WO2018177645A1 - Dispositif d'embrayage pour un véhicule automobile et procédé permettant de faire fonctionner un dispositif d'embrayage - Google Patents

Dispositif d'embrayage pour un véhicule automobile et procédé permettant de faire fonctionner un dispositif d'embrayage Download PDF

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Publication number
WO2018177645A1
WO2018177645A1 PCT/EP2018/053448 EP2018053448W WO2018177645A1 WO 2018177645 A1 WO2018177645 A1 WO 2018177645A1 EP 2018053448 W EP2018053448 W EP 2018053448W WO 2018177645 A1 WO2018177645 A1 WO 2018177645A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
motor vehicle
holding device
coupling
coupling device
Prior art date
Application number
PCT/EP2018/053448
Other languages
German (de)
English (en)
Inventor
Daniel Lepczyk
Maximilian Dietrich
Original Assignee
Audi 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 Audi Ag filed Critical Audi Ag
Publication of WO2018177645A1 publication Critical patent/WO2018177645A1/fr

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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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • 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
    • F16D43/00—Automatic 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
    • 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
    • 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
    • B60W2540/14—Clutch 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
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/60—Traffic rules, e.g. speed limits or right of way
    • 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
    • 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
    • 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
    • F16D2500/50858—Selecting a Mode of operation
    • 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
    • F16D2500/512—Relating to the driver
    • F16D2500/5128—Driver workload reduction

Definitions

  • the invention relates to a coupling device for a motor vehicle and a method for operating a coupling device specified in the preamble of the independent claims.
  • a coupling device for a motor vehicle is equipped with manual transmissions with mechanical or hydraulic foot-operated clutch. These are compared to automatic transmissions reliable, cost-effective and are often also low consumption with optimal operation.
  • clutches in which an additional actuator in a pressure line can open and close the clutch by applying energy.
  • so-called “clutch-by-wire systems” are known in which a pedal power plate completely replaces a hydraulic system. These systems make it possible to open and close a clutch with a different dynamic or characteristic, so that the clutch is actuated differently, for example during start-up, during shifts during travel and during sailing operation.
  • the manual clutch has the disadvantage that the process of closing the clutch is often difficult for many drivers to use, which can lead to jerking or even stalling of the engine. This becomes more problematic the more torque the engine has.
  • a manual clutch does not support consumption-reducing sailing, in which the engine decoupled from the transmission and continue to operate at idle or even disabled. Because for sailing, the clutch pedal would have to be permanently pedaled in a manual clutch, which would be relatively exhausting and uncomfortable for the driver.
  • An automated clutch has the particular disadvantage that it is relatively complicated and expensive.
  • DE 10 2006 006 064 A1 shows a system and a method for determining the engagement point of a clutch. By pressing a clutch pedal, a driver can engage and disengage the clutch, ie open and close.
  • the system can detect when the clutch is engaged, so a transmission is coupled to an engine of the relevant motor vehicle by closing the clutch.
  • the vehicle may have an automatic transmission, so that changes gears without manual operation of the clutch pedal and the clutch can be opened and closed accordingly.
  • the determined during manual operation of the clutch pedal engagement point of the clutch can be used to operate the automatic transmission.
  • DE 10 2006 006 064 A1 shows a method for determining the current gripping point of a manually operated clutch. By determining the current gripping point of the clutch, a driver of the vehicle can be assisted, so that the risk of engine stalling is minimized.
  • WO 02/35109 shows a semi-automatic actu bare coupling.
  • the clutch can be manually operated conventionally by pedaling and releasing a clutch pedal.
  • the clutch can also be operated semi-automatically by means of a button attached to a knob.
  • Semiautomatic in this context means that by pressing the button, the clutch is opened, and as soon as the button is released, this spring-loaded automatically moves back to its original position. With the back movement of the button then automatically goes along with the fact that the clutch is closed again. This allows a driver to choose whether to open and close the clutch in a conventional way by operating the clutch pedal or, alternatively, to open and close it by pressing the button.
