JP3560363B2 - Automatic clutch control method for starting and ending a coasting phase of a vehicle - Google Patents

Automatic clutch control method for starting and ending a coasting phase of a vehicle Download PDF

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Publication number
JP3560363B2
JP3560363B2 JP12657794A JP12657794A JP3560363B2 JP 3560363 B2 JP3560363 B2 JP 3560363B2 JP 12657794 A JP12657794 A JP 12657794A JP 12657794 A JP12657794 A JP 12657794A JP 3560363 B2 JP3560363 B2 JP 3560363B2
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Prior art keywords
speed
input shaft
engine
transmission input
accelerator pedal
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Expired - Fee Related
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JP12657794A
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JPH0771493A (en
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ラインハルト・リユーデイゲル
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Volkswagen AG
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Volkswagen AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/02—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for main transmission clutches
    • 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
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • 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
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • 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
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/106—Rate of change
    • 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
    • B60W2710/065—Idle condition
    • 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
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed of the input 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
    • F16D2500/306—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
    • F16D2500/3081—Signal inputs from the transmission from the input shaft
    • F16D2500/30816—Speed of the input 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
    • F16D2500/31406—Signal inputs from the user input from pedals
    • F16D2500/3144—Accelerator pedal 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
    • F16D2500/30—Signal inputs
    • F16D2500/314—Signal inputs from the user
    • F16D2500/31406—Signal inputs from the user input from pedals
    • F16D2500/3144—Accelerator pedal position
    • F16D2500/31446—Accelerator pedal position change rate
    • 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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50239—Soft clutch engagement
    • 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
