF

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Publication number
WO2015184132A1
WO2015184132A1 PCT/US2015/032966 US2015032966W WO2015184132A1 WO 2015184132 A1 WO2015184132 A1 WO 2015184132A1 US 2015032966 W US2015032966 W US 2015032966W WO 2015184132 A1 WO2015184132 A1 WO 2015184132A1
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WO
WIPO (PCT)
Prior art keywords
engine
actuator
vehicle
driveline
speed
Prior art date
Application number
PCT/US2015/032966
Other languages
English (en)
Inventor
Daniel R. DEMPSEY
Kristopher GOOD
Original Assignee
Cummins Inc.
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 Cummins Inc. filed Critical Cummins Inc.
Publication of WO2015184132A1 publication Critical patent/WO2015184132A1/fr

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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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/111—Stepped gearings with separate change-speed gear trains arranged in series
    • 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
    • B60W30/18072—Coasting
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • 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
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • 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
    • B60W2520/10—Longitudinal 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
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement 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
    • 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
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect

Definitions

  • the present application relates generally to management of coasting in a vehicle for fuel economy improvement, and more particularly to idle coasting management of a vehicle with a manual transmission.
  • One example of a system, method, and apparatus includes a manual transmission that is configured to automatically allow the vehicle to coast with the engine disengaged from the driveline at certain drive cycle conditions.
  • the disconnect between the driveline and the engine can be performed automatically (without operator input) by an actuated clutch or a neutral gear position on the manual transmission.
  • Fig. 1 is a schematic illustration of a vehicle with a controllable manual transmission for coasting management of the vehicle.
  • Fig. 2 is a schematic illustration of a controller for coasting management of a vehicle.
  • the powertrain 102 includes an engine 104, such as an internal combustion engine, structured to generate power for the vehicle 100.
  • the powertrain 102 further includes a transmission 106 connected to the engine 104 for adapting the output torque of the engine 104 and transmitting the output torque to a driveline 107 including drive shaft 108.
  • the transmission 106 is a manual transmission that may be disengageably connected to an engine crankshaft 105 via a clutch 109.
  • the driveline 107 of powertrain 102 includes a final drive 1 10 having a rear differential 112 connecting the drive shaft 108 to rear axles 114a, 114b. It is contemplated that the components of powertrain 102 may be positioned in different locations throughout the vehicle 100. In one non-limiting example of a vehicle 100 having a front wheel drive configuration, transmission 106 may be a trans axle and final drive 110 may reside at the front of the vehicle 100, connecting front axles 1 16a and 1 16b to the engine 104 via the transaxle. It is also contemplated that in some embodiments the vehicle 100 is in an all-wheel drive configuration.
  • vehicle 100 includes two front wheels 122a, 122b mounted to front axles 1 16a, 116b, respectively.
  • Vehicle system 100 further includes two rear wheels 126a, 126b mounted to rear axles 1 14a, 1 14b, respectively. It is contemplated that vehicle 100 may have more or fewer wheels than illustrated in FIG. 1.
  • Vehicle 100 may also include various components not shown, such a fuel system including a fuel tank, a front differential, a braking system, a suspension, an engine intake system and an exhaust system, which may include an exhaust aftertreatment system, to name a few examples.
  • Vehicle 100 includes an electronic or engine control unit (ECU) 130, sometimes referred to as an electronic or engine control module (ECM), or the like, which is directed to regulating and controlling the operation of engine 104.
  • ECU electronic or engine control module
  • a transmission control unit (TCU) 140 is illustrated in vehicle 100, which is directed to the regulation and control of transmission 106 operation.
  • ECU 130 and TCU 140 are each in electrical communication with a plurality of vehicle sensors (not shown) in vehicle 100 for receiving and transmitting conditions of vehicle 100, such as temperature and pressure conditions, for example.
  • the ECU 130 and the TCU 140 may be combined into a single control module, commonly referred to as a powertrain control module (PCM) or powertrain control unit (PCU), or the like.