  • the clutch device according to the invention for a motor vehicle comprises a clutch for connecting and disconnecting an internal combustion engine and manual transmission of the motor vehicle. Furthermore, the coupling device comprises an actuating device, which is movable by a manual application of force from a rest position into an actuating position and thereby causes an opening of the clutch.
  • the coupling device according to the invention is characterized in that it comprises an automatic holding device which is adapted to keep the clutch open when the actuator is loaded with no more force, and to allow a closing of the clutch until at least one predetermined closing condition is satisfied for the clutch.
  • the force input or the energy input to open or release the clutch must always come from the driver.
  • the actuator is a clutch pedal
  • the driver still has to depress the clutch pedal to move it from its at-rest position to the leaky operating position to thereby manually open the clutch.
  • the clutch will only be closed if the automatic holding device permits it.
  • the automatic holding device initially keeps the clutch open until at least one predetermined closing condition for the clutch has been met.
  • the closing of the clutch which always takes place automatically in the case of the clutch device according to the invention, can be linked to the same conditions as with conventional automatic clutches, for example in automated transmissions with a converter clutch or even double-clutch transmissions.
  • the coupling device according to the invention enables the combination of cost-effective manual transmissions with an automatically closing clutch, which can also be kept open by the driver by means of the automatic holding device without force entry.
  • force Vehicles with manual transmission the operation can be greatly facilitated by the use of the coupling device according to the invention, since it is no longer the driver how well the opened clutch is coupled again or closed. For example, starting operations with the motor vehicle can always take place without jerking and stalling of the internal combustion engine.
  • the engagement when switching itself is also facilitated because the automatic holding device ensures that the clutch is closed as optimally as possible again.
  • the automatic holding device Due to the automatic holding device, it is also possible to provide different characteristics for the automatic closing of the clutch by means of the automatic holding device, for example in order to drive particularly sportily and to shift or to drive and turn particularly gently.
  • fuel-saving technologies such as sailing or even a hybrid use of internal combustion engine and electric motor can be realized by means of the coupling device according to the invention also in manual transmissions.
  • An advantageous embodiment of the invention provides that the closing of the clutch causes an adjustment of the actuator from the Bet Trents- t Trentswolf back to the rest position.
  • the movement of the actuating device can be coupled back from the manually effect operating position in the rest position to the closing of the clutch.
  • the automatic holding device causes an automatic closing of the clutch, so for example, a previously depressed clutch pedal is automatically returned to its initial position, ie in its rest position. This can bring with it the advantage that a driver who was previously used to fully manual actuation of the clutch can become accustomed to the clutch device particularly quickly, in which the clutch is kept open and closed automatically.
  • the closing of the clutch is decoupled from an adjustment of the actuating device from the actuating position back to the rest position. For example, it may be provided that as soon as a driver has passed the clutch pedal and his foot again from Clutch pedal decreases, the clutch pedal spring-loaded swing back to its original position, the closing of the clutch or keep open the clutch remains untouched. Thus, no additional energy must be expended to hold the clutch pedal while the clutch is kept open.
  • the coupling device comprises a controllable by means of the actuator hydraulic clutch actuation system for opening the clutch and the holding device for automatically holding and closing the clutch has a designed as a hydraulic throttle mechanism, which is part of the hydraulic Kupplungsbetuschists- system is.
  • the automatic holding device preferably also comprises an actuator, by means of which the hydraulic throttle can be actuated.
  • the hydraulic throttle can be easily regulated or controlled in the presence of the hydraulic clutch actuation system, the open and closed the open clutch.
  • the automatic holding device may also have a control device which is adapted to actuate the actuator, as a result, the hydraulic see throttle operated accordingly and the holding open and closing of the clutch is controlled.
  • the said hydraulic throttle is particularly well suited to the automatic hold open and close the clutch to control.