    • F16D2500/5045—Control of engine at idle, i.e. controlling engine idle conditions, e.g. idling 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
    • F16D2500/50—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
    • F16D2500/508—Relating driving conditions
    • F16D2500/50858—Selecting a Mode of operation
    • 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
    • F16D2500/5126—Improving response to 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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/52—General
    • F16D2500/525—Improve response of control system
    • 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
    • F16D2500/70668—Signal filtering
    • 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

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Control Of Transmission Device (AREA)

Description

【０００１】
【産業上の利用分野】
本発明は、内燃機関と変速機の間に、コンピュータによって操作可能なクラッチが設けられ、このクラッチが自動車の惰力運転相を開始するために切ることが可能であり、閉鎖方向におけるアクセルペダル角度の時間的な変化の所定の値を上回ることが、クラッチを切るための制御量と見なされる、自動車のパワートレーンからの内燃機関の自動的な切り離しを制御する方法と、内燃機関と変速機の間に、コンピュータによって操作可能なクラッチが設けられ、このクラッチが自動車の惰力運転相を終了するためにつなぐことが可能である、自動車のパワートレーンへの内燃機関の自動的な接続を制御する方法に関する。
【０００２】
【従来の技術】
本出願人のドイツ連邦共和国特許出願公開第２７４８６９７号明細書により、自動車を運転するためのパワートレーンと方法が知れられている。この場合、駆動エンジンは惰力運転相でパワートレーンから切り離され、停止する。このような惰力運転相は、エンジンが車両質量によって駆動される車輪によって駆動されるときに生じる。この場合、車輪はアクセルペダルの状態に対応する回転数よりも高い回転数を有する。このような惰力運転相においてエンジンがパワートレーンから切り離されて停止すると、走行特性を悪化させることなく、自動車の全体の燃料消費が非常に少なくなる。
【０００３】
更に、ドイツ連邦共和国特許出願公開第３０２６４８９号明細書によって、自動車のための上記種類のパワートレーンが知られている。このパワートレーンの場合には、閉鎖方向におけるアクセルペダル角度またはスロットル弁角度の時間的な変化が所定の値を上回るときに、エンジンがパワートレーンから切り離される。閉鎖方向におけるスロットル弁またはアクセルペダルの時間的な調節角度変化のために所定の限界値を利用することにより、期待されるような惰力運転状態が容易に生じる。それによって、エンジンを切り離すために、クラッチを非常に早く切ることができる。前記明細書では更に、アクセルペダル角度またはスロットル弁角度をコンピュータメモリ内で表で整理し、各々の調節角度にエンジンの惰性回転数を対応させることが提案されている。この惰性回転数は、負荷されない状態（すなわちクラッチを切った状態）でスロットル弁またはアクセルペダルが所定の調節角度であるときのエンジンの回転数である。
【０００４】
スロットル弁とアクセルペダルの角度の時間的な変化を検出することによる操作量は惰力運転相の開始時のエンジンの切り離しに有利に利用可能であるが、この操作量は惰力運転相の終わりにエンジンを接続するためには利用できない。なぜなら、スロットル弁とアクセルペダルの状態が接続過程にとって重要な実際のエンジン回転数に関する情報を与えないからである。更に、公知の切り離し方法では、切り離しを充分にやさしくかつ快適に行うことはできない。なぜなら、いままではスロットル弁角度またはアクセルペダル角度の時間的な変化から、差し迫っている惰力運転相に関する迅速な情報だけしか推察できなかったからである。
【０００５】
【発明が解決しようとする課題】
本発明の課題は、冒頭に述べた種類の自動車の惰力運転相を開始および終了するためのクラッチの自動操作方法を提供することでる。
【０００６】
【課題を解決するための手段】
この課題は、自動車の運転中、コンピュータがアクセルペダル状態とその時間的な変化と変速機入力軸回転数を周期的に検出し、アクセルペダル角度の検出値によって、エンジンのふさわしい惰性回転数が算出されるかまたはコンピュータメモリの表から読み出され、惰性回転数が変速機入力軸回転数を下回るときに、クラッチが切られ、それによってエンジンが残りのパワートレーンから切り離され、そして、閉鎖方向における検出されたアクセルペダル角度の時間的な変化が、所定の値を上回るときに、アクセルペダル角度の時間的な変化の検出値に対応する補正量がコンピュータによって算出されるかあるいは他のコンピュータメモリから読み出され、この補正量が、検出された変速機入力軸回転数に加算されて、補正された変速機入力軸回転数が求められ、続いて、惰性回転数が補正された変速機入力軸回転数と比較され、惰性回転数が補正された変速機入力軸回転数を下回るときに、クラッチが切られることによって、あるいは自動車の運転中、コンピュータがエンジン回転数とその時間的な変化周期的に検出し、エンジン回転数が変速機入力軸回転数を上回るときに、クラッチがつなげられ、そして、検出されたエンジン回転数の時間的な変化が所定の値を上回るときに、エンジン回転数の時間的な変化に依存する補正量がコンピュータによって算出されるかあるいはコンピュータメモリから読み出され、この補正量が続いて、検出された変速機入力軸回転数から引き算されて、補正された変速機入力軸回転数が求められ、続いて、エンジン回転数と補正された変速機入力軸回転数が互いに比較され、エンジン回転数が補正された変速機入力軸回転数を上回るときに、クラッチがつなげられることによって解決される。方法の有利な実施形は従属請求項に記載してある。