  • PCM powertrain control module
  • PCU powertrain control unit
  • ECU 130 and/ or TCU 140 may be integrated within the engine 104 or transmission 106, respectively.
  • Other various electronic control units for vehicle subsystems are typically present in vehicle system 100, such as a braking system electronic control unit and a cruise control electronic control unit, for example, but such other various electronic control units are not show in vehicle 100 to preserve clarity.
  • Vehicle system 100 further includes a cycle efficiency management (CEM) module 150, which may be directed to the control of the operations described herein and/ or directed toward an intermediary control for the regulation and control of the powertrain 102 in vehicle system 100.
  • CEM module 150 is in electrical communication with each of the ECU 130 and TCU 140. In certain embodiments, at least a portion of the CEM module 150 may be integrated within the ECU 130 and/ or TCU 140.
  • CEM module 150 may further be in electrical communication with one or more of the plurality of vehicle sensors in vehicle 100 for receiving and transmitting conditions of vehicle 100, such as temperature and pressure conditions, route conditions, terrain conditions, speed conditions, and weather conditions ⁇ for example.
  • the CEM module 150 may include a processor or controller and be a control unit.
  • the CEM module 150 includes stored data values, constants, and functions, as well as operating instructions stored on, for example, a computer readable medium. Any of the operations of exemplary procedures described herein may be performed at least partially by the CEM module 150.
  • the controller includes one or more modules structured to functionally execute the operations of the controller. The description herein including modules emphasizes the structural independence of the aspects of the CEM module 150, and illustrates one grouping of operations and responsibilities of the CEM module 150. Other groupings that execute similar overall operations are understood within the scope of the present application. Modules may be implemented in hardwai'e and/ or instructions on computer readable medium, and modules may be distributed across various hardware or computer readable medium components.
  • controller operations are included in the section referencing FIG. 2. Operations illustrated are understood to be exemplary only, and operations may be combined or divided, and added or removed, as well as re-ordered in whole or part, unless stated explicitly to the contrary herein.
  • Certain operations described herein include operations to interpret one or more .
  • Interpreting includes receiving values by any method known in the art, including at least receiving values from a datalink or network communication, receiving an electronic signal (e.g., a voltage, frequency, current, or pulse-width modulation (PWM) signal) indicative of the value, receiving a software parameter indicative of the value, reading the value from a memory location on a computer readable medium, receiving the value as a run-time parameter by any means known in the art, and/ or by receiving a value by which the interpreted parameter can be calculated, and/ or by referencing a default value that is interpreted to be the parameter value.
  • PWM pulse-width modulation
  • the CEM module 150 may include an engine fueling map 210, an engine braking/friction map 212, and a coasting management module 220, among other modules.
  • Example other modules include an operations cost module, a vehicle speed management module, a fuel quantity management module, a transient torque management module, a transmission arbiter module, a cruise control arbiter module, a throttle arbiter module, and an operator override module.
  • Other arrangements that functionally execute the operations of the CEM module 150 are contemplated in the present application. For example, additional CEM module and cruise control operation aspects with which the present invention may have application may be found with reference to U.S.
  • the CEM module 150 receives operating inputs 200, such as a fuel amount input, a weather conditions input from one or more sensors and/ or one or more external devices for detecting weather conditions, and a route conditions input from one or more sensors and/ or one or more external devices for detecting route conditions.
  • the fuel amount may include the amount of fuel remaining in the fuel tank.
  • the weather conditions may include a humidity level, a wind condition, and a precipitation condition.
  • the route conditions may include a trip distance, an elevation profile, a route grade profile, a grade length, a maximum speed limit, a minimum speed limit, a traffic condition, and a road condition.
  • the CEM module 150 illustrated in FIG. 2 includes engine conditions 280 input from the ECU 130 and transmission conditions 290 input from the TCU 140.
  • the engine conditions 280 and transmission conditions 290 may be determined from a plurality of sensors positioned throughout vehicle 100.
