KR20040010624A - Method for applying braking torque in overrun conditions in a vehicle comprising an automatic clutch and/or an automatic gear box - Google Patents

Method for applying braking torque in overrun conditions in a vehicle comprising an automatic clutch and/or an automatic gear box Download PDF

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Publication number
KR20040010624A
KR20040010624A KR10-2003-7013532A KR20037013532A KR20040010624A KR 20040010624 A KR20040010624 A KR 20040010624A KR 20037013532 A KR20037013532 A KR 20037013532A KR 20040010624 A KR20040010624 A KR 20040010624A
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South Korea
Prior art keywords
braking torque
torque
braking
clutch
vehicle
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KR10-2003-7013532A
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Korean (ko)
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쿠페르그라우스
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룩라멜렌운트쿠플룽스바우베타일리궁스카게
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • 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
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • 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
    • B60W2510/02—Clutches
    • B60W2510/0275—Clutch torque
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal 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
    • 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
    • B60W30/18109—Braking
    • 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
    • F16H61/68—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 specially adapted for stepped gearings
    • F16H61/682—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 specially adapted for stepped gearings with interruption of drive

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

본 발명은 차량, 특히 자동차의 자동 클러치 및/또는 자동 트랜스미션을 제어 및/또는 조정하기 위한 방법에 관한 것이다. 상기 방법에서는 견인력이 차단되면서 시프팅 동작이 수행된다. 상기 방법에 따라 차량의 오버런시 제동 토크가 인가된다.The present invention relates to a method for controlling and / or adjusting an automatic clutch and / or an automatic transmission of a vehicle, in particular an automobile. In this method, the shifting operation is performed while the traction force is interrupted. According to the method, the overrun braking torque of the vehicle is applied.

Description

자동 클러치 및/또는 자동 트랜스미션을 구비한 차량에서 오버런 구동시 제동 토크를 인가하기 위한 방법{METHOD FOR APPLYING BRAKING TORQUE IN OVERRUN CONDITIONS IN A VEHICLE COMPRISING AN AUTOMATIC CLUTCH AND/OR AN AUTOMATIC GEAR BOX}METHOD FOR APPLYING BRAKING TORQUE IN OVERRUN CONDITIONS IN A VEHICLE COMPRISING AN AUTOMATIC CLUTCH AND / OR AN AUTOMATIC GEAR BOX}

자동차 기술 분야로부터 자동 클러치 및/또는 자동 트랜스미션이 공지되어 있다. 공지되어 있는, 상기 방식의 클러치 및/또는 트랜스미션을 제어 및/또는 조정하기 위한 방법을 사용하면 차량, 특히 자동차의 드라이브 트레인이 자동화될 수 있다.Auto clutches and / or auto transmissions are known from the automotive art. Known methods for controlling and / or adjusting clutches and / or transmissions in this manner can be used to automate the drive train of a vehicle, in particular a motor vehicle.

특히 자동 트랜스미션을 위해 제공되는 공지되어 있는 방법에서는 시프팅 동작시 통상 원칙에 따른 견인력 차단이 수행된다. 가속 동작과 제동 동작의 경우에도 이러한 견인력 차단이 일어난다. 특히 차량의 엔진이 오버런 상태에 있는 경우, 즉 오버런 시프팅 동작중인 경우 견인력 차단이 엔진의 제동 동작에 영향을 미친다. 즉, 이와 같은 주행 상황에서는 엔진 제동 토크가 차단됨으로써 엔진 제동토크가 더 이상 공급되지 않기 때문에 차량이 시프팅 동작시 덜 지연(감속)된다.In particular, in the known methods provided for automatic transmission, the traction force interruption according to conventional principles is carried out during the shifting operation. This traction interruption also occurs in acceleration and braking motions. In particular, when the engine of the vehicle is in the overrun state, that is, during the overrun shifting operation, the traction force interruption affects the braking operation of the engine. That is, in such a driving situation, the engine braking torque is cut off, so that the engine braking torque is no longer supplied, so the vehicle is less delayed (decelerated) during the shifting operation.

