GB2302927A - Electronic clutch management system prevents engine overspeed - Google Patents

Electronic clutch management system prevents engine overspeed Download PDF

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Publication number
GB2302927A
GB2302927A GB9618765A GB9618765A GB2302927A GB 2302927 A GB2302927 A GB 2302927A GB 9618765 A GB9618765 A GB 9618765A GB 9618765 A GB9618765 A GB 9618765A GB 2302927 A GB2302927 A GB 2302927A
Authority
GB
United Kingdom
Prior art keywords
clutch
speed
engaged
gearbox
management system
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
GB9618765A
Other versions
GB2302927B (en
GB9618765D0 (en
Inventor
Harald Schmitz
Boguslaw Maciejewski
Joerg Holwe
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.)
LuK Lamellen und Kupplungsbau GmbH
Original Assignee
LuK Lamellen und Kupplungsbau GmbH
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 LuK Lamellen und Kupplungsbau GmbH filed Critical LuK Lamellen und Kupplungsbau GmbH
Priority claimed from GB9317839A external-priority patent/GB2270549B/en
Publication of GB9618765D0 publication Critical patent/GB9618765D0/en
Publication of GB2302927A publication Critical patent/GB2302927A/en
Application granted granted Critical
Publication of GB2302927B publication Critical patent/GB2302927B/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
    • 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
    • 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
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • 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
    • 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
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • 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
    • F16D48/068—Control by electric or electronic means, e.g. of fluid pressure using signals from a manually actuated gearshift linkage
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B60W2050/021—Means for detecting failure or malfunction
    • 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
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/025—Clutch slip, i.e. difference between input and output speeds
    • 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
    • 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
    • B60W2710/10—Change speed gearings
    • B60W2710/1011—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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1038—Output 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
    • F16D2500/10—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
    • F16D2500/306—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
    • F16D2500/30806—Engaged transmission ratio
    • 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
    • F16D2500/3082—Signal inputs from the transmission from the output shaft
    • F16D2500/30825—Speed of the output 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
    • F16D2500/3146—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
    • F16D2500/30—Signal inputs
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3166—Detection of an elapsed period of time
    • 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
    • F16D2500/50227—Control of clutch to control 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
    • F16D2500/50—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
    • F16D2500/506—Relating the transmission
    • F16D2500/50638—Shaft speed synchronising, e.g. using engine, clutch outside transmission
    • 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
    • F16D2500/51—Relating safety
    • F16D2500/5114—Failsafe
    • 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
    • F16D2500/5124—Driver error, i.e. preventing effects of unintended or incorrect 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
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—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
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/706—Strategy of control
    • F16D2500/70605—Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0477—Smoothing ratio shift by suppression of excessive engine flare or turbine racing during shift transition
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • 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
    • F16H61/21—Providing engine brake control

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Automation & Control Theory (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

The system is preferably used in a vehicle having a gearbox which is mechanically shifted by a gear shift lever the clutch which is operated by means of a setting member controlled by a microcontroller. The clutch is initially only engaged to its engagement point, i.e. the point at which torque transmission begins, when during and/or after synchronization of an engaged gear a gearbox speed exceeds a predetermined speed threshold. An ideal clutch stroke is continuously calculated when the clutch is engaged and each ideal clutch position is adjusted until the gearbox speed reaches or passes through the threshold.