  • Engine conditions 280 may include a brake actuation parameter, a throttle position parameter, a torque request parameter, an ambient air pressure, an ambient air temperature, an engine temperature, an engine torque, an engine speed, an engine speed rate of change, an engine degrade state, and a brake position.
  • Transmission conditions 290 may include a transmission gear ratio, a current transmission gear, a final drive ratio, a clutch actuator position, and a neutral gear state.
  • CEM module 150 is a tool based on a series of operation control modules that provide both anticipated and currently desired vehicle 100 operation behavior to optimize fuel economy.
  • the series of operation control modules are focused on the components of vehicle 100, and more specifically the components of powertrain 102.
  • the recommendations or outputs made by the CEM module 150 is dependent on the operating inputs 200, engine conditions 280, transmission conditions 290, the engine fueling map 210 and the engine braking/friction map 212.
  • Maps 210,212 may be in the form of multidimensional performance maps, or lookup tables, calibrated offline and provided by the engine manufacturer. It is contemplated that in certain embodiments the engine fueling map 210 may be obtained from the engine braking/friction map 212.
  • CEM module 150 is operable to assume active control of the vehicle 100, regulating a vehicle speed, the engine torque curve, and/ or other powertrain 102 operating conditions to ensure optimal vehicle 100 operation, or passive control which allows the operator to take recommended actions.
  • CEM module 150 includes coasting management module 220 operable to interpret operating inputs 200, engine conditions 280, and transmission conditions 290 to determine a coasting opportunity 222 is available, and to automatically (without operator input) disconnect the engine 104 from the driveline 107 in a vehicle with a manual transmission 106 to enable coasting of vehicle 100 to obtain, for example, fuel economy benefits.
  • CEM module 150 In response to coasting management module 220 interpreting or receiving an input that a coasting opportunity is available for vehicle 100 are desired, CEM module 150 outputs, in a first embodiment, a transmission gear command 250 to TCU 140 or, in a second embodiment, a clutch actuator command 260 to TCU 140. Transmission gear command 250 and clutch actuator command 260 each disengage engine 104 from driveline 107 in response to coating opportunity 222 to provide coasting operation of vehicle 100.
  • transmission gear command 250 controls an actuator 1 19 (shown in Fig. 1 as located within the contours of the manual transmission 106, but it will be appreciated that the actuator 1 19 can be located elsewhere) that actuates transmission 106 to achieve a neutral gear position to disconnect engine 104 from driveline 107.
  • clutch actuator command 260 actuates a clutch actuator 111 associated with clutch 109 to disengage clutch 109 and disconnect engine 104 from driveline 107.
  • Transmission 1 gear command 250 or clutch actuator command 260 can be activated by CEM module 150 during cruise control operation of vehicle 100, or anytime when CEM module 150 is active for controlling operations of vehicle 100 in response to certain conditions.
  • Transmission gear command 250 or clutch actuator command 260 can be overridden by operator input 270, such as when the operator increases the throttle position, pushes a brake pedal, or moves a gear level, to re-engage engine 104 to driveline 107 and terminate coasting operation of vehicle 100.
  • the transmission gear command 250 is an actuator that achieves a neutral position of the transmission 106 by using a range shift or split shift cylinder to obtain the neutral position.
  • a range shift or split shift cylinder can be located within the contours of the manual transmission 106 or elsewhere.
  • one or more components of either the range or split shift can be located in an auxiliary housing, such as but not limiting to an auxiliary housing located between the manual transmission 106 and the drive shaft 108.
  • a splitter that is typically used for a manual transmission is actuated by actuator 1 1 to move between high and low split positions so that a neutral position is obtained.
  • the actuator 119 arranges the splitter so that when fully engaged to the high or low position, a neutral position is obtained since no gear meshes are connected to an output shaft of transmission 106, such as drive shaft 108.
  • a range shift is configured to select neutral in response to the transmission gear command 250.
