CN110462262B - 用于松弛机动车的传动系的方法 - Google Patents
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- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/314—Signal inputs from the user
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- F16D2500/00—External control of clutches by electric or electronic means
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- 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
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- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
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- 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
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Abstract
本发明涉及一种用于松弛机动车的传动系的方法,传动系包括半自动化的变速器***,其中,挡位手动挂入,并且布置在内燃机和变速器之间的离合器自动地操作,并且探测变速杆的、用于手动摘出挡位的操作,其中,根据探测到的运动断开离合器。在操作变速杆时没有感觉到阻力的方法中,在完全摘出挡位之前,根据变速杆的位置松弛传动系。
Description
技术领域
本发明涉及一种用于松弛机动车的传动系的方法,传动系包括半自动化的变速器***,其中,挡位手动挂入,并且布置在内燃机和变速器之间的离合器自动地操作,并且探测用于手动摘出挡位的对变速杆的操作,其中,根据探测到的运动断开离合器。
背景技术
由DE 10 2011 105 990 A1已知用于控制机动车的驱动系的方法,在该方法中,为了扩张热力发动机的可用转速范围,设有变速器、例如自动化的变速器。在热力发动机的曲轴和变速器的至少一个变速器输入轴之间设置摩擦离合器,摩擦离合器由控制器操纵。在连续的中断间隔中,探测驱动系的传动系扭转角,传动系扭转角在传动系中引起张紧。
在采用半自动化的变速器***(其中驾驶员自行挂挡而离合器自动操作)的情况下,通过驾驶员启动挡位切换,这通过驾驶员朝“摘挡”方向移动变速杆来实现。在这种情况下,传感器探测变速杆的运动并且由此引起离合器的断开以及发动机力矩的降低。该降低是必需的,由此可以松弛传动系并且摘挡。
已知根据挡位和油门踏板以固定的梯度来松弛传动系。当驾驶员移动变速杆越过空程,由于传动系的张紧在变速杆的操作路程中产生阻力,因此不可进一步摘挡。
发明内容
本发明的目的是,提出用于松弛机动车的传动系的方法,其中,驾驶员在摘挡时不会感觉到阻力。
根据本发明,该目的通过以下方式实现,即,在完全摘出挡位之前,根据变速杆的位置松弛传动系。通过快速松弛传动系可舒适地且在不会察觉到阻力的情况下摘出挡位,因为在变速杆的空程期间已经完全松弛传动系。
有利地,在越过变速杆的空程时,离合器已经完全断开。由此有助于松弛传动系。
在一种设计方案中,为了松弛传动系,降低离合器力矩和/或发动机力矩。因为这在变速杆的空程期间进行,由此实现驱动系的非常快速的松弛。
在一种线性方法中,在摘出挡位时,根据变速杆行经的路程降低离合器力矩。由此可特别快速地实现用于传动系的松弛时间点。
在一种改进方案中,将离合器力矩赋值给发动机力矩。在此理解为,设定发动机力矩等同于离合器力矩,从而离合器力矩和发动机力矩在同一时间点降低并且优选达到零值,在该值可断定传动系完全松弛。
为了在越过变速杆的空程时发动机力矩同样完全地降低,仅在离合器力矩小于驾驶员期望力矩时,将离合器力矩赋值给发动机力矩。优选由驾驶员通过油门踏板设定的驾驶员期望力矩此时相应于内燃机在没有外部力矩干预时提供的发动机力矩。
在一种变型方案中,在摘出挡位时,根据变速杆的速度松弛传动系。由此确保,驾驶员自己确定在摘挡过程中的舒适性。
在特别简单的实施方式中,在变速杆快速运动时,快速地松弛传动系。替代地,在变速杆缓慢运动时,较缓慢地松弛传动系,但是设定提高驾驶员的舒适性。
在一种实施方式中,从操作开始起,探测变速杆的运动。由此确保,完全利用由变速杆无阻力地行经的空程,以在该时间段内实现传动系的松弛。
附图说明
本发明有多种实施方式。根据在图中示出的附图详细阐述其中一个。
附图是:
图1示出了具有变速杆的半自动化的变速器***的原理示意图,变速杆附有H挡位图,
图2示出了根据本发明的方法的一种实施例。
具体实施方式
在图1中示出了机动车的半自动化的变速器***1的原理示意图,变速器***具有用于换挡的变速杆2,变速杆附有H挡位图3。为了简化,取消了倒挡。在内燃机4和变速器5之间布置离合器6。控制器7与内燃机4且与离合器6连接。在半自动化的变速器***1中,挡位手动地通过操作变速杆2挂入或摘出,并且离合器8通过控制器7自动地操作。
