DRIVE SYSTEM FOR AN AUTOMOBILE AND METHOD FOR CONTROLLING A COMBUSTION ENGINE

• US 20130131965A1
• Filed: 05/23/2012
• Published: 05/23/2013
• Est. Priority Date: 05/24/2011
• Status: Active Grant

• Current Assignee: Audi AG (Volkswagen AG)
• Original Assignee: Audi AG (Volkswagen AG)
• Inventors: Attensperger, Tobias
• Granted Patent: US 9,273,623 B2
• Time in Patent Office: Days
• US Class Current: 701/110
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: F02D 2200/101 Engine speed
• CPC Class Codes: F02D 2200/501 Vehicle speed
• CPC Class Codes: F02D 31/001 Electric control of rotation speed
• CPC Class Codes: F02D 41/022 in relation with the clutch status
• CPC Class Codes: F02D 41/023 in relation with the gear ratio shifting conjoint control for improving gear change B60W30/19
• CPC Class Codes: F02D 41/04 Introducing corrections for particular operating conditions F02D41/14 takes precedence
• CPC Class Codes: F02D 41/10 for acceleration
• CPC Class Codes: F16D 2500/3026 Stroke
• CPC Class Codes: F16D 2500/30401 On-off signal indicating the engage or disengaged position of the clutch
• CPC Class Codes: F16H 2059/6807 Status of gear-change operation, e.g. clutch fully engaged
• CPC Class Codes: F16H 2306/54 Synchronizing engine speed to transmission input speed
• CPC Class Codes: F16H 61/0403 Synchronisation before shifting
• CPC Class Codes: F16H 63/50 Signals to an engine or motor

Abstract

A drive system for an automobile includes a combustion engine, a friction clutch, a multistep gearbox, a controller for controlling the combustion engine based on load lever position, clutch position, gear input shaft rotation speed, gear output shaft rotation speed, engaged gear stage, vehicle speed and/or vehicle acceleration, with a sensor connected with the controller determining a position of the friction clutch. A method for controlling this combustion engine includes the steps of receiving or generating with the controller information about a gear stage change, a clutch position change, a predetermined minimum vehicle speed and-or a predetermined maximum vehicle acceleration, and adjusting