  • an alternative advantageous embodiment of the invention provides that the actuator is purely mechanically coupled to the clutch and the holding device for automatically holding and closing the clutch has a designed as an adjustable friction element mechanism, which in response to the position of the friction element a return movement of the actuator and / or the coupling inhibits different degrees.
  • the automatic holding device may also have a control device and an actuator, wherein the control device is adapted to control the actuator accordingly to adjust the said friction element.
  • the friction element may be a type of friction clutch which, depending on the application of force by the said actuator, prevents the previously opened clutch from closing or makes it possible to close the clutch.
  • the friction element can, for example, the return movement of the actuator supply device, so for example, the clutch pedal, inhibit, this being for the automatic control of the closing movement and keeping open the clutch, provided that the movement of the actuator is coupled back to its rest position to the closing movement of the clutch. If, on the other hand, the closing movement of the coupling is decoupled from the adjustment movement of the actuating device back into the rest position, then the friction element acts directly on the coupling such that the closing movement of the coupling can be influenced directly by the adjustment of the friction element. By means of such a friction element, the holding open and closing of the coupling can take place in a particularly simple manner.
  • the holding device for keeping open and close the clutch by means of an electrical energy storage and / or taking advantage of a be provided by a shift intake pressure with energy versorg bar.
  • both components can be supplied, for example, from a battery of the motor vehicle with energy.
  • the pressure which anyway arises at the intake manifold of the internal combustion engine, to be used to supply the holding device and in particular the said actuator of the holding device with energy.
  • the advantage of the second approach is that no electrical energy must be diverted directly from, for example, the battery of the motor vehicle.
  • the holding device is adapted to automatically close the clutch when the actuator is no longer actuated by a vehicle occupant and / or a gear selector lever has been moved to a position associated with a particular gear of the transmission is.
  • the automatic holding device thus causes a closing of the clutch as soon as the driver takes his foot again from the clutch pedal or this no longer applied with such a strong force that it remains in the deflected operating position.
  • the automatic holding device is adapted to check whether the actuator is no longer actuated by the vehicle occupant and / or the gear selector lever has been positioned accordingly, so that a gear has been inserted cleanly, the clutch can be timely and automatically by means of the holding device are closed.
  • a further advantageous embodiment of the invention provides that the holding device is set up to set a characteristic according to which it automatically closes the clutch, as a function of at least one of the following boundary conditions:
  • the internal combustion engine is to be connected to the transmission after a sailing operation by an actuation of a brake pedal or an accelerator pedal;
  • the automatic holding device can thus detect whether the motor vehicle is to start straight from standstill.
  • the holding device can make the automatic closing of the clutch, in particular with regard to the structure of the clutch pressure, so that the motor vehicle can start smoothly and in particular without stalling the internal combustion engine.
  • the automatic holding device can also detect whether just a gear has been upshifted or switched back to adjust the automatic engagement accordingly. This allows automatic engagement without jerking.
  • the automatic holding device can also take into account a currently existing clutch slippage in order to close the clutch either faster or slower. Acceleration of the motor vehicle during the gear change can also be taken into account to adapt the characteristics of the structure of the clutch pressure and generally the closing operation of the clutch thereto.
  • a driver in the motor vehicle can select different driving modes, for example sporty, comfortable, energy-saving and the like.
  • the automatic holding device adapted to the currently selected driving mode, can adjust the characteristic as it automatically closes the clutch. If, for example, a sporty driving mode is selected, then the clutch is closed very quickly to allow a particularly quick gear change, the jerk-free and comfortable engagement of the clutch can have little or no emphasis. If, on the other hand, the driver has selected a comfortable driving mode, then the automatic holding device can close the clutch particularly gently and slowly so that, for example, when there is a gear change, as far as possible no jolt passes through the motor vehicle.