在此,变速杆2在挂挡状态E下位于H挡位图3的第4挡位中。在挂挡状态E中,变速杆2占据静止位置S0。为了开始切换挡位,变速杆2从静止位置S0朝空挡通道8运动,以便摘出第4挡位。在此,变速杆2在朝向空挡通道8的方向上经由状态“被摘出”WA直至状态“挡位已经摘出”GA运动了路程S。该运动通过传感器9探测到并且发送至车辆的控制器7。一旦传感器9探测到变速杆2的运动,则通过控制器7断开离合器6。
在变速杆2从静止位置S0运动出来时,变速杆2首先移动经过空程Smax,在空程中,变速杆2可无阻力地运动。如果变速杆2已经过空程Smax,变速杆2的操作通常与阻力相反,从而不可摘出挡位。
为了避免这种情况,执行如下方法:
为了在已经越过空程Smax时完全地断开离合器6,有
Trqcl=Trqcl, max [1-(S-S0)/Smax] (1)
其中,
Trqcl实际的离合器力矩,
Trqcl,max在变速杆运动开始时的离合器力矩,
S0在变速杆运动开始时变速杆2的静止位置,
S变速杆的实际位置,
Smax变速杆的空程,从静止位置S0开始测得。
此时,为了能够在变速杆2的空程期间松弛机动车的传动系,离合器6的离合器力矩Trqcl以及内燃机4的发动机力矩Trqeng都完全降低。为了在越过变速杆8的空程Smax时发动机力矩Trqeng也完全降低,离合器力矩Trqcl被赋值给发动机力矩Trqeng,前提条件是,离合器力矩Trqcl小于驾驶员期望力矩TrqDrvReq。
当Trqcl<TrqDrvReq,则Trqeng=Trqcl, (2)
其中
Trqeng 实际的发动机力矩
TrqDrvReq 驾驶员期望力矩。
驾驶员期望力矩相应于内燃机4在没有外部力矩干预时提供的发动机力矩,且驾驶员期望力矩相应地取决于车辆的油门位置。
在图2中示出了根据本发明的方法的一种实施例,其中,离合器力矩Trqcl和发动机力矩Trqeng与变速杆2的运动相关联地示出。在图2a中示出了关于时间t的变速杆路程S,而在图2b中示出了关于时间t的力矩T。在此示出了离合器力矩Trqcl和发动机力矩Trqeng的不同曲线。首先假设,离合器力矩Trqcl始终位于发动机力矩Trqeng之上(图2b),从而发动机力矩Trqeng可无滑摩地传递到机动车的车轮上。在无意地碰触变速杆2的情况下,这通过在图2a中的突出部E示出,离合器力矩降低到值TrqclA,但是该值没有影响从动力矩以及离合器滑摩,因为该值大于发动机力矩Trqeng。通常来讲,变速杆2在静止位置S0和阈值Stol之间的界限中的每次运动均不影响从动力矩以及离合器滑摩(图2b)。因为驾驶员在离合器附着的情况下仅察觉发动机力矩Trqeng的降低而不是离合器力矩Trqcl的降低,变速杆2的暂时运动直至一定的界限均不影响传动系。
在图2a中,曲线A示出了在驾驶员操作变速杆2时的正常运动过程。在越过空程Smax之后,在经过时间点t2之后,发动机力矩Trqeng以及离合器力矩Trqcl降至0。
如图2a中曲线B所示,如果驾驶员使变速杆2非常快速地运动,这实现了运动式换挡,则在经过时间段t1之后离合器力矩Trqcl和发动机力矩Trqeng降至0。与此相比,通过图2a中的曲线C示出了舒适的换挡,其中,变速杆2缓慢运动。在这种情况下,为了经过空程Smax,需要最长时间t3,从而离合器力矩Trqcl和发动机力矩Trqeng比其他的换挡过程相对慢地移动至0。始终在离合器力矩Trqcl和发动机力矩Trqeng达到值0时,传动系完全地松弛。
基于结合图2阐述的实施方式,产生如下优点,即,在常规摘出挡位时,根据变速杆2的速度松弛传动系。由此以自然的且由驾驶员决定的方式松弛传动系并且断开离合器。如果驾驶员快速换挡,那么此时传动系也快速地且同时在舒适度受到一定限制的情况下断开。变速杆运动越慢,则传动系的松弛越舒适,这在时间t2和t3处可观察到。
附图标记列表
1 变速器***
2 变速杆
3 H挡位图
4 内燃机
5 变速器
6 离合器
7 控制器
8 空挡通道
9 传感器
Claims (5)
1.用于松弛机动车的传动系的方法,所述传动系包括半自动化的变速器***(1),其中,挡位手动挂入,并且布置在内燃机(4)和变速器(5)之间的离合器(6)自动地操作,并且探测变速杆(2)的、用于手动摘出所述挡位的操作,其中,根据所述探测到的运动断开所述离合器(6),其特征在于,在完全摘出所述挡位之前,根据所述变速杆(2)的位置松弛所述传动系,其中,降低离合器力矩(Trqcl)和/或发动机力矩(Trqeng),其中,在离合器力矩(Trqcl)小于驾驶员期望力矩时,将所述离合器力矩(Trqcl)赋值给发动机力矩(Trqeng)。
2.根据权利要求1所述的方法,其特征在于,在移经所述变速杆(2)的空程期间,完全断开所述离合器(6)。
3.根据权利要求1所述的方法,其特征在于,在摘出所述挡位时,根据所述变速杆(2)行经的路程(S)降低离合器力矩(Trqcl)。
4.根据权利要求1所述的方法,其特征在于,在摘出所述挡位时,根据所述变速杆(2)的速度松弛所述传动系。
5.根据前述权利要求中任一项所述的方法,其特征在于,从所述操作开始起,探测所述变速杆(2)的运动。
