• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a method of controlling an automatically controlled clutch at the start of a vehicle (100) on a surface, said vehicle (100) comprising a single-combustion engine for generating propulsion for transmission to at least one drive wheel, and wherein said vehicle (100) comprises a throttle control for requesting propulsion from said engine, where the magnitude of the propulsion requested from the engine is controlled by a driver of the vehicle by means of said throttle. The method comprises the step of, when a first criterion for representing said drive wheel grip against said pads is met, - open said automatically controlled coupling if the driver means said throttle control reduces the demand for propulsion from said engine. Fig. 4
    公开号:SE0950661A1
    申请号:SE0950661
    申请日:2009-09-14
    公开日:2011-03-15
    发明作者:Peter Juhlin-Dannfelt；Mikael Oeun
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    by increasing the force applied to the drive wheels, preferably with a relatively high gear engaged, until the drive wheels spin loose, the driver immediately releasing the accelerator pedal and depressing the clutch so that the vehicle rolls back, repeating the procedure when the movement in the opposite direction has stopped . By putting the vehicle in a rocking position in this way, sufficient force can finally be obtained to get the vehicle out of the pit / sink.
    Due to the fact that heavy vehicles already at idle speed have a high available torque, the rocking function can often be performed by using only the clutch, whereby driving force is applied to the drive wheels by the driver releasing the clutch and whereby the clutch is then quickly depressed when the drive wheels start to spin. in the pit / depression and up on the opposite side of the pit / depression. When the movement directed in the opposite direction has stopped, the drive wheels can, with the aid of the clutch, be applied to the drive wheels again when the vehicle begins to move in the first direction again, in order to try to achieve a higher speed than in the previous attempt to get out of the pit. the sink. The procedure (rocking) is then repeated until the vehicle has come loose from the pit / sink or the need for additional assistance has been established.
    It has become increasingly common with automatic gearboxes in heavy vehicles. However, these gearboxes usually do not consist of automatic gearboxes in the traditional sense, but of control system-controlled shifting of "manual" gearboxes, partly because manual gearboxes are significantly cheaper to manufacture, but also because they have a higher efficiency. l0 l5 20 25 30 In one type, a clutch pedal is used by the driver to start the vehicle from a standstill, while all other shifting can be performed by the vehicle's control system, whereby the clutch is not used at all, but instead the shifts are performed "torqueless", ie. the torque delivered from the motor is adjusted to an appropriate level to reduce the torque transmitted at the engagement point of the relevant gears. In this type of driveline, the driver thus has access to a clutch pedal, whereby the driver can also perform the rocking function as above.
    However, it is also common for vehicles with a gearbox of the above type to be equipped with a fully automatically controlled clutch, whereby the driver only has access to the accelerator pedal and brake pedal. During normal driving with a vehicle equipped with an automatically controlled clutch, the vehicle's control system will close the clutch completely when the driver presses the accelerator pedal. The clutch then does not open until the driver applies the brake and the engine speed has dropped to idle speed. This has the disadvantage that, in a rocking process, the moment of inertia of the engine, until the clutch has opened, will slow down the vehicle's rolling back and thereby reduce the effect of the rocking function and in the worst case prevent successful driving away with the vehicle.
    Thus, at least in certain situations, there is a need for an improved method of starting a stuck vehicle in vehicles with an automatically controlled clutch.
    SUMMARY OF THE INVENTION It is an object of the present invention to provide a method of steering a vehicle at the start of said vehicle which solves the above problems. This object is achieved with a method according to claim 1.
    The present invention relates to a method of controlling an automatically controlled clutch at the start of a vehicle on a ground, said vehicle comprising an internal combustion engine for generating propulsion for transmission to at least one drive wheel, and wherein said vehicle comprises a throttle for requesting driving force from said engine, wherein the magnitude of the driving force requested from the engine is controlled by a driver of the vehicle by means of said throttle control.
    The method comprises the step of, when a first criterion for a representation of the grip of said drive wheel against said ground is met, opening said automatically controlled clutch if the driver by means of said throttle control reduces the request of driving force from said engine.
    This has the advantage that the engine can be disengaged from the rest of the driveline as soon as the driver reduces the demand for propulsion, which in turn has the advantage that, e.g. when the driver tries to start the vehicle from a pit / lower and the drive wheels lose grip, the moment of inertia of the engine, when the engine has been disengaged from the rest of the driveline by opening the clutch, will not affect the rotation direction the drive wheels undergo when the vehicle begins to roll back into the pit / lower, why the rollback can also be used to the maximum.
    Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings.
    Brief Description of the Drawings Fig. 1 shows a driveline in a vehicle in which the present invention can be used to advantage.
    Fig. 2 shows a coupling function according to prior art.