시프팅 동작시의 이러한 제동력 손실은, 시프팅 동작시 운전자가 예상치 못한 상태에서 차량이 갑자기 가속되는 방식으로 차량에 불리하게 작용한다. 차량의 이와 같은 주행 특성은 운전자로 하여금 어떠한 상황에서도 방지되어야 하는 뜻밖의 위험한 주행 상황으로 감지될 수 있다.This braking force loss in the shifting operation adversely affects the vehicle in such a way that the vehicle suddenly accelerates in an unexpected state during the shifting operation. This driving characteristic of the vehicle can be sensed as an unexpected dangerous driving situation that the driver should prevent in any situation.

본 발명은 차량, 특히 자동차의 자동 클러치 및/또는 자동 트랜스미션을 제어 및/또는 조정하기 위한 방법에 관한 것이다. 상기 방법에서는 견인력이 차단되면서 시프팅 동작이 수행된다.The present invention relates to a method for controlling and / or adjusting an automatic clutch and / or an automatic transmission of a vehicle, in particular an automobile. In this method, the shifting operation is performed while the traction force is interrupted.

본 발명의 목적은 그러한 주행 상황이 방지되는, 차량의 자동 클러치 및/또는 자동 트랜스미션의 제어 및/또는 조정 방법을 제공하는 것이다.It is an object of the present invention to provide a method for controlling and / or adjusting an automatic clutch and / or automatic transmission of a vehicle in which such driving situation is prevented.

상기 목적은 본 발명에 따라 청구항 1의 특징들을 통해 달성된다.This object is achieved in accordance with the invention through the features of claim 1.

즉, 본 발명에 따른 방법에서는 시프팅 동작시 견인력 차단으로 인한 제동력 손실을 보상하는 제동 토크가 제공된다. 바람직하게는 본 발명에 따른 방법을 통해 차량의 예상치 못한 가속 및 그로 인한 위험한 주행 상황이 방지된다.That is, the method according to the present invention is provided with a braking torque that compensates for the braking force loss due to the traction force interruption during the shifting operation. Preferably, the method according to the invention prevents unexpected acceleration of the vehicle and the resulting dangerous driving situation.

본 발명의 한 개선예에 따르면, 제동 토크의 인가를 위해 적절한 제동 장치가 제공될 수 있다. 제동 장치로는, 예컨대 트랜스미션의 클러치, 브레이크 등과 같이 자동차의 드라이브 트레인에 작용하는 적절한 장치들이 사용될 수 있다.According to one refinement of the invention, a braking device suitable for the application of a braking torque can be provided. As the braking device, suitable devices that act on the drive train of the vehicle, for example, clutches, brakes, etc. of the transmission can be used.

본 발명에서는, 제동 장치로서 기존의 자동차 브레이크가 사용되는 것이 특히 바람직하다. 그럼으로써 본 발명에 따른 방법에서는 추가 설치 비용이 없이 매우 간단하게 자동차에 예컨대 자동으로 작동되는 자동차 브레이크가 사용될 수 있고, 그 결과 자동차 브레이크가 적절하게 작동됨으로써 시프트 동작시 제동력 손실이 보상된다.In the present invention, it is particularly preferable that a conventional automobile brake is used as the braking device. The method according to the invention can thus be used very simply, for example, automatically with a motor vehicle brake, without additional installation costs, as a result of which the brake force is compensated for during shift operation by the motor brake acting properly.

