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GB2279123A - Controlling automatic clutching and/or declutching on overrun to save fuel - Google Patents

Controlling automatic clutching and/or declutching on overrun to save fuel Download PDF

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Publication number
GB2279123A
GB2279123A GB9411480A GB9411480A GB2279123A GB 2279123 A GB2279123 A GB 2279123A GB 9411480 A GB9411480 A GB 9411480A GB 9411480 A GB9411480 A GB 9411480A GB 2279123 A GB2279123 A GB 2279123A
Authority
GB
United Kingdom
Prior art keywords
rotational speed
engine
input shaft
coupling
transmission input
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
GB9411480A
Other versions
GB2279123B (en
GB9411480D0 (en
Inventor
Reinhard Rudiger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
Original Assignee
Volkswagen 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 Volkswagen AG filed Critical Volkswagen AG
Publication of GB9411480D0 publication Critical patent/GB9411480D0/en
Publication of GB2279123A publication Critical patent/GB2279123A/en
Application granted granted Critical
Publication of GB2279123B publication Critical patent/GB2279123B/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/02—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for main transmission clutches
    • 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
    • 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
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • 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
    • B60W2510/1015—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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/106—Rate of change
    • 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
    • B60W2710/065—Idle condition
    • 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
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed of the input 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
    • 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
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/3081—Signal inputs from the transmission from the input shaft
    • F16D2500/30816—Speed of the input 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
    • F16D2500/314—Signal inputs from the user
    • F16D2500/31406—Signal inputs from the user input from pedals
    • F16D2500/3144—Accelerator pedal 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
    • F16D2500/30—Signal inputs
    • F16D2500/314—Signal inputs from the user
    • F16D2500/31406—Signal inputs from the user input from pedals
    • F16D2500/3144—Accelerator pedal position
    • F16D2500/31446—Accelerator pedal position change rate
    • 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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50239—Soft clutch engagement
    • 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
    • F16D2500/504—Relating the engine
    • F16D2500/5045—Control of engine at idle, i.e. controlling engine idle conditions, e.g. idling speed
    • 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
    • F16D2500/504—Relating the engine
    • F16D2500/5046—Preventing engine over-speed, e.g. by actuation of the main clutch
    • 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
    • F16D2500/5126—Improving response to driver inputs
    • 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
    • F16D2500/52—General
    • F16D2500/525—Improve response of control system
    • 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
    • F16D2500/706—Strategy of control
    • F16D2500/70668—Signal filtering
    • 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

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Transportation (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Control Of Transmission Device (AREA)

Abstract

A clutch control system senses the speed of an engine, the speed of a transmission input shaft and computes a freewheel speed of the engine from the engine speed and throttle flap or accelerator pedal position, and also computes a corrected input shaft speed. The clutch is disengaged of the freewheel speed falls below the corrected input shaft speed and is engaged if the engine speed exceeds the corrected input shaftspeed. Alternatively uncorrected versions of the engine speed and input shaft speeds may be used with additional error correction consequent upon temporary changes in the engine speed and input speed. <IMAGE>

