WO2014015864A1

WO2014015864A1 - Motor vehicle

Info

Publication number: WO2014015864A1
Application number: PCT/DE2013/200031
Authority: WO
Inventors: Michael Reuschel
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2012-07-24
Filing date: 2013-07-10
Publication date: 2014-01-30
Also published as: DE112013003665A5; IN2015DN00492A; DE102013213471A1

Abstract

The invention relates to the coasting mode in a motor vehicle comprising a drive motor (2), a transmission (4), a clutch (3) in the drive train between the drive motor and the transmission, and comprising an apparatus for operating the clutch in an automated manner. A gear or a neutral position in the transmission can be selected by means of a transmission operating means (18). The clutch is then disengaged. The option of the coasting mode and the gear which is suitable at the end of the coasting mode are advantageously displayed to the driver.

Description

motor vehicle

The invention relates to a motor vehicle with a drive motor, a transmission, a clutch and a device for automated actuation of a clutch, in particular according to the preamble of claim 1, and a control method for such a motor vehicle.

In automobiles automated transmissions with automated clutch are known. In this case, the clutch is actuated by means of a device for actuating the clutch when a gear change is to be performed. The gear change is controlled by means of a device for actuating the transmission. It is determined based on vehicle data such as speed, wheel speed, engine speed, an actuation signal of the vehicle brake and / or an actuation signal of the fuel meter and other signals of the gear to be engaged in the transmission, which is to insert and connect this gear in the transmission below previously disengaged from the clutch automatically.

In motor vehicles with automatically actuated clutch and automatically operable transmission, a mode of operation of the so-called Segein is known in which at a cruising speed of the motor vehicle in overrun without actuation of the brake pedal and without actuation of the fuel meter, also called accelerator, the clutch is opened so that the Engine drag does not unnecessarily slow down the rolling process of the motor vehicle. Such vehicles have become known for example from DE 102 21 701 A1. The so-called sail mode of operation is activated when the vehicle speed is greater than zero and the engine speed is substantially at the level of idle speed. This achieves a certain fuel saving effect. In the phases of the blessing, in addition to the reduction due to the drag torque, the vehicle engine can also be switched off, so that idle consumption can also be avoided.

In these operational situations of blessing, the vehicle rolls and becomes slower due to the rolling and wind resistance. After falling below a limit speed compared to the speed before the initiation of the sail operating mode or after actuation of the fuel metering member, the clutch is engaged again and the vehicle is accelerated again. If the vehicle engine has also been parked in the sailing operation phase, the vehicle engine would also have to be started again beforehand.

However, in motor vehicles with only automated actuation of the clutch but with manual actuation of the transmission disengagement of the clutch may be problematic because the transmission is not necessarily switched by the manual operation in a proper after the sailing phase gear, so that an engagement of the clutch cause may cause the engine to either slow down and die off or become too high-revving and over-revving.

However, it is also desirable in motor vehicles with manually shiftable transmission that the fuel consumption is further reduced.

It is therefore the object of the invention to provide a motor vehicle with a drive motor, a transmission, a clutch and a device for automated actuation of a clutch, which is further improved in terms of fuel consumption. It is also the task to create a related tax procedure.

This object to the transmission is achieved by a transmission with the features of claim 1.

An embodiment of the invention provides a motor vehicle, with a drive motor, a transmission, a clutch in the drive train between the drive motor and transmission and with a device for automated actuation of the clutch, wherein a gear or a neutral position in the transmission by means of a transmission operating means can be inserted The clutch can be disengaged when the neutral position is engaged in the transmission. This so-called sailing phase is controlled in particular when the vehicle speed is not equal to zero and the engine speed substantially corresponds to the idling speed.

It is useful if, after disengaging the clutch, the drive motor is automatically switched off. As a result, a greater fuel saving is realized than only with the reduction of the drag torque, because the drive motor has a fuel consumption even at idle speed, which is avoidable in these operating phases. It is also expedient if a disengagement of the clutch and / or a shutdown of the drive motor can be carried out, if there continues to be no actuation of a vehicle brake and / or no actuation of a fuel metering member. By not actuating the brake and the fuel rating element, the driving style signals to the vehicle that fuel-efficient driving is desired and therefore the sailing function can be activated.

Furthermore, it is advantageous if an indication is given if, for reasons of fuel economy and / or the present operating situation, a sailing phase with the clutch disengaged and / or the drive motor switched off would be favorable. The display is preferably by a lighting of a light signal and / or a display of text etc. In this case, information by means of a display in the instrument cluster, in the display or screen of the navigation or information or infotainment system and / or via a head -up display done. Also, a textual .Anzeige supported by a voice output or alternatively be displayed acoustically.