【０００７】
本発明は、エンジンの切り離し過程の場合には、スロットル弁またはアクセルペダルの位置とその時間的な変化から導き出されるエンジン惰性回転数が、そしてエンジンの接続過程の場合には、エンジン回転数とその時間的な変化が、駆動エンジンと変速機の間のクラッチを操作するための制御量として用いられるという認識に基づいている。惰性回転数を利用すると、閉鎖方向へのスロットル弁またはアクセルペダル位置が迅速に変化するときに、この変化速度に合わせて切り離しを早く開始することが可能である。そのために、制御コンピュータによって測定された変速機入力軸回転数に、調節角度変化速度に依存するオフセット値が加算されるので、補正された変速機入力軸回転数が生じる。自動車の運転中制御コンピュータによって常に行われる、変速機入力軸回転数と惰性回転数との比較により、惰性回転数が補正された変速機入力軸回転数を下回ることが早く確認され、それによってクラッチを従来よりも早くかつ快適に切ることができる。
【０００８】
これと同様に、エンジンの接続時には ─ この場合、例えばアクセルペダルを迅速に踏むことによってエンジン回転数が迅速に変化すると、まだ負荷されていないエンジンの回転数が上昇する − エンジン回転数の測定された変化速度に依存するオフセット値が、実際の変速入力軸回転数から引き算される。
【０００９】
この場合にも、制御コンピュータは、エンジン回転数と補正された変速機入力軸回転数を周期的に比較し、エンジン回転数が補正された変速機入力軸回転数を上回ることを認識する。従って、エンジン回転数の変化速度に依存して、エンジンの接続過程を快適にかつ迅速に開始することができる。自動車のパワートレーンへのエンジンのこの迅速な接続は、危険な状態、例えば惰力運転相において車速を迅速に高める必要があるような危険な状態が発生するときに、重要である。
【００１０】
【実施例】
実施例に基づいて本発明を明らかにする。そのために、明細書に図面が添付してある。
【００１１】
図１には、自動車のパワートレーンが示してある。この場合、１は駆動エンジン、２は変速機である。エンジン１と変速機２はクラッチ３を介して互いに連結されている。このクラッチはエンジンのクランク軸７と変速機の入力軸８に固定されている。パワートレーンは被駆動側に変速機出力軸９を備えている。この変速機出力軸によって差動装置４が駆動される。この差動装置４から２本の駆動軸１０，１１が延びている。この駆動軸の端部には駆動車輪５，６が固定されている。
【００１２】
このパワートレーンには制御コンピュータ１２が付設されている。この制御コンピュータは少なくとも一つのメモリ１３を備えている。制御コンピュータは詳しく示していないデータ入力部を介してエンジン回転数と変速機入力軸８の回転数のためのセンサ１４，１５に接続されている。スロットル弁またはアクセルペダル１６の調節角度はセンサ１８によって検知され、コンピュータ１２で信号化される。更に、アクセルペダル１６から足を離してアクセルペダルを戻したときに、惰性運転が開始されたかどうかあるいは普通の変速が行われるかどうかを、コンピュータ１２が認識できるようにするために、センサ１７を介して変速情報をコンピュータに供給可能である。
【００１３】
自動車の運転中、コンピュータ１２はアクセルペダル位置の情報からエンジンの惰性回転数（自由回転数）ＮＦＲを周期的に検出する。この惰性回転数はコンピュータ１２、特にコンピュータメモリ１３から読み取られる。このコンピュータメモリには、アクセルペダル角度またはスロットル弁角度とエンジンの惰性回転数の連係が表形式で整理されている。本発明の他の実施例では、アクセルペダル角度との数学的な連係によって、惰性回転数をコンピュータ１２で計算することができる。
【００１４】
図２から判るように、時点ｔ０ で、実際の惰性回転数ＮＦＲに関する情報と、実際の変速機入力軸回転数ＮＧＥがコンピュータに供される。両回転数値は自動車の運転中、コンピュータによって常に相互比較される。惰性回転数ＮＦＲが変速機入力軸回転数ＮＧＥを下回ると、自動車の運転者が閉鎖方向へのアクセルペダルの戻りによって惰力運転相を開始しようとすることが確実である。この時点ｔ２ に達するや否や、制御コンピュータ１２はクラッチ３を切換え、エンジン１をパワートレーンから切り離す。
【００１５】
スロットル弁角度またはアクセルペダル角度のほかに、制御コンピュータは前記の操作量の時間的な変化を周期的に検出する。制御コンピュータがほぼ時点ｔ１ で、前もって定めた値を上回る、閉鎖方向へのアクセルペダルの振れ角度の迅速な時間的変化を確認すると、他のコンピュータメモリに記憶され変化速度に適合する回転数値を、コンピュータが捜す。この回転数値は時点ｔ１ で測定した変速機入力軸回転数ＮＧＥに加算される。
【００１６】
そして、このようにして補正された変速機入力軸回転数値Ｎ′ＧＥは、アクセルペダル位置から検出される実際の惰性回転数Ｎ′ＦＲ（ｔ１ ）と比較される。惰性回転数値Ｎ′ＦＲが算出された変速機入力軸値Ｎ′ＧＥを下回るや否や、クラッチは迅速にかつアクセルペダル角度の変化速度に適合して開放可能である。開始すべき惰力運転相のこの早期の検出によって、今までよりも早くかつ変速時の快適性が向上するようにエンジンをパワートレーンから切り離すことができる。
【００１７】
