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
• • 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
• • 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
  • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
  • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
  • F16H63/46—Signals to a clutch outside the gearbox
• • 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
  • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
  • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
  • F16H63/50—Signals to an engine or motor
• • 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
  • B60W2030/18081—With torque flow from driveshaft to engine, i.e. engine being driven by 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
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/10—Change speed gearings
  • B60W2510/1015—Input shaft speed, e.g. turbine 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
  • B60W2540/10—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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
  • B60W2710/0666—Engine torque
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2300/00—Purposes or special features of road vehicle drive control systems
  • B60Y2300/18—Propelling the vehicle
  • B60Y2300/18008—Propelling the vehicle related to particular drive situations
  • B60Y2300/18066—Coasting
  • B60Y2300/18083—Coasting without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
• • 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
• • 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
• • 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
  • F16D2500/314—Signal inputs from the user
• • 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
  • F16D2500/50—Problem to be solved by the control system
  • F16D2500/508—Relating driving conditions
  • F16D2500/5085—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
  • F16H2306/00—Shifting
  • F16H2306/40—Shifting activities
  • F16H2306/54—Synchronizing engine speed to transmission input speed
• • 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 invention relates to a method for controlling a clutch of a vehicle after completion of a sailing operation of the vehicle, wherein a Verbrennungs engine speed of a transmission input shaft speed after a determination that the sailing operation of the vehicle is completed, is adjusted.
• a motor vehicle with a drive motor in particular an internal combustion engine
• This driving situation is called sailing operation.
• This sailing operation is stopped when a clutch provided in the power train is disconnected.
• the internal combustion engine can be switched off. From DE 10 2012 223 744 A1 a clutch control is known in which steps for initiating a sailing operation of the motor vehicle are detected and the clutch is disconnected in order to initiate the sailing operation.
• the sailing operation is terminated by bringing a rotational speed of the internal combustion engine over the rotational speed of the transmission input shaft, whereby a positive slip prevails on the clutch.
• the drive side of the clutch rotates faster than the output side.
• the invention has for its object to provide a method for controlling a clutch of a vehicle after completion of a sailing operation of the vehicle, in which this adjustment takes place without adversely affecting the driving operation. According to the invention, the object is achieved in that the adjustment of the engine speed to the transmission input shaft speed with the clutch is opened by a torque intervention on the engine, wherein the clutch is closed when the engine speed approximately corresponds to the transmission input shaft speed.
• an engine torque is reduced to approximately zero and then the clutch is closed.
• the intervention in the engine torque is predetermined by a driver's desired torque, which is preferably increased by a requested, further engine torque.
• the engine torque is adjusted to the driver's desired torque.
• the reduction of the engine torque occurs prior to reaching the transmission input shaft speed. This takes into account the delay time which occurs in the control of the clutch as well as the engine torque. Since the delay times of the clutch or of the internal combustion engine are known, such engine delay time can be kept.
• the speed difference depends on an increase in the engine speed and an engine delay time that is determined between a reduction in the engine torque and the achievement of a gradient equality between the engine speed and the engine input speed, wherein the engine delay time and the increase in the engine speed in turn depend on a current engine torque of the internal combustion engine which has this before the reduction of the engine torque and / or a temperature of the internal combustion engine depend.
• the engine deceleration time and the engine speed increase can be easily determined experimentally and stored as a map dependent on engine temperature and current engine torque.
• the increase in the engine speed is evaluated via a slip, which is evaluated after the engine delay time has elapsed. Since the slip (difference between engine speed and Getnebeeingangswellenburniere) represents a characterizing size of a clutch, a corresponding sensor is present in each clutch system, by means of which the slip can be evaluated. Thus, the evaluation of the increase in engine speed via the slip allows a cost-effective method, which can be easily done by training in the appropriate software.
• the slip is compared with a Schlupfschwell value, wherein falls below the Schlupfschwell value by the slip of the increase in engine speed after the reduction of the engine torque of the engine is reduced and exceeding the Schlupfschwell value by the slip of the increase in engine speed after the reduction of the engine torque of the internal combustion engine is increased.
• These adapted values of the increase in the engine speed after the reduction of the engine torque of the engine are stored in a read-only memory, so that they are always recoverable even after switching off the ignition of the vehicle.
• a slope of an engine speed following reduction of the engine torque of the engine is observed and compared to a time limit until a transmission input shaft speed is reached, wherein the engine deceleration time is reduced if the slope reaches the time limit too early and the engine deceleration time is increased the slope reaches the time limit too late.