Description

DESCRIPTION A METHOD OF CONTROLLING AUTOMATIC COUPLING AND/OR UNCOUPLING OF AN INTERNAL COMBUSTION ENGINE IN THE DRIVE TRANSMISSION OF A MOTOR VEHICLE The present invention relates to a method of controlling automatic coupling and/or uncoupling of an internal combustion engine in the drive transmission of a motor vehicle.
DE-OS 27 48 697 of the applicant discloses a drive unit and a method for driving a motor vehicle in which during the overrunning phases the drive motor is uncoupled from the drive transmission and is brought to a standstill. These overrunning phases always occur when the engine is driven at a higher rotational speed by the motor vehicle wheels being driven by the motor vehicle mass than the rotational speed which corresponds to the position of the accelerator pedal.
When the engine is uncoupled from the drive unit and is at a standstill in overrunning phases of this type, it is possible to reduce considerably the fuel consumption of the motor vehicle without losing any of the driving characteristics.
Moreover, DE-OS 30 26 489 of the applicant discloses a drive unit in accordance with the generic type for motor vehicles in which the engine is always uncoupled from the drive unit when the temporary change of the accelerator pedal or the angle of the throttle flap in the closing direction exceeds a predetermined value. By using a predetermined limit value for temporarily changing the position angle of the throttle flap or of the accelerator pedal in the direction of closing, it is easy to indicate the expected presence of an overrunning condition. It is thus possible to disengage the coupling at an extremely early stage for the purpose of uncoupling the drive motor. This document further proposes to store the angle of the accelerator pedal or throttle flap in a table form in a computer storage device in such a way that the freewheel rotational speed of the engine is allocated to each angle position. This freewheel rotational speed is that particular engine rotational speed which the engine assumes in the unloaded condition (i.e. in the case of a disengaged coupling) at a predetermined angle position of the throttle flap or of the accelerator pedal.
Whereas the detection of the temporary change in the changing position of the throttle flap or accelerator pedal can be used advantageously for the uncoupling process of the engine at the commencement of an overrunning phase, it is not possible to use these variables for the coupling process at the end of an overrunning phase, since the position of the throttle flap or accelerator pedal does not provide any information regarding the actual engine rotational speed which is important for the coupling process.
Moreover, it was not possible with the known uncoupling method to produce a satisfactory gentle and thus comfortable uncoupling since only the more rapid information regarding the existing overrunning phase was previously derived from the temporary change in the angle of the throttle flap or accelerator pedal.
An aim of the present invention is to propose a method for automatically actuating the coupling for the purpose of initiating and terminating the overrunning phase of a motor vehicle in accordance with the generic type.
According to the present invention there is provided a method for controlling the automatic coupling and/or uncoupling of an internal combustion engine in the drive transmission of a motor vehicle, in which a coupling actuated with the aid of a computer is disposed between the internal combustion engine and a transmission, the computer ascertaining the engine rotational speed and a corrected rotational speed of a transmission input shaft, and calculating the freewheel rotational speed of the engine from the position of a throttle flap and/or accelerator pedal as well as the temporary changes in position thereof, the computer disengaging the coupling when the freewheel rotational speed falls below the corrected transmission input shaft speed, and engaging the coupling when the engine rotational speed exceeds the corrected transmission input shaft rotational speed.
According to a further feature of the present invention there is provided a method for controlling the automatic uncoupling of an internal combustion engine in the drive transmission of a motor vehicle, in which a coupling which is actuated with the aid of a computer, is disposed between the internal combustion engine and a transmission, which coupling can be disengaged for the purpose of initiating overrunning phases of the motor vehicle, the computer during the operation of the motor vehicle periodically ascertaining the position of an accelerator pedal and/or throttle flap, as well as the temporary changes thereof, and the transmission input shaft rotational speed (NGE), the associated freewheel rotational speed (NFR) of the engine being calculated and taken from a table in a computer storage device, in dependence upon the ascertained value of the angle of position of the accelerator pedal the engine being uncoupled from the rest of the drive transmission, when the freewheel rotational speed (NFR) falls below the transmission input shaft rotational speed (NGE) a correction variable allocated to the ascertained value of the temporary change of the angle of the accelerator pedal being calculated by the computer or taken from a further computer storage device, when the ascertained temporary change in the angle of the position of the accelerator pedal and/or throttle flap, in the closing direction exceeds a predetermined value, which correction variable is added to the ascertained transmission input shaft rotational speed (NGE) forming a corrected transmission input shaft rotational speed (N'GE), the freewheel rotational speed (NFR) being subsequently compared with the corrected transmission input shaft rotational speed (N'GE), with the coupling being disengaged when the freewheel rotational speed (NFR) falls below the corrected transmission input shaft rotational speed (N'GE).