惰力運転相の終わりに自動車が動いているときに、現在の速度以上に車両を加速するために、エンジンをパワートレーンに再びつなぐときには、アクセルペダルの振れまたはスロットル弁の振れおよびその時間的な変化は、クラッチ自動接続過程の制御のために利用不可能である。なぜなら、それらが実際のエンジン回転数に関する情報を与えないからである。図３に示すように、自動車は時点ｔ０ では惰力運転速度で動く。この惰力運転速度は変速機入力軸で値ＮＧＥによって確認可能である。この時点で、アクセルペダルがすでに開放方向へ踏まれているので、図１のスタータ１９はエンジンを始動させ、そのアイドリング回転数ＮＬ にもたらす。
【００１８】
アクセルペダルをゆっくり踏むと、エンジン回転数ＮＭ がゆっくり上昇する。このエンジン回転数は徐々に変速機入力軸回転数ＮＧＥに近づき、時点ｔ２ で上回る。この運転相の間も、制御コンピュータ１２は常に変速機入力軸回転数ＮＧＥとエンジン回転数ＮＭ を検出する。両回転数を常に比較することによって、制御コンピュータ１２は時点ｔ２ でエンジン回転数ＮＭ が変速機入力軸回転数を上回ることを確認し、クラッチ３をつなぐことによって惰力運転相の終了を開始する。
【００１９】
クラッチが完全につながるまで、或る時間が経過するので、エンジン回転数ＮＭ が時点ｔ３ で変速機入力軸回転数に達するまで、エンジン回転数ＮＭ はいわゆるオーバースイングで変速機入力軸回転数ＮＧＥよりも高くなる。
【００２０】
惰力運転相の終了時にエンジンの接続過程を短縮するために、制御コンピュータは本発明に従って、自動車運転時に常にエンジン回転数ＮＭ の時間的な変化を検出する。すなわち、自動車の運転者がアクセルペダルを非常に迅速に踏むことによって、惰力運転相の迅速に終了させたいときには、これは曲線Ｎ′Ｍ によるエンジン回転数の比較的に急激な上昇に表れる。
【００２１】
制御コンピュータがほぼ時点ｔ１ でエンジン回転数Ｎ′Ｍ における前もって定めた限界値を超えることを確認すると、制御コンピュータはふさわしいエンジン回転数のために、コンピュータメモリに記憶された表から変速機入力軸回転数ＮＧＥの補正値を捜す。この補正値は続いて、時点ｔ１ で測定されたこの変速機入力軸回転数ＮＧＥから引き算されるので、接続相のための補正された変速機入力軸回転数Ｎ″ＧＥが求められる。実際に検出されたエンジン回転数Ｎ′Ｍ と補正された変速機入力軸回転数Ｎ″ＧＥとの比較時に、制御コンピュータ１２によって、エンジン回転数が補正された変速機入力軸回転数Ｎ″ＧＥを上回ることが確認されると、クラッチ３をつなぐことによってエンジンが有利に接続される。
【００２２】
本発明による方法およびエンジンの接続および切り離し過程にとって、エンジンを接続または切り離す速度が、選択された操作量の時間的な変化、すなわちアクセルペダルまたはスロットル弁の調節角度の時間的な変化あるいはエンジン回転数の時間的な変化に依存するということが重要である。更に、自動車の惰力運転相の開始または終了のためにセンサ１７の変速レバー情報が必要でないことが明らかである。惰力運転相が自動車の停止まで続けられ、停止状態から続いてスタートすることが望まれるときにのみ、変速レバー情報はエンジンの始動のための制御量として使用される。
【００２３】
【発明の効果】
本発明による方法は、惰力運転時のエンジンの接続と切離しを、ショックを生じないようにやさしくかつ快適に、しかも迅速に行うことができるという利点がある。
【図面の簡単な説明】
【図１】制御コンピュータと測定値センサを備えたパワートレーンの略図である。
【図２】エンジン切り離し時の時間に対する回転数の経過を示す略図である。
【図３】エンジン接続過程のための図２と同様な図である。
【符号の説明】
１ エンジン
２ 変速機
３ クラッチ
４ 差動装置
５，６ 車輪
７ 駆動軸
８ 変速機入力軸
９ 変速機出力軸
１０，１１ 駆動軸
１２ 制御コンピュータ
１３ コンピュータメモリ
１４，１５ 回転数センサ
１６ アクセルペダル
１７ 変速レバーセンサ
１８ アクセルペダルセンサ
１９ スタータ
ｔ 時間
Ｎ 回転数
ＮＧＥ 変速機入力軸回転数
Ｎ′ＧＥ 補正した変速機入力軸回転数
Ｎ″ＧＥ 補正した変速機入力軸回転数
ＮＭ エンジン回転数
Ｎ′Ｍ 補正したエンジン回転数
ＮＦＲ 惰性回転数
Ｎ′ＦＲ 補正した惰性回転数
ＮＬ アイドリング回転数[0001]
[Industrial applications]
According to the invention, a computer-operable clutch is provided between the internal combustion engine and the transmission, which can be disengaged to start the coasting operation phase of the vehicle, and the accelerator pedal angle in the closing direction A method for controlling the automatic decoupling of the internal combustion engine from the power train of the motor vehicle, wherein exceeding a predetermined value of the temporal change of the internal combustion engine is regarded as a control amount for disengaging the clutch; In between, a computer-operable clutch is provided, which controls the automatic connection of the internal combustion engine to the vehicle's power train, which can be engaged to end the coasting phase of the vehicle. About the method.