Description

ELECTRONIC CLUTCH MANAGEMENT SYSTEM The invention relates to an electronic clutch management system (ECM) for a motor vehicle with an internal combustion engine.
With known electronic clutch management systems the engine can be forced over its speed limit during clutch engagement as a result of the mass inertia of the vehicle if during a gear change the driver has selected too low a gear. Thus there is the need for an effective overrev protection. In extreme driving situations, perhaps with insufficient brake power, however, forcing the engine speed up high can be desirable in order to utilize the drag moment of the engine to increase the brake power.
The object of the invention is therefore to provide an electronic clutch management system with an engagement strategy which effectively prevents overrewing of the drive engine whilst at the same time allowing the engine drag moment to be used to increase the brake power.
According to the invention, there is provided an electronic clutch management system (ECM-system) for motor vehicles with an internal combustion engine driving a power train, wherein the disengagement and engagement of a clutch mounted in the power train between a gearbox which is to be mechanically switched by a gear shift lever, and the internal combustion engine, is carried out by means of a setting member controlled by a microprocessor and is disengaged when the gear shift lever is operated and in addition before engaging a new gear the latter synchronizes and after the new gear is recognized as engaged the clutch is again engaged, wherein during and/or after synchronization of a gear to be engaged, a gearbox speed is monitored and on exceeding a predetermined speed threshold occurring in the power train, the disengaged clutch is engaged and then the ideal clutch stroke H(K) is continuously calculated and each ideal clutch position is adjusted until the gearbox speed reaches or passes through a predetermined threshold value.
In this specification 'engagement point' means the point at which torque transmission through the clutch begins (during a clutch engagement action).
Thus, with the invention, during accidental engagement of too low a gear a "faulty shift" is recognized through constant monitoring of the gearbox speed and then the clutch is not fully engaged but only up to its engagement point.
From this position the clutch can transfer some torque but operates with excessive slip so that the engine speed will not exceed the predetermined speed threshold. This threshold can be in particular the maximum permissible engine speed.
The engagement of the clutch to its engagement point is preferably carried out with a predetermined adjustment speed.
The operation with excessive slip in the clutch continues until the gearbox speed drops below the predetermined speed threshold. Only then is either a lower ideal slip adjusted or the clutch is completely engaged.
An expedient development of the invention proposes that each ideal clutch stroke H(K) is calculated by means of the algorithm A(K) = [Engine speed - Engine speed (t)] K1 + [Engine speed (t) - Engine speed (t-At)] . K2 Here K1, K2 are programmable factors which allow independent evaluation of the parts of a n(K), and the direction of movement when operating the clutch is dependent on the sign of A(K).
In this specification 'ideal clutch stroke' means the distance travelled through by the clutch to set the clutch in a position in which the engine speed does not exceed the threshold speed.
Through the clutch strategy used and by means of the aforesaid factors Kl and K2 it is possible to accurately control the speed conditions during increased dragging of the engine. Undesired oversewing of the engine is effectively prevented through the engagement strategy described and the drag moment of the engine exists in case of need in critical driving situations as extra useful brake energy.
Further details of the invention will now be explained in connection with the accompanying drawings in which Figure 1 shows diagrammatically with the aid of a flow chart a clutch strategy according to the invention; and Figure 2 shows gearbox and engine speed over time during synchronization of an engaged gear.
With the clutch strategy according to the invention when a new gear is not detected the clutch is disengaged into the neutral position. In the event of detecting an engaged gear this is synchronized and the clutch engaged when the speed of the gearbox does not exceed the predetermined speed threshold. This is then the normal gear change routine.
The speed threshold is determined in the flow chart shown in Figure 1 by the maximum permissible engine speed.
If however the gearbox speed after the synchronization of an engaged gear exceeds the said speed threshold then "faulty shift" is detected and the clutch is only engaged to its engagement point. From the engagement point a torque transfer takes place through a slipping clutch operation.
The next function step consists in calculating the algorithm a(K) set forth above and the ideal clutch stroke H(K) is then determined in dependence thereon. For A(K) > 0 this clutch stroke is positive and operation of the clutch takes place in the engagement direction. For n(K) < 0 the clutch stroke is however negative and the clutch operation takes place in the disengagement direction.
Thus the clutch is adjusted into its relevant ideal position in dependence on n(K) and the "faulty shift" state is ended by further engagement of the clutch when the gearbox speed drops below the speed threshold determined by the maximum permissible engine speed.
Analogous with the flow chart in Figure 1, in Figure 2 the maximum permissible speed of the engine is recorded as the chain-dotted speed threshold. Furthermore Figure 2 shows the gearbox speed and engine speed. It can be seen from the path of the gearbox speed that the latter rises suddenly after engaging a new gear in the event of its synchronization and exceeds the maximum engine speed in order to drop gradually from the maximum reached after its steep rise and to again understep the maximum engine speed after a certain time interval.
The "faulty shift" state is detected in the area of the steep rise in the gearbox speed as soon as the latter exceeds the maximum permissible speed of the engine.
Through the clutch which is engaged to its engagement point the engine is dragged up to its maximum permissible speed with increased slip and by adjusting the clutch is held at this maximum permissible speed level until the engine speed drops below the maximum speed level in dependence on the dropping gearbox speed. The solid line marked nl in Figure 2 shows the path of the engine speed.
By selecting suitable factors K1, K2 it is possible to control the path of the engine speed after the "faulty shift" state has been detected. This is shown by the dotted line marked n2 in Figure 2.
This application is divided from application 9317839.0 which describes and claims an electronic clutch management system (ECM-system) for motor vehicles with an internal combustion engine driving a power train, wherein the disengagement and engagement of a clutch mounted in the power train between a gearbox which is to be mechanically switched by a gear shift lever, and the internal combustion engine, is carried out by means of a setting member controlled by a microprocessor and is disengaged without delay when the gear shift lever is operated and in addition before engaging a new gear the latter synchronizes and after the new gear is recognized as engaged the clutch is again engaged, wherein during and/or after synchronization of a gear to be engaged, a gearbox speed is monitored and on exceeding a predetermined speed threshold occurring in the power train, the disengaged clutch is engaged up to its enagement point (Gp) and then the ideal clutch stroke H(K) is continuously calculated and each ideal clutch position is adjusted until the gearbox speed reaches or passes through a predetermined threshold value.