  • the automatic holding device can also detect whether the internal combustion engine is to be connected after a sailing operation either by an operation of a brake pedal or by pressing an accelerator pedal to the transmission. Depending on whether the driver has just braked or accelerated to interrupt the sailing operation, the characteristic of the closing process of the clutch can be adjusted. In particular, in connection with the interruption of a sailing operation, the holding device can also take into account how much torque a starter can provide. Taking into account the torque which can be provided by the starter, the closing operation of the clutch can be adjusted such that the engine is additionally towed and thereby started by closing the clutch.
  • the automatic holding device is adapted to take into account a difference between a current engine speed and a speed required for the engaged gear, for example when downshifting, in order to optimally adapt the closing of the clutch to these circumstances.
  • the automatic holding device can be set up to take into account all boundary conditions which are relevant to how the clutch should be closed automatically in the best possible way to allow a particularly optimal gear change, adapted to the situation.
  • a further advantageous embodiment of the invention provides that the holding device is adapted, as soon as the clutch has been opened, to activate a sailing operation of the motor vehicle, in which the holding device automatically keeps the clutch open. A driver can easily activate, for example, by passing the clutch of sailing operation.
  • the holding device is adapted to deactivate the internal combustion engine of the motor vehicle during the sailing operation. This can save a lot of fuel.
  • the holding device is adapted to issue a request to a driver of the motor vehicle at an impending speed limit to take the foot off the accelerator pedal and actuate the actuation device to a sailing operation of the motor vehicle
  • the holding device is also configured to automatically close the clutch for terminating the sailing operation as soon as a signal for activating a coasting operation of the internal combustion engine is output in accordance with an operating strategy of the motor vehicle.
  • the automatic holding device is configured to execute a predictive coasting strategy. Seaming a speed limit, he is asked driver to go off the throttle and kick the clutch.
  • the drive then sails until the operating strategy dictates a transition to the engine thrust operation, whereupon the holding device automatically closes the clutch again.
  • the automatic holding device can thus ensure that the motor vehicle can roll out to achieve a speed limit as energy optimized as possible in sailing operation, in time the clutch is closed again to take advantage of the engine brake, so no unnecessary Wear on the brake system of the motor vehicle occurs.
  • a further advantageous embodiment of the invention provides that the holding device is adapted to initiate a purely electric driving operation of the motor vehicle as soon as the actuating device has been deflected into the actuating position in which the clutch is opened. For example, this may be coupled to the selection of a specific operating mode of the motor vehicle. Then, when the driver passes through the clutch, the holding device automatically changes to the purely electric driving mode in which the internal combustion engine is deactivated. This makes it possible for the driver in a particularly convenient way to activate the electric driving.
  • the holding device is adapted to initiate a hybrid driving operation with switched on internal combustion engine as soon as a torque request exceeds a predetermined threshold value. If the driver, for example, the accelerator pedal relatively strong while the motor vehicle is still operated in the purely electric driving, the holding device can automatically connect the engine, close the clutch again, so that the engine can be used virtually seamlessly to the desired by the driver Torque request to meet.
  • the motor vehicle according to the invention comprises the coupling device according to the invention or an advantageous embodiment of the coupling device according to the invention.
  • the manually opened clutch is kept open by means of the automatic holding device and only automatically closed when at least one predetermined closing condition for the clutch is met.
  • Advantageous embodiments of the coupling device according to the invention are to be regarded as advantageous embodiments of the method according to the invention and vice versa, wherein the coupling device in particular comprises means for carrying out the method steps.
  • the drawing shows in the single figure a schematic representation of a motor vehicle with an internal combustion engine, a manual transmission and an electric motor, wherein the motor vehicle is a semi-automatic see coupling device which is adapted to automatically hold the clutch open and close automatically.
  • a motor vehicle 1 comprises an internal combustion engine 2, which can be coupled via a clutch 3 with a manual transmission 4.
  • the clutch can be manually opened by means of a clutch pedal 5 serving as an actuating device. By stepping the clutch 5, it can be moved from a rest position to a deflected operating position, whereby the clutch 5 is opened.
