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
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
  • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
  • F16H61/0248—Control units where shifting is directly initiated by the driver, e.g. semi-automatic transmissions
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D48/00—External control of clutches
  • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • 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
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/10—System to be controlled
  • F16D2500/104—Clutch
  • F16D2500/10406—Clutch position
  • F16D2500/10412—Transmission line of a vehicle
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/10—System to be controlled
  • F16D2500/108—Gear
  • F16D2500/1081—Actuation type
  • F16D2500/1082—Manual transmission
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/10—System to be controlled
  • F16D2500/108—Gear
  • F16D2500/1081—Actuation type
  • F16D2500/1083—Automated manual transmission
• • 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
  • F16D2500/3146—Signal inputs from the user input from levers
  • F16D2500/31466—Gear lever
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/70—Details about the implementation of the control system
  • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
  • F16D2500/70402—Actuator parameters
  • F16D2500/70408—Torque
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/70—Details about the implementation of the control system
  • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
  • F16D2500/70402—Actuator parameters
  • F16D2500/7041—Position
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D2500/00—External control of clutches by electric or electronic means
  • F16D2500/70—Details about the implementation of the control system
  • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
  • F16D2500/70464—Transmission parameters
  • F16D2500/70488—Selection of the gear ratio
• • 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
  • F16H2063/508—Signals to an engine or motor for limiting transmission input torque, e.g. to prevent damage of transmission parts
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
  • F16H59/02—Selector apparatus
  • F16H59/04—Ratio selector apparatus
  • F16H59/044—Ratio selector apparatus consisting of electrical switches or sensors

Definitions

• the invention relates to a method for relaxing a drive train of a motor vehicle, which comprises a partially automated transmission system, wherein a gear is manually engaged and arranged between the engine and transmission clutch is automatically actuated and the operation of a selector lever for manual laying the gear is detected, wherein in response to the detected movement, the clutch is opened.
• a method for controlling a drive train of a motor vehicle is known from DE 10 201 1 105 990 A1, in which a transmission, for example an automated manual transmission, is provided for spreading the usable speed band of the internal combustion engine. Between the crankshaft of the internal combustion engine and the at least one transmission input shaft of the transmission, a friction clutch is provided, which is controlled by a control unit. At successive interrupt intervals, powertrain skew angles of the powertrain are detected causing tension in the driveline.
• the invention has for its object to provide a method for relaxing a drive train of a motor vehicle, in which the driver feels no resistance when laying out the aisle.
• the object is achieved in that the drive train is relaxed in response to a position of the selector lever before the gear is completely designed.
• the gear can be designed comfortably and without noticeable resistance, since the relaxation of the drive train is already fully formed during the free travel of the selector lever.
• the clutch is already fully open when a free travel of the selector lever is overcome. This supports the relaxation of the drive train.
• a clutch torque and / or an engine torque for Ent-voltage of the drive train are reduced. Since this takes place during the free travel of the selector lever, thus a very fast relaxation of the drive train is achieved.
• the clutch torque is reduced when laying the gear in response to a distance traveled by the selector lever.
• the relaxation time for the drive train can be realized particularly quickly.
• the clutch torque is assigned to an engine torque.
• the engine torque is set equal to the clutch torque so that both clutch torque and engine torque are reduced at the same time and preferably reach zero, at which point the complete relaxation of the drive train can be concluded.
• the clutch torque is assigned to the engine torque only when the clutch torque is smaller than a driver's desired torque.
• the driver command torque which is preferably set by the accelerator pedal by the driver, then corresponds to the engine torque that the engine would deliver if no external torque intervention were active.
• the drive train is relaxed as a function of a speed of the selector lever when laying the gear. This ensures that the driver himself determines the comfort in a deployment process.
• rapid deceleration of the drive train takes place during rapid movement of the selector lever.
• a slower movement of the selector lever a slower relaxation of the drive train takes place, although an increased comfort for the driver is set.
• movement of the selector lever is detected from the beginning of the actuation. This ensures that the resistance-free free travel to be traversed by the selector lever is used completely to realize a relaxation of the drive train in this period.
• Fig. 1 a schematic diagram of a partially automated transmission system with a
• Fig. 1 is a schematic diagram of a partially automated transmission system 1 of a motor vehicle with a selector lever 2 for a gearshift with a H-circuit diagram 3 is shown. , For the sake of simplicity, the reverse gear has been omitted.
• a clutch 6 is arranged between a combustion engine 4 and a transmission 5.
• a control unit 7 is connected to the engine 4 and the clutch 6.
• the gear is manually engaged or disengaged by operation of the selector lever 2 and the clutch 6 is automatically actuated by the control unit 7.
• the selector lever 2 is in the 4th gear of the H-circuit diagram 3 in the engaged state E. In the engaged state E, the selector lever 2 assumes the rest position s 0 .
• the selector lever 2 is moved from this rest position s o in the direction of the neutral lane 8 in order to design the fourth gear.
• the selector lever 2 moves in the direction of the neutral lane 8 via the state "Will be designed" WA to the state "Gear is deployed” GA by the path s.
• This movement is detected by a sensor 9 and passed on to the control unit 7 of the vehicle.
• the clutch 6 is opened by the control unit 7.
• the selector lever 2 During the movement of the selector lever 2 from the rest position s o , the selector lever 2 initially overcomes a free travel s ma x, in which the selector lever 2 can be moved without resistance. If the selector lever 2 has traveled the free travel s ma x, the beta tion of the selector lever 2 against a resistance, so that the gear can not be interpreted. To prevent this, proceed as follows:
• Trqcl Trqcl, max [1- (s-So) / s max] (1) with
• Trqcl max the clutch torque at the beginning of the selector lever movement
• Trqeng Trqcl, if Trqcl ⁇ TrqDrvReq, (2)
• FIG. 2 shows an exemplary embodiment of the method according to the invention, the clutch torque Trqcl and the engine torque Trqeng being determined as a function of the movement. tion of the selector lever 2 are shown. In Fig. 2a, the selector lever path s is shown over time t, while in Fig. 2b the torque T is shown over time t. In this case, different courses of the clutch torque Trqcl and the engine torque Trqeng are shown. First of all, it is assumed that the clutch torque Trqcl always lies above the engine torque Trqeng (FIG.
• the curve A shows a normal movement sequence in the operation of the selector lever 2 by the driver. After overcoming the idle travel s ma x, both the engine torque Trqeng and the clutch torque Trqcl are reduced to 0 after the expiration of the time t2.
• the advantage consists in that, in the case of a regular disengaging of the gear, the drive train is decompressed as a function of the speed of the selector lever 2. This relaxes the drivetrain and opens the clutch in a natural and driver-specific manner. If the driver switches quickly, the drivetrain will also move quickly and under certain circumstances opened with a certain comfort restriction. The slower the selector lever movement, the more comfortable is the relaxation of the drive train, which can be read at the times t2 and t3.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• Control Of Transmission Device (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Priority Applications (1)

Applications Claiming Priority (2)

Publications (2)

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Citations (1)

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• 2017
  • 2017-04-18 DE DE102017108208.5A patent/DE102017108208B4/de active Active
• 2018
  • 2018-04-13 WO PCT/DE2018/100349 patent/WO2018192622A2/de active Application Filing
  • 2018-04-13 CN CN201880020191.4A patent/CN110462262B/zh active Active

Patent Citations (1)

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