[go: up one dir, main page]

GB2270549A - Clutch control preventing engine racing on downshift - Google Patents

Clutch control preventing engine racing on downshift Download PDF

Info

Publication number
GB2270549A
GB2270549A GB9317839A GB9317839A GB2270549A GB 2270549 A GB2270549 A GB 2270549A GB 9317839 A GB9317839 A GB 9317839A GB 9317839 A GB9317839 A GB 9317839A GB 2270549 A GB2270549 A GB 2270549A
Authority
GB
United Kingdom
Prior art keywords
clutch
speed
engine
engaged
gear
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
GB9317839A
Other versions
GB9317839D0 (en
GB2270549B (en
Inventor
Harald Schmitz
Boguslaw Maciejewski
Joerg Holwe
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
LuK Lamellen und Kupplungsbau GmbH
Original Assignee
LuK Lamellen und Kupplungsbau GmbH
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 LuK Lamellen und Kupplungsbau GmbH filed Critical LuK Lamellen und Kupplungsbau GmbH
Priority to GB9618765A priority Critical patent/GB2302927B/en
Publication of GB9317839D0 publication Critical patent/GB9317839D0/en
Publication of GB2270549A publication Critical patent/GB2270549A/en
Application granted granted Critical
Publication of GB2270549B publication Critical patent/GB2270549B/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B60W2050/021—Means for detecting failure or malfunction
    • 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
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine 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
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/022—Clutch actuator 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
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/023—Clutch engagement rate
    • 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
    • B60W2710/02—Clutches
    • B60W2710/025—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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1011—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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1038—Output speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3026—Stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/3081—Signal inputs from the transmission from the input shaft
    • F16D2500/30816—Speed of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/314—Signal inputs from the user
    • F16D2500/3146—Signal inputs from the user input from levers
    • F16D2500/31466—Gear lever
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3166—Detection of an elapsed period of time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50227—Control of clutch to control engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/504—Relating the engine
    • F16D2500/5046—Preventing engine over-speed, e.g. by actuation of the main clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/506—Relating the transmission
    • F16D2500/50638—Shaft speed synchronising, e.g. using engine, clutch outside transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—Position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/706—Strategy of control
    • F16D2500/70605—Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/706—Strategy of control
    • F16D2500/70668—Signal filtering
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0477—Smoothing ratio shift by suppression of excessive engine flare or turbine racing during shift transition
    • 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
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/42—Input shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • 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
    • F16H59/68—Inputs being a function of gearing status
    • 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
    • F16H61/16—Inhibiting  or initiating  shift during unfavourable conditions , e.g. preventing forward-reverse shift at high vehicle speed, preventing engine overspeed  
    • 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
    • F16H61/21—Providing engine brake control

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Control Of Transmission Device (AREA)

Abstract

To prevent a motor vehicles engine being forced over its speed limit as a result of erroneous selection of a too low a gear during gear changing while still providing engine braking, a clutch between engine and gearbox is caused to slip. The clutch, mounted between the engine and a gearbox, is automatically engaged/disengaged by a setting member controlled by a micro-controller which immediately disengages the clutch when a gear shift lever is operated. Upon engaging a new gear, synchronization commences during which the gearbox speed is monitored so that if a predetermined speed threshold is exceeded the disengaged clutch is engaged with a predetermined adjustment speed up to its engagement point. The amount of engagement, beyond the initial engagement point is continuously adjusted by altering the ideal clutch stroke, which is continuously calculated by using an algorithm, until the speed does not exceed the predetermined speed threshold.