  • the motor vehicle 1 comprises a mechanism 6, by means of which the clutch 3 is kept open and can also be closed automatically.
  • an actuator 7 is provided which can be controlled by means of a control device 8 in order to keep the manually opened clutch 3 open and also to close it automatically.
  • the mechanism 6, the actuator 7 and the control device 8 together form an automatic holding device 9, which is adapted to keep the clutch 3 open when the clutch pedal 5 is loaded with no more force, and only then closing the clutch 3 - Let, if at least a predetermined closing condition for the clutch 3 is met.
  • the clutch 3, the clutch pedal 5 and the holding device 9 together form a coupling device 10 of the motor vehicle 1.
  • the motor vehicle 1 also comprises an electric motor 1 1, by means of which the motor vehicle 1 can be driven in addition to the internal combustion engine 2.
  • the clutch device 10 it is possible for the clutch device 10 to have a hydraulic clutch actuating system which can be activated by means of the clutch pedal 5 and not shown here for opening the clutch 3.
  • the mechanism 6 for keeping open and close the clutch 3 is in the form of a hydraulic throttle, which is part of the hydraulic clutch actuation system.
  • the actuator 7 can actuate the mechanism 6, which is designed as a hydraulic throttle, in order to bring about automatic keeping open and also automatic closing of the clutch 3.
  • the clutch pedal 5 is purely mechanically coupled to the clutch 3.
  • the mechanism 6 for holding open and closing the clutch 3 is formed in the form of an adjustable friction element.
  • the actuator 7 can actuate the mechanism 6, designed as a friction element, in order to effect an automatic holding open and also an automatic closing of the clutch 3. Step by step, the actuator 7 that he friction element adjusted so that holds the clutch pedal 3 in the worn position until the control device 8 in actuator 7 so controls that the friction element of the type is moved that the clutch pedal 5 in its unloaded starting position returns, as a result, the clutch 3 is closed.
  • the closing of the clutch 3 causes an adjustment of the clutch pedal 5 from the stepped operating position back to the rest position, in which the clutch pedal 5 is usually located when a driver does not the clutch 5 occurs.
  • the closing of the clutch 3 is decoupled from an adjustment of the clutch pedal 5 from the worn operating position back to the rest position.
  • clutch 3 can then be automatically closed by means of the holding device 9 when the driver has taken his foot off the clutch pedal 5 and has simultaneously made a gear change.
  • the fact that a gear change has been made can be determined, for example, by a sensor system which detects in which position a gear selector lever (not shown here) is located within a shift gate.
  • the holding device 9, in particular the control device 8 and the actuator 7, can be supplied with electrical energy, for example by means of a battery of the motor vehicle 1, not shown here. Alternatively or additionally, it is also possible for the holding device 9 to be supplied with energy by utilizing a pressure provided by a variable-displacement intake manifold (not illustrated here).
  • the holding device 9 is adapted to set a characteristic according to which the clutch 3 is closed, in dependence on a plurality of boundary conditions. For example, the control device 8 detect whether the motor vehicle 1 is just starting from a standstill.
  • control device 8 controls the actuator 7 to actuate the mechanism 6 in such a way that the mechanism 6 automatically closes the clutch 3 so that the motor vehicle 1 is jerk-free and, above all, without Stalling of the internal combustion engine 2 can start.
  • the control device 8 can also detect whether the driver has just switched up a gear in the manual transmission 4 or downshifted a gear. Depending on what the driver has just done for a gear change, the control device controls the actuator 7 to actuate the mechanism 6 in such a way that the previously manually opened clutch 3 is closed optimally as possible.