필요한 제동 토크는 엔진 오버런 토크 내지는 엔진 제동 토크에 의해, 그리고 이들을 환산한 차량의 각 기어 변속비에 의해 결정된다고 할 수 있다. 그럼으로써 시프트 동작시 일반적으로 나타나는 제동력 손실이 필요 제동 토크의 산출에 사용될 수 있다. 자동차의 드라이브 트레인 내에 있는 클러치가 개방되어있는 동안에는 전달될 클러치 토크도 감소된다. 클러치 토크가 엔진의 오버런 토크보다 작아지면, 드라이브 트레인 내 엔진 제동 토크도 엔진 오버런 토크와 클러치 토크의 차만큼 감소된다. 그 결과, 상기 시점부터 예컨대 제동 장치인 자동차 브레이크에 의해 적절한 제동력 내지는 적절한 제동 토크가 감소될 수 있고, 그럼으로써 엔진의 제동력 손실이 보상된다.The required braking torque can be said to be determined by the engine overrun torque or the engine braking torque, and by the gear shift ratio of the vehicle converted into these. Thereby, the braking force loss which is usually present in the shift operation can be used to calculate the required braking torque. The clutch torque to be transmitted is also reduced while the clutch in the drive train of the vehicle is open. When the clutch torque becomes less than the engine overrun torque, the engine braking torque in the drive train is also reduced by the difference between the engine overrun torque and the clutch torque. As a result, an appropriate braking force or an appropriate braking torque can be reduced from this point of time, for example, by the automobile brake which is a braking device, whereby the braking force loss of the engine is compensated for.

본 발명의 한 개선예에 따라, 자동차의 클러치가 예컨대 완전히 개방되면 자동차는 자동차 브레이크에 의해서만 제동된다. 예컨대 시프트 다운 동작시 트랜스미션의 반작용 또는 자동차의 드라이브 트레인에서의 동기화 동작의 반작용에 대한 충분히 정확한 정보들이 제공되는 경우, 예컨대 자동차에 계속해서 동일한 제동력 또는 동일한 제동 토크가 작용하는 방식으로 시프팅 동작시 자동차 브레이크의 제동력 내지는 제동 토크가 변경될 수 있다. 물론 본 발명에 따른 방법에서는 제동 토크의 특성을 특정 주행 상황에 더욱 원활하게 매칭시키기 위해 다른 적절한 조정이 수행될 수도 있다.According to one refinement of the invention, the motor vehicle is only braked by the motor vehicle brake when the clutch of the motor vehicle is fully open, for example. For example, if sufficiently accurate information is provided on the reaction of the transmission during the shift down operation or the reaction of the synchronization operation on the drive train of the vehicle, for example the vehicle during the shifting operation in such a way that the same braking force or the same braking torque is continuously applied to the vehicle. The braking force or braking torque of the brake can be changed. Of course, other suitable adjustments may also be made in the method according to the invention to more smoothly match the characteristics of the braking torque to a particular driving situation.

예컨대 1회의 기어 시프팅 이후 클러치가 연결되면, 제동 장치 또는 자동차 브레이크의 제동 토크가 클러치 토크의 감소와 상호작용하여 적절하게 변동되는 것도 가능하다. 예컨대 클러치 연결 동작이 종료된 후에는 드라이브 트레인에 제동토크가 더 이상 인가되지 않도록 제동 토크가 감소될 수 있다. 클러치 연결 동작의 종료를 판단하는 중요한 기준은, 클러치에서 더 이상 슬립이 일어나지 않거나 전달될 클러치 토크가 엔진 슬립 토크와 같은가 하는 것이다. 물론 본 발명에 따른 방법에서는 또 다른 적절한 기준도 사용될 수 있다.If, for example, the clutch is connected after one gear shifting, it is also possible for the braking torque of the braking device or the automobile brake to fluctuate appropriately in conjunction with the reduction of the clutch torque. For example, after the clutch connection operation is terminated, the braking torque can be reduced so that the braking torque is no longer applied to the drive train. An important criterion for determining the end of the clutch connection operation is whether the clutch no longer slips or the clutch torque to be transmitted is equal to the engine slip torque. Of course, other suitable criteria may also be used in the method according to the invention.

