CN107438530B - 用于运行机动车的动力传动设备的方法以及相应的动力传动设备 - Google Patents
用于运行机动车的动力传动设备的方法以及相应的动力传动设备 Download PDFInfo
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Abstract
本发明涉及一种用于运行机动车的动力传动设备(1)的方法,动力传动设备(1)具有内燃机(2)、输出轴以及联接在所述内燃机(2)和输出轴之间的离合器(6),在滑行运行中对内燃机(2)进行向怠速转速的怠速调节并且使离合器(6)分离,在拖拽运行中使离合器(6)接合。在此规定,在从滑行运行转换到拖拽运行时,在对内燃机(2)进行向怠速转速的怠速调节的同时使离合器(6)接合,从而进行内燃机(2)的拖拽。此外,本发明涉及一种用于机动车的动力传动设备(1)。
Description
技术领域
本发明涉及一种用于运行机动车的动力传动设备的方法,动力传动设备具有内燃机、输出轴以及联接在内燃机和输出轴之间的离合器,在滑行运行中,对内燃机进行怠速调节以将其调节到怠速转速并且使离合器分离,而在拖拽运行时使离合器接合。此外,本发明涉及一种动力传动设备。
背景技术
例如,动力传动设备用于驱动机动车,即提供用于驱动机动车的转矩,该转矩也可被称为驱动转矩。为了提供驱动转矩,动力传动设备具有至少一个动力装置,例如内燃机。显然,动力传动设备也可以具有多个、优选不同的动力装置,从而设计成混合动力设备。在这种情况中,例如动力装置中的第一个是内燃机,而动力装置中的第二个是电机。
动力传动设备具有输出轴,由至少一个动力装置、尤其是内燃机提供的驱动转矩作用在该输出轴上。优选地,传动机构与输出轴作用连接,尤其是刚性地和/或持久地作用连接。就此而言,借助于联接在内燃机和输出轴之间的离合器,可以选择性地使驱动轴连同传动机构或者与内燃机脱离或者与其作用连接。传动机构优选地是变速器,借助于该变速器可以设定不同的传动比,尤其是为手动变速器。离合器例如作为起动离合器。
也可以规定,输出轴位于传动机构的背离内燃机的一侧或者是传动机构的组成部分,即,存在于传动机构的传动机构输入轴和传动机构输出轴之间的作用连接中。在第一种情况下,输出轴例如是传动机构输出轴。传动机构的传动机构输入轴优选地与内燃机作用连接,尤其是刚性地和/或持久地作用连接。可以规定,将离合器集成到传动机构中,即,形成其组成部分,并且就此而言布置在传动机构输入轴和传动机构输出轴之间的作用连接中。尤其是,传动机构设计成自动传动机构或自动变速器或自动的变速器。离合器例如是膜片离合器或类似者。
为了保证机动车的尽可能高效的运行并且相应地保证内燃机的尽可能低的燃料消耗,可使动力传动设备在所谓的滑行运行中运行。在滑行运行中,使离合器分离,尤其是完全地分离,从而内燃机完全与输出轴脱离。同时,对内燃机进行怠速调节,在该怠速调节中,将内燃机的当前转速调节到怠速转速。优选地尽可能小地选择怠速转速,然而如此选择,使得保证内燃机的继续运行,即避免无意的停机。当内燃机的转速过多地下降到怠速转速之下时,例如出现所述停机的情况。
尤其是,当例如机动车的用户和/或驾驶员辅助装置无力矩需求时,进行滑行运行。力矩需求可以理解成要求动力传动设备引起机动车的加速或减速并且相应地将不为零的驱动转矩提供到输出轴。除了滑行运行,动力传动设备可在拖拽运行中运行。在拖拽运行中可使离合器接合,优选地使离合器完全接合。同时,借助于动力传动设备将用于机动车减速的驱动力矩提供到输出轴处,即,尤其是提供小于0Nm的驱动转矩。这种驱动转矩例如借助于在内燃机中存在的摩擦和/或通过操控相应的换气门(进、排气门)产生。
现在,如果动力传动设备在滑行运动中运行并且出现用于机动车减速的力矩需求,则必须从滑行运行转换到拖拽运行。例如,为此内燃机的转速可借助于相应的调节被调整、尤其是调节到传动机构的传动机构转速。为了该目的,增大被引入内燃机中的燃料量,从而引起内燃机转速从怠速转速向传动机构转速的提高。一旦内燃机转速达到了传动机构转速,即,与传动机构转速相对应,使离合器完全接合。然而,这种过程消耗能量或引起更高的燃料消耗。
发明内容
据此本发明所要解决的技术问题是:提出一种用于运行机动车的动力传动设备的方法,该方法相对于现有技术的优点在于,尤其是实现了从滑行运行到拖拽运行的极其高效能的转换。