[0002]
[Prior art]
A power train and a method for driving a motor vehicle are known from DE-OS 27 48 697 of the applicant. In this case, the drive engine is disconnected from the power train in the coasting operation phase and stops. Such a coasting phase occurs when the engine is driven by wheels driven by the vehicle mass. In this case, the wheel has a higher rotation speed than the rotation speed corresponding to the state of the accelerator pedal. If the engine is disconnected from the power train and stopped in such a coasting operation phase, the overall fuel consumption of the vehicle is significantly reduced without deteriorating the running characteristics.
[0003]
Furthermore, German Patent Application DE 30 26 489 A1 discloses a power train of the above-mentioned type for motor vehicles. In the case of this power train, the engine is disconnected from the power train when the temporal change of the accelerator pedal angle or the throttle valve angle in the closing direction exceeds a predetermined value. By using the predetermined limit value for the change of the throttle valve or the accelerator pedal over time in the closing direction, the expected coasting condition easily occurs. Thereby, the clutch can be disengaged very quickly to disconnect the engine. It is furthermore proposed in the above specification that the accelerator pedal angle or the throttle valve angle is arranged in a table in a computer memory, and that each adjustment angle corresponds to the inertia rotation speed of the engine. The inertia rotation speed is the rotation speed of the engine when the throttle valve or the accelerator pedal is at a predetermined adjustment angle in a state where no load is applied (that is, a state where the clutch is disengaged).
[0004]
The manipulated variable by detecting the change over time of the angle between the throttle valve and the accelerator pedal can be advantageously used for disconnecting the engine at the start of the coasting phase, but this manipulated variable is used at the end of the coasting phase. Not available to connect the engine to the. This is because the condition of the throttle valve and the accelerator pedal do not give any information on the actual engine speed which is important for the connection process. Furthermore, the known detaching methods do not provide a sufficiently gentle and comfortable detachment. This is because, until now, only quick information regarding the impending coasting operation phase can be inferred from the temporal change of the throttle valve angle or the accelerator pedal angle.
[0005]
[Problems to be solved by the invention]
The object of the invention is to provide a method for automatically operating a clutch for starting and ending a coasting phase of a motor vehicle of the type mentioned at the outset.
[0006]
[Means for Solving the Problems]
The problem is that while driving a car, the computer periodically detects the accelerator pedal state, its temporal change, and the input shaft speed of the transmission, and calculates the appropriate coasting speed of the engine based on the detected value of the accelerator pedal angle. Or read from a table in computer memory, the clutch is disengaged when the coasting speed falls below the transmission input shaft speed, thereby disconnecting the engine from the remaining powertrain and in the closing direction. When the detected temporal change in the accelerator pedal angle exceeds a predetermined value, a correction amount corresponding to the detected value of the temporal change in the accelerator pedal angle is calculated by a computer or from another computer memory. Is read out, and this correction amount is added to the detected transmission input shaft rotation speed, and the corrected transmission input shaft speed is corrected. The shaft speed is determined and then compared to the corrected transmission input shaft speed for coasting speed, and the clutch is disengaged when the coasting speed falls below the corrected transmission input shaft speed. Or during operation of the vehicle, the computer periodically detects the engine speed and its change over time, and when the engine speed exceeds the transmission input shaft speed, the clutch is disengaged and detected. When the temporal change of the engine speed exceeds a predetermined value, a correction amount depending on the temporal change of the engine speed is calculated by the computer or read out from the computer memory, and the correction amount continues. The corrected transmission input shaft speed is subtracted from the detected transmission input shaft speed to determine a corrected transmission input shaft speed, and then the engine speed and the corrected transmission speed are calculated. Compared force shaft speed to each other, the engine speed is at above the rotational speed corrected transmission input shaft, is solved by the clutch is linked. Advantageous embodiments of the method are described in the dependent claims.
[0007]
According to the present invention, in the case of the engine disconnection process, the engine coasting speed derived from the position of the throttle valve or the accelerator pedal and its temporal change, and in the case of the engine connection process, the engine speed and its It is based on the realization that temporal changes are used as a control variable for operating the clutch between the drive engine and the transmission. When the inertia rotation speed is used, when the position of the throttle valve or the accelerator pedal in the closing direction changes rapidly, the disconnection can be started quickly in accordance with the change speed. For this purpose, an offset value dependent on the adjustment angle change speed is added to the transmission input shaft speed measured by the control computer, resulting in a corrected transmission input shaft speed. A comparison between the transmission input shaft speed and the coasting speed, which is always performed by the control computer during the operation of the vehicle, quickly confirms that the coasting speed is below the corrected transmission input shaft speed, and thereby the clutch Can be cut faster and more comfortably than before.