  • Transmission 106 can be configured so that actuation to the neutral position is obtained without clutch actuation, such as currently performed in shifting between top gears of some currently available manual transmissions.
  • Transmission 106 can include a top gear switch to provide protection from the operator selecting a different gear requiring a higher engine speed, possibly above a high speed governor, allowing the splitter to go back into gear when coasting management ends.
  • one or more of the ECU, TCU, and CEM can be configured to detect the gear at which point a coast is enabled, and automatically switch back to that gear if road speed (and resultant axle and/or drive shaft speed) exceeds a predetermined limit beyond which would result in damage to the transmission 106 and/or engine 104.
  • This predetermined limit can be preset and/or calculated, and in some embodiments it can be forward predicted by the CEM or other like module capable of sensing/assessing/calculating road conditions (grades, etc) and resultant accelerations of the vehicle.
  • the engine speed/ transmission speed is matched to the speed of drive shaft 108 before reengagement.
  • the process of matching engine speed/ transmission speed can be made/initiated in advance of the predetermined limit based on the CEM or other like module sensing/assessing/calculating road conditions (grades, etc) and resultant rapid onset of changes in speed of the vehicle.
  • the predetermined limit can "float" as a function of, for example, vehicle and future road conditions, and a speed can be compared against the floating value so that engine speed is matched with road speed for purposes of engagement at or near the desired speed.
  • the predetermined limit could also be fixed but a signal representing future speed (based upon upcoming road conditions) can be compared against the predetermined limit to activate the re-engagement.
  • the clutch actuator command 260 achieves a neutral position of the transmission 106 by actuating clutch 109 with clutch actuator 111 to disengage engine 104 from driveline 107.
  • the clutch 109 is actuated in a redundant manner by clutch actuator 111 pushing the clutch, not pulling clutch 109, while permitting the operator the ability to disengage the clutch 109 manually.
  • the actuator can be configured with a failure mode that permits unimpeded actuation of the clutch by an operator (e.g. fail-op).
  • a spring or other equivalent device can be present which permits the clutch to return to its home position.
  • coasting operation is complete, the engine speed is matched to the clutch speed to smooth the transition and reduce clutch wear.
  • transmission 106 includes a top gear switch to protect from overspeeding of the engine and/ or the clutch while in neutral during coasting.
  • ECU 130 determines an appropriate gear ratio at the time of actuation of clutch actuator 111 and limits engine speed and clutch speed at this gear ratio unless overridden by, for example, a throttle position change or brake actuation.
  • one or more of the ECU, TCU, and CEM can be configured to detect the gear at which point a coast is enabled, and automatically switch back to that gear if road speed (and resultant clutch speed, axle and/or drive shaft speed) exceeds a predetermined limit beyond which would result in damage to the clutch, transmission 106 and/or engine 104.
  • This predetermined limit can be preset and/or calculated, and in some embodiments it can be forward predicted by the CEM or other like module capable of sensing/assessing/calculating road conditions (grades, etc) and resultant accelerations of the vehicle.
  • the process of matching engine speed/ transmission speed can be made/initiated in advance of the predetermined limit based on the CEM or other like module sensing/assessing/calculating road conditions (grades, etc) and resultant rapid onset of changes in speed of the vehicle.
  • the predetermined limit can "float" as a function of, for example, vehicle and future road conditions, and a speed can be compared against the floating value so that engine speed is matched with road speed for purposes of engagement at or near the desired speed.
  • the predetermined limit could also be fixed but a signal representing future speed (based upon upcoming road conditions) can be compared against the predetermined limit to activate the re-engagement.
  • an algorithm and related description which follows that provides an illustrative embodiment of performing exemplary procedures for providing coasting management of a vehicle along the travel route. Operations illustrated are understood to be exemplary only, and operations may be combined or divided, and added or removed, as well as re- ordered in whole or part, unless stated explicitly to the contrary herein. Certain operations illustrated may be implemented by a computer executing a computer program product on a non- transient computer readable storage medium, where the computer program product comprises instructions causing the computer to execute one or more of the operations, or to issue commands to other devices to execute one or more of the operations.