    Fig. 3 shows an example switching function according to the present invention.
    Fig. 4 shows an exemplary method according to the present invention.
    Detailed description of exemplary embodiments As mentioned above, it is difficult for a vehicle driver in a vehicle with automatic clutch to have a rocking function to function exactly as desired because the driver cannot directly influence the process with the aid of a clutch pedal.
    The present invention solves this by means of a method where, in contrast to the prior art, the driver can influence the opening / closing of the clutch in the desired manner even though the clutch pedal is missing.
    Fig. 1 shows an exemplary driveline in a vehicle 100 according to the first exemplary embodiment of the present invention. The vehicle 100 schematically shown in Fig. 1 comprises only one axle with drive wheels 113, 114, but the invention is also applicable to vehicles where more than one axle is provided with drive wheels.
    The driveline comprises an internal combustion engine 101, which is connected in a conventional manner to a gearbox 103 via a clutch 106.
    The vehicle further comprises drive shafts 104, 105, which are connected to the vehicle drive wheels 113, 114, and which are driven by a shaft 107 emanating from the gearbox 103 via a shaft gear 108, such as, for example, a conventional differential.
    The coupling 106 is of the lamella type, i.e. one with a first gearbox part, such as e.g. gearbox 103 of the input shaft 103, connected friction member 110 selectively engages the engine flywheel 102 to transmit driving force from the internal combustion engine 101 to the drive wheels 113, 114 via the gearbox 103. The engagement of the clutch disc 110 with the output shaft 102 of the engine is controlled by a pressure plate 111, which is displaceable laterally by means of e.g. a lever 112, the operation of which is controlled by a clutch actuator 115.
    The action of the clutch actuator 115 on the lever 112 is in turn controlled by the control system of the vehicle.
    Vehicle control systems in modern vehicles usually consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers, and various components located on the vehicle. Such a control system can comprise a large number of control units, and the responsibility for a specific function can be divided into more than one control unit. For the sake of simplicity, Fig. 1 shows only such a control unit 116, which controls the clutch (clutch actuator 115). In fact, the control of the control actuator 115 of the control unit 116 is likely to e.g. depend on information such as received from one or more additional controllers.
    The method according to the present invention can advantageously be implemented as a computer program comprising program code, which when said program code is executed in a control unit causes said control unit to perform the method according to the invention. The computer program may be stored in a computer readable medium, such as e.g. something from the group including: ROM (Read-Only Memory), PROM (Programmable ROM), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically EPROM) and hard disk drive In the case of a manually switched car, or certain types of automatically switched "Manual" gearboxes as above, the clutch actuator is controlled, directly or indirectly, by the driver by means of a clutch pedal (not shown) instead of being controlled automatically by the control system as above. These or similar types of gearboxes are often used in heavy vehicles where the clutch only needs to be used to start the vehicle, whereby while shifting takes place automatically without opening the clutch by adjusting torque and speed for the engine output shaft to torque and speed for the gearbox input shaft. Thus, even with this type of vehicle, the driver can still use the clutch to achieve the desired rocking function where necessary.
    In vehicles of the type shown in Fig. 1, on the other hand, where the clutch is controlled completely automatically and no clutch pedal is thus available to the driver, the handling in manual rocking suffers. Although this can be helpfully accomplished, e.g. by releasing the accelerator pedal and moving the gear driver to the neutral position whereby the vehicle can roll in the opposite direction, and then reloading a gear and depressing the accelerator pedal, this makes it more difficult for the driver to achieve the desired rocking function where several steps are required to achieve less harmonic rolling rocking as a result.
    The present invention solves this by changing the way in which the clutch is controlled when rocking compared to how the clutch is controlled during normal driving of the vehicle. Fig. 2 schematically shows a normal coupling function for an automatically controlled coupling.
    In the diagram shown in Fig. 2, solid line denotes engine speed, dotted line denotes the speed of the input shaft of the gearbox and dashed line denotes the position of the clutch. The y-axis of the diagram thus shows the speed of the solid and dotted line, as well as the travel length of the clutch plate. During normal starting from a standstill, the engine speed is at idle speed nl, and the clutch is in the fully open position po. Position po represents completely open coupling, position p1 represents completely closed coupling and position pg represents the contact point of the coupling, ie. the position where the clutch plate begins to contact the output shaft of the motor to thereby begin to transmit torque (driving force) over the clutch.
