SE505275C2 - Steering arrangement for a friction clutch for a motor vehicle - Google Patents

Steering arrangement for a friction clutch for a motor vehicle

Info

Publication number
SE505275C2
SE505275C2 SE9302744A SE9302744A SE505275C2 SE 505275 C2 SE505275 C2 SE 505275C2 SE 9302744 A SE9302744 A SE 9302744A SE 9302744 A SE9302744 A SE 9302744A SE 505275 C2 SE505275 C2 SE 505275C2
Authority
SE
Sweden
Prior art keywords
speed
gearbox
clutch
engine
internal combustion
Prior art date
Application number
SE9302744A
Other languages
Swedish (sv)
Other versions
SE9302744D0 (en
SE9302744L (en
Inventor
Karsten Reiss
Rainer Reuthal
Hans-Juergen Schneider
Original Assignee
Fichtel & Sachs Ag
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 Fichtel & Sachs Ag filed Critical Fichtel & Sachs Ag
Publication of SE9302744D0 publication Critical patent/SE9302744D0/en
Publication of SE9302744L publication Critical patent/SE9302744L/en
Publication of SE505275C2 publication Critical patent/SE505275C2/en

Links

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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • 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
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0241—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
    • 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
    • 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
    • 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
    • B60W30/18118—Hill holding
    • 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
    • F16D2500/5048—Stall prevention
    • 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
    • F16H59/36—Inputs being a function of speed
    • F16H59/46—Inputs being a function of speed dependent on a comparison between speeds

Landscapes

  • 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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The friction clutch (3) is operated by a servo drive (15) via a processor control (17). This operates th clutch w.r.t the engine condition and the vehicle speed etc.. The control has two reference engine speeds; one below idling speed and one above. the lower level is used to release the clutch to prevent stalling while the higher level is used as an engine braking control e.g. on inclines. The higher speed can be used to provide controlled engine braking if the vehicle rolls against the set gear direction, with the throttle pedal at idling. This allows the driver to move the vehicle in and out of spaces on an incline with a minimum of gear changes. The lower reference speed is 100 to 300 rpm below normal idling speed while the higher level is 50 to 500 rpm above idling. The exact levels are determined w.r.t engine/vehicle conditions. ADVANTAGE - Improved drive control, less risk of engine stalling.

Description

505 275 2 möjliggör för styrkopplingen att reagera korrekt även vid "felaktig" färdriktning. En sådan sensor ökar konstruktionskostriaden för styranordningens delar. 505 275 2 enables the control clutch to react correctly even in the "wrong" direction of travel. Such a sensor increases the design cost of the control device parts.

Uppgiften för uppfinningen är att anvisa en väg för att på enkelt sätt kunna förhindra felreaktioner vid den automatiska manövreringen av friktionskopplingen på grund av en rullriktriing hos motorfordonet som ej överensstämmer med växellådans inlagda växel.The object of the invention is to provide a path in order to be able to easily prevent incorrect reactions in the automatic operation of the friction clutch due to a rolling direction of the motor vehicle which does not correspond to the gearbox's engaged gear.

Utgående från det inledningsvis beskrivna arrangemanget löses denna uppgift enligt uppfinníngen genom att styrkopplingen inkopplar ställdrivanordningen i en inkopplingsriktning när växellådans av sin varvtalssensor avkända ingångsvarvtal är större än en andra varvtalströskel som ligger ovanför förbränningsmotoms tomgångsvarvtal.Based on the arrangement initially described, this task is solved according to the invention by the control clutch engaging the actuator in an engagement direction when the input speed of the gearbox sensed by its speed sensor is greater than a second speed threshold which is above the idle speed of the internal combustion engine.

Uppfinningen utgår från övervâgandet att vid fordonets ivågrullning i den fårdriktning som konstruktionsenligt är anordnad för växellådans inlagda växel accelereras likaså förbränningsmotom av det accelererande fordonet åtminstone till en förutbestämd rullhastig- het. Om däremot fordonet rullar mot den konstruktionsbetingande färdriktningen för växeln, exempelvis i framåtriktningen vid inlagd backväxel, tillbakatrycks förbränningsmotorn alltid mer och mer vid ökande inkopplingsgrad av kopplingen, dvs motorn bromsas.The invention is based on the consideration that when the vehicle's rolling in the direction of travel which in terms of design is arranged for the gearbox's engaged gearbox, the internal combustion engine is also accelerated by the accelerating vehicle at least to a predetermined rolling speed. If, on the other hand, the vehicle rolls towards the design-dependent direction of travel of the gear unit, for example in the forward direction when the reverse gear is engaged, the internal combustion engine is always pushed back more and more with increasing engagement of the clutch, ie the engine brakes.