[0008]
Similarly, when the engine is connected-in this case, if the engine speed changes rapidly, for example by quickly depressing the accelerator pedal, the engine speed of the unloaded engine increases-the engine speed is measured. The offset value depending on the change speed is subtracted from the actual speed change input shaft speed.
[0009]
In this case as well, the control computer periodically compares the engine speed with the corrected transmission input shaft speed and recognizes that the engine speed exceeds the corrected transmission input shaft speed. Therefore, the connection process of the engine can be started comfortably and quickly depending on the changing speed of the engine speed. This quick connection of the engine to the vehicle's power train is important when dangerous situations occur, for example, during the coasting phase, where the vehicle speed needs to be increased quickly.
[0010]
【Example】
The present invention will be described based on examples. To this end, the drawings are attached to the specification.
[0011]
FIG. 1 shows a power train of a motor vehicle. In this case, 1 is a drive engine and 2 is a transmission. The engine 1 and the transmission 2 are connected to each other via a clutch 3. This clutch is fixed to the crankshaft 7 of the engine and the input shaft 8 of the transmission. The power train has a transmission output shaft 9 on the driven side. The differential gear 4 is driven by the transmission output shaft. Two drive shafts 10, 11 extend from the differential device 4. Drive wheels 5, 6 are fixed to the end of the drive shaft.
[0012]
A control computer 12 is attached to the power train. The control computer has at least one memory 13. The control computer is connected to sensors 14 and 15 for the engine speed and the speed of the transmission input shaft 8 via data inputs not shown in detail. The adjustment angle of the throttle valve or accelerator pedal 16 is detected by a sensor 18 and signaled by the computer 12. Further, when the accelerator pedal 16 is released by releasing the accelerator pedal 16, the sensor 17 is provided so that the computer 12 can recognize whether the coasting operation has been started or whether the normal shift operation is performed. Speed change information can be supplied to the computer via the CPU.
[0013]
Driving a car, the computer 12 is coasting speed of the engine from the information of the accelerator pedal position (free rotation speed) N FR periodically detect. This coasting speed is read from the computer 12, in particular from the computer memory 13. In this computer memory, the link between the accelerator pedal angle or the throttle valve angle and the coasting speed of the engine is arranged in a table format. In another embodiment of the present invention, the inertia rotation speed can be calculated by the computer 12 by mathematical association with the accelerator pedal angle.
[0014]
As can be seen from Figure 2, at time t 0, and information about the actual coasting speed N FR, actual transmission input shaft rotational speed N GE is subjected to a computer. The two speed values are constantly compared with each other by the computer during operation of the vehicle. When coasting speed N FR is less than the rotational speed N GE gearbox input shaft, it is ensured that the vehicle operator attempts to start a coasting operation phase by the return of the accelerator pedal in the closing direction. This is reached as soon as the time t 2, the control computer 12 switches the clutch 3, disconnect the engine 1 from the power train.
[0015]
In addition to the throttle valve angle or the accelerator pedal angle, the control computer periodically detects the temporal change in the manipulated variable. In the control computer almost time t 1, over a pre-determined value, confirms the rapid temporal changes of the deflection angle of the accelerator pedal in the closing direction, conforming rotational speed value to a change speed stored in another computer memory , The computer looks for. This speed value is added to the transmission input shaft rotational speed N GE measured at time t 1.
[0016]
Then, the transmission input shaft rotation value N ′ GE corrected in this way is compared with the actual coasting speed N ′ FR (t 1 ) detected from the accelerator pedal position. Coasting value N below the GE 'FR transmission input shaft value N is calculated' as soon as the clutch can be opened quickly and adapted to the varying rate of the accelerator pedal angle. This early detection of the coasting phase to be started allows the engine to be disconnected from the power train faster than before and with improved shifting comfort.
[0017]
When the vehicle is moving at the end of the coasting phase and the engine is reconnected to the power train to accelerate the vehicle above the current speed, the accelerator pedal or throttle valve swing and its time Changes are not available for control of the clutch auto-engagement process. Because they do not give information about the actual engine speed. As shown in FIG. 3, the vehicle moves in time t 0 the coast operating speed. This coasting speed can be ascertained by the value N GE at the transmission input shaft. At this point, since the accelerator pedal has already been depressed in the release direction, the starter 19 of FIG. 1 starts the engine and brings it to its idling speed NL .