根据本发明,所述技术问题以如下方式解决:在从滑行运行转换到拖拽运行时,在对内燃机进行向怠速转速的怠速调节的同时使离合器接合,从而进行内燃机的拖拽。也就是说,即使在转换期间也继续进行已经在滑行运行中进行的向怠速转速的怠速转速调节。尤其优选地,在整个转换过程期间进行怠速调节。此外,使离合器接合、尤其是仅部分地接合。使离合器仅部分地接合应理解成,如此调整离合器,使得离合器转矩小于在此时出现的驱动转矩,从而出现离合器打滑。
通过使离合器接合,进行内燃机的拖拽,从而使内燃机转速提高,尤其是向传动机构转速的方向提高。传动机构转速尤其是对应于输出轴转速,即,输出轴的转速。显然,可以考虑可能在内燃机和输出轴之间存在的传动比。例如当输出轴是传动机构的组成部分或者位于传动机构的背离内燃机的一侧时,便是这种情况。因此,向在存在着传动比的情况下的传动机构转速的方向匹配内燃机转速、尤其是提高内燃机转速。例如在此规定,将离合器调整到确定的离合器转矩上。在此,离合器转矩描述,在内燃机和输出轴之间借助于离合器可传递或传递的转矩。例如,向传动机构转速的方向进行内燃机转速的调节,确切地说将内燃机转速调节到传动机构转速,其中,离合器转矩用作调整参数。
替代地可以规定,内燃机转速以恒定的内燃机转速梯度在时间上向传动机构转速的方向变化、尤其是增大。在这种情况中,例如可以根据确定的内燃机转速梯度进行调节,其中,离合器转矩又用作调整参数。在此优选地也规定,一旦内燃机转速与传动机构转速相对应,则使离合器完全接合。
在拖拽内燃机期间,内燃机转速向传动机构转速的方向提高。这由怠速调节决定,怠速调节对内燃机转速执行向怠速转速方向的调节。例如,单位时间被输送给内燃机的燃料量用作怠速调节的调整参数。内燃机转速越多地超过怠速转速,怠速调节使单位时间输送给内燃机的燃料量降低得越多。由此,不仅得到不必使用附加的燃料使内燃机加速的优点,而且相反地在转换期间的燃料消耗下降到使内燃机怠速运行消耗的燃料消耗之下。
可以规定,根据上述实施方案,仅在第一运行模式中进行转换,即,在第一运行模式中使离合器接合,同时进行内燃机的怠速调节。相反地,如上(背景技术)所述地,在第二运行模式中,例如,离合器首先保持打开并且通过增大被喷入的燃料量将内燃机转速调节到传动机构转速上。在第二运行模式中,仅当内燃机转速与传动机构转速对应时,才使离合器接合。在此,离合器优选地突然地接合。
优选地规定,当预测的离合器摩擦功小于摩擦功限值和/或预测的离合器摩擦功率小于摩擦功率限值时,执行第一运行模式。例如紧接在转换之前获得预测的摩擦功和预测的摩擦功率,尤其是由传动机构转速、内燃机转速和/或在传动机构处设定的传动比获得。
在本发明的一优选的设计方案中规定,在第一步骤中使离合器仅部分地接合。紧接在从滑行运行到拖拽运行中的转换开始后,执行第一步骤。在第一步骤期间,使离合器仅部分地接合。以这种方式,可使内燃机转速柔和地向传动机构转速的方向升高。例如,在此根据以上实施方案进行调节,其中,向传动机构转速的方向调节内燃机转速并且离合器转矩或影响、尤其是直接影响离合器转矩的离合器参数用作调整参数。离合器参数例如是离合器的液压压力,其影响离合器转矩。替代地,离合器参数可以是离合器的阀、尤其是液压阀的电流和/或电压,优选地借助于所述阀调整或调节液压压力。然而与此并行地,此外进行怠速调节。这同样调节内燃机转速,然而是向怠速转速的方向进行调节,燃料量用作调整参数。
在本发明的另一设计方案中规定,当内燃机转速与动力传动设备的传动机构的传动机构转速相对应时,在第二步骤中使离合器完全接合。就此参考以上描述的内容。传动机构是动力传动设备的组成部分并且与输出轴作用连接,优选地刚性地和/或持久地作用连接。传动机构转速理解成在传动机构的面对内燃机的一侧的传动机构转速。尤其是,传动机构转速与输出轴的转速相对应,也就是说与输出轴转速相对应。一旦内燃机转速达到传动机构转速,便进行第二步骤并且相应地使离合器完全接合。这理解成,如此调整离合器,使得不存在离合器打滑。
本发明的另一设计方案规定,一旦内燃机转速与传动机构转速相对应,则结束所述转换。在转换的范围中的时间走向如下。首先,进行滑行过程直至确定的第一时刻。在第一时刻开始从滑行运行向拖拽运行转换,一直进行到与第一时刻不同的第二时刻。紧接在第二时刻之后结束转换。此时存在拖拽运行。