Description

ELECTRONIC CLUTCH MANAGEMENT SYSTEM The invention relates to an electronic clutch management system (ECM) for motor vehicles with internal combustion engine drive wherein the disengagement and engagement of a clutch mounted between a gearbox which is to be mechanically switched by means of a gear shift lever, and the internal combustion engine is carried out by means of a setting member controlled by a micro-controller and on operation of the gear shift lever the clutch is disengaged without delay and in addition after engaging a new gear the latter synchronizes, and after the new gear is recognized as engaged the clutch is again engaged.
With electronic clutch management systems of this kind which are known the engine can be forced over its speed limit during engagement as a result of the mass inertia of the vehicle if during a gear change the driver has selected too low a gear. Thus there is the need for an effective overrev protection. In extreme driving situations, perhaps with insufficient brake power, however, forcing the engine speed up high can be desirable in order to utilize the drag moment of the engine to increase the brake power.
The object of the invention is therefore to provide an electronic clutch management system with an engagement strategy which effectively prevents oversewing of the drive engine whilst at the same time allowing the engine drag moment to be used to increase the brake power.
This is achieved in that with the electronic clutch management system according to the preamble of Patent claim 1 during synchronization of an engaged gear the gearbox speed is monitored and on exceeding a predetermined speed threshold the disengaged clutch is engaged to its engagement point and then the ideal clutch stroke is continuously calculated and each ideal clutch position regulated until the gearbox speed understeps the predetermined speed threshold.
Thus, with the invention, during accidental engagement of too low a gear this "faulty shift" is recognized thrqugh constant monitoring of the gearbox speed and then the clutch is not fully engaged but only up to its engagement point.
From this position the clutch can transfer the torque but operates with excessive slip so that the engine speed will not exceed the predetermined speed threshold , wherein this can be in particular the maximum permissible engine speed.
The engagement of the clutch to its engagement point is preferably carried out with a predetermined adjustment speed.
The operation with excessive slip in the clutch is maintained within the scope of the invention until the gearbox speed drops below the predetermined speed threshold.
Only then is either a lower ideal slip adjusted or the clutch is completely engaged.
An expedient development of the invention proposes that each ideal clutch stroke H (K) is calculated by means of the algorithm A (K) = [Engine speed, - Engine speed (t)) . K1 + Engine speed (t) - Engine speed (t-At) . K2 Here K1, K2 are programmable factors which allow independent evaluation of the parts of A (K), and the direction of movement when operating the clutch is dependent on the sign of A K.
Through the clutch strategy used and by means of the aforesaid factors K1 and 2 it is possible to accurately control the speed conditions during increased dragging of the drive motor. Undesired overrewing of the engine is effectively prevented through the engagement strategy described and the drag moment of the engine exists in case of need in critical driving situations as extra useful brake energy.
Further details of the invention will now be explained in connection with the accompanying drawings in which Figure 1 shows diagrammatically with the aid of a flow chart the clutch strategy according to the invention; and Figure 2 shows the gearbox and engine speed over the time during synchronization of an engaged gear.
With the clutch strategy according to the invention when a new gear is not detected the clutch is disengaged in to the neutral position. In the event of detecting an engaged gear this is synchronized and the clutch engaged when the speed of the gearbox does not exceed the predetermined speed threshold. This is then the normal gear change routine.
The speed threshold is determined in the flow chart shown in Figure 1 by the maximum permissible engine speed.
If however the gearbox speed after the synchronization of an engaged gear exceeds the said speed threshold then "faulty shift" is detected and the clutch is only engaged to its engagement point. From the engagement point a torque transfer takes place in the event of a slipping clutch operation.
The next function step consists in calculating the algorithm (K) mentioned above in connection with the features of Patent Claim 3 and the ideal clutch stroke H (K) is then determined in dependence thereon. For A K > 0 this clutch stroke is positive and operation of the clutch takes place in the engagement direction. For A K < 0 the clutch stroke is however negative and the clutch operation takes place in the disengagement direction.
Thus the clutch is adjusted into its relevant ideal position in dependence on A K and the "faulty shift" state is ended by further engagement of the clutch when the gearbox speed drops below the speed threshold determined by the maximum permissible engine speed.
Analogous with the flow chart in Figure 1 , in Figure 2 the maximum permissible speed of the engine is recorded as the chain-dotted speed threshold. Furthermore Figure 2 shows the gear speed and engine speed. It can be seen from the path of the gear speed that the latter rises suddenly after engaging a new gear in the event of its synchronization and exceeds the maximum engine speed in order to drop gradually from the maximum reached after its steep rise and to again understep the maximum engine speed after a certain time interval.
The "faulty shift" state is detected in the area of the steep rise in the gear speed as soon as the latter exceeds the maximum permissible speed of the engine.
Through the clutch which is engaged to its engagement point the engine is dragged up to its maximum permissible speed with increased slip and by adjusting the clutch is held at this maximum permissible speed level until the engine speed drops below the maximum speed level in dependence on the dropping gear speed. The solid line marked nl in Figure 2 shows the path of the engine speed.
By selecting suitable factors K1, K2 it is possible to control the path of the engine speed after the "faulty shift" state has been detected. This is shown by the dotted line marked n2 in Figure 2.

Claims (4)