자동 트랜스미션에서는 오버런 상황시 시프트 업이 수행될 수 있는데, 이 경우 자동차의 속도가 동일하면 일반적으로 엔진 제동 토크가 감소한다. 그에 비해 시프트 다운 동작에서는 다음(후속) 기어 단에서 엔진 제동 토크가 증가한다. 본 발명의 한 개선예에 따르면, 자동차에서의 이와 같은 엔진 제동력의 증가 또는 감소가 클러치가 재연결되어야만 수행되는 것이 아니라 시프트 동작이 종료되면 수행되도록 하기 위해, 엔진 제동 토크로부터 적절한 목표 제동 토크를 산출할 수 있다.In automatic transmissions, shift-up can be carried out in an overrun situation, in which case the engine braking torque is generally reduced if the vehicle speed is the same. In contrast, in a shift-down operation, the engine braking torque increases at the next (sequential) gear stage. According to one refinement of the invention, an appropriate target braking torque is calculated from the engine braking torque so that such an increase or decrease in the engine braking force in the motor vehicle is not performed only when the clutch is reconnected but is carried out when the shift operation is finished. can do.

목표 제동 토크는 시프팅 명령이 시작된 시점부터 시프팅 동작이 종료될 때까지 예컨대 연속적으로 증가될 수 있다. 따라서 슬립 단계가 종료되면 엔진 제동 토크가 공급된다.The target braking torque can be increased continuously, for example, from the time when the shifting command is started until the end of the shifting operation. Thus, the engine braking torque is supplied at the end of the slip phase.

본 발명의 또 다른 한 개선예에 따르면, 자동차 브레이크 또는 제동 장치에 의해 공급되는 제동 토크가 바람직하게는 목표 제동 토크와 전달되는 클러치 토크의 차로부터 산출될 수 있다. 물론 본 발명에 따른 방법에서는 다른 방식의 산출도 가능하다.According to another refinement of the invention, the braking torque supplied by the motor vehicle brake or braking device can preferably be calculated from the difference between the target braking torque and the clutch torque transmitted. Of course, other methods of calculation are also possible in the method according to the invention.

목표 제동 토크의 특성은, 본 발명에 따른 방법을 통해 특히 자동차의 주행 안락감을 높이기 위해 본 발명의 바람직한 실시예에 따라 적절하게 변동될 수 있다. 모든 주행 상황에서 측정된 목표 제동 토크가 운전자에 의해 브레이크 페달을 통해 사전 설정된, 자동차 브레이크에 의한 추가의 지연(delay)에 중첩되는 것이 특히 바람직하다. 그럼으로써 본 발명에 따른 방법에서 자동차의 위험한 주행 상황이 방지된다.The characteristics of the target braking torque can be changed appropriately according to a preferred embodiment of the present invention through the method according to the invention, in particular to increase the driving comfort of the motor vehicle. It is particularly preferable that the target braking torque measured in all driving situations is superimposed on an additional delay by the automobile brake, which is preset by the driver via the brake pedal. This avoids dangerous driving situations of the motor vehicle in the method according to the invention.

본 발명의 한 개선예에서는, 제동 장치에 의해 공급된 제동 토크가 본 발명에 따른 방법에서 다른 적절한 수단을 통해 관련 매개변수의 영향하에 산출될 수 있다. 이 경우, 예컨대 자동차의 속도 및/또는 상기 속도의 변동이 사용될 수 있다. 이러한 특성은, 바람직하게는 시프트 동작 이전에 속도 및 상기 속도 변동이 검출되고, 상기 값들이 시프트 동작이 종료될 때까지 관련 제동 토크에 의해 일정하게 유지됨으로써 구현될 수 있다. 물론 본 발명에 다른 방법을 더욱 최적화하기 위해 다른 적절한 차량 데이터 또는 매개변수가 사용될 수도 있다.In one refinement of the invention, the braking torque supplied by the braking device can be calculated under the influence of the relevant parameters via other suitable means in the method according to the invention. In this case, for example, the speed of the vehicle and / or the variation of the speed can be used. This property can be realized by preferably the speed and the speed fluctuation being detected before the shift operation and the values being held constant by the relevant braking torque until the shift operation is finished. Of course, other suitable vehicle data or parameters may be used to further optimize other methods in the present invention.