[0018]
Pressing slowly accelerator pedal, the engine rotational speed N M is increased slowly. The engine rotational speed gradually approaches to the transmission input shaft rotational speed N GE, above at time t 2. During the operation phase also, the control computer 12 always detects the transmission input shaft rotational speed N GE and the engine speed N M. By constantly comparing the two speed control computer 12 confirms that at time t 2 the engine rotational speed N M exceeds the number of rotation transmission input shaft, an end of the coast operating phase by connecting the clutch 3 Start.
[0019]
Until the clutch is engaged completely, since some time has elapsed, until the engine rotational speed N M is transmitted to the transmission input shaft rotational speed at the time point t 3, the engine rotational speed N M is the transmission input shaft rotates at the so-called over-swing It will be higher than the number N GE .
[0020]
To shorten the connecting process of the engine at the end of the coasting operation phase, the control computer in accordance with the present invention, always to detect the temporal change of the engine rotational speed N M when driving a car. That is, by the driver of the car steps on very quickly the accelerator pedal, when you want quickly terminate coasting operation phase, which appears in relatively rapid rise in engine speed by curve N 'M.
[0021]
When the control computer confirms that exceed pre-determined limits on the engine rotational speed N 'M at approximately time t 1, for the control computer suitable engine speed, transmission input shaft from the table stored in the computer memory looking for a correction value of the rotational speed N GE. The correction value is subsequently because it is subtracted from the transmission input shaft rotational speed N GE measured at time t 1, the corrected transmission input shaft speed N "GE for connection phase are obtained. Indeed "when compared with the GE, the control computer 12, the transmission input shaft the engine speed is corrected rotational speed N" detected engine rotational speed N 'M and the corrected transmission input shaft rotational speed N GE Is exceeded, the engine is advantageously connected by engaging the clutch 3.
[0022]
For the method and the connecting and disconnecting process of the engine according to the invention, the speed at which the engine is connected or disconnected depends on the temporal variation of the selected manipulated variable, i.e. the temporal variation of the adjustment angle of the accelerator pedal or throttle valve or the engine speed. It is important to rely on the temporal change of Furthermore, it is clear that the shift lever information of the sensor 17 is not required for the start or end of the coasting phase of the motor vehicle. The shift lever information is used as a control variable for starting the engine only when the coasting operation phase is continued until the vehicle stops and it is desired to continue from the stopped state.
[0023]
【The invention's effect】
The method according to the invention has the advantage that the connection and disconnection of the engine during coasting can be performed easily, comfortably and quickly without shock.
[Brief description of the drawings]
FIG. 1 is a schematic diagram of a powertrain with a control computer and a measurement sensor.
FIG. 2 is a schematic diagram showing the progress of the rotational speed with respect to the time when the engine is disconnected.
FIG. 3 is a view similar to FIG. 2 for an engine connection process.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Engine 2 Transmission 3 Clutch 4 Differential device 5, 6 Wheel 7 Drive shaft 8 Transmission input shaft 9 Transmission output shaft 10, 11 Drive shaft 12 Control computer 13 Computer memory 14, 15 Speed sensor 16 Accelerator pedal 17 Shift Lever sensor 18 Accelerator pedal sensor 19 Starter t Time N Rotation speed N GE transmission input shaft rotation speed N ' GE corrected transmission input shaft rotation speed N " GE corrected transmission input shaft rotation speed N M Engine rotation speed N' M corrected engine speed N FR inertial speed N ' FR corrected inertial speed NL L idling speed

Claims (3)

自動車のパワートレーンからの内燃機関の自動的な切り離しを制御する方法であって、
内燃機関と変速機の間に、コンピュータによって操作可能なクラッチが設けられ、このクラッチが自動車の惰力運転相を開始するために切ることが可能であり、