Så snart som motorvarvtalet sjunker under den förutbestämda första varvtalströskeln som hindrar stypningen, styrs äter kopplingen till öppningsriktning, varpå fordonet till följd av lutningsdrivlcraften åter accelereras och växellådans ingångsvarvtal stiger. Detta förlopp upprepas tills föraren genom antingen manövrering av färdbromsen stannar fordonet eller genom manövrering av gaspedalen förbränningsmotoms drivmoment ökas så mycket att fordonet kan köra iväg i den för växelläget anordnade färdriktningen.As soon as the engine speed drops below the predetermined first speed threshold which prevents the throttle, the clutch returns to the opening direction, whereupon the vehicle is accelerated again as a result of the tilt drive force and the input speed of the gearbox rises. This process is repeated until the driver stops the vehicle either by actuating the service brake or by increasing the drive torque of the internal combustion engine by actuating the accelerator pedal so much that the vehicle can drive away in the direction of travel arranged for the gear position.

I en föredragen utföringsfortn av uppfinningen är för fordonets gaspedal anordnad en pedalsensor, vilken avkänner tillhörande pedals viloläge och pá vilken styrkopplingen svarar. Styrkopplingen inkopplar ställdrivanordningen vid via ett över den andra varvtalströs- keln liggande ingångsvarvtal hos växellådan endast när gaspedalen befinner sig i sitt viloläge.In a preferred embodiment of the invention, a pedal sensor is arranged for the vehicle's accelerator pedal, which senses the associated pedal rest position and to which the control clutch responds. The control clutch engages the actuator at an input speed of the gearbox lying above the second speed threshold only when the accelerator pedal is in its rest position.

Genom denna åtgärd uppnås att föraren med vishet även kan låta fordonet rulla mot den normala färdriktningen för den inlagda växeln, vilket särskilt kan vara ändamålsenligt vid parkering. Dessutom kan på detta sätt hindras att kopplingen vid extrema körsituationer inkopplas enbart på grund av det momenmontana varvtalsförhållandena. Övervakningen av gaspedalens viloläge tillåter vidare att aktuellt kan utrönas den första och eller den andra varvtalströskeln oberoende av det medelst motortalsvarvtalssensorn i gaspedalens viloläge avkända motorvarvtalet samt ett förutbestämt differensvärde.Through this measure it is achieved that the driver with wisdom can also let the vehicle roll towards the normal direction of travel for the engaged gear, which can be particularly expedient when parking. In addition, in this way it can be prevented that the clutch is switched on in extreme driving situations solely due to the torque-mounted speed conditions. The monitoring of the accelerator pedal rest position further allows that the first and / or the second speed threshold can be ascertained independently of the engine speed sensed by the engine speed sensor in the accelerator pedal rest position and a predetermined difference value.

Styranordningen är därmed funktionsduglig först när en motorstyrning exempelvis för kallstart skall momentant höja tomgångsvarvtalet. 10 15 20 25 30 3 505 275 Den första varvtalströskeln ligger ändamålsenligt mellan 100 och 300 r/min, företrädesvis ungefär 200 r/min under förbränningsmotorns tomgångsvarvtal, medan den andra varvtalströskeln ligger mellan 50 och 500 r/min, företrädesvis ungefär 250 r/min över förbränningsmotorns tomgångsvarvtal.The control device is thus functional only when an engine control, for example for cold start, is to momentarily increase the idle speed. The first speed threshold is suitably between 100 and 300 rpm, preferably about 200 rpm below the idle speed of the internal combustion engine, while the second speed threshold is between 50 and 500 rpm, preferably about 250 rpm. over the idle speed of the internal combustion engine.

I det följande beskrivs närmare ett utföringsexempel av uppfinningen med ledning av bifogad ritning. Ritningsfiguren visar ett schematiskt blockschema av ett arrangemang for styrning av ett motorfordons friktionskoppling, vilket arrangemang även tillåter igångrullning av motorfordonet mot färdriktningen för det vid dettas växellåda inställda vâxelläget, utan att motorfordonets förbränningsmotor stryps.In the following, an embodiment of the invention is described in more detail with reference to the accompanying drawing. The drawing shows a schematic block diagram of an arrangement for controlling the friction clutch of a motor vehicle, which arrangement also allows the motor vehicle to start rolling in the direction of travel of the gear position set at its gearbox, without throttling the motor vehicle's internal combustion engine.

