DE102010001975A1 - Method for operating drive train of motor car, involves completely opening clutch and reducing speed default signal or torque default signal during occurrence of event when rotational torque of drive unit reaches or exceeds threshold value - Google Patents
Method for operating drive train of motor car, involves completely opening clutch and reducing speed default signal or torque default signal during occurrence of event when rotational torque of drive unit reaches or exceeds threshold value Download PDFInfo
- Publication number
- DE102010001975A1 DE102010001975A1 DE102010001975A DE102010001975A DE102010001975A1 DE 102010001975 A1 DE102010001975 A1 DE 102010001975A1 DE 102010001975 A DE102010001975 A DE 102010001975A DE 102010001975 A DE102010001975 A DE 102010001975A DE 102010001975 A1 DE102010001975 A1 DE 102010001975A1
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- Germany
- Prior art keywords
- drive unit
- event
- applicable
- torque
- command signal
- 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.)
- Withdrawn
Links
- 238000000034 method Methods 0.000 title claims abstract description 29
- 230000005540 biological transmission Effects 0.000 description 11
- 238000002485 combustion reaction Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- BUHVIAUBTBOHAG-FOYDDCNASA-N (2r,3r,4s,5r)-2-[6-[[2-(3,5-dimethoxyphenyl)-2-(2-methylphenyl)ethyl]amino]purin-9-yl]-5-(hydroxymethyl)oxolane-3,4-diol Chemical compound COC1=CC(OC)=CC(C(CNC=2C=3N=CN(C=3N=CN=2)[C@H]2[C@@H]([C@H](O)[C@@H](CO)O2)O)C=2C(=CC=CC=2)C)=C1 BUHVIAUBTBOHAG-FOYDDCNASA-N 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
Images
Classifications
-
- 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
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
-
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/024—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters
- B60W10/026—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters of lock-up clutches
-
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- 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
-
- 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
- B60W30/20—Reducing vibrations in the driveline
-
- 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
- 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
- F16H63/50—Signals to an engine or motor
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Control Of Transmission Device (AREA)
- Control Of Fluid Gearings (AREA)
Abstract
Description
Die Erfindung betrifft ein Verfahren zum Betreiben eines Antriebsstrangs eines Kraftfahrzeugs.The invention relates to a method for operating a drive train of a motor vehicle.
Die Hauptkomponenten eines Antriebsstrangs eines Kraftfahrzeugs sind ein Antriebsaggregat und ein Getriebe. Das Getriebe wandelt Drehzahlen und Drehmomente und stellt so ein Zugkraftangebot des Antriebsaggregats an einem Abtrieb des Antriebsstrangs bereit.The main components of a drive train of a motor vehicle are a drive unit and a transmission. The transmission converts speeds and torques and thus provides a traction power supply of the drive unit at a power take-off of the drive train ready.
Die hier vorliegende Erfindung betrifft ein Verfahren zum Betreiben eines Antriebsstrangs, der gemäß
Das Getriebe
Nach dem Stand der Technik ist es im Schubbetrieb des Antriebsstrangs bereits üblich, bei Auftreten eines definierten, applizierbaren Ereignisses, welches in
Es besteht daher Bedarf an einem Verfahren zum Betreiben eines Antriebsstrangs mit einem Antriebsaggregat, einem Getriebe und einem hydrodynamischen Anfahrelement, mit welchem im Schubbetrieb des Antriebsstrangs durch Öffnen der Wandlerüberbrückungskupplung das Antriebsaggregat komfortabler auf Leerlaufdrehzahl überführt werden kann.There is therefore a need for a method for operating a drive train with a drive unit, a transmission and a hydrodynamic starting element, with which the drive unit can be more conveniently converted to idling speed in overrun operation of the drive train by opening the lockup clutch.
Aus der
Hiervon ausgehend liegt der vorliegenden Erfindung das Problem zu Grunde, ein neuartiges Verfahren zum Betreiben eines Antriebsstrangs zu schaffen.On this basis, the present invention based on the problem to provide a novel method for operating a drive train.
