DE19802736A1 - Car power plant with engine connected mechanically via clutch to gearbox - Google Patents

Abstract

A car power plant with an engine (1) that can be connected mechanically via a clutch (4) to a gearbox (5), has the engine speed able to be varied via an injection pump (2) operated by a servo motor (3) according to the angle of the gas pedal. With gear changing, the duration of the torque decrease at the clutch and the duration of the torque increase at the clutch are determined by varying the speed of change of the signal applied to the servo motor corresponding to the pedal angle. This is done by an electronic control unit (11) according to the acceleration of the car and the pedal angle.

Description

The present invention relates to a vehicle drive movement with automated switching sequence according to the generic term of claim 1.

For cable shifts on transmissions that are not power shift bar, the gas must be removed to switch the transmission men. A pulling force occurs when the gas is taken back interruption that can hardly be felt for reasons of comfort should. In addition, the duration of the interruption in tractive power, especially when there is high driving resistance, how he z. B. is present when driving on slopes, so short be as possible so the vehicle as little as possible loses speed.

The effect of the traction is particularly unpleasant Interruption when the vehicle is currently heavily accelerating as is particularly the case if a small gear is engaged, a high lei power (kW / t) or a small driving resistance is recorded.

It is to solve the problems outlined above known, the torque reduction and the torque build-up after fixed Requirements through gas withdrawal (disengagement) and gas release (Engaging). Provide the known solutions a compromise between comfort and duration of traction break.

The object of the present invention is a vehicle engine with automated switching sequence create, in which the traction power interruption when Coupling is kept as small as possible.

This task is accomplished with a vehicle engine Features of claim 1 solved.

The main advantage of the present invention consists in minimizing the interruption in traction is because the moment reduction and the moment build up depend of the load, the vehicle acceleration before the Shift and the gear or gear range automatically change be changed. The present vehicle engine is in particular especially for passenger cars and all types of use vehicles applicable.

Advantageous embodiments of the invention are based the subclaims.

In the following the inventions and their Ausge events explained in connection with the figures. Show it:

Fig. 1 is a schematic diagram of a block diagram of the vehicle engine according to the invention;

Fig. 2 shows the temporal dependencies of the moment and the accelerator pedal angle at the Zugkraftun interruption and

Fig. 3 is a table for determining a correction factor K, which serves to change the speed of gas withdrawal and gas release.

In Fig. 1, the engine of a motor vehicle is designated 1 . The injection pump 2 of the engine 1 can be actuated via a servomotor 3 . The servomotor 3 receives an actuating signal via a line 31 from an electronic control 11 for E-gas. The electronic control 11 generates an actuating signal on line 31 as a function of a signal generated by an electronic sensor 10 on line 32 . This signal corresponds to the position of the accelerator pedal 9 .

The engine 1 or the crankshaft 13 of the same is connected via a separating clutch 4 to the manual transmission 5 in Ver. The separating clutch 4 is actuated by the clutch actuator 6 , that is to say engaged and disengaged, as is shown schematically. The clutch actuator 6 receives a signal for actuating the clutch 4 via the line 33 from an electronic control 12 for the clutch 4 and the transmission 5 . From this electronic controller 12 receives a switching device 7 via line 34 signals for actuating the Schaltgetrie bes. 5

The gearbox 5 is in the schematically Darge presented way via a propeller shaft 20 with the axles 21 mechanically connected to the wheels 22 .

The present at the output of the gearbox 5 rpm n _ab is determined by a speed sensor 8 and an electric signal transmitted via the line 35 to the electronic controller 12 for the clutch 4 and the transmission 5 in the form. Fig. 2 shows the zeitli chen dependencies of the torque curve T _AB and Fahrpe dalwinkels α _FP of the time t. A denotes the period of time of gas reduction beginning at time t1 due to a shift command triggered by the driver or by the automatic system. The time period A of the gas withdrawal ends at time t2. At time t2, the period B begins during which the separating clutch 4 is opened by the clutch actuator 6 and the gear change is made by the switching device 7 . At the point in time t3, ie at the end of period B, the closing of the separating clutch 4 is passed through the clutch actuator 6 , with the clutch being closed and the gas being released until time t4, ie during the period C.

The essential point of the present invention is that the course of the torque reduction M _Ab during the period A and the moment buildup M _Up during the period C depending on the load or Fahrpe dalwinkel α _FP , the vehicle acceleration before the circuit and the Gear or gear range of the manual transmission 5 is controlled. For this purpose, a table is stored in the electronic control 12 for the separating clutch 4 and the manual transmission 5 , which contains correction factors K, which change the speed of the gas withdrawal (torque reduction) during the period A and the gas release (torque build-up) during the period C depend on the accelerator pedal angle α _{FP of} the accelerator pedal 9 or the load and the vehicle acceleration b, which is determined from the signal n _AB by the speed encoder 8 . The electronic control 12 for the separating clutch 4 and the manual transmission 5 outputs the respectively determined correction factor K via the line 36 to the electronic control 11 , in which the control signal for the servomotor 3 is generated by multiplying the signal from the electronic transmitter 10 by the correction factor K. .