Motorfordonet innefattar på konventionellt sätt en förbrånningsmotor 1, vilken via en friktionskoppling 3 och en växellåda 5 driver drivhjul 7. Vid växellådan 5 kan medelst en växelspak 9 inställas manuellt flera framåtväxlar samt en backväxel. Medelst en gaspedal ll kan motorfordonets förare styra ett ventilspjäll 13 hos förbränningsmotorn 1 resp. en ej närmare framställd insprutningspump.The motor vehicle comprises in a conventional manner an internal combustion engine 1, which via a friction clutch 3 and a gearbox 5 drives drive wheels 7. At the gearbox 5, by means of a gear lever 9, your forward gears and a reverse gear can be set manually. By means of an accelerator pedal 11, the driver of the motor vehicle can control a valve damper 13 of the internal combustion engine 1 resp. an injection pump not specified.

Friktionskopplingen 3 omställs av en ställdrivanordning 15, vilken kan vara en pneumatisk, hydraulisk eller elmotordriven ställdrivanordning, omställd mellan sitt fullständigt urkopplade läge och sitt fullständiga inkopplade läge, varvid kopplingens 3 ställäge bestäms av en styrkoppling 17 som styr ställdrivanordningen 15 i enlighet med körsituationen.The friction clutch 3 is adjusted by an actuator 15, which may be a pneumatic, hydraulic or electric motor actuator, adjusted between its fully disengaged position and its fully engaged position, the actuation position of the clutch 3 being determined by a control clutch 17 which controls the actuator 15 according to the driving situation.

Styrkopplíngen 17 avkänner medelst en motorvarvstalssensor 19 förbränningsmotorns l varvtal och medelst en varvtalssensor 21 växelládans 5 ingångsvarvstal samt styr kopplingen 3 pâ i sig känt sätt vid igångkörning och vid växling av växellådans 5 växellägen. En sensor 23 som avkänner gaspedalens 11 viloläge signalerar en önskan om igångköming frän föraren till styrkopplingen 17, så snart som föraren utstyr gaspedalen ll från viloläget. Den vid stillastående fordon urkopplade kopplingen 3 inkopplas därefter exempelvis i beroende av det medelst sensom 19 avkända motorvarvtalet med växande motorvarvtal. För omställning av växellägena signalerar en på beröring av växelspaken 9 svarande sensor 25 hos styrkopplingen 17 förarens önskan att växla, varpå styrkopplingen 17 öppnar kopplingen 3 och åter sluter denna efter växlingen. Slutningen av kopplingen kan härvid styras oberoende av skillnaden mellan de medelst sensorerna 19, 21 avkända varvtalen. För att hindra att förbränningsmotom l styps vid inbromsning av fordonet, övervakar styrkopplingen 17 motorvarvtalet med avseende på om detta sjunker under en förutbestämd varvtalströskel mindre än förbrännings- motoms 1 tomgängsvarvtal. Om fórbränningsmotorn tillbakadrivs under denna varvtalströskel som ligger exempelvis ungefär 200 r/min under tomgångsvarvtalet, öppnas kopplingen 3 automatiskt. Styrkopplíngen 17 jämför härtill motorvarvtalssensorns 19 signal med _ 505 275 10 15 20 25 30 varvtalströskeln.The control clutch 17 senses the speed of the internal combustion engine 1 by means of an engine speed sensor 19 and the input speed of the gearbox 5 by means of a speed sensor 21 and controls the clutch 3 in a manner known per se when starting and changing the gear positions of the gearbox 5. A sensor 23 which senses the rest position of the accelerator pedal 11 signals a desire for starting from the driver to the control clutch 17, as soon as the driver equips the accelerator pedal 11 from the rest position. The clutch 3 disengaged when the vehicle is stationary is then switched on, for example in dependence on the engine speed sensed by the sensor 19 with increasing engine speed. To change the gear positions, a sensor 25 of the control clutch 17 corresponding to contact with the gear lever 9 signals the driver's desire to shift, whereupon the control clutch 17 opens the clutch 3 and closes it again after the shift. The closure of the coupling can in this case be controlled independently of the difference between the speeds sensed by the sensors 19, 21. To prevent the internal combustion engine 1 from being braked during braking of the vehicle, the control clutch 17 monitors the engine speed with respect to whether it drops below a predetermined speed threshold less than the idle speed of the internal combustion engine 1. If the internal combustion engine is driven back below this speed threshold which is, for example, approximately 200 rpm below the idle speed, the clutch 3 opens automatically. To this end, the control coupling 17 compares the signal of the engine speed sensor 19 with the speed threshold 505 275 10 15 20 25 30.