Dieses Problem wird durch ein Verfahren gemäß Anspruch 1 gelöst. Erfindungsgemäß wird mit Auftreten des ersten definierten, applizierbaren Ereignisses die Wandlerüberbrückungskupplung zunächst schlupfend geöffnet und ein Drehzahlvorgabesignal oder Drehmomentvorgabesignal für das Antriebsaggregat erhöht, wobei anschließend bei Auftreten eines zweiten definierten, applizierbaren Ereignisses die Wandlerüberbrückungskupplung vollständig geöffnet und das Drehzahlvorgabesignal oder Drehmomentvorgabesignal für das Antriebsaggregat wieder verringert wird, um das Antriebsaggregat definiert auf eine Leerlaufdrehzahl zu führen.This problem is solved by a method according to
Mit dem erfindungsgemäßen Verfahren wird vorgeschlagen, dann, wenn auf Grundlage eines definierten, applizierbaren Ereignisses die Wandlerüberbrückungskupplung schlupfend geöffnet wird, gleichzeitig bzw. parallel ein Drehzahlvorgabesignal oder Drehmomentvorgabesignal für das Antriebsaggregat zu erhöhen, wobei anschließend bei Auftreten eines zweiten definierten, applizierbaren Ereignisses die Wandlerüberbrückungskupplung vollständig geöffnet und das Drehzahlvorgabesignal oder Drehmomentvorgabesignal für das Antriebsaggregat wieder verringert wird. Mit dem erfindungsgemäßen Verfahren ist es möglich, im Schubbetrieb des Antriebsstrangs die Drehzahl des Antriebsaggregats kontrolliert und komfortabel in die Leerlaufdrehzahl zu überführen.With the method according to the invention, it is proposed, when based on a defined, applicable event, the converter lock-up clutch is slipping open, simultaneously or in parallel to increase a speed command signal or torque command signal for the drive unit, wherein subsequently upon occurrence of a second defined, applicable event, the lockup clutch completely opened and the speed command signal or torque command signal for the drive unit is reduced again. With the method according to the invention, it is possible to control the rotational speed of the drive unit during overrun operation of the drive train and to conveniently transfer it to the idling speed.
Bevorzugte Weiterbildungen der Erfindung ergeben sich aus den Unteransprüchen und der nachfolgenden Beschreibung. Ein Ausführungsbeispiel der Erfindung wird, ohne hierauf beschränkt zu sein, an Hand der Zeichnung näher erläutert. Dabei zeigt:Preferred developments of the invention will become apparent from the dependent claims and the following description. An embodiment of the invention will be described, without being limited thereto, with reference to the drawing. Showing:
Die hier vorliegende Erfindung betrifft ein Verfahren zum Betreiben eines Antriebsstrangs eines Kraftfahrzeugs.
Der Antriebsstrang der
Die hier vorliegende Erfindung betrifft nun ein Verfahren zum Betreiben eines solchen Antriebsstrangs mit Antriebsaggregat
Details des erfindungsgemäßen Verfahrens ergeben sich aus
Dann, wenn anschließend ein zweites definiertes, applizierbares Ereignis auftritt bzw. eintritt, nämlich gemäß
Zwischen den Zeitpunkten t1 und t3, also zwischen dem ersten definierten, applizierbaren Ereignis und dem zweiten definierten, applizierbaren Ereignis, wird die Wandlerüberbrückungskupplung
Das erste definierte, applizierbare Ereignis tritt zum Beispiel dann auf bzw. ein, wenn eine Ist-Geschwindigkeit des Antriebsstrangs einen definierten, applizierbaren Grenzwert erreicht oder unterschreitet.The first defined, applicable event occurs, for example, when the actual speed of the drive train reaches or falls below a defined, applicable limit value.
Alternativ ist es möglich, dass das erste definierte, applizierbare Ereignis dann auftritt bzw. eintritt, wenn eine Drehzahl des Antriebsaggregats
Das zweite definierte, applizierbare Ereignis tritt dann auf bzw. ein, wenn eine definierte, applizierbare Zeitspanne nach dem ersten definierten, applizierbaren Ereignis abgelaufen ist. In diesem Fall besteht demnach zwischen den Zeitpunkten t1 und t3 eine feste Zeitdifferenz.The second defined, administrable event occurs or occurs when a defined, applicable period of time has elapsed after the first defined, administrable event. In this case, there is a fixed time difference between times t1 and t3.
Alternativ ist es auch möglich, dass das zweite definierte, applizierbare Ereignis dann auftritt, wenn das Drehzahlvorgabesignal n'1 bzw. das Drehmomentvorgabesignal M'1 einen definierten, applizierbaren Grenzwert erreicht oder überschreitet. Nach einer weiteren Alternative ist es möglich, dass das zweite definierte, applizierbare Ereignis dann auftritt, wenn das tatsächliche Drehmoment des Antriebsaggregats einen definierten, applizierbaren Grenzwert erreicht oder überschreitet.Alternatively, it is also possible for the second defined, administrable event to occur when the rotational speed specification signal n'1 or the torque specification signal M'1 reaches or exceeds a defined, applicable limit value. According to another alternative, it is possible that the second defined, administrable event then occurs when the actual torque of the drive unit reaches or exceeds a defined, applicable limit value.