閉鎖方向におけるアクセルペダル角度の時間的な変化の所定の値を上回ることが、クラッチを切るための制御量と見なされる
方法において、
自動車の運転中、コンピュータがアクセルペダル状態とその時間的な変化と変速機入力軸回転数（ＮＧＥ）を周期的に検出し、
アクセルペダル角度の検出値によって、エンジンのふさわしい惰性回転数（ＮＦＲ）が算出されるかまたはコンピュータメモリの表から読み出され、
惰性回転数（ＮＦＲ）が変速機入力軸回転数（ＮＧＥ）を下回るときに、クラッチが切られ、それによってエンジンが残りのパワートレーンから切り離され、
そして、閉鎖方向における検出されたアクセルペダル角度の時間的な変化が、所定の値を上回るときに、アクセルペダル角度の時間的な変化の検出値に対応する補正量がコンピュータによって算出されるかあるいは他のコンピュータメモリから読み出され、この補正量が、検出された変速機入力軸回転数（ＮＧＥ）に加算されて、補正された変速機入力軸回転数（Ｎ′ＧＥ）が求められ、
続いて、惰性回転数（ＮＦＲ）が補正された変速機入力軸回転数（Ｎ′ＧＥ）と比較され、惰性回転数（ＮＦＲ）が補正された変速機入力軸回転数（Ｎ′ＧＥ）を下回るときに、クラッチが切られることを特徴とする方法。A method for controlling automatic disconnection of an internal combustion engine from a vehicle power train, comprising:
Between the internal combustion engine and the transmission there is provided a computer operable clutch which can be disengaged to initiate the coasting phase of the vehicle,
In a method in which exceeding a predetermined value of the temporal change of the accelerator pedal angle in the closing direction is regarded as a control amount for disengaging the clutch,
While driving the car, the computer periodically detects the accelerator pedal state, its temporal change, and the transmission input shaft rotation speed (N GE ),
Depending on the detected value of the accelerator pedal angle, a suitable coasting speed of the engine (N FR ) is calculated or read from a table in the computer memory,
When the coast speed (N FR ) falls below the transmission input shaft speed (N GE ), the clutch is disengaged, thereby disconnecting the engine from the remaining power train,
When the temporal change in the detected accelerator pedal angle in the closing direction exceeds a predetermined value, a correction amount corresponding to the detected value of the temporal change in the accelerator pedal angle is calculated by the computer, or It is read from another computer memory, and this correction amount is added to the detected transmission input shaft rotation speed (N GE ) to obtain a corrected transmission input shaft rotation speed (N ′ GE ).
Then, inertial rotation speed (N FR) is corrected transmission input shaft speed (N 'are compared with GE), inertial rotation speed (N FR) transmission input shaft speed that is corrected (N' GE ), The clutch is disengaged when falling below. アクセルペダル角度の代わりに、スロットル弁角度およびその時間的な変化が検出されることを特徴とする請求項１の方法。2. The method according to claim 1, wherein the throttle valve angle and its change with time are detected instead of the accelerator pedal angle. 自動車のパワートレーンへの内燃機関の自動的な接続を制御する方法であって、
内燃機関と変速機の間に、コンピュータによって操作可能なクラッチが設けられ、このクラッチが自動車の惰力運転相を終了するためにつなぐことが可能である
方法において、
自動車の運転中、コンピュータがエンジン回転数（ＮＭ ）とその時間的な変化周期的に検出し、
エンジン回転数（ＮＭ ）が変速機入力軸回転数（ＮＧＥ）を上回るときに、クラッチがつなげられ、
そして、検出されたエンジン回転数の時間的な変化が所定の値を上回るときに、エンジン回転数の時間的な変化に依存する補正量がコンピュータによって算出されるかあるいはコンピュータメモリから読み出され、この補正量が続いて、検出された変速機入力軸回転数（ＮＧＥ）から引き算されて、補正された変速機入力軸回転数（Ｎ″ＧＥ）が求められ、
続いて、エンジン回転数（ＮＭ ）と補正された変速機入力軸回転数（Ｎ″ＧＥ）が互いに比較され、
エンジン回転数（ＮＭ ）が補正された変速機入力軸回転数（Ｎ″ＧＥ）を上回るときに、クラッチがつなげられることを特徴とする方法。A method for controlling automatic connection of an internal combustion engine to a power train of a vehicle, comprising:
In a method, between the internal combustion engine and the transmission, there is provided a computer-operable clutch, which can be engaged to end the coasting phase of the motor vehicle,
While the car is driving, the computer periodically detects the engine speed (N M ) and its temporal change,
When the engine speed (N M ) exceeds the transmission input shaft speed (N GE ), the clutch is engaged,
When the temporal change in the detected engine speed exceeds a predetermined value, a correction amount depending on the temporal change in the engine speed is calculated by the computer or read from the computer memory, This corrected amount is subsequently subtracted from the detected transmission input shaft speed (N GE ) to obtain a corrected transmission input shaft speed (N ″ GE ),
Subsequently, the engine speed (N M ) and the corrected transmission input shaft speed (N ″ GE ) are compared with each other,
Method characterized by when the above engine speed (N M) is corrected transmission input shaft rotational speed (N "GE), the clutch is linked.
JP12657794A 1993-06-09 1994-06-08 Automatic clutch control method for starting and ending a coasting phase of a vehicle Expired - Fee Related JP3560363B2 (en)

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