• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for operating a vehicle operable via a drive machine and a drive train with at least one clutch, wherein the vehicle is at least temporarily operated in a creep mode with slipping clutch, wherein an output speed (n2) on the clutch output side with slipping clutch different a drive speed (n1) on the clutch drive side, and wherein - when the output speed (n2) or the vehicle speed exceeds a defined threshold - the clutch slip torque (trq) is changed at least temporarily. To increase the ride comfort, it is provided that a controller for setting a target slip speed is activated when the output speed (n2) reaches or exceeds a synchronous speed (ns) of the clutch, the clutch also slips when transmitting negative engine torque and the Transition from negative engine torque to positive engine torque with minimum transmitted clutch torque (trq0).
    公开号:AT517108A4
    申请号:T50749/2015
    申请日:2015-09-01
    公开日:2016-11-15
    发明作者:Gerald Dipl Ing Zöhrer；Thomas Dipl Ing Frühwirth (Fh)；Muammer Yolga
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method for operating a übereine engine and a drive train with at least one clutch operable vehicle, wherein the vehicle is at least temporarily operated in a creep mode with slipping clutch, wherein an output speed on the clutch output side with slipping clutch different from a drive speed on the Clutch drive side is, and wherein - when the output speed or the vehicle speed exceeds a defined threshold - the clutch torque is changed at least temporarily. During a creep mode, especially on downhill roads, the vehicle speed may exceed the defined target speed for creep, typically the target speed for creep is below the speed at which the clutch would be synchronized.
    This exceeding of the target creeping speed is not desired, whereby countermeasures must be taken. The first countermeasure in this invention is the prior art - when the target creep speed is exceeded, the clutch torque is reduced (possibly to 0) to not actively accelerate the vehicle further. If the output speed of the clutch in this state nevertheless reaches a speed close to the drive speed due to the gradient, this is typically referred to as "run away" and the type of countermeasure changes.
    From the prior art, it is known to close the clutch when a "run away" of the vehicle is detected in order to achieve an engine braking effect and to prepare for the exit from the creep function to a closed clutch driving mode.
    Typically, the clutch closes close to the synchronous speed and so it may occur that the engine speed is back-calculated over the output speed to the input shaft when the clutch closes. If so, torque is transferred from the engine to the drive wheels, with the engine idle speed control providing that torque. However, this is undesirable because it means that the vehicle is being accelerated by this extra moment. As soon as the output speed recalculated on the input shaft exceeds the idling speed of the engine, the reduced
    Idle controller of the engine the moment to a negative torque on the clutch input side, which is transmitted to the wheels. This is the second countermeasure against the vehicle acceleration and thus the vehicle is trying to slow down by the engine braking effect.
    When the clutch is closed and the sign of the torque request changes from a positive engine torque to reach the idle speed to a negative torque to reduce the idle speed, this load change in drivability is noticeable as a jerk, depending on the idle controller tuning. If the gradient changes again after this event and eventually even becomes a slight incline, the actual speed achieved during creeping will not be equal to the target creep speed, because in this case the clutch has already been closed and the creep condition has been left. The vehicle speed then corresponds to the idling speed of the engine to which it adjusts.
    The object of the invention is to avoid the disadvantages mentioned and to increase the ride comfort.
    According to the invention this is achieved in that a controller for setting a target slip speed is switched active when the output speed reaches or exceeds a synchronous speed of the clutch, the clutch also slips when transmitting negative engine torque and the transition from negative engine torque to positive engine torque at minimum transmitted clutch torque takes place.
    By measuring the output speed on the clutch output side or the vehicle speed is determined whether a target value for the output speed or vehicle speed is exceeded in creep mode. Increasing the output speed or the vehicle speed can be done for example by a sloping road or other external influences acting on the vehicle.
    Just as in the prior art, the first countermeasure, the clutch torque is reduced in order not to accelerate the vehicle further. To reduce the clutch torque, the clutch pressure is reduced, so the clutch is opened.
    By reducing the clutch torque transmitted from the prime mover to the drive wheels of the vehicle drive torque is reduced.
    If the output speed, and thus the vehicle speed, continues to increase despite the minimum torque reduction (possibly zero), the clutch remains in this state until the output speed of the synchronous speed and the vehicle speed, respectively, correspond to the synchronous vehicle speed. The synchronous speed is the speed on the output side of the clutch, which is equal to the speed on the input side of the clutch and whereby a torque-free engagement is enabled. The same applies to the synchronous vehicle speed.