PATENT CLAIMS:
1. Electronic clutch management system (ECM-system) for motor vehicles with internal combustion engine drive, wherein the disengagement and engagement of a clutch mounted between a gearbox which is to be mechanically switched by a gear shift lever, and the internal combustion engine, is carried out by means of a setting member controlled by a micro-controller and is disengaged without delay when the gear shift lever is operated and in addition after engaging a new gear the latter synchronizes and after the new gear is recognized as engaged the clutch is again engaged, characterised in that during synchronization of an engaged gear the gearbox speed is monitored and on exceeding a predetermined speed threshold the disengaged clutch is engaged up to its engagement point (Gp) and then the ideal clutch stroke H (K) is continuously calculated and each ideal clutch position is adjusted until the gearbox speed does not exceed the predetermined speed threshold.
2. Electronic clutch management system according to claim 1, characterised in that the clutch is engaged with a predetermined adjustment speed up to its engagement point (Gp).
3. Electronic clutch management system according to claim 1 or 2 characterised in that each ideal clutch stroke H (K) is calculated by means of the algorithm A (K) = [Engine Speed > - Engine speed ( t ) ] . K1 + Engine speed ( t ) - Engine speed (t -At) . K2 wherein K1, K2 are programmable factors which allow independent evaluation of the parts of A (K), and the direction of movement when operating the clutch is dependent on the sign of A K, and wherein t is the moment in time when the engine speed is measured and At is the time interval between two following engine speed measurements.
4. Electronic clutch management system substantially as herein described with reference to the accompanying drawings.
GB9317839A 1992-09-09 1993-08-27 Electronic clutch management system Expired - Fee Related GB2270549B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB9618765A GB2302927B (en) 1992-09-09 1993-08-27 Electronic clutch management system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4230131 1992-09-09
DE4234927 1992-10-16

Publications (3)

Publication Number Publication Date
GB9317839D0 GB9317839D0 (en) 1993-10-13
GB2270549A true GB2270549A (en) 1994-03-16
GB2270549B GB2270549B (en) 1997-04-02

Family

ID=25918360

Family Applications (1)

Application Number Title Priority Date Filing Date
GB9317839A Expired - Fee Related GB2270549B (en) 1992-09-09 1993-08-27 Electronic clutch management system

Country Status (4)

Country Link
JP (1) JP3523297B2 (en)
DE (1) DE4326862B4 (en)
FR (2) FR2695359B1 (en)
GB (1) GB2270549B (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2308412A (en) * 1995-12-18 1997-06-25 Luk Getriebe Systeme Gmbh Control of the engagement of a vehicle clutch in response to gear lever opera tion
FR2767885A1 (en) * 1997-08-26 1999-03-05 Luk Getriebe Systeme Gmbh METHOD FOR CONTROLLING A CLUTCH
GB2384038A (en) * 2002-01-12 2003-07-16 Luk Lamellen & Kupplungsbau Method for maintaining clutch slip in line with an ideal value
GB2414776A (en) * 2004-06-05 2005-12-07 Volkswagen Ag Method of actuating an automatic clutch
CN103267116B (en) * 2013-05-16 2016-04-27 浙江吉利汽车研究院有限公司杭州分公司 Vehicle upshift controls alarm set, controls based reminding method and upshift controlling method

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4326862B4 (en) * 1992-09-09 2004-10-07 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Electronic clutch management system
DE19617567B4 (en) * 1996-05-02 2005-08-04 Luk Gs Verwaltungs Kg Control of an automatic clutch
DE19805459B4 (en) * 1997-02-20 2008-02-21 Volkswagen Ag Method for controlling the engagement of an automated clutch of a motor vehicle
DE19745677C2 (en) * 1997-10-17 2000-09-21 Daimler Chrysler Ag Control for a vehicle with automatic clutch actuation
DE19753214A1 (en) * 1997-12-01 1999-06-02 Man Nutzfahrzeuge Ag Procedure for securing the overspeed of a diesel engine in the event of incorrect gear selection
AU4390800A (en) * 1999-03-15 2000-10-04 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Control system for automatically controlling a clutch during starting
ITBO20000626A1 (en) * 2000-10-27 2002-04-27 Magneti Marelli Spa METHOD OF RETURNING THE ENGINE TORQUE DURING A GEAR SHIFT
DE10216548A1 (en) 2001-04-23 2002-10-24 Luk Lamellen & Kupplungsbau Over speed protection method for motor vehicles uses preset engine RPM to disengage clutch or operate with slip
FR2832198B1 (en) * 2001-11-09 2004-01-23 Renault DOWNSTREAM SHIFT CHANGE METHOD ON AN AUTOMATED TRANSMISSION
JP4104389B2 (en) * 2002-07-17 2008-06-18 本田技研工業株式会社 Single cylinder engine clutch on / off detection device

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4854433A (en) * 1982-04-20 1989-08-08 Sachs-Systemtechnik Gmbh Automatic clutch actuation system with program control using plural function generators
GB2245043A (en) * 1987-11-07 1991-12-18 Sachs Systemtechnik Gmbh Automatic actuation of friction clutch
US5176234A (en) * 1989-04-17 1993-01-05 Luk Lamellen Und Kupplungsbau Gmbh Method of regulating the operation of automatic clutches