• the engine deceleration time is defined as the time required between the engine torque reduction and the point where the engine speed has reached the slope of the transmission input shaft speed. For this reason, the slope of the engine speed is observed after the engine torque reduction.
• a clutch closing delay of the clutch actuator is observed.
• the duration of the motor delay time thus corresponds to the motor delay time minus the clutch closing delay. Only after this time, the closing of the clutch is requested. This supports the goal that the clutch is only closed in the possible slip-free state.
• FIG. 1 is a schematic representation of a drive train of a vehicle
• FIG. 2 is an enlarged detail of Fig. 2,
• Fig. 4 is a schematic diagram for the adaptation of the engine delay time and the increase of the engine speed.
• Fig. 1 is a schematic representation of a drive train of a vehicle is shown.
• the drive train comprises an internal combustion engine 1, the drive shaft is connected to a clutch 2.
• the clutch 2 is coupled to a transmission 4, the transmission output shaft 5 leads to the drive wheels 6.
• the manual transmission 4 is actuated by a manual shift module in the form of a selector lever 7, to which a gear selector 8 is attached, which is connected to a clutch control unit 9.
• an engine speed sensor 10 is further connected, which detects the rotational speed of the internal combustion engine 1.
• the clutch 2 is actuated by a release system 1 1, which is operated by a clutch actuator 12, which includes the clutch control unit 9.
• the speed of the transmission input shaft 3 is sensed by means of a transmission input shaft speed sensor 13.
• the vehicle rolls while the internal combustion engine 1 is separated from the drive train by the clutch 2 in order to save fuel.
• the internal combustion engine 1 may also be switched off. If the vehicle driver, by operating the accelerator pedal, which is also connected to the clutch control unit 9, understands that the sailing operation is to be terminated, a positive torque is expected at the output. A Einkuppelverlauf in the case of thrust is treated analogously.
• the course of the engagement process of the clutch 2 after completed sailing operation is divided into four phases.
• the clutch 2 is kept open, which is why no clutch torque occurs.
• the engine torque of the internal combustion engine 1 is thereby increased without it being transmitted via the opened clutch 2.
• the increase in the engine torque M v of the internal combustion engine 1 takes place as long as through the clutch control unit 9 to approximately, detected by the engine speed sensor 10 engine speed n v of the internal combustion engine l a transmission input shaft speed n G corresponds, which is sensed by the transmission input shaft speed sensor 13.
• an increase of the engine torque M v can be requested in addition to the driver request torque MFw.
• This first phase is ended when a differential rotational speed between the engine rotational speed n v and the transmission input rotational speed n G has fallen below a predetermined threshold value N slip exit (FIG. 3).
• N slip exit In the second phase, an intervention takes place on the engine nonnent M v of the internal combustion engine, which is now driven to zero. This process is performed with the clutch 2 open.
• This third phase ends when the clutch 2 is either completely closed or at least significantly transmits clutch torque Mk.
• the gradient of the engine torque of the internal combustion engine 1 plays an essential role, since this is exclusively responsible for the output torque on the drive train.
• the gradient should be understood to mean the rate of change of the rotational speed of the internal combustion engine 1 or of the transmission input shaft 3.
• TRQ ENG _TGT RED ⁇ ⁇ ⁇ ⁇ 8 (1)
• a speed difference between the engine 1 and transmission input shaft 3 is used, which is determined as follows.
• N _ SLIP _ EXIT K _ DeltaNEng + co IPS K _ EngDelay (2), where
• Torque reduction and the engine deceleration time K_EngDelay depend, among others, on a current engine torque M v directly before the torque reduction, on the temperature of the internal combustion engine 1 and the like. These values are first determined experimentally and stored in a software of the control unit 9 as a map dependent on the increase in the engine speed K_DeltaNEng and the engine delay time K_EngDelay.
• the simplest way of adapting the increase in engine speed K_DeltaNEng after the torque reduction is to evaluate a slip after the engine delay time K_EngDelay has elapsed. If, for example, a slip of 0 revolutions per minute is desired, then this is taken as the slip threshold for further consideration. If the slip currently applied to the clutch 2 is below the slip threshold, for example at -50 rpm, then this indicates an excessively large value of the increase in the engine speed K_DeltaNEng.
• the adaptation of the motor delay time K_EngDelay is performed.
• the engine deceleration time K_EngDelay is defined as a time period which, starting from the engine torque reduction, passes to the point where the engine speed has reached the gradient of the transmission input shaft speed.
• the slope of the engine speed after the engine torque reduction is observed. If the gradient of the engine speed reaches the value of the input shaft speed of the transmission input shaft 3 much earlier than after the engine delay time K_EngDelay, then the engine delay time K_EngDelay is reduced. In the other case, it is increased, which is shown in Figs. 4c and 4d.
• a clutch closing delay time K_ClutchDelay of the clutch actuator 12 can also be included.
• the duration D of the second phase 2 is thus

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

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Applications Claiming Priority (2)

Publications (1)

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Citations (4)

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• 2015
  • 2015-05-05 DE DE102015208236.9A patent/DE102015208236A1/de not_active Withdrawn
• 2016
  • 2016-04-06 DE DE112016002036.8T patent/DE112016002036B4/de active Active
  • 2016-04-06 WO PCT/DE2016/200172 patent/WO2016177367A1/de active Application Filing
  • 2016-04-06 KR KR1020177031650A patent/KR102547829B1/ko active IP Right Grant
  • 2016-04-06 CN CN201680025413.2A patent/CN107548441B/zh active Active

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