在本发明的另一优选的设计方案中,可以规定,随着内燃机转速的升高而减小内燃机中的燃料喷射。如上所述,在从滑行运行向拖拽运行转换期间,进行向怠速转速的内燃机怠速调节。因为怠速转速小于内燃机转速应达到的传动机构转速,所以怠速调节试图阻止内燃机转速的升高,确切地说试图使其再次向怠速转速的方向改变。因此,怠速调节使得单位时间被引入内燃机中的燃料量减小,从而整体上在转换期间可显著减小燃料消耗。
本发明的一改进方案规定,当内燃机转速超过内燃机转速阈值时,停止燃料喷射。如果内燃机转速达到或超过内燃机转速阈值,则可从以认为:即使在离合器分离且内燃机转速骤然地向内燃机停机的方向下降时,也为再次开始燃料喷射保留了足够的时间给,从而避免内燃机熄火,尤其是将内燃机转速至少保持在怠速转速上。
因此,优选地内燃机转速阈值大于怠速转速,尤其是内燃机转速阈值是怠速转速的至少125%、至少150%、至少175%或至少200%。停止燃料喷射优选地理解成,单位时间被引入内燃机中的燃料量等于零,即,完全中断燃料喷射。
在本发明的另一设计方案中规定,内燃机转速阈值小于传动机构转速。可恒定地预设内燃机转速阈值,例如从出厂开始。然而,替代地,也可动态地根据传动机构转速获得内燃机转速阈值。尤其是,内燃机转速选择成小于传动机构转速,从而整体上来讲,内燃机转速阈值大于怠速转速、但小于当前存在的传动机构转速。
本发明的一优选的改进方案规定,在操纵机动车的行车制动器时从滑行运行转换到拖拽运行。如上所述,首先使用滑行运行,以通过内燃机与输出轴脱离而在机动车的合适的运行状态中使燃料消耗下降。而拖拽运行用于通过提供使机动车减速的驱动转矩来使机动车减速。就此而言值得期望的是,一旦操纵了行车制动器,便开始拖拽运行。例如可通过机动车的驾驶员和/或驾驶员辅助装置引起这种操纵。可以规定,行车制动器的任意操纵便足以引起转换。替代地,仅当通过操纵行车制动器预定的减速度大于减速度阈值时,才能进行转换。
最后,在本发明的另一设计方案中可以规定,当传动机构转速低于传动机构转速阈值时,从拖拽运行转换到怠速运行,在怠速运行中使离合器完全分离。在拖拽运行中,应减小机动车的速度并且同时减小内燃机的转速。如果这以期望的程度进行,则可开始怠速运行。在怠速运行中,使离合器完全分离并且进行上述的、对内燃机进行的、向怠速转速的怠速调节。
优选地,当传动机构转速低于传动机构转速阈值时,开始怠速运行或从拖拽运行转换到怠速运行。在此,例如如此选择传动机构转速阈值,即,其与怠速转速相等,或者是怠速转速的最高105%、最高110%、最高115%、最高120%或最高125%。
本发明此外涉及一种用于机动车的、尤其是用于进行以上描述的方法的动力传动设备,该动力传动设备具有内燃机、输出轴以及联接在内燃机和输出轴之间的离合器,其中,在滑行运行中对内燃机进行向怠速转速的怠速调节并且使离合器分离,而在拖拽运行中使离合器接合。在此规定,动力传动设备构造成用于,在从滑行运行转换到拖拽运行时,在对内燃机进行向怠速转速的怠速调节的同时使离合器接合,从而进行内燃机的拖拽。
上面阐述了动力传动设备的所述类型的技术手段或所述类型的设计方案的优点。根据以上实施方案,不仅可以改进动力传动设备,而且可以改进相应的方法,就此而言参考以上实施方案。
附图说明
下面根据在图中示出的实施例详细解释本发明,而不限制本发明。其中:
图1示出了机动车的局部的示意图,以及
图2示出了一图表,在该图表中综出了离合器压力关于时间的变化曲线。
具体实施方式
图1示出了例如用于机动车的动力传动设备1的示意图,动力传动设备1在此处示出的实施形式中是混合动力设备。相应地,动力传动设备1具有至少两个动力装置,即,第一动力装置2和第二动力装置3。例如,第一动力装置2是内燃机,第二动力装置3是电机。
两个动力装置2和3可通过轴4刚性地和/或持久地相互作用连接。然而,也可以为轴4配设有分离离合器,借助于该分离离合器可断开在动力装置2和3之间的作用连接。第二动力装置3或电机借助于功率电子装置5操控,功率电子装置5例如自身借助于控制器操控。