According to a still further feature of the present invention there is provided a method for controlling the automatic coupling of an internal combustion engine in the drive transmission of a motor vehicle, in which a coupling actuated with the aid of a computer is disposed between the internal combustion engine and a transmission, which coupling can be engaged for the purpose of terminating an overrunning phase of the motor vehicle, the computer during the operation of the motor vehicle periodically ascertaining the engine rotational speed (NM) as well as the temporary changes thereof, with the coupling being engaged and consequently the engine being coupled in the drive transmission, when the engine rotational speed (NN) exceeds the transmission input shaft rotational speed (NGE) the computer calculating a correction variable dependent upon the temporary change in the engine rotational speed or taking the correction variable from a computer storage device when the ascertained temporary change of the engine rotational speed exceeds a predetermined value, said correction variable being subsequently deducted from the ascertained transmission input shaft rotational speed (NGE) forming a corrected transmission input shaft rotational speed (N''GE), the engine rotational speed (NM) and the corrected transmission input shaft rotational speed (N' 'GE) being subsequently compared with each other and the coupling being engaged when the engine rotational speed (NM) exceeds the corrected transmission input shaft rotational speed (N''GE).
Accordingly, the present invention is based on the knowledge that, for the process of uncoupling the engine, the freewheel rotational speed of the engine derived from the position of the throttle flap or the accelerator pedal and the temporary change of this position are used as control variables for actuating the coupling between the drive motor and the transmission and for the coupling process the engine rotational speed and the temporary change of this speed are used. It is possible by using the freewheel rotational speed when rapidly changing the position of the throttle flap or accelerator pedal in the closing direction to initiate the preferred uncoupling process which is appropriate for this change in speed. To this end, the value of the transmission input shaft rotational speed measured by a control computer is added to an offset-value dependent upon the rate of change of the angle position, so that a corrected rotational speed of the transmission input shaft is produced. During the operation of the motor vehicle a continuous comparison is carried out by the control computer between the rotational speed of the transmission input shaft and the freewheel rotational speed and it is detected at an early stage if the freewheel rotational speed falls below the corrected rotational speed of the transmission input shaft, thus enabling the coupling to be disengaged earlier and more comfortably than was previously possible.
The coupling process occurs in a similar manner in which in the case of rapid changes in the engine rotational speed, for example caused by a rapid depression of the accelerator pedal with a subsequent free high running of the still unloaded engine, an offset value, which is dependent on the measured rate of change of the engine rotational speed, is derived from the actual rotational speed of the transmission input shaft.
During periodic comparisons between the engine rotational speed and the corrected transmission input shaft rotational speed, the control computer also recognises here that the engine rotational speed has exceeded the last rotational speed so that in dependence upon the rate of change of the engine rotational speed the coupling process can be initiated comfortably and rapidly. This rapid coupling of the engine in the drive transmission of the motor vehicle is especially important when a dangerous situation occurs possibly in the overrunning phase, which requires the motor vehicle velocity to be increased rapidly.
The present invention will now be further described, by way of example, with reference to the accompanying drawings, in which: Fig. 1 is a schematic illustration of a drive unit utilizing the present invention, with a control computer and measured values sensors, Fig. 2 is a schematic illustration of rotational speed graphs over the time during the uncoupling process; and Fig. 3 is an illustration like Fig. 2 but for the coupling process.
Fig. 1 illustrates only schematically the drive unit of a motor vehicle, in which 1 refers to the drive motor and 2 refers to a transmission. The motor 1 and the transmission 2 are interconnected by way of a coupling 3, which is attached to the crankshaft 7 of the engine and to the transmission input shaft 8 of the transmission. On the output side the drive unit has at its disposal a transmission output shaft 9 which is used to drive a differential transmission 4.
Two drive axles 10, 11 lead off from the said differential transmission 4 and drive wheels 5, 6 which are attached to the ends of said drive axles.
A control computer 12, which has at its disposal at least one storage device 13, is allocated to this drive unit. This control computer is connected by way of data lines (not further illustrated) to sensors 14, 15 arranged to monitor the engine rotational speed and the rotational speed of the transmission input shaft 8. The angular position of a throttle flap or accelerator pedal 16 is detected by a sensor 18 and signalled to the computer 12. It is also possible via a sensor 17 to direct switching information to the computer 12 to enable said computer to recognise when the accelerator pedal 16 is being returned, whether an overrunning phase is being initiated, or whether only a normal switching process exists.
During the operation of the motor vehicle, the computer 12 periodically determines the freewheel rotational speed NFR of the engine from the information regarding the position of the accelerator pedal. The computer 12 preferably obtains this freewheel rotational speed from the computer storage device 13, the summation of the angle of the accelerator pedal or the throttle flap and the freewheel rotational speed of the engine, being stored in the computer storage device 13 in a tubular form.
In a further embodiment of the invention, the freewheel rotational speed can also be calculated by the computer 12 by means of a mathematical summation with the angle of the accelerator pedal.