  • the control device 8 can also observe a clutch slip or even a deviation between a current engine speed of the internal combustion engine 2 and a predetermined desired idle speed. Furthermore, the control device 8 can also detect how the motor vehicle 1 is being accelerated in order to close the manually opened clutch 3 adapted to the current acceleration of the motor vehicle 1. Furthermore, it is also possible that the driver for the motor vehicle 1 can select different driving modes, such as a sports mode, a comfort mode or even an eco mode. The control device 8 can in turn adjust to the currently selected driving mode. If the motor vehicle 1 is operated in sports mode, then the control device 8 activates the actuator 7 to actuate the mechanism 6 in such a way that the clutch 3 is closed particularly quickly in order to enable rapid and thus sporty gear changes. If, on the other hand, the motor vehicle 1 is currently being operated in comfort mode, the control device controls the actuator 7 to actuate the mechanism 6 in such a way that the clutch 3 is closed so that the driver does not notice anything at all.
  • different driving modes such as a sports mode, a comfort mode or even an
  • the holding device 9 can operate the motor vehicle 1 automatically in a sailing mode, in which - after the clutch 3 has been opened by pedaling the clutch pedal 5 - the clutch 3 is kept open so that the engine 2 is permanently decoupled from the transmission 4.
  • the driver 9 also deactivates the internal combustion engine 2 for the duration of the sailing operation. If the driver actuates the brake pedal or the accelerator pedal during the sailing mode, this registers the control device 8, this depending on whether the brake pedal or the accelerator pedal has been entered, the clutch 3 closes differently.
  • the retaining device 9 can also observe a torque which can be provided by a starter, not shown here, which the starter can apply to start the internal combustion engine 2.
  • the holding device 9 can close the clutch 3 in such a way that the deactivated internal combustion engine 2 is towed, ie started, not only by the starter but also by the coupling with the transmission 4 via the closing of the clutch 3.
  • the holding device 9 can also issue an invitation to the driver of the motor vehicle 1 to take his foot off the accelerator pedal and to actuate the clutch pedal in order to start a sailing operation of the motor vehicle 1 even at an impending speed limit.
  • the holding device 9 can automatically close the clutch 3 for terminating the sailing operation as soon as a signal for activating a pushing operation of the internal combustion engine 2 is output in accordance with a predetermined operating strategy of the motor vehicle 1. If the driver drives with the motor vehicle 1, for example, at 100 km / h on the highway and approaches a local entrance, he is initiated by the control device 8, for example via loudspeaker of the motor vehicle 1 prompted to take his foot off the accelerator pedal and the clutch 3 through Stepping on the clutch pedal 5 to open manually.
  • the control device 8 by corresponding activation of the actuator 7 by means of the mechanism 6, ensures that the clutch 3 remains automatically open, as a result the motor vehicle 1 in the direction of local entry in the sailing mode, ie in the case of a decoupled internal combustion engine 2, rolls. If the motor vehicle 1 still approaches the entrance to the village, the holding device 9 automatically re-engages the clutch 3 so that it is braked in time by the braking effect of the internal combustion engine 2 to 50 km / h until reaching the town entrance. In addition, it is also possible that the holding device 9 initiates a purely electric driving operation of the motor vehicle 1, as soon as the clutch pedal 5 has been passed and thereby the clutch 3 has been opened.
  • the internal combustion engine 2 is then deactivated and the electric motor 1 1 activated, so that the motor vehicle 1 is moved purely electrically. If the driver during the purely electrical operation of the motor vehicle 1, for example, the accelerator pedal very strong, thus generating a high torque request, which exceeds a predetermined threshold, the holding device 9 switches the engine 2 automatically and automatically closes the clutch 3, so that the motor vehicle 1 in a hybrid driving changes. Due to the common system performance of internal combustion engine 2 and electric motor 1 1, the high torque request of the driver can then be easily met.
  • the semi-automatic coupling device 10 thus allows a particularly intelligent operation of the motor vehicle 1, as is usually only possible with automatic transmissions, although in the motor vehicle 1, a manual transmission 4 is installed.