Claims (4)

PATENT CLAIMS:
1. Electronic clutch management system (ECM-system) for motor vehicles with an internal combustion engine driving a power train, wherein the disengagement and engagement of a clutch mounted in the power train between a gearbox which is to be mechanically switched by a gear shift lever, and the internal combustion engine, is carried out by means of a setting member controlled by a microprocessor and is disengaged when the gear shift lever is operated and in addition before engaging a new gear the latter synchronizes and after the new gear is recognized as engaged the clutch is again engaged, wherein during and/or after synchronization of a gear to be engaged, a gearbox speed is monitored and on exceeding a predetermined speed threshold occurring in the power train, the disengaged clutch is engaged and then the ideal clutch stroke H(K) is continuously calculated and each ideal clutch position is adjusted until the gearbox speed reaches or passes through a predetermined threshold value.
2. Electronic clutch management system as claimed in Claim 1, wherein the clutch is engaged with a predetermined adjustment speed up to its engagement point (gyp).
3. Electronic clutch management system as claimed in Claim 1 or Claim 2, wherein each ideal clutch stroke H(K) is calculated by means of the algorithm A(K) = [Engine Speed - Engine speed (t)] . K1 + [Engine speed (t) - Engine speed (t-At)] . K2 wherein K1, K2 are programmable factors which allow independent evaluation of the parts of a(K), and the direction of movement when operating the clutch is dependent on the sign of a(K), and wherein t is the moment in time when the engine speed is measured and At is the time interval between two following engine speed measurements.
4. Electronic clutch management system substantially as herein described with reference to the accompanying drawings.
GB9618765A 1992-09-09 1993-08-27 Electronic clutch management system Expired - Fee Related GB2302927B (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4230131 1992-09-09
DE4234927 1992-10-16
GB9317839A GB2270549B (en) 1992-09-09 1993-08-27 Electronic clutch management system

Publications (3)

Publication Number Publication Date
GB9618765D0 GB9618765D0 (en) 1996-10-23
GB2302927A true GB2302927A (en) 1997-02-05
GB2302927B GB2302927B (en) 1997-04-02

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Family Applications (1)

Application Number Title Priority Date Filing Date
GB9618765A Expired - Fee Related GB2302927B (en) 1992-09-09 1993-08-27 Electronic clutch management system

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Country Link
GB (1) GB2302927B (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2787071A1 (en) * 1998-12-15 2000-06-16 Luk Getriebe Systeme Gmbh MOTOR VEHICLE WITH WHICH MOTOR ROTATION SPEEDS, WHICH REDUCE AT LEAST OPERATING SAFETY, ARE AVOIDED.
EP3508747A1 (en) * 2017-12-28 2019-07-10 Honda Motor Co., Ltd. Clutch control apparatus
US20230167862A1 (en) * 2021-12-01 2023-06-01 Dana Automotive Systems Group, Llc Diagnostic and control method for clutches in a vehicle system

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4854433A (en) * 1982-04-20 1989-08-08 Sachs-Systemtechnik Gmbh Automatic clutch actuation system with program control using plural function generators
GB2245043A (en) * 1987-11-07 1991-12-18 Sachs Systemtechnik Gmbh Automatic actuation of friction clutch

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4854433A (en) * 1982-04-20 1989-08-08 Sachs-Systemtechnik Gmbh Automatic clutch actuation system with program control using plural function generators
GB2245043A (en) * 1987-11-07 1991-12-18 Sachs Systemtechnik Gmbh Automatic actuation of friction clutch

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2787071A1 (en) * 1998-12-15 2000-06-16 Luk Getriebe Systeme Gmbh MOTOR VEHICLE WITH WHICH MOTOR ROTATION SPEEDS, WHICH REDUCE AT LEAST OPERATING SAFETY, ARE AVOIDED.
WO2000035697A2 (en) * 1998-12-15 2000-06-22 Luk Lamellen Und Kupplungsbau Gmbh Switch-back security for a motor vehicle
FR2790225A1 (en) * 1998-12-15 2000-09-01 Luk Getriebe Systeme Gmbh MOTOR VEHICLE
WO2000035697A3 (en) * 1998-12-15 2000-10-19 Luk Lamellen & Kupplungsbau Switch-back security for a motor vehicle
GB2361511A (en) * 1998-12-15 2001-10-24 Luk Lamellen & Kupplungsbau Motor vehicle
US6516255B2 (en) 1998-12-15 2003-02-04 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method of operating a motor vehicle, and motor vehicle equipped to perform the method
GB2361511B (en) * 1998-12-15 2003-08-27 Luk Lamellen & Kupplungsbau Motor vehicle
EP3508747A1 (en) * 2017-12-28 2019-07-10 Honda Motor Co., Ltd. Clutch control apparatus
CN110005799A (en) * 2017-12-28 2019-07-12 本田技研工业株式会社 Clutch controller
US10760629B2 (en) 2017-12-28 2020-09-01 Honda Motor Co., Ltd. Clutch control apparatus
US20230167862A1 (en) * 2021-12-01 2023-06-01 Dana Automotive Systems Group, Llc Diagnostic and control method for clutches in a vehicle system
US11719293B2 (en) * 2021-12-01 2023-08-08 Dana Automotive Systems Group, Llc Diagnostic and control method for clutches in a vehicle system

Also Published As

Publication number Publication date
GB2302927B (en) 1997-04-02
GB9618765D0 (en) 1996-10-23

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