Motorfordonet kan vid många driftssituationer exempelvis rulla vid en stigning med automatiskt öppnad koppling 3 och vid växellådan 5 inlagd tärdväxel. För att hindra driftstömingar, vilka kan leda till strypning av förbränningsmotom 1 om fordonet rullar igång i riktning mot en fárdriktning som är anordnad för växellådans 5 inlagda växellâge, alltså exempelvis rullar igång i frarnåtrikming vid inlagd backväxel, inkopplar styrkopplingen 17 ställdrivanordningen 15 i inkopplingsriktningen, så snart som det av varvtalssensorn 21 avkända ingångsvarvtalet för växellådan växer med växande rullhastighet hos fordonet över en varvtalströskel större än förbränningsmotorns 1 tomgängsvarvtal. Eftersom i detta körtillstånd växellådans 5 ingångsaxel roterar mot rotationsriktningen för förbrännings- motomsvevaxel, minskas motorvarvtalet mer och mer med ökande slutningsgrad hos kopplingen 3, tills det faller under den i det föregående omnämnda stypvarvtalströskeln, varpå styrkopplingen 17 åter inkopplar ställdrivanordningen 15 i urkopplingsriktingen. Det under inkopplingen av kopplingen 3 bromsade fordonet kan åter accelereras, tills på nytt den övre varvtalströskeln har uppnåtts och styrkopplingen 15 återinkopplas i inkopplingsrikmingen.In many operating situations, the motor vehicle can, for example, roll on a pitch with automatically opened clutch 3 and on the gearbox 5 with a gearbox inserted. In order to prevent operational disturbances, which can lead to throttling of the internal combustion engine 1 if the vehicle rolls in direction in the direction of travel which is arranged for the gearbox position engaged in the gearbox 5, i.e. for example rolls in gear direction when the gear is engaged, as soon as the input speed of the gearbox sensed by the speed sensor 21 grows with increasing rolling speed of the vehicle over a speed threshold greater than the idle speed of the internal combustion engine 1. Since in this driving condition the input shaft of the gearbox 5 rotates towards the direction of rotation of the internal combustion engine crankshaft, the engine speed decreases more and more with increasing degree of closure of the clutch 3, until it falls below the aforementioned type speed threshold. The vehicle braked during the engagement of the clutch 3 can be accelerated again, until again the upper speed threshold has been reached and the steering clutch 15 is reconnected in the clutch direction.

Detta förlopp upprepas till föraren antingen manövrerar fordonets färdbroms eller genom manövrering av gaspedalen ll ökar motorvridmomentet så mycket, att fordonet accelereras av förbränningsmotorn 1 i den för det inlagda växelläget anordnade färdriktningen.This process is repeated until the driver either maneuvers the vehicle's service brake or by actuating the accelerator pedal 11, the engine torque increases so much that the vehicle is accelerated by the internal combustion engine 1 in the direction of travel provided for the engaged gear position.

Den övre varvtalströskeln, vilken leder till inkopplingen, ligger ändamålsenligt ungefär 250 r/min över tomgångsvarvtalet. Styrkopplingen 17 jämför växellådans ingångs- varvstal med denna varvstalströskel. Emedan vid igångrullning mot den förutbestämda färdriktningen förbränningsmotorn vid stängd koppling 3 ej kan sjunka under växellådans ingångsvarvtal, kan även kopplingcns 3 öppning ske i beroende av växellådans ingångsvaivtal.The upper speed threshold, which leads to the engagement, is expediently approximately 250 rpm above the idle speed. The control clutch 17 compares the input speed of the gearbox with this speed threshold. Since, when rolling towards the predetermined direction of travel, the internal combustion engine when closed clutch 3 cannot fall below the input speed of the gearbox, the opening of the clutch 3 can also take place depending on the input speed of the gearbox.