Im gezeigten, bevorzugten Ausführungsbeispiel wird zwischen den Zeitpunkten t1 und t3, also zwischen dem ersten definierten, applizierbaren Ereignis und dem zweiten definierten, applizierbaren Ereignis das Druckvorgabesignal p6 für die Wandlerüberbrückungskupplung
Im Unterschied hierzu ist jedoch auch ein nicht linearer Verlauf für die Druckansteuerung p6 der Wandlerüberbrückungskupplung
Im Sinne des erfindungsgemäßen Verfahrens wird demnach bei Auftreten eines ersten definierten, applizierbaren Ereignisses zunächst die Wandlerüberbrückungskupplung
BezugszeichenlisteLIST OF REFERENCE NUMBERS
- 11
- Antriebsaggregatpower unit
- 22
- Getriebetransmission
- 33
- Abtrieboutput
- 44
- Schaltelementswitching element
- 55
- Wandlerconverter
- 66
- WandlerüberbrückungskupplungConverter lockup clutch
ZITATE ENTHALTEN IN DER BESCHREIBUNG QUOTES INCLUDE IN THE DESCRIPTION
Diese Liste der vom Anmelder aufgeführten Dokumente wurde automatisiert erzeugt und ist ausschließlich zur besseren Information des Lesers aufgenommen. Die Liste ist nicht Bestandteil der deutschen Patent- bzw. Gebrauchsmusteranmeldung. Das DPMA übernimmt keinerlei Haftung für etwaige Fehler oder Auslassungen.This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
Zitierte PatentliteraturCited patent literature
- US 7510505 B2 [0008] US 7510505 B2 [0008]
Claims (8)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102010001975A DE102010001975A1 (en) | 2010-02-16 | 2010-02-16 | Method for operating drive train of motor car, involves completely opening clutch and reducing speed default signal or torque default signal during occurrence of event when rotational torque of drive unit reaches or exceeds threshold value |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102010001975A DE102010001975A1 (en) | 2010-02-16 | 2010-02-16 | Method for operating drive train of motor car, involves completely opening clutch and reducing speed default signal or torque default signal during occurrence of event when rotational torque of drive unit reaches or exceeds threshold value |
Publications (1)
Publication Number | Publication Date |
---|---|
DE102010001975A1 true DE102010001975A1 (en) | 2011-08-18 |
Family
ID=44317023
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
DE102010001975A Withdrawn DE102010001975A1 (en) | 2010-02-16 | 2010-02-16 | Method for operating drive train of motor car, involves completely opening clutch and reducing speed default signal or torque default signal during occurrence of event when rotational torque of drive unit reaches or exceeds threshold value |
Country Status (1)
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DE (1) | DE102010001975A1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102011088853A1 (en) * | 2011-12-16 | 2013-06-20 | Zf Friedrichshafen Ag | Method for controlling converter clutch coupling for drive train of utility vehicle, involves determining and evaluating current driving situation, where bridge-over coupling is temporarily opened by evaluation of driving situation |
DE102015219952A1 (en) | 2015-10-14 | 2017-04-20 | Bayerische Motoren Werke Aktiengesellschaft | Drive control for a motor vehicle with a arranged between a drive motor and an automatic transmission torque converter |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19718466A1 (en) * | 1996-04-30 | 1997-11-06 | Nissan Motor | Control system for by=pass control e.g. for motor vehicle automatic gear transmission |
US7510505B2 (en) | 2006-08-29 | 2009-03-31 | General Motors Corporation | Powertrain and method of operation |
-
2010
- 2010-02-16 DE DE102010001975A patent/DE102010001975A1/en not_active Withdrawn
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19718466A1 (en) * | 1996-04-30 | 1997-11-06 | Nissan Motor | Control system for by=pass control e.g. for motor vehicle automatic gear transmission |
US7510505B2 (en) | 2006-08-29 | 2009-03-31 | General Motors Corporation | Powertrain and method of operation |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102011088853A1 (en) * | 2011-12-16 | 2013-06-20 | Zf Friedrichshafen Ag | Method for controlling converter clutch coupling for drive train of utility vehicle, involves determining and evaluating current driving situation, where bridge-over coupling is temporarily opened by evaluation of driving situation |
DE102011088853B4 (en) | 2011-12-16 | 2021-08-26 | Zf Friedrichshafen Ag | Method for controlling a converter clutch |
DE102015219952A1 (en) | 2015-10-14 | 2017-04-20 | Bayerische Motoren Werke Aktiengesellschaft | Drive control for a motor vehicle with a arranged between a drive motor and an automatic transmission torque converter |
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R012 | Request for examination validly filed | ||
R016 | Response to examination communication | ||
R119 | Application deemed withdrawn, or ip right lapsed, due to non-payment of renewal fee |