예컨대 차축 방식으로 제어될 수 있는 자동차 브레이크에서는 엔진의 구동 토크가 작용하는 축에 의해서만 제동되는 것이 특히 바람직하다. 그럼으로써 위험한 주행 상황에서 제동 토크가 공급됨으로써 운전자가 예상치 못한 상태에서 자동차의 주행 특성이 변동되는 것이 바람직하게 방지될 수 있다. 물론 제동 토크는 자동차의 임의의 축에 다른 방식으로 공급될 수도 있다.In motor vehicle brakes, which can be controlled in an axle manner, for example, it is particularly preferable to brake only by the axis on which the drive torque of the engine acts. In this way, the braking torque is supplied in a dangerous driving situation, whereby the driving characteristics of the vehicle can be prevented from being changed unexpectedly by the driver. The braking torque can of course also be supplied in any other way to any axis of the motor vehicle.

본 발명에 따른 방법은 바람직하게는 자동 트랜스미션(ASG) 및 자동 클러치(ECM)에 사용될 수 있다. 물론 본 발명에 따른 방법은 다른 유형의 트랜스미션에도 적용될 수 있다. 예컨대 시프트 동작 동안 드라이브 트레인에서 차량의 엔진 제동 토크가 변동되는 트랜스미션에도 적용 가능하다.The method according to the invention can preferably be used for automatic transmission (ASG) and automatic clutch (ECM). The method according to the invention can of course also be applied to other types of transmissions. For example, it is also applicable to a transmission in which the engine braking torque of the vehicle is changed in the drive train during the shift operation.

본 발명의 또 다른 장점들과 바람직한 실시예들은 종속 청구항에 제시되어 있다.Further advantages and preferred embodiments of the invention are set forth in the dependent claims.

본 출원서와 함께 제출된 특허 청구항은 포괄적인 특허권 보호의 획득을 위한 선례가 없는 작성 제안이다. 출원인 측은 지금까지 명세서 및/또는 도면에만 공개된 추가의 특징 조합을 청구하는 것을 보류하고 있다.Patent claims submitted with this application are unprecedented proposals for obtaining comprehensive patent protection. Applicant's side has withheld claims for further combinations of features which have only been published so far in the specification and / or drawings.

종속항에서 사용된 재인용은 독립 청구항의 대상을 각각의 종속항의 특징들을 통해 추가로 설명함을 가리키는 것이며, 재인용된 종속항의 특징 조합의 독립적이고 구체적인 특허권의 획득을 포기하는 것을 의미하지는 않는다.The recitations used in the dependent claims refer to further explanation of the subject matter of the independent claims through the features of the respective dependent claims, and do not imply abandonment of the acquisition of independent and specific patent rights of the combination of features of the reclaimed dependent claims.

종속항의 대상은 종래 기술의 관점에서 우선권일에 독자적이고 독립적인 발명을 형성할 수 있기 때문에, 출원인은 독립 청구항의 대상을 위한 발명 및 분할 선언을 보류하고 있다. 또한 상기 종속항의 대상은 선행 종속항의 대상에 종속되지 않는 형태를 가진 독립적인 발명을 형성할 수 있다.Since the subject matter of the dependent claims can form an independent and independent invention on the priority date in view of the prior art, the applicant withholds the invention and the divisional declaration for the subject matter of the independent claims. In addition, the subject matter of the dependent claims may form an independent invention having a form that does not depend on the subject matter of the preceding dependent claims.

본 발명이 명세서의 실시예들에 제한되는 것은 아니다. 오히려 본 명세서의 범주 내에서 다수의 변경 및 수정이 가능하며, 특히 상기와 같은 변형물, 구성 요소 및 조합물 및/또는 재료들은 예컨대 일반적인 명세서와 실시예 및 청구항에 기술되고 도면에 제시되는 특징들이나 요소들 또는 공정 단계들과 연관된 개별적인 재료의 조합 또는 변형을 통해 매우 독창적이고, 조합 가능한 특징들을 통해 새로운 대상 또는 새로운 공정단계 내지는 공정 단계 시퀀스를 도출시키며, 또한 이들은 대체로 제조 방법, 검사 방법 및 작업 방법에 연관된다.The invention is not limited to the embodiments of the specification. Rather, many modifications and variations are possible within the scope of the specification, and in particular, such variations, components, combinations and / or materials may, for example, include features described in the general specification, examples and claims and shown in the drawings. Combinations or modifications of individual materials associated with elements or process steps lead to very original and combinable features that lead to new objects or new process steps or process step sequences, which are generally manufacturing methods, inspection methods and methods of operation. Is associated with.