    At the time to t = tl, the start of the vehicle is started by closing the clutch. Thus, when the clutch plate reaches the position pg at t = t2, the input shaft of the gearbox begins to rotate. The clutch is then closed to a position pg, which represents a position where the clutch is so closed that it is able to transmit the torque that the engine can give maximum at idle speed nl. This clutch position, which is reached at time t = t3, is therefore maintained until time t = t4 where the input shaft of the gearbox reaches the engine idle speed n1, thus there is no longer a slip over the clutch. At time t = t4, therefore, an increase in engine speed begins at the same time as the clutch closes completely and the vehicle is accelerated to an engine speed corresponding to a driving force requested by the driver (eg by means of the accelerator pedal). l0 l5 20 25 30 If the driver then, at t = t5, releases the accelerator pedal, the vehicle will be engine braked with the clutch closed down to the idle speed nl, see t = t6. When the engine speed has reached the idle speed nl, this speed is kept with the clutch closed until otherwise requested by the driver (heavy vehicles are normally capable of emitting such high torque at idle speed that this can be maintained even at at least some incline). Alternatively, instead of remaining at the closed position in the closed position at time t = t6, the coupling can be opened. To remain with the clutch closed, however, has the advantage that the engine is lying and driving, which may be preferable in e.g. queuing, whereby the driver does not have to sit with his foot on the accelerator pedal for the vehicle to move forward.
    According to the present invention, on the other hand, the manner in which the coupling is controlled changes when e.g. a rocking function is present.
    A method 400 according to the present invention is exemplified in Fig. 4 and the behavior of the clutch according to the present invention is illustrated in Fig. 3, where the clutch operates just as in Fig. 2 until the time t5. If there is a rocking situation, step 401, and the driver depresses the accelerator pedal in order to try to get out of a pit / lower and depresses the accelerator pedal until the wheels start spinning, the driver will release the accelerator pedal, step 402, when the wheels start spinning. Instead of the engine speed being braked down to idle speed according to Fig. 2, the clutch according to the invention is opened directly, step 403, when the driver releases the accelerator pedal. The clutch is preferably opened as quickly as possible, with the engine disengaging directly from the rest of the driveline, which has the advantage that the moment of inertia of the engine will not affect the change of direction of rotation the drive wheels undergo when the vehicle begins to roll back into the pit / depression. used to the maximum. This is shown in the figure by the fact that the speed of the input shaft of the gearbox drops rapidly and becomes negative when the vehicle starts to move in the opposite direction.
    When the vehicle has reached the opposite side of the pit / depression and is braked up towards it, the driver depresses the accelerator pedal again when the vehicle has stopped again, whereby the clutch is closed and driving torque is applied to the drive wheels as above. Thus, the driver according to the present invention can swing the vehicle by means of the accelerator pedal in exactly the same way as previously could be performed by means of the clutch pedal, even though the clutch pedal is missing in this case.
    Instead of using the accelerator pedal when rocking the vehicle, other types of throttle controls can also be used, such as e.g. a knob arranged on the dashboard and manually operated or a lever.
    The present invention is thus used in a situation where there is a need for rocking. The determination of whether there is a need for rocking can be determined in several ways. For example. this can be determined automatically by the steering system by detecting that the vehicle's drive wheel rotates while non-driving wheels are stationary.
    This determination can be performed, for example, by means of a sensor 120 arranged on the output shaft of the gearbox (see Fig. 1), where the signal emitted from the sensor 120 represents the rotational speed of the output shaft. Alternatively, one or more wheel speed sensors 122-125 may be used (eg, all wheel speed sensors of the vehicle may be used in the determination to obtain as accurate a determination as possible).
    The control system can in this position be arranged to activate the rocking function and, preferably, draw the driver 'attention to this, e.g. by activating a warning light or by emitting an audible signal or by any other appropriate means.
    The driver then knows how the vehicle will behave when the accelerator pedal is released. The vehicle's control system can furthermore be arranged to detect when a rocking need no longer exists, e.g. by determining that the non-driving wheels of the vehicle rotate at substantially the same speed as the driving wheels of the vehicle, or that the non-driving wheels have reached a certain predetermined speed. When this is the case, the switching function can be arranged to automatically return to "normal operation".
    Instead of the control system automatically detecting rocking needs, the rocking mode can be arranged to be activated by the driver, e.g. by a push of a button or applicable input via e.g. an MMI interface. However, the automatic detection of the rocking requirement has the advantage that rocking mode does not need to be activated manually, but this detection takes place automatically and enables rocking when needed at the same time as the vehicle will behave just as usual as soon as normal driving situation exists.
    The automatic detection of the need for a rocker can also be performed in other ways than comparing the rotational speed of non-driving wheels with driving wheels.
    For example. the rotational speed increase of the drive wheels can be determined over time (by means of the sensor 120 and / or the sensors 120 and / or 121), whereby if this rotational speed increase is suddenly increased markedly it can be assumed that the drive wheels have lost contact with the ground and that there is a need for rocking. Alternatively, a rocking situation can be considered to exist if a rotational speed of said drive wheels has reached a first speed within a certain time from a standstill, so short a time. which otherwise could not have been achieved on Instead of the accelerator pedal having to be fully released in order for the clutch to be opened according to the present invention, an embodiment, the accelerator pedal, arises.