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU1725283A (en) * 1982-08-11 1984-02-16 Automotive Products Plc Clutch control system
JPH0689793B2 (en) * 1983-12-30 1994-11-14 いすゞ自動車株式会社 Automatic clutch start control device
DE3737899A1 (en) * 1987-11-07 1989-08-03 Sachs Systemtechnik Gmbh DEVICE FOR AUTOMATICALLY OPERATING A FRICTION CLUTCH
GB9101164D0 (en) * 1991-01-18 1991-02-27 Automotive Prod Plc Clutch control system
DE4200541A1 (en) * 1992-01-11 1992-05-21 Zahnradfabrik Friedrichshafen Controlling friction clutch actuated by external power - adjusting actuation force to appropriate level for ride comfort with low friction power in slip mode
DE4326862B4 (en) * 1992-09-09 2004-10-07 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Electronic clutch management system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4854433A (en) * 1982-04-20 1989-08-08 Sachs-Systemtechnik Gmbh Automatic clutch actuation system with program control using plural function generators
GB2245043A (en) * 1987-11-07 1991-12-18 Sachs Systemtechnik Gmbh Automatic actuation of friction clutch
US5176234A (en) * 1989-04-17 1993-01-05 Luk Lamellen Und Kupplungsbau Gmbh Method of regulating the operation of automatic clutches

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2308412A (en) * 1995-12-18 1997-06-25 Luk Getriebe Systeme Gmbh Control of the engagement of a vehicle clutch in response to gear lever opera tion
GB2308412B (en) * 1995-12-18 2000-08-16 Luk Getriebe Systeme Gmbh Method of and apparatus for actuating an adjustable torque transmitting system in the power train of a motor vehicle
FR2767885A1 (en) * 1997-08-26 1999-03-05 Luk Getriebe Systeme Gmbh METHOD FOR CONTROLLING A CLUTCH
NL1009941C2 (en) * 1997-08-26 2004-05-26 Luk Getriebe Systeme Gmbh Method for sending a link.
GB2384038A (en) * 2002-01-12 2003-07-16 Luk Lamellen & Kupplungsbau Method for maintaining clutch slip in line with an ideal value
GB2414776A (en) * 2004-06-05 2005-12-07 Volkswagen Ag Method of actuating an automatic clutch
GB2414776B (en) * 2004-06-05 2008-05-07 Volkswagen Ag Method of actuating an automatic clutch
CN103267116B (en) * 2013-05-16 2016-04-27 浙江吉利汽车研究院有限公司杭州分公司 Vehicle upshift controls alarm set, controls based reminding method and upshift controlling method

Also Published As

Publication number Publication date
DE4326862B4 (en) 2004-10-07
FR2741015B1 (en) 1998-09-11
FR2695359B1 (en) 1997-05-30
JP3523297B2 (en) 2004-04-26
FR2741015A1 (en) 1997-05-16
FR2695359A1 (en) 1994-03-11
JPH06193651A (en) 1994-07-15
DE4326862A1 (en) 1994-03-10
GB9317839D0 (en) 1993-10-13
GB2270549B (en) 1997-04-02

Similar Documents

Publication Publication Date Title
US5113721A (en) Method and apparatus for controlling a motor vehicle drive train
EP1546570B1 (en) Clutch protection system
KR100310605B1 (en) Clutch reengagement control
EP0352551B1 (en) Upshift logic
EP0328362B1 (en) Control for vehicle start from stop operation
US4852006A (en) Amt off-highway downshift logic
EP0937916B1 (en) Brake signal failure detecting system and method for automatic transmission
CA2125416C (en) Clutch disengage logic
GB2270549A (en) Clutch control preventing engine racing on downshift
JP2885939B2 (en) Control method of automatic transmission for vehicle
US5738605A (en) Anti-hunt strategy for an automatic transmission
US4370904A (en) Method and apparatus for controlling the torque of an internal combustion engine
EP1225362A2 (en) Method of controlling heat buildup in a clutch
US8321102B2 (en) Method for controlling a drive train of a motor vehicle
US5568387A (en) Method and arrangement for adaptive switching off of the exhaust brake in connection with upshift
JP2003028207A (en) Calibration method, and control system thereof
EP1517066A2 (en) System and method for controlling motor vehicle
GB2290359A (en) Controlling an automatic gear shift device to prevent overpseed
EP0435833A1 (en) A method and a system for controlling traction in motor vehicles with mechanical gearboxes
SE0950663A1 (en) Method and system for determining the point of contact for a coupling in a vehicle
WO2004040159A1 (en) Clutch protection system
GB2329442A (en) Timed controlled engaged state of an automatic clutch
JPS62265040A (en) Method of controlling automatic mechanical type transmissionsystem
EP1392989B1 (en) Automated transmission upshift brake control
US5081887A (en) System and method for controlling vehicle speed to prevent gear shift shock applicable to automatic transmission equipped vehicles

Legal Events

Date Code Title Description
PCNP Patent ceased through non-payment of renewal fee

Effective date: 20050827