    As a second countermeasure, when the synchronous rotational speed of the clutch is reached, or when the synchronous rotational speed plus offset is exceeded, which takes place at minimum clutch torque, a controller is actively switched, which is to set a desired slip rotational speed. This target slip speed is defined so that the speed of the clutch input side, so the engine speed is less than the speed of the clutch output side proportional to the vehicle speed -this is referred to as negative slip. Since this slip is not reached when the synchronous speed is reached, the controller keeps the clutch at the minimum possible clutch torque. A particularly high level of ride comfort is achieved by the fact that the clutch also slips when transmitting negative engine torque and the transition from negative engine torque to positive engine torque always occurs at minimum transmitted clutch torque.
    It is particularly advantageous if the target slip speed is reduced with increasing vehicle speed, because it is, if it is not possible to slow the vehicle by the negative engine torque, to a gentle engagement and thus to a smooth transition to normal ferry operation. If the clutch torque, which the controller adjusts, is sufficient to reduce the vehicle speed due to the negative engine torque, the clutch torque is reduced again by the controller and the synchronous speed with minimum clutch torque passes. Only when the output speed or the vehicle speed drops to or below the defined target creep speed, the clutch torque increases again and the regular creep tried to regulate to this speed.
    However, if the negative clutch torque is insufficient to reduce the vehicle speed, then the output speed or vehicle speed will continue to increase. In this case, the controller typically increases the clutch torque to set the desired slip speed.
    The limitation of the maximum transmitted via the clutch braking torque is given by the maximum possible negative torque of the engine.
    The invention will be explained in more detail below with reference to the non-limiting figures.
    1 shows a speed curve and FIG. 2 shows a torque curve of the drive train of the vehicle when using the method according to the invention.
    In Fig. 1, the speed n is plotted against the time t, where niL the idle speed of the prime mover, with ni the current speed of the prime mover and n2 the output speed on the output side of the clutch, are designated. Furthermore, a first limit value nGi for the start of the run-away function and a second limit value nG2 for the ending run-away function are plotted. The beginning of the run-away function is called RAI, the end of the run-away function is RA2.
    Fig. 2 shows the course of the clutch torque trq during the process according to the invention.
    The creep function generally attempts to achieve a target value n2z for the output speed n2 during the creep mode, which is below the synchronous speed ns corresponding to the idling speed niL. During a creep mode, in particular on a downhill road, the vehicle speed may increase and the output speed n2 may exceed the target speed n2z or the vehicle speed may exceed the target creep speed.
    If the output speed n2 exceeds the defined target value n2z for the output speed and approaches the synchronous speed ns, the clutch torque trq is reduced in step A. This is to ensure that the vehicle is not further accelerated by the prime mover. If, nevertheless, the synchronous speed ns is reached (designated B in the figures), then the requested clutch torque, which the controller adjusts, is at the latest at this time at a minimum value (trq0) - see phase C.
    As soon as the output speed n2 reaches the first limit nGi, which is above the synchronous speed ns, "RunAway" is detected and the clutch torque is controlled to keep the clutch at a defined negative slip, wherein the input speed ni of the prime mover is smaller than the output speed n2 Thus, torque is transmitted from the drive wheels of the vehicle to the prime mover in the phase indicated by D in Figures 1 and 2. The prime mover consumes torque, thereby attempting to decelerate the vehicle Engine for the vehicle occupants not noticeable, since at the time at which the power flow reverses, no significant torque is transmitted through the clutch.
    If the vehicle is decelerated sufficiently by the braking torque of the prime mover, or if the road gradient changes thereafter, the method for stopping the "run away" is terminated as soon as the vehicle speed or the output rotational speed n2 falls below a second limit value nG2, which is above the idling rotational speed lie the drive machine.
    If the braking torque of the prime mover is insufficient during the negative slip control of the clutch to decelerate the vehicle and the vehicle speed continues to increase, the target slip trqz on the clutch is reduced as the vehicle speed increases. At a parameterizable threshold, the target slip is reduced to 0, whereby the clutch is completely closed by the control. Subsequently, the creep mode is left and a drive mode is activated with the clutch fully engaged.