动力传动设备1此外具有离合器6、尤其是起动离合器,以及传动机构7、尤其是变速器。传动机构7通过离合器6与内燃机2作用连接或至少能作用连接。应指出的是,在此选择的图示仅仅是示例性的。传动机构7可实施成手动变速器、自动变速器或自动的变速器、尤其是多离合变速器,例如双离合变速器。尤其是在自动变速器或自动的变速器的情况下,离合器6可以是传动机构7的组成部分。
此外,示出了车桥8,在此处示出的实施例中为车桥8配设有两个车轮9。车桥8或车轮9优选地通过车桥差速器10与传动机构7作用连接,尤其是刚性地和/或持久地作用连接。相应地,车桥8和车轮9可借助于内燃机2和/或电机3驱动。动力传动设备1可与车桥8、车轮9以及车桥差速器10一起形成用于机动车的动力传动系11。
现在,动力传动设备1可至少在滑行运行中和拖拽运行中运行。在滑行运行中,对内燃机2进行向怠速转速的怠速调节。同时,使离合器6分离。在拖拽运行中,相反地使离合器6接合,尤其是完全接合,从而通过离合器6和传动机构7可将用于使机动车减速的内燃机2驱动转矩施加到车桥8或车轮9上。
现在,如果希望从滑行运行转换到拖拽运行,则使离合器6接合,而同时对内燃机2进行怠速调节。通过使离合器6接合来拖拽内燃机2。因为怠速调节试图使内燃机2的内燃机转速保持在怠速转速,所以随着内燃机转速的升高,怠速调节使用作调整参数的、单位时间被输送给内燃机2的燃料量减小。由此,由于该技术手段而显著地节省了燃料。
图2示出了一图表,在该图表中绘出了切换离合器6的离合器压力p关于时间t的变化曲线。对于t<t0,动力传动设备位于滑行运行中。从时刻t=t0开始,从滑行运行向拖拽运行转换,其中,在t>t1上出现拖拽运行。所述转换在时刻t=t1时结束,紧随其后便是拖拽运行。离合器压力p与离合器转矩——即离合器6所能传递的最大转矩——相似地延伸。
已表明,在t<t0时离合器压力很小,例如为零。在转换期间,即在t0≤t≤t1中,离合器压力p连续地提高。即,离合器压力p没有跳跃,所述跳跃例如在借助于离合器6突然地进行接入时出现。这种突然的接入可能在如下情况下出现:内燃机2由自身的力而达到传动机构7上存在的传动机构转速。与此相比,根据本发明提出的内燃机2拖拽可以显著地降低从滑行运行到拖拽运行的转换期间的燃料消耗。
Claims (10)
1.一种用于运行机动车的动力传动设备(1)的方法,所述动力传动设备(1)具有内燃机(2)、输出轴以及联接在内燃机(2)和输出轴之间的离合器(6),在滑行运行中对内燃机(2)进行向怠速转速的怠速调节并且使离合器(6)分离,在拖拽运行中使离合器(6)接合,其特征在于,在从滑行运行转换到拖拽运行时,在对内燃机(2)进行向怠速转速的怠速调节的同时使离合器(6)接合,从而进行内燃机(2)的拖拽,在使用在内燃机(2)和输出轴之间借助于离合器(6)传递的离合器转矩或影响离合器转矩的离合器参数作为调整参数的情况下,将内燃机转速调节到输出轴转速。
2.根据权利要求1所述的方法,其特征在于,所述方法包括第一步骤,在第一步骤中使离合器(6)仅部分地接合。
3.根据权利要求2所述的方法,其特征在于,所述方法包括第二步骤,当内燃机转速与输出轴转速相对应时,在第二步骤中使离合器(6)完全接合。
4.根据权利要求1或2所述的方法,其特征在于,一旦所述内燃机转速与输出轴的转速相对应,便结束所述转换。
5.根据权利要求1或2所述的方法,其特征在于,随着内燃机转速的升高而减小内燃机(2)中的燃料喷射。
6.根据权利要求1或2所述的方法,其特征在于,当内燃机转速超过内燃机转速阈值时,停止燃料喷射。
7.根据权利要求6所述的方法,其特征在于,将内燃机转速阈值选择为小于输出轴转速。
8.根据权利要求1或2所述的方法,其特征在于,在操纵机动车的行车制动器时从滑行运行向拖拽运行转换。
9.根据权利要求1或2所述的方法,其特征在于,当传动机构转速低于传动机构转速阈值时,从拖拽运行向怠速转换,在怠速运行中使离合器(6)完全分离。
10.一种用于机动车的动力传动设备(1),该动力传动设备用于执行根据权利要求1或2所述的方法,所述动力传动设备(1)具有内燃机(2)、输出轴以及联接在内燃机(2)和输出轴之间的离合器(6),在滑行运行中对内燃机(2)进行向怠速转速的怠速调节并且使离合器(6)分离,而在拖拽运行中使离合器(6)接合,其特征在于,所述动力传动设备(1)构造成,在从滑行运行转换到拖拽运行时,在对内燃机(2)进行向怠速转速的怠速调节的同时使离合器(6)接合,从而进行内燃机(2)的拖拽,在使用在内燃机(2)和输出轴之间借助于离合器(6)传递的离合器转矩或影响离合器转矩的离合器参数作为调整参数的情况下,将内燃机转速调节到输出轴转速。