As is evident from Fig. 2, at the point in time t0 the computer has available the information regarding the actual freewheel rotational speed NFR as well as the information regarding the actual transmission input shaft rotational speed NGE. The two rotational speed values are constantly compared with each other by the computer during the operation of the motor vehicle. As soon as the freewheel rotational speed NFR falls below the transmission input shaft rotational speed NGE it is established that the driver of the motor vehicle will introduce an overrunning phase by returning the accelerator pedal in the closing direction. As soon as this point in time t2 is achieved, the control computer 12 switches the coupling 3 so that the engine 1 is uncoupled from the drive transmission.
In addition to the angle of the throttle flap and the position of the accelerator pedal, the control computer periodically ascertains the temporary change in the aforementioned variables. As soon as the control computer around the point in time tl,establishes a rapid temporary change of the displacement angle of the accelerator pedal in the closing direction, which change exceeds a previously determined value, the computer searches for a rotational speed value which is stored in a further computer storage device and which matches the rate of change and this value is added to the transmission input shaft rotational speed NGE measured at the point in time tl. This corrected transmission input shaft rotational speed value N'GE is then compared with the actual freewheel rotational speed N'FR(tl) which is determined from the position of the accelerator pedal.
As soon as the freewheel rotational speed value N'FR falls below the calculated transmission input shaft value N'GE then the coupling can be opened rapidly and adjusted to suit the rate of change of the angle of the accelerator pedal. By recognising at an early stage that the overrunning phase is to be initiated, the engine can be uncoupled from the drive transmission earlier and in a manner which is more comfortable when changing gear than was previously possible.
If now at the end of an overrunning phase in the case of a moving motor vehicle the engine is to be coupled again to the drive transmission in order to accelerate the motor vehicle over the prevailing velocity, then the displacement of the accelerator pedal or throttle flap and the temporary change thereof cannot be used to control the automatic coupling process since they do not provide any information regarding the actual engine rotational speed. As illustrated in Fig. 3, the motor vehicle is moving at the point in time t0 at an overrunning speed which can be established at the transmission input shaft with a value NGE. At this point in time the accelerator pedal has already been depressed in the opening direction, so that a starter 19 as shown in Fig. 1 has started the engine and brought it to its idling speed NL.
A slow depression of the accelerator pedal results in a slow rise in the engine rotational speed NM, which continuously approaches the transmission input shaft rotational speed NGE and exceeds this value at the point in time t2. Even during this operating phase the control computer 12 continuously ascertains the transmission input shaft rotational speed NGE and the engine rotational speed NM. By constantly comparing the two rotational speeds the control computer 12 establishes at the point in time t2 that the engine rotational speed NM has been exceeded and initiates the end of the overrunning phase by engaging the coupling 3.
As a certain period of time elapses before the coupling is completely engaged, the engine rotational speed NM increases in a so-called 'over-swinger' above the transmission input shaft rotational speed NGE, until at the point in time t3 the engine has finally achieved the transmission input shaft rotational speed.
In order to shorten the coupling process of the engine when terminating the overrunning phase the control computer in accordance with the invention also constantly ascertains during the motor vehicle operation the temporary change in the engine rotational speed NM with the time. Therefore when the driver of the motor vehicle wishes to bring the overrunning phase to a rapid end by depressing the accelerator pedal extremely rapidly, this drops in a comparatively steeper rise of the engine rotational speed according to the curve N'M.
If, approximately at the point in time tl, the control computer establishes that a previously determined limit value has been exceeded in the temporary change of the engine rotational speed N'M, then the control computer searches for a correction value for the transmission input shaft rotational speed NGE, which correction value relates to the associated engine rotational speed value from a table stored in the computer storage device. This correction value is then subsequently deducted from this transmission input shaft rotational speed NGE measured at the point in time tl, so that a corrected transmission input shaft rotational speed N' 'GE is formed for the coupling phase. As soon as the control computer 12, when making a comparison between the actual ascertained engine rotational speed N'M and the corrected transmission input shaft rotational speed N' 'GE' establishes that the engine rotational speed exceeds the corrected transmission input shaft rotational speed N' 'GE' the preferred coupling of the engine is completed by engaging the coupling 3.
It is of particular importance for the method in accordance with the present invention, both for the coupling and uncoupling process, that the speed with which the engine is coupled and uncoupled depends upon the temporary change of the selected command variable, i.e. on the temporary change of the angle of the position of the accelerator pedal or the throttle flap, or on the temporary change of the engine rotational speed. In addition, it is clear that the switching lever information is not required by the sensor 17 for initiating and terminating the overrunning phase of the motor vehicle. Only when an overrunning phase has continued into the standstill mode of the motor vehicle and a subsequent restart is desired from standstill is the switching lever information used as a control variable for starting the engine.