Claims (21)

차량, 특히 견인력이 차단되면서 시프트 동작이 수행되는 자동차의 자동 클러치 및/또는 자동 트랜스미션을 제어 및/또는 조정하기 위한 방법에 있어서, 상기 차량이 오버런 상태인 경우 제동 토크가 공급되는 것을 특징으로 하는 방법.A method for controlling and / or adjusting an automatic clutch and / or an automatic transmission of a vehicle, in particular a vehicle in which a shift operation is performed while the traction force is cut off, wherein the braking torque is supplied when the vehicle is in an overrun state. . 제 1항에 있어서, 상기 제동 토크는 제동 장치에 의해 발생되는 것을 특징으로 하는 방법.The method of claim 1 wherein the braking torque is generated by a braking device. 제 2항에 있어서, 상기 제동 장치로서 자동차 브레이크가 사용되는 것을 특징으로 하는 방법.3. A method according to claim 2, wherein an automobile brake is used as the braking device. 제 2항 또는 제 3항에 있어서, 상기 제동 장치는 시프트 동작시 제동력 손실을 보상하기 위해 자동으로 작동되는 것을 특징으로 하는 방법.4. Method according to claim 2 or 3, characterized in that the braking device is automatically activated to compensate for the braking force loss during the shift operation. 제 4항에 있어서, 클러치 토크가 엔진의 오버런 토크보다 작아지면 상기 자동차 브레이크에 의해 적절한 제동력이 제공되는 것을 특징으로 하는 방법.5. A method according to claim 4, wherein the braking force is provided by the motor vehicle brake when the clutch torque is less than the overrun torque of the engine. 제 5항에 있어서, 상기 제동력에 의해 공급된 제동 토크가 엔진 오버런 토크와 전달되는 클러치 토크의 차와 동일한 것을 특징으로 하는 방법.6. A method according to claim 5, wherein the braking torque supplied by the braking force is equal to the difference between the engine overrun torque and the clutch torque transmitted. 제 5항 또는 제 6항에 있어서, 상기 자동차의 클러치가 완전히 개방되면, 상기 자동차는 자동차 브레이크에 의해 공급된 제동 토크에 의해서만 지연(감속)되는 것을 특징으로 하는 방법.7. Method according to claim 5 or 6, characterized in that when the clutch of the motor vehicle is fully open, the motor vehicle is only delayed (decelerated) by the braking torque supplied by the motor vehicle brake. 제 1항 내지 제 7항 중 어느 한 항에 있어서, 상기 자동차 브레이크에 의해 공급된 제동 토크는 시프팅 동작시 제동 토크가 동일한 값을 갖도록 변동되는 것을 특징으로 하는 방법.8. The method according to any one of the preceding claims, wherein the braking torque supplied by the motor vehicle brake is varied such that the braking torque has the same value during the shifting operation. 제 1항 내지 제 8항 중 어느 한 항에 있어서, 클러치가 연결되면 클러치 토크가 감소됨에 따라 클러치 연결 과정의 종료 후에는 더 이상 제동 토크가 공급되지 않도록 상기 제동 토크가 감소되는 것을 특징으로 하는 방법.9. A method according to any one of claims 1 to 8, characterized in that the braking torque is reduced so that no further braking torque is supplied after the end of the clutch connection process as the clutch torque is reduced when the clutch is connected. . 제 1항 내지 제 9항 중 어느 한 항에 있어서, 상기 제동 토크의 적절한 증가 및/또는 감소를 위해 상기 엔진 제동 토크로부터 목표 제동 토크가 산출되는 것을 특징으로 하는 방법.10. A method according to any one of the preceding claims, wherein a target braking torque is calculated from the engine braking torque for an appropriate increase and / or decrease of the braking torque. 