It is also expedient if there is an indication of a target gear, in which the transmission should preferably be switched before or at the end of a sailing phase. This avoids that a lower or overspeed of the engine occurs.

The object of the control method is achieved by a control method for a motor vehicle with a drive motor, a transmission, a clutch in the drive train between the drive motor and transmission and with a device for automated actuation of the clutch, wherein a gear or a neutral position in the transmission by means of a transmission operating means inserted is, wherein the clutch is disengaged when the neutral position is engaged in the transmission.

It is expedient if the drive motor is switched off after disengaging the clutch.

It is also expedient if the disengagement of the clutch and / or the shutdown of the drive motor takes place, if there continues to be no actuation of a vehicle brake and / or no actuation of a fuel control element. Furthermore, it is advantageous if an indication is given if, for reasons of fuel economy and / or the present operating situation, a sailing phase with disengaged clutch and / or with the drive motor switched off is favorable. This is intended to animate the driver of the motor vehicle to engage the neutral gear in the transmission, so that the sailing process can be controlled.

It is also expedient if there is an indication of a target gear, in which the transmission should preferably be switched before or to the end of a sailing phase.

The present invention will be explained in more detail below with reference to preferred exemplary embodiments in conjunction with the associated figures:

Showing:

Figure 1 is a schematic representation of a motor vehicle, and

Figure 2 is a block diagram for explaining an embodiment of the

inventive method.

1 shows schematically a motor vehicle 1 with a drive motor 2. Furthermore, a torque transmission system 3, such as clutch, and a transmission 4 is shown in the drive train of the vehicle. In this embodiment, the torque transmission system 3 is arranged in the power flow between the engine and the transmission, wherein a drive torque of the engine is transmitted via the torque transmission system to the transmission and from the transmission 4 on the output side to an output shaft 5 and to a downstream axis 6 and to the wheels 6a. Alternatively, the clutch may also be arranged downstream of the transmission. Furthermore, the motor vehicle has a device for controlling an automated clutch for adjusting the transmissible torque of the clutch.

The torque transmission system 3 is designed as a clutch, the clutch optionally a self-adjusting, a wear-compensating

Coupling can be. The transmission 4 is preferably shown as a manual transmission, such as change-speed transmission. The torque transmission system 3 has a drive side 7 and an output side 8, wherein torque is transmitted from the drive side 7 to the output side 8 by the clutch plate 3a by means of the pressure plate 3b, the plate spring 3c and the release bearing 3e and the flywheel 3d is subjected to force. For this application, the release lever 20 by means of an actuating unit, such as actuator 13 b operated.

The control of the torque transmission system 3 by means of a control unit 13, such as control unit, which may include the control electronics 13 a and the actuator 13 b. In another advantageous embodiment, the actuator and the control electronics can also be arranged in two different structural units, such as housings. The control unit 13 may include the control and power electronics for driving the electric motor 12 of the actuator 13 b. As a result, it can be advantageously achieved, for example, that the system requires the installation space for the actuator with electronics as the only installation space. The actuator consists of a drive motor 12, such as electric motor, wherein the electric motor 12 via a gear, such as worm gear or spur gear or crank gear or threaded spindle gear on a master cylinder 1 1 acts. This effect on the master cylinder can be done directly or via a linkage. The movement of the output part of the actuator, such as the master cylinder piston 11a, is detected with a clutch travel sensor 14 which detects the position or position or the speed or acceleration of a magnitude proportional to the position or engagement position, respectively, of the speed or acceleration of the clutch is. The master cylinder 1 1 is connected via a pressure medium line 9, such as hydraulic line, with the slave cylinder 10. The slave cylinder output member 10a is operatively connected to the release lever 20 so that movement of the output member 10a of the slave cylinder 10 causes the release means 20 to also be moved or tilted to control the torque transmittable by the clutch 3.