Det inses att härtill kan dock även motorvarvtalssensoms 19 signal utnyttjas.It will be appreciated that the signal of the engine speed sensor 19 may also be used for this purpose.

Den övre vartalströskeln tar hänsyn till växellådans 5 utväxlingsförhållanden i de enskilda växellägema, för att vid vart och ett av växellägerna kunna sluta kopplingen 3 vid olämplig rullriktning. Emedan förbränningsmotorns 1 tomgängsvarvstal kan ändras i beroende av driften, exempelvis vid en kallstart, bestämmer styrkopplingen 17 i det av sensom 23 avkända viloläget hos gaspedalen 11 vid öppnad koppling 3 resp. vid växellådans 5 neutralläge via motorvarvtalssensom 19 det aktuella tomgängsvarvtalet och uträknar därefter lämpliga varvtalströsklar, exempelvis genom addition av ett förutbestämt varvtalsclifferensvär- de om exempelvis 250 r/min till det aktuella tomgångsvarvtalet. l en ytterligare variant svarar styrkopplingen 17 vidare på överskridandet av det övre varvtalströskeln med stängning av kopplingen 3 endast om gaspedalen ll befinner sig i det 10 15 20 25 30 505 275 av sensorn 23 avkånda vilolâget.The upper speed threshold takes into account the gear ratios of the gearbox 5 in the individual gear bearings, in order to be able to close the clutch 3 at each of the gear bearings in the event of an unsuitable rolling direction. Since the idle speed of the internal combustion engine 1 can be changed depending on the operation, for example in a cold start, the control clutch 17 determines the rest position of the accelerator pedal 11 sensed by the sensor 23 when the clutch 3 or 3 is opened. at the neutral position of the gearbox 5 via the engine speed sensor 19 the current idle speed and then calculates suitable speed thresholds, for example by adding a predetermined speed cliff value of, for example, 250 rpm to the current idle speed. In a further variant, the control clutch 17 further responds to the exceeding of the upper speed threshold with closing of the clutch 3 only if the accelerator pedal 11 is in the rest position sensed by the sensor 23.

Vâxellådan 5 år i det föregående beskrivna uttöringsexemplet framställd såsom manuellt växlingsbar växellåda: den kan dock även vam en halvautomatisk växellåda.The gearbox is 5 years old in the previously described exhaust example prepared as a manually changeable gearbox: it can, however, also have a semi-automatic gearbox.

Claims (6)