  • the algorithm can provide one of a transmission gear command or clutch actuator command to disengage the engine from the driveline and initiate a coasting operation of the vehicle to improve fuel economy and freight efficiency for a vehicle along the travel route that is put into operation by programming the CEM module 150 for use in, for example, vehicle 100.
  • the procedure begins at an operation in which a control routine for providing the engine disconnect command from CEM module 150 to improve fuel economy and freight efficiency is started.
  • the operation may begin by interpreting a key-on event, completion of a cycle, restarting the procedure, and/ or by initiation by the operator or a technician.
  • the procedure continues at an operation where vehicle operation inputs, such as the trip time and route, terrain (sensed and/ or predicted), traffic, and weather conditions, are determined.
  • a set of enable conditions to enable coasting management can also be determined, such as the accelerator pedal being pressed.
  • the procedure then continues to at an operation provide an engine disconnect command to disengage the engine from the driveline, such as discussed above with transmission gear command 250 or clutch actuation command 260.
  • the engine can be operated at idle conditions and/ or at motoring conditions in which fuel is cut-off from one or more of the cylinders, reducing fuel burn.
  • the coasting operation can be performed at downhill locations to increase the vehicle speed, and utilizing this momentum to delay the return of engine power to propel the vehicle.
  • the procedure continues until the coasting opportunity is complete or the operator provides an override input.
  • One aspect of the present application provides a method comprising operating a vehicle including an engine operably connected to a driveline with a manual transmission, determining a coasting opportunity from operating inputs associated with the vehicle, while in gear, automatically disengaging the engine from the driveline in response to the coating opportunity, and after the automatically disengaging, automatically re-engaging the engine to the driveline in response to a speed that exceeds a predetermined upper speed limit for the gear.
  • a feature of the present application provides wherein automatically disengaging the engine from the driveline includes automatically disengaging a clutch connecting an output shaft of the engine to the transmission.
  • Another feature of the present application further includes operating a clutch actuator to disengage the clutch, the clutch actuator constrained to only depress the clutch, and wherein the automatically re-engaging includes increasing fuel to the engine to move engine speed toward transmission speed.
  • the actuator having a fail-op mode in which failure of the actuator does not prevent an operator from actuating the clutch irrespective of a failed state of the actuator, and which further includes a cycle efficiency management module.
  • Still another feature of the present application provides wherein automatically
  • disengaging the engine includes automatically actuating the manual transmission to a neutral position.
  • disengaging the engine includes automatically actuating the manual transmission to a neutral position of one of the splitter and range valve.
  • the transmission includes a gear splitter having a first split position and a second split position, and wherein the second split position is a neutral position.
  • a control system for a vehicle including an engine operably connected to a driveline with a manual transmission, the controller structured to: develop a signal representative of a coasting command; determine a current gear of the manual transmission; command an actuator to disengage the engine from the driveline in response to the signal representative of a coasting command; and after the command an actuator to disengage the engine from the driveline, command the actuator to re-engage the engine to the driveline when vehicle speed meets a threshold speed
  • a feature of the present application further includes a clutch, and wherein the actuator controls engagement and disengagement of the clutch upon receipt of the command to engage and the command to disengage, respectively.
  • the actuator is structured to only provide a disengagement force to the clutch, and which further includes a spring that acts to engage the clutch upon removal of the disengagement force from the actuator.
  • Still another feature of the present application provides wherein the controller is further structured to increase engine speed prior to engagement of the engine to the driveline, and wherein a cycle efficiency management (CEM) module is included in the control system, the CEM module of the control system structured to develop the signal representative of a coasting command.
  • CEM cycle efficiency management
  • Yet still another feature of the present application further includes a range selector, and wherein the actuator is structured to place the range selector in a neutral position between gears of the manual transmission when the actuator is commanded to engage the engine to the driveline.