The actuator 13b for controlling the transmittable torque of the torque transmission system 3 may be druckmittelbetätigbar, ie, it may be equipped by Druckmittelgeberund slave cylinder. The pressure medium may be, for example, a hydraulic fluid or a pneumatic medium. The actuation of the Druckmittelgeberzylinders can be provided by an electric motor, wherein the electric motor 12 can be controlled electronically. The drive element of the actuator 13b may also be another drive element in addition to an electromotive drive element. In a friction clutch, the control of the transmittable torque takes place in that the contact pressure of the friction linings Clutch disc between the flywheel 3d and the pressure plate 3b is targeted. About the position of the release means 20, the application of force to the pressure plate or the friction linings can be selectively controlled, the pressure plate thereby moved between two end positions and can be arbitrarily set and fixed. The one end position corresponds to a fully engaged clutch position and the other end position of a fully disengaged clutch position. To control a transmittable torque, which is, for example, less than the momentarily applied engine torque, for example, a position of the pressure plate 3b can be controlled, which lies in an intermediate region between the two end positions. The coupling can be fixed by means of the targeted control of the release means 20 in this position. However, it is also possible to control transmittable clutch torques which are defined above the currently pending engine torques. In such a case, the currently pending engine torques can be transmitted, wherein the torque irregularities are damped and / or isolated in the drive train in the form of, for example, torque peaks.

For controlling, such as control or regulation of the torque transmission system and in particular of the torque transferable from the clutch sensors are further used, at least temporarily monitor the relevant parameters of the entire system and provide the control variables necessary for the state variables, signals and measurements processed by the control unit wherein a signal connection to other electronic units, such as, for example, to an engine electronics 50 or an electronics of an anti-lock braking system (ABS) 60 or an anti-slip control (ASR), can and may be provided. The sensors detect, for example, speeds, such as wheel speeds, engine speeds, the position of the fuel meter, the throttle position, the gear position of the transmission, a shift intent and other vehicle-specific characteristics. The signal connection between the individual control units 13, 50 and 60, for example, via a data bus 70, which may be, for example, a CAN bus. FIG. 1 also shows that a throttle flap sensor 15, an engine speed sensor 16 and a tachometer sensor 17 are used and forward measured values or information to the control unit. The electronic unit, such as computer unit, of the control unit 13a processes the system inputs and forwards control signals to the actuator 13b.

The transmission is designed as a stepped change gear, wherein the gear ratios are changed by means of a shift lever or the transmission is operated or operated by means of this shift lever. Furthermore, at least one sensor 19 b is arranged on the operating lever, such as shift lever 18, of the manual transmission, which the switching intention and / or the Gear position detected and forwarded to the control unit. The sensor 19a is articulated on the transmission and detects the current gear position and / or a shift intention. The shift detection recognition using at least one of the two sensors 19a, 19b can be effected in that the sensor is a force sensor which detects the force acting on the shift lever. Furthermore, however, the sensor can also be configured as a displacement or position sensor, wherein the control unit recognizes a switching intent from the time change of the position signal.

The control unit is at least temporarily in signal connection with all sensors and evaluates the sensor signals and system input variables in such a way that, depending on the current operating point, the control unit outputs control or regulation commands to the at least one actuator. The drive element 12 of the actuator, such as the electric motor, receives from the control unit, which controls the clutch actuation, a manipulated variable as a function of measured values and / or system input variables and / or signals of the connected sensors. For this purpose, a control program is implemented as hardware and / or as software in the control unit, which evaluates the incoming signals and calculates or determines the output variables based on comparisons and / or functions and / or characteristic diagrams.

The control unit 13 has advantageously implemented a torque determination unit, a gear position determination unit, a slip determination unit and / or an operating state determination unit, or is in signal communication with at least one of these units. These units can be implemented by control programs as hardware and / or as software, so that by means of the incoming sensor signals the torque of the drive unit 2 of the vehicle 1, the gear position of the transmission 4 and the slip, which prevails in the region of the torque transmission system and the current operating state of Vehicle can be determined. The gear position determining unit determines based on the signals of the sensors 19a and 19b the currently engaged gear. In this case, the sensors on the shift lever and / or on internal gear adjusting means, such as a central shift shaft or shift rod, hinged and detect them, such as the position and / or the speed of these components.

Furthermore, a fuel metering member sensor 31 may be disposed on the fuel metering member 30, such as an accelerator pedal, which detects the fuel metering position. Another sensor 32 can act as an idle switch, ie when the fuel meter is actuated. sungsglied this idle switch 32 is turned on and at a non-actuated signal, it is turned off, so that it can be detected by this digital information, whether the fuel meter is actuated. The fuel metering member sensor 31 detects the degree of operation of the fuel metering member.