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EP (1) | EP3277552B1 (zh) |
CN (1) | CN107438530B (zh) |
DE (1) | DE102015004118A1 (zh) |
WO (1) | WO2016156245A1 (zh) |
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DE102018203520B4 (de) * | 2018-03-08 | 2022-07-28 | Zf Friedrichshafen Ag | Verfahren zur Steuerung eines Schubbetriebs eines Kraftfahrzeugs |
DE102018117310A1 (de) * | 2018-07-18 | 2020-01-23 | Schaeffler Technologies AG & Co. KG | Verfahren zur Verbesserung der Genauigkeit bei einer Tastpunktermittlung einer automatisierten Kupplung in einem Kraftfahrzeug mit einem Verbrennungsmotor |
CN109162815B (zh) * | 2018-09-27 | 2021-09-14 | 宁波吉利汽车研究开发有限公司 | 一种车辆发动机控制方法及控制*** |
DE102018124489A1 (de) * | 2018-10-04 | 2020-04-09 | Bayerische Motoren Werke Aktiengesellschaft | Kraftfahrzeugantriebsvorrichtung |
CN111086499B (zh) * | 2019-09-30 | 2021-02-26 | 苏州益高电动车辆制造有限公司 | 油电混合动力汽车、控制方法、计算机设备及可读存储介质 |
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DE3204651C1 (de) * | 1982-02-10 | 1983-08-11 | Delwing, Dieter, 6300 Zug | Kupplungsvorrichtung |
DE3208715A1 (de) * | 1982-03-11 | 1983-09-22 | Sachs Systemtechnik Gmbh | Freilauf-steuervorrichtung fuer eine kraftfahrzeugkupplung |
DE4321413C2 (de) * | 1993-06-26 | 1996-04-11 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Steuerung der Antriebsleistung eines Fahrzeugs |
DE4339693A1 (de) * | 1993-11-22 | 1995-05-24 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine |
BE1010928A3 (nl) * | 1997-02-17 | 1999-03-02 | Wiele Michel Van De Nv | Draaihuls voor een huls met garen voor een weefmachine. |
DE19805459B4 (de) * | 1997-02-20 | 2008-02-21 | Volkswagen Ag | Verfahren zur Steuerung des Einkuppelns einer automatisierten Kupplung eines Kraftfahrzeugs |