  • Still yet another feature of the present application further includes a gear splitter, and wherein the actuator is structured to place the gear splitter in a neutral position between gears of the manual transmission when the actuator is commanded to engage the engine to the driveline.
  • a further feature of the present application includes a gear splitter having a first position and a second position, and wherein the second position is a neutral position that disengages the engine from the driveline when the actuator is commanded to disengage the engine to the driveline.
  • Yet another aspect of the present application provides an apparatus comprising a vehicle having a manual transmission with an operator actuated clutch and an auxiliary unit in line with the manual transmission and having a splitter gear structured to provide additional gearing to supplement the manual transmission, the splitter gear having a first setting and a second setting, the first setting capable of providing a pass through gearing for a gear selected from the manual transmission, the second setting providing a neutral position such that a driveline of the vehicle is disconnected from the manual transmission, and a control system configured to place the auxiliary unit into the second position when a vehicle coasting condition is satisfied, and to reconfigure the auxiliary unit to be in the first position when a signal associated with a speed of the vehicle meets a threshold condition.
  • a feature of the present application provides wherein the signal associated with a speed of the vehicle is one of vehicle speed and driveline speed.
  • control system is further configured to increase engine RPM in anticipation of moving the auxiliary unit from the second position to the first position.
  • control system is further configured to move the auxiliary unit from the second position to the first position upon detection of drive input to at least one of the throttle pedal, brake, and gear lever.
  • control system further includes a cycle efficiency management module.
  • a further feature of the present application provides wherein the cycle efficiency management module is configured to determine when the vehicle coasting condition is satisfied and thereafter issue a signal representative of the condition being satisfied.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

Système, procédé et appareil comprenant la gestion de marche en roue libre pendant le fonctionnement d'un véhicule doté d'une boîte de vitesses manuelle pour améliorer les économies de carburant. Un moteur peut être déconnecté d'un arbre d'entraînement par l'intermédiaire de l'un embrayage, d'une soupape de portée ou d'un engrenage séparateur pour placer le véhicule dans un état neutre. Le moteur peut être reconnecté si la vitesse du moteur atteint une vitesse au moment ou avant une vitesse qui endommagerait le moteur, l'embrayage et/ou la transmission. La portée ou le séparateur peut être placé dans une position neutre entre les engrenages. Selon un premier mode de réalisation, le séparateur peut comprendre une première position et une seconde position, la seconde position correspondant au point mort.
PCT/US2015/032966 2014-05-28 2015-05-28 Systèmes et procédés pour gestion de marche en roue libre WO2015184132A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106314435A (zh) * 2016-08-29 2017-01-11 中国第汽车股份有限公司 一种匹配机械式自动变速器车辆的节能行驶控制方法
EP3750762A1 (fr) * 2019-06-11 2020-12-16 Kubota Corporation Véhicule de travail

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US6105449A (en) * 1998-09-08 2000-08-22 Eaton Corporation Control for controller-assisted, manually shifted, synchronized, input splitter-type compound transmissions
US20100076653A1 (en) * 2007-05-24 2010-03-25 Zf Friedrichshafen Ag Method for controlling a drive train of a motor vehicle

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US4722248A (en) * 1986-04-11 1988-02-02 Eaton Corporation Transmission shift control system
US5393277A (en) * 1993-10-12 1995-02-28 Cummins Electronics Company, Inc. Variable electronically controlled shift points for a cruise control system
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US20100076653A1 (en) * 2007-05-24 2010-03-25 Zf Friedrichshafen Ag Method for controlling a drive train of a motor vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106314435A (zh) * 2016-08-29 2017-01-11 中国第汽车股份有限公司 一种匹配机械式自动变速器车辆的节能行驶控制方法
EP3750762A1 (fr) * 2019-06-11 2020-12-16 Kubota Corporation Véhicule de travail
US11268614B2 (en) 2019-06-11 2022-03-08 Kubota Corporation Working vehicle

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