제 10항에 있어서, 상기 목표 토크는 시프팅 동작이 시작될 때부터 끝날 때까지 연속적으로 증가하는 것을 특징으로 하는 방법.11. The method of claim 10, wherein the target torque is continuously increased from the beginning of the shifting operation to the end. 제 10항 또는 제 11항에 있어서, 공급될 제동 토크는 상기 목표 제동 토크와 전달될 클러치 토크의 차로부터 산출되는 것을 특징으로 하는 방법.12. The method according to claim 10 or 11, wherein the braking torque to be supplied is calculated from the difference between the target braking torque and the clutch torque to be transmitted. 제 10항 내지 제 12항 중 어느 한 항에 있어서, 상기 목표 제동 토크가 적절하게 변동되는 것을 특징으로 하는 방법.The method according to any one of claims 10 to 12, wherein the target braking torque is appropriately varied. 제 10항 내지 제 13항 중 어느 한 항에 있어서, 각각의 주행 상황에서 상기 목표 제동 토크가 운전자에 의해 자동차 브레이크를 통해 사전 설정된 지연(감속도)과 중첩되는 것을 특징으로 하는 방법.The method according to any one of claims 10 to 13, wherein in each driving situation, the target braking torque is superimposed with a preset delay (deceleration) by the driver through the automobile brake. 제 1항 내지 제 14항 중 어느 한 항에 있어서, 상기 제동 토크는 자동차의 속도의 함수로서 산출되는 것을 특징으로 하는 방법.15. A method according to any one of the preceding claims, wherein the braking torque is calculated as a function of the speed of the motor vehicle. 제 15항에 있어서, 상기 제동 토크는 시프팅 동작 이전에 산출된 자동차 속도가 시프팅 동작이 끝날 때까지 일정하게 유지되는 방식으로 변동되는 것을 특징으로 하는 방법.16. The method of claim 15, wherein the braking torque is varied in such a way that the vehicle speed calculated before the shifting operation remains constant until the shifting operation is over. 제 1항 내지 제 16항 중 어느 한 항에 있어서, 상기 제동 토크는 자동차의 속도 변동의 함수로서 산출되는 것을 특징으로 하는 방법.17. A method according to any one of the preceding claims, wherein the braking torque is calculated as a function of speed variation of the motor vehicle. 제 17항에 있어서, 상기 제동 토크는 시프팅 동작 이전에 산출된 자동차 속도의 변동값이 시프팅 동작이 끝날 때까지 일정하게 유지되는 방식으로 변동되는 것을 특징으로 하는 방법.18. The method of claim 17, wherein the braking torque is varied in such a way that the variation of the vehicle speed calculated before the shifting operation remains constant until the shifting operation is finished. 제 1항 내지 제 18항 중 어느 한 항에 있어서, 상기 제동 토크는 구동되는 모든 축에 공급되는 것을 특징으로 하는 방법.19. A method according to any one of the preceding claims, wherein the braking torque is supplied to all the axes being driven. 제 1항 내지 제 19항 중 어느 한 항에 있어서, 상기 제동 장치로서 자동차 트랜스미션 내에 장착되는 적절한 클러치가 제공되는 것을 특징으로 하는 방법.20. A method according to any one of the preceding claims, wherein a suitable clutch is provided as said braking device mounted in a vehicle transmission. 제 1항 내지 제 20항 중 어느 한 항에 있어서, 상기 제동 토크는 시프팅 동작 동안 엔진 제동 토크가 변동되는 경우에도 공급되는 것을 특징으로 하는 방법.21. The method of any one of claims 1 to 20, wherein the braking torque is supplied even if the engine braking torque changes during a shifting operation.
KR10-2003-7013532A 2001-04-20 2002-04-15 Method for applying braking torque in overrun conditions in a vehicle comprising an automatic clutch and/or an automatic gear box KR20040010624A (en)

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