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DE102017108208.5A DE102017108208B4 (de) | 2017-04-18 | 2017-04-18 | Verfahren zum Entspannen eines Triebstranges eines Kraftfahrzeuges |
DE102017108208.5 | 2017-04-18 | ||
PCT/DE2018/100349 WO2018192622A2 (de) | 2017-04-18 | 2018-04-13 | Verfahren zum entspannen eines triebstranges eines kraftfahrzeuges |
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DE102019111092B4 (de) * | 2019-04-30 | 2022-08-18 | Schaeffler Technologies AG & Co. KG | Kupplung für ein Fahrzeug und Verfahren zur Steuerung einer Kupplung |
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DE19951415A1 (de) * | 1998-11-02 | 2000-05-04 | Luk Getriebe Systeme Gmbh | Getriebe |
EP2023016A1 (de) * | 2007-08-09 | 2009-02-11 | GM Global Technology Operations, Inc. | Schaltungs-Getriebe-Einheit |
CN103702851A (zh) * | 2011-05-23 | 2014-04-02 | 格特拉格传动机构和齿轮工厂赫尔曼·哈根迈尔有限公司&两合公司 | 用于机动车的动力传动*** |
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US5377797A (en) * | 1993-07-30 | 1995-01-03 | Eaton Corporation | Clutch engagement control method in response to transmission shift lever position |
DE102009029741B4 (de) | 2008-07-16 | 2023-03-30 | Schaeffler Technologies AG & Co. KG | Verfahren und Vorrichtung zur Steuerung einer automatisierten Kupplung sowie Computerprogrammprodukt |
DE102011105990B4 (de) | 2011-06-30 | 2021-03-18 | Schaeffler Technologies AG & Co. KG | Verfahren zur Steuerung eines Antriebsstrangs eines Kraftfahrzeugs |
DE102013210223A1 (de) * | 2013-06-03 | 2014-12-04 | Robert Bosch Gmbh | Verfahren zur Ansteuerung eines manuellen Schaltgetriebes eines Kraftfahrzeugs |
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DE19951415A1 (de) * | 1998-11-02 | 2000-05-04 | Luk Getriebe Systeme Gmbh | Getriebe |
EP2023016A1 (de) * | 2007-08-09 | 2009-02-11 | GM Global Technology Operations, Inc. | Schaltungs-Getriebe-Einheit |
CN103702851A (zh) * | 2011-05-23 | 2014-04-02 | 格特拉格传动机构和齿轮工厂赫尔曼·哈根迈尔有限公司&两合公司 | 用于机动车的动力传动*** |
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WO2018192622A3 (de) | 2019-01-03 |
CN110462262A (zh) | 2019-11-15 |
WO2018192622A2 (de) | 2018-10-25 |
DE102017108208A1 (de) | 2018-10-18 |
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