US6022295A (en) * | 1998-11-12 | 2000-02-08 | Eaton Corporation | Touch point identification for vehicle master clutch |
DE102009055922A1 (de) * | 2009-11-27 | 2011-06-01 | Volkswagen Ag | Verfahren zum Überführen eines Antriebsstranges eines Kraftfahrzeugs von einem Segelzustand in einen Normalzustand |
DE102010061383B4 (de) * | 2010-12-21 | 2019-10-24 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Verfahren zur Steuerung eines Schubbetriebes eines Kraftfahrzeugs |
DE102011109353A1 (de) * | 2011-03-10 | 2012-09-13 | Volkswagen Aktiengesellschaft | Verfahren zum Betrieb eines schienenlosen Landfahrzeugs |
SE537681C2 (sv) * | 2011-06-10 | 2015-09-29 | Scania Cv Ab | Förfarande och system för framförande av ett fordon |
DE102012013689A1 (de) | 2012-07-07 | 2014-01-09 | Volkswagen Aktiengesellschaft | Verfahren für ein Fahrerassistenzsystem eines Fahrzeugs |
DE102012015291A1 (de) | 2012-08-01 | 2014-02-06 | GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) | Kraftfahrzeug mit einer aktuatorbetätigten Kupplung |
DE102013210266A1 (de) * | 2013-06-03 | 2014-12-04 | Robert Bosch Gmbh | Verfahren zum Durchführen eines Kupplungsstarts |
DE102013219007A1 (de) * | 2013-09-20 | 2015-03-26 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zum Betreiben eines Fahrzeugs im Segelbetrieb |
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- 2016-03-24 WO PCT/EP2016/056648 patent/WO2016156245A1/de active Application Filing
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EP3277552A1 (de) | 2018-02-07 |
CN107438530A (zh) | 2017-12-05 |
DE102015004118A1 (de) | 2016-10-06 |
EP3277552B1 (de) | 2022-09-28 |
US10589734B2 (en) | 2020-03-17 |
US20180086335A1 (en) | 2018-03-29 |
WO2016156245A1 (de) | 2016-10-06 |
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