  • For the holding device 9 only ensures that the once opened clutch 3 kept open taking into account a variety of boundary conditions and also is automatically closed.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (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)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un dispositif d'embrayage (10) pour un véhicule automobile (1), comportant un embrayage (3) servant à relier et à séparer un moteur à combustion interne (2) et une boîte de vitesses manuelle (4) du véhicule automobile (1) ; un dispositif d'actionnement (5), lequel peut être déplacé d'une position de repos à une position d'actionnement par une application manuelle de force et provoque ainsi une ouverture de l'embrayage (3) ; le dispositif d'embrayage (10) comportant un dispositif de retenue automatique (9), qui est conçu pour maintenir l'embrayage (3) ouvert lorsque le dispositif d'actionnement (5) n'est plus soumis à aucune force, et pour n'autoriser une fermeture de l'embrayage (3) que lorsqu'au moins une condition de fermeture prédéfinie de l'embrayage (3) est satisfaite. L'invention concerne en outre un procédé permettant de faire fonctionner un dispositif d'embrayage (10).
PCT/EP2018/053448 2017-03-30 2018-02-12 Dispositif d'embrayage pour un véhicule automobile et procédé permettant de faire fonctionner un dispositif d'embrayage WO2018177645A1 (fr)

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DE102017205397.6 2017-03-30
DE102017205397.6A DE102017205397A1 (de) 2017-03-30 2017-03-30 Kupplungsvorrichtung für ein Kraftfahrzeug und Verfahren zum Betreiben einer Kupplungsvorrichtung

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DE102021203647A1 (de) 2021-04-13 2022-10-13 Rolls-Royce Solutions GmbH Steuervorrichtung, Antriebsvorrichtung für ein Fahrzeug mit einer solchen Steuervorrichtung, Fahrzeug mit einer solchen Steuervorrichtung, und Verfahren zum Betreiben eines Fahrzeugs

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WO2002035109A1 (fr) 2000-10-26 2002-05-02 Park, Sung, Chul Systeme semi-automatique pour actionner l'embrayage d'une automobile
DE102006006064A1 (de) 2006-02-10 2007-08-16 Ford Global Technologies, LLC, Dearborn Verfahren zur Ermittlung des aktuellen Greifpunktes einer manuell betätigten Kupplung und Kupplungssystem nach diesem Verfahren
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DE4446487C1 (de) * 1994-12-23 1996-03-07 Daimler Benz Ag Schaltvorrichtung zum Umschalten in einem Hybrid-Antrieb
WO2002035109A1 (fr) 2000-10-26 2002-05-02 Park, Sung, Chul Systeme semi-automatique pour actionner l'embrayage d'une automobile
DE102006006064A1 (de) 2006-02-10 2007-08-16 Ford Global Technologies, LLC, Dearborn Verfahren zur Ermittlung des aktuellen Greifpunktes einer manuell betätigten Kupplung und Kupplungssystem nach diesem Verfahren
DE102011075199A1 (de) * 2011-05-04 2012-11-08 Robert Bosch Gmbh Manuell betätigbare Kopplungsanordnung
US20150298681A1 (en) * 2013-01-22 2015-10-22 Toyota Jidosha Kabushiki Kaisha Control apparatus for hybrid vehicle
DE102013101244A1 (de) * 2013-02-08 2014-08-14 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Kupplungsbetätigungsvorrichtung für ein Kraftfahrzeug, Verfahren zur Kupplungsbetätigung für ein Kraftfahrzeug sowie Kraftfahrzeug
DE102013210266A1 (de) * 2013-06-03 2014-12-04 Robert Bosch Gmbh Verfahren zum Durchführen eines Kupplungsstarts
WO2015188928A1 (fr) * 2014-06-14 2015-12-17 Audi Ag Procédé pour faire fonctionner un dispositif de transmission destiné à un véhicule automobile et dispositif de transmission associé
DE102014221010A1 (de) * 2014-10-16 2016-04-21 Robert Bosch Gmbh Kupplungseinrichtung für ein Kraftfahrzeug, Kraftfahrzeug, Verfahren zum Betreiben einer Kupplungseinrichtung für ein Kraftfahrzeug

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