    In the case shown in Figs. 1 and 2, the braking torque of the engine is sufficient to reduce the vehicle speed and the creep mode is not stopped. First, in phase A, the vehicle speed or the output speed n2 rises above the target value for the vehicle speed or output speed n2z. The clutch torque is reduced to a minimum torque trq0 by the control to the target speed n2z at the latest when the synchronous speed ns is reached at 0 Nm) must be reduced. Subsequently, in phase C, the vehicle speed or the output speed n2 rises above the synchronous vehicle speed or synchronous speed ns, but the clutch remains open. As soon as the vehicle speed or the output rotational speed n2 exceeds the first limit value nGi, the functionality of the deceleration of the drive train by the drive engine is activated and attempts to regulate the clutch to a negative slip. For this, the clutch pressure is gradually increased, whereby more torque is transmitted to the engine and their speed ni increases, so that the required slip can be achieved. Subsequently, the vehicle speed or the output speed n2 decreases and the engine reaches its idling speed niL (phase D). The clutch is then opened again by the control, so that it is open when the output speed n2 passes through niL (idle speed) or transmits only a minimum torque trq0 (phase E). When the vehicle speed n2 falls below the second limit nG2, the drive train decelerating operation is stopped by the prime mover, and the creep mode is continued (phase F). In creep mode, it is attempted to keep the target creep speed or target speed n2z.
    No jerk is noticeable when the sign of the torque control of the prime mover changes, because at this time no or only a minimal torque is transmitted via the clutch.
    The functionality of the deceleration of the drive train by the prime mover is activated only after the synchronous speed ns has been exceeded, therefore, the clutch is open at this time. By increasing the torque of the clutch only after exceeding the synchronous speed ns, no torque is supplied from the prime mover to the wheels. In this case, the clutch is closed later than in conventional creep functions and operated previously controlled over a certain speed range to negative slip. The advantage over prior art features is that no torque is transmitted to the wheels by closing the clutch at n2 near niL from the prime mover.
    Due to the negative slip control on the clutch, it remains slipping until either the target slip is reduced to zero (high vehicle speed, leaving the creep mode) or the powertrain deceleration functionality is exited by the prime mover and the creep mode is controlled to the target creep speed will continue.
    The method according to the invention is suitable for all drive trains with automated transmissions with starting clutch, which have a creep mode.
    权利要求:
    Claims (5)
    [1]
    A method of operating a vehicle operable via a prime mover and a drive train with at least one clutch, wherein the vehicle is at least temporarily operated in a creep mode with a slipping clutch, wherein an output speed (n2) on the clutch output side with slipping clutch different from a drive speed (ni) on the clutch drive side, and wherein - when the output speed (n2) or the vehicle speed exceeds a defined threshold - the clutch slip torque (trq) is at least temporarily changed, characterized in that a controller for setting a target slip speed is switched active, when the output speed (n2) reaches or exceeds a synchronous speed (ns) of the clutch, the clutch also slips when transmitting negative engine torques and the transition from negative engine torque to positive engine torque in both directions with minimum transmission Clutch torque (trq0) takes place.
    [2]
    2. The method according to claim 1, characterized in that the target slip speed is reduced with increasing vehicle speed.
    [3]
    3. The method of claim 1 or 2, characterized in that the target slip speed is selected so that the clutch output side has a higher speed than the clutch drive side.
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that - when the output speed (n2) or the vehicle speed decreases a - the amount of the clutch torque (trq) is reduced, wherein preferably the clutch torque (trq) at passage of the synchronous speed (ns) becomes minimal.
    [5]
    5. The method according to claim 4, characterized in that - when the output speed (n2) or vehicle speed decreases to or below the defined target speed (n2z) or target creep - the amount of the clutch torque (trq) is increased, preferably by means of Regulator the output speed (n2) or the vehicle speed to the target speed (n2z) or target creeping speed is adjusted.
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    同族专利:
    公开号 | 公开日
    AT517108B1|2016-11-15|
    DE102016115534A1|2017-03-02|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102017207037B4|2017-04-26|2020-12-17|Audi Ag|Method for operating a clutch of a drive train for a motor vehicle and motor vehicle with a drive train|
    DE102018221884A1|2018-12-17|2020-06-18|Zf Friedrichshafen Ag|Method and control device for operating a drive train of a motor vehicle|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50749/2015A|AT517108B1|2015-09-01|2015-09-01|METHOD FOR OPERATING VEHICLES OPERATED VIA A DRIVE MACHINE AND A DRIVE TRAIN WITH AT LEAST ONE COUPLING OPERATED VEHICLE|ATA50749/2015A| AT517108B1|2015-09-01|2015-09-01|METHOD FOR OPERATING VEHICLES OPERATED VIA A DRIVE MACHINE AND A DRIVE TRAIN WITH AT LEAST ONE COUPLING OPERATED VEHICLE|
    DE102016115534.9A| DE102016115534A1|2015-09-01|2016-08-22|Method for operating a vehicle that can be operated via an engine and a drive train with at least one clutch|
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