    According to a further alternative embodiment, it is sufficient that a reduction in the required driving force is thus the clutch directly as soon as the driver eases to release the accelerator pedal so much that it e.g. is within a certain part of its region of motion, 1/10, 1/5, such as e.g. the end position where no driving force is required by the driver.
    Furthermore, it is possible to thereby as quickly as possible reduce the impact on the 1/3 or% of the region of motion which is closest in one embodiment, the clutch is opened as quickly as by the moment of inertia of the motor on the rewind. However, the coupling can be arranged to be opened at a slower speed than the maximum that the control system can achieve, the coupling still opens "quickly". however, in
    权利要求:
    Claims (14)
    [1]
    A method of controlling an automatically controlled clutch at the start of a vehicle (100) on a ground, said vehicle (100) comprising an internal combustion engine for generating propulsion for transmission to at least one drive wheel, and wherein said vehicle (100) comprises a throttle for requesting propulsion from said engine, wherein the magnitude of the thrust from the engine is controlled by a driver of the vehicle by means of said throttle, characterized in that the method comprises the step of, when a first criterion for representing said grip wheel grip against said ground is fulfilled, - opening said automatically controlled clutch if the driver by means of said throttle control reduces the demand for propulsion from said engine.
    [2]
    A method according to claim 1, wherein said first criterion is a determination of whether said drive wheel has lost grip against said ground.
    [3]
    A method according to any one of claims 1 or 2, wherein said first criterion is a determination of whether a rotational speed of said drive wheels has reached a first speed.
    [4]
    A method according to any one of claims 1-3, wherein said first criterion is a determination of whether a rotational speed difference between said drive wheels and at least one non-driving wheel arranged on the vehicle (100) meets a second criterion. 10 15 20 25 30 14
    [5]
    A method according to any one of claims 1-4, wherein said representation of the grip against the ground consists of a determination of a change in rotational speed over time of said drive wheel.
    [6]
    A method according to any one of the preceding claims, wherein said throttle control is operable between a first crankshaft and a second crankshaft, said driving force being dependent on the position of the throttle control.
    [7]
    A method according to claim 6, wherein resilient means upon pressure relief returns said throttle control to said first gear.
    [8]
    A method according to claim 6 or 7, wherein said clutch is opened when said accelerator pedal, when moving in the direction of said first abutment, has reached a position where the throttle control is at a maximum of a first distance from said first abutment.
    [9]
    A method according to any one of the preceding claims, wherein said accelerator control consists of an accelerator pedal.
    [10]
    Computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to any one of claims 1-9.
    [11]
    A computer program product comprising a computer lockable medium and a computer program according to claim 10, wherein said computer program is included in said computer lockable medium.
    [12]
    A system for controlling an automatically controlled clutch at the start of a vehicle (100) on a ground, said vehicle (100) comprising an internal combustion engine for generating driving force for transmission to at least one drive wheel, and wherein said vehicle ( 100) comprises a throttle for requesting propulsion from said engine, wherein the magnitude of the thrust requested from the engine is arranged to be controlled by a driver of the vehicle by means of said throttle, characterized in that the system comprises means for, when a first criterion for a representation of said drive wheel grip against said ground is met, - opening said automatically controlled clutch if the driver by means of said throttle control reduces the demand for propulsion from said ITlOtOI.
    [13]
    A system according to claim, wherein said throttle control is manoeuvrable between a first end position and a second end position, said driving force request being dependent on the position of the throttle control.
    [14]
    Vehicle (100), characterized in that it comprises a system according to any one of claims 12-13.
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE0950661A|SE534111C2|2009-09-14|2009-09-14|Method and system for controlling a coupling|SE0950661A| SE534111C2|2009-09-14|2009-09-14|Method and system for controlling a coupling|
    RU2012114844/11A| RU2528470C2|2009-09-14|2010-09-13|Device and method of control over clutch|
    PCT/SE2010/050966| WO2011031224A1|2009-09-14|2010-09-13|Method and system for control of a clutch|
    BR112012004226-2A| BR112012004226B1|2009-09-14|2010-09-13|METHOD AND SYSTEM FOR CONTROL OF A CLUTCH, MEANS READABLE BY COMPUTER AND VEHICLE|
    US13/391,665| US9283961B2|2009-09-14|2010-09-13|Method and system for control of a clutch|
    CN2010800405614A| CN102483109A|2009-09-14|2010-09-13|Method and system for control of a clutch|
    EP10815707.4A| EP2478246B1|2009-09-14|2010-09-13|Method and system for control of a clutch|
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