It should be noted that a table is stored in the electronic control 12 for the clutch 4 and the gearbox 5 for each gear or for different gear ranges.

In Fig. 2 two examples of the torque build-up M _Ab and the torque build-up M _Auf are shown. According to the solid line, the torque reduction takes place more slowly than according to the broken line. This means that the speed α at which the signal on line 31 is changed depends on the driving acceleration b and the load α _FP according to the table in FIG. 3.

It is pointed out that, depending on requirements, a separate table for the K-factor can be introduced both for the train upshift and for the train downshift and can be stored in the electronic control 12 for the clutch 4 and the gearbox 5 .

The type of gas withdrawal during the period A shown in FIG. 2 is only one example. Other courses are also conceivable, but they can in any case be extended or shortened in time by the K factor.

The course of the accelerator pedal angle α _FP during the time A, B, C is determined by the electronic control 12 for the clutch 4 and the manual transmission 5 . Only at the end of the period C is the current pedal angle α _FP switched again.

During the period B, the signal α _FP has different courses which may depend on the train upshift or downshift and on the type of transmission.

The gas release during the period C can be effected in various ways:

• a) The clutch 4 closes at a certain speed V _K. The gas is released at a certain speed α _FP . V _K and α _FP are each corrected with the correction factor K to adapt to the respective driving situation.
• b) The clutch 4 closes at a speed V _K. The gas is released depending on the coupling degree of the clutch 4 . The closing speed V _{K of} the clutch 4 is changed with the correction factor K.
• c) The clutch 4 closes at a controlled speed. In this case, the gas release takes place according to b).

Instead of the E-gas system shown in FIG. 1, an electronically controlled injection system (EDC) or a corresponding car engine control system can also be present.

Corresponding curves can also be stored in the memory of the electronic control 12 for the separating clutch 4 and the manual transmission 5 instead of the table according to FIG. 3 for the correction factor K.

Reference list

1

engine

2nd

Injection pump

3rd

Servomotor

4th

Separating clutch

5

Manual transmission

6

Clutch actuator

7

Switchgear

8th

Speed sensor

9

accelerator

10th

electrical encoder

11

electronic control

12th

electronic control

13

crankshaft

20th

PTO shaft

21

Axis drive

22

wheel

31-36

management

Claims (9)

1. Vehicle engine with a motor ( 1 ) which can be mechanically connected via a separating clutch ( 4 ) to a manual transmission ( 5 ), the speed of the motor ( 1 ) via an actuating motor ( 3 ) actuable injection pump ( 2 ) can be changed as a function of the accelerator pedal angle of an accelerator pedal ( 9 ), characterized in that when changing gear, the duration (A) of the torque reduction (M _Ab ) on the disconnect clutch ( 4 ) and the duration (B) of the torque build-up (M _Auf ) the separating clutch ( 4 ) by changing the speed (α) of the change in the accelerator pedal angle corresponding to the actuator ( 3 ) signal (α _FP ) by an electronic control ( 11 ) depending on the vehicle acceleration (b) and the accelerator pedal angle can be determined. 2. Vehicle engine according to claim 1, characterized in that the vehicle acceleration (b) from the determined by a speed sensor ( 8 ) at the output of the gearbox ( 5 ) speed (n _Ab ) is determined in a further electronic control ( 12 ). 3. Vehicle engine according to claim 2, characterized in that in the further electronic control's ( 12 ) correction factors (K) for changing the speed (α) are stored, the vehicle acceleration (S) and the accelerator pedal angle (α _FP ) depend. 4. Vehicle engine according to claim 2, characterized in that the correction factors (K) are stored in tables, with a special table being stored for each possible gear or gear range of the manual transmission ( 5 ). 5. The vehicle engine according to claim 2, characterized in that the correction factors (K) from the further electronic control ( 12 ) stored curves can be determined, a special curve being stored for each possible gear or gear range of the gearbox ( 5 ). 6. Vehicle engine according to claims 4 or 5, characterized in that each own Tables len or own curves for the train upshift and for the train downshift tion in the electronic control ( 11 ) are stored. 7. Vehicle engine according to one of claims 1 to 6, characterized in that at the moment build (M _up ) the closing speed (V _K ) of the clutch ( 4 ) and the speed (α) of the change in the signal (α _FP ) with the Correction value (K) changes who. 8. Vehicle engine according to one of claims 1 to 6, characterized in that at the moment of construction (M _up ) the closing speed (V _K ) of the coupling ( 4 ) is changed with the correction factor (K) and the signal (α _FP ) in Dependence on the degree of engagement is changed. 9. Vehicle engine according to one of claims 1 to 6, characterized in that at the moment of construction (M _on ) the clutch ( 4 ) closed at a controlled speed and the signal (α _FP ) depending on the degree of engagement of the clutch ( 4 ) changed becomes.