Claims (4)

1. A method for controlling the automatic coupling and/or uncoupling of an internal combustion engine in the drive transmission of a motor vehicle, in which a coupling actuated with the aid of a computer is disposed between the internal combustion engine and a transmission, the computer ascertaining the engine rotational speed and a corrected rotational speed of a transmission input shaft, and calculating the freewheel rotational speed of the engine from the position of a throttle flap and/or accelerator pedal as well as the temporary changes in position thereof, the computer disengaging the coupling when the freewheel rotational speed falls below the corrected transmission input shaft speed, and engaging the coupling when the engine rotational speed exceeds the corrected transmission input shaft rotational speed.
2. A method for controlling the automatic uncoupling of an internal combustion engine in the drive transmission of a motor vehicle, in which a coupling which is actuated with the aid of a computer, is disposed between the internal combustion engine and a transmission, which coupling can be disengaged for the purpose of initiating overrunning phases of the motor vehicle, the computer during the operation of the motor vehicle periodically ascertaining the position of an accelerator pedal and/or throttle flap, as well as the temporary changes thereof, and the transmission input shaft rotational speed (NGE), the associated freewheel rotational speed (NFR) of the engine being calculated and taken from a table in a computer storage device, in dependence upon the ascertained value of the angle of position of the accelerator pedal the engine being uncoupled from the rest of the drive transmission, when the freewheel rotational speed (NFR) falls below the transmission input shaft rotational speed (NGE) a correction variable allocated to the ascertained value of the temporary change of the angle of the accelerator pedal being calculated by the computer or taken from a further computer storage device, when the ascertained temporary change in the angle of the position of the accelerator pedal and/or throttle flap, in the closing direction exceeds a predetermined value, which correction variable is added to the ascertained transmission input shaft rotational speed (NGE) forming a corrected transmission input shaft rotational speed (N'GE), the freewheel rotational speed (NFR) being subsequently compared with the corrected transmission input shaft rotational speed (N'GE), with the coupling being disengaged when the freewheel rotational speed (NFR) falls below the corrected transmission input shaft rotational speed (N'GE).
3. A method for controlling the automatic coupling of an internal combustion engine in the drive transmission of a motor vehicle, in which a coupling actuated with the aid of a computer is disposed between the internal combustion engine and a transmission, which coupling can be engaged for the purpose of terminating an overrunning phase of the motor vehicle, the computer during the operation of the motor vehicle periodically ascertaining the engine rotational speed (NM) as well as the temporary changes thereof, with the coupling being engaged and consequently the engine being coupled in the drive transmission, when the engine rotational speed (NM) exceeds the transmission input shaft rotational speed (NGE) the computer calculating a correction variable dependent upon the temporary change in the engine rotational speed or taking the correction variable from a computer storage device when the ascertained temporary change of the engine rotational speed exceeds a predetermined value, said correction variable being subsequently deducted from the ascertained transmission input shaft rotational speed (NGE) forming a corrected transmission input shaft rotational speed (N''GE) the engine rotational speed (NM) and the corrected transmission input shaft rotational speed (N' 1GE) being subsequently compared with each other and the coupling being engaged when the engine rotational speed (NM) exceeds the corrected transmission input shaft rotational speed (N' 'GE)
4. A method for controlling the automatic coupling and/or uncoupling of an internal combustion engine in the drive transmission of a motor vehicle, substantially as hereinbefore described with reference to the accompanying drawings.
GB9411480A 1993-06-09 1994-06-08 A method of automatically coupling and/or uncoupling an engine and transmission when a motor vehicle is overrunning Expired - Fee Related GB2279123B (en)

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GB2279123A true GB2279123A (en) 1994-12-21
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CN (1) CN1045929C (en)
DE (1) DE4419633B4 (en)
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Also Published As

Publication number Publication date
CN1100690A (en) 1995-03-29
GB2279123B (en) 1997-08-20
DE4419633A1 (en) 1994-12-15
FR2706376B1 (en) 1998-11-06
DE4419633B4 (en) 2004-04-01
GB9411480D0 (en) 1994-07-27
CN1045929C (en) 1999-10-27
JPH0771493A (en) 1995-03-17
FR2706376A1 (en) 1994-12-23
JP3560363B2 (en) 2004-09-02

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