Fig. 1 shows in addition to the fuel metering member 30 and the associated sensors, a brake actuator 40 for actuating the service brake or the parking brake as brake pedal handbrake or hand or foot operated actuator of the parking brake. At least one sensor 41 is arranged on the actuating element 40 and monitors its actuation. The sensor 41 is designed, for example, as a digital sensor, such as a switch, which detects that the actuating element is actuated or not actuated. With this sensor, a signaling device, such as brake light, are in signal connection, which signals that the brake is actuated. This can be done both for the service brake and for the parking brake. However, the sensor can also be designed as an analog sensor, wherein such a sensor, such as a potentiometer, determines the degree of actuation of the actuating element. This sensor can also be in signal connection with a signaling device. The sensor 41 is in signal communication, for example via the data bus 70 with the control and electronic units. Furthermore, the motor vehicle has a driver-side actuatable element 80 for activating or starting the engine. This element may be, for example, an ignition key or an ignition switch, which can be actuated in various positions, wherein a position for engine start can be inserted.

FIG. 1 also shows a display for indicating a gear to be engaged in the transmission. In this case, a gear corresponding to a gear ratio or the neutral gear N be, which is also called neutral position.

FIG. 2 shows a block diagram 100 for explaining the method according to the invention.

In block 101, a normal vehicle operating condition is detected. Driving at normal speed, no brake application, and no or no excessive operation of the accelerator pedal as a fuel meter. In block 102, an indicator is triggered to engage the neutral gear in the transmission by the driver. This serves to indicate a possible fuel-saving mode of operation by the so-called sailing.

In block 103, it is monitored whether the transmission is shifted into neutral gear N, that is, no gear is engaged in the transmission. If so, block 104 continues. Otherwise, the process continues to block 102.

In block 104, the clutch is disengaged and in block 105 the drive motor is turned off.

Block 106 displays the gear that should be engaged by the driver if he wishes to exit the sail mode.

In block 107 it is monitored in which gear the transmission is set. Is the

Neutral gear N further inserted, it is continued at block 106. If another gear is engaged in the transmission, the sailing mode is terminated. The drive motor is started in block 108 and the clutch is engaged.

Description of the motor vehicle

drive motor

Torque transmission system, Kupplunga clutch disc

b pressure plate

c plate spring

d flywheel

e release bearing

transmission

output shaft

axis

a wheel

driving side

output side

Pressure medium line

0 slave cylinder

0a output part

Master cylinder

1 a Master cylinder piston

2 electric motor

3 control unit

3a control electronics

3b actuator

4 clutch travel sensor

5 throttle position sensor

6 engine speed sensor

7 speed sensor

8 shifter

9a sensor

9b sensor release lever

Fuel metering member

Fuel rating sensor

sensor

Brake actuator

sensor

control unit

ABS control unit

bus

Driver-side operable element

display

Block diagram

block

Claims

Patent claims

Motor vehicle (1) with a drive motor (2), a transmission (4), a clutch (3) in the drive train between the drive motor and transmission and with a device for automated actuation of the clutch, a gear or a neutral position in the transmission by means of a transmission actuation means (18) can be inserted, characterized in that the clutch (3) can be disengaged when the neutral position (N) is selected in the transmission.

Motor vehicle according to claim 1, characterized in that the drive motor (2) can be switched off after the clutch (3) has been disengaged.

Motor vehicle according to claim 1 and/or 2, characterized in that disengaging the clutch (3) and/or switching off the drive motor (2) can be carried out if there is still no actuation of a vehicle brake (40) and/or no actuation of a fuel metering element ( 30) is available.

Motor vehicle according to one of the preceding claims, characterized in that a display (90) is made if, for reasons of fuel saving and/or the existing operating situation, a coasting phase with the clutch disengaged and/or the drive motor switched off would be favorable.

Motor vehicle according to one of the preceding claims, characterized in that a display (90) is made of a target gear in which the transmission should preferably be switched before or at the end of a coasting phase.

Control method for a motor vehicle (1) with a drive motor (2), a transmission (4), a clutch (3) in the drive train between the drive motor (2) and transmission (4) and with a device for automated actuation of the clutch, wherein a gear or a neutral position can be inserted in the transmission by means of a transmission actuation means (18), characterized in that the clutch is disengaged when the neutral position is engaged in the transmission.

7. Control method according to claim 6, characterized in that the drive motor (2) is switched off after the clutch (3) has been disengaged.

8. Control method according to claim 6 and / or 7, characterized in that the clutch (3) is disengaged and / or the drive motor (2) is switched off if there is still no actuation of a vehicle brake (40) and / or no actuation of a fuel metering element (30) exists.

9. Control method according to one of the preceding claims 6 to 8, characterized in that a display (90) occurs when, for reasons of fuel saving and / or the existing operating situation, a coasting phase with the clutch (3) disengaged and / or with the drive motor (2) switched off ) is cheap.

10. Control method according to one of the preceding claims 6 to 9, characterized in that a display (90) of a target gear is made into which the transmission should preferably be switched before or at the end of a sailing phase.