505 275 10 15 20 25 30 6 Patentkrav505 275 10 15 20 25 30 6 Patent claims 1. Arrangemang för styrning av en av en ställdrivanordning (15) manövrerbar friktionskoppling (3) hos ett från en förbränningsmotor (1) via friktionskopplingen (3) och en växellåda (5) drivet motorfordon, innefattande - en vaivstalssensor (19) som avkänner varvtal i förbränningsmotom (1), - en varvtalssensor (21) som avkänner varvtal i växellådan (5), - en styrkoppling (17) som svarar på växellådans varvtalssensorer (19, 21) och styr ställdriv- anordningen (15), vilken styrkoppling inkopplar ställdrivanordningen (15) i urkopplings- riktningen när det av motorvarvstalssensom (19) eller växellådans varvtalssensor (21) avkända varvtalet är mindre än en första varvtalströskel som ligger under förbränningsmotorns (1) tomgångsvarvtal, - k ä n n e t e c k n a t av att styrkopplingen (17) inkopplar ställdrivanordningen (15) i inkopplingsriktningen om det medelst växellådans varvtalssensor (21) avkända ingångs- varvtalet hos växellådan (5) är större än en andra, över förbränningsmotorns (1) tomgångs- varvtal liggande varvtalströskel.Arrangement for controlling a friction clutch (3) operable by an actuator (15) of a motor vehicle driven from an internal combustion engine (1) via the friction clutch (3) and a gearbox (5), comprising - a speed sensor (19) which senses speed in the internal combustion engine (1), - a speed sensor (21) which senses speed in the gearbox (5), - a control clutch (17) which responds to the gearbox speed sensors (19, 21) and controls the actuator (15), which control clutch engages the actuator (15) in the disengagement direction when the speed sensed by the engine speed sensor (19) or the gearbox speed sensor (21) is less than a first speed threshold below the idle speed of the internal combustion engine (1), - characterized in that the control clutch (17) engages the actuator 15) in the connection direction if the input speed of the gearbox (5) sensed by the gearbox speed sensor (21) is greater than a second, over the even of the internal combustion engine (1) running speed horizontal speed threshold. 2. Arrangemang enligt krav 1, k ä n n e t e c k n at av att för en gaspedal (11) hos motorfordonet är anordnad en pedalsensor (23), vilken avkänner viloläget hos den anordnade pedalen (11) och verkar på styrkopplingen (17), och att styrkopplingen (17) inkopplar ställdrivanordningen (15) vid ett över den andra varvtalströskeln liggande ingángsvarvtal hos växellådan (5) endast om gaspedalen (11) befmner sig i ett viloläge.Arrangement according to Claim 1, characterized in that a pedal sensor (23) is arranged for an accelerator pedal (11) of the motor vehicle, which senses the rest position of the arranged pedal (11) and acts on the steering clutch (17), and that the steering clutch (17) engages the actuating drive device (15) at an input speed of the gearbox (5) above the second speed threshold only if the accelerator pedal (11) is in a rest position. 3. Arrangemang enligt krav 2, k ä n n e t e c k n a t av att styrkopplingen (17) bestämmer den första och/eller den andra varvtalströskeln i beroende av det medelst motorvarvstalssensorn (19) i gaspedalens (11) viloläge avkända motorvarvtalet samt av ett förutbestämt skillnadsvärde.Arrangement according to claim 2, characterized in that the control clutch (17) determines the first and / or the second speed threshold in dependence on the motor speed sensed by the engine pedal sensor (19) in the rest position of the accelerator pedal (11) and by a predetermined difference value. 4. Arrangemang enligt krav 1 - 3, k ä n n e t e c k n a t av att styrkopplingen (17) inkopplar ställdrivanordningen (15) i urkopplingsriktningen i beroende av det medelst växelládans varvtalssensor (21) avkända ingångsvarvtalet hos växellådan (5) om ingångs- varvtalet underskrider den första varvtalströskeln.Arrangement according to Claims 1 to 3, characterized in that the control clutch (17) engages the actuator (15) in the disengagement direction depending on the input speed of the gearbox (5) sensed by the gearbox (5) if the input speed falls below the first speed difference . 5. Arrangemang enligtnågotavlcravenl-4, kännetecknat av attden första varvtalströskeln ligger mellan 100 och 300 r/ min per minut under förbränningsmotorns (1) tomgångsvarvtal.Arrangement according to Claim 4, characterized in that the first speed threshold is between 100 and 300 rpm per minute below the idle speed of the internal combustion engine (1). 6. Arrangemangenligtnågotavkravenl-5, kännetecknat av attden andra varvtalströskeln ligger mellan 50 och 500 r/min över förbränningsmotorns (1) tomgångsvarvtal.Arrangement according to any one of claims 5, characterized in that the second speed threshold is between 50 and 500 rpm above the idle speed of the internal combustion engine (1).
SE9302744A 1992-09-01 1993-08-25 Steering arrangement for a friction clutch for a motor vehicle SE505275C2 (en)

Applications Claiming Priority (1)

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DE4229024A DE4229024C2 (en) 1992-09-01 1992-09-01 Method for controlling a motor vehicle friction clutch

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SE9302744D0 SE9302744D0 (en) 1993-08-25
SE9302744L SE9302744L (en) 1994-03-02
SE505275C2 true SE505275C2 (en) 1997-07-28

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DE10311445A1 (en) * 2003-03-15 2004-09-23 Daimlerchrysler Ag Operating method for hillholder device for automobile with reduction of engine torque or revs upon activation of hillholder control and opening of automatic start-off clutch
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DE102008040889A1 (en) 2008-07-31 2010-02-04 Zf Friedrichshafen Ag Drive train controlling method for motorvehicle, involves actively updating engine rotation speed and identifying opposite rotary directions at starting clutch when synchronism does not lies at clutch after cycle of idle time
JP2014035065A (en) * 2012-08-10 2014-02-24 Yamaha Motor Co Ltd Saddle type vehicle
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SE9302744D0 (en) 1993-08-25
FR2695084A1 (en) 1994-03-04
SE9302744L (en) 1994-03-02
DE4229024A1 (en) 1994-03-03
DE4229024C2 (en) 1998-02-19
FR2695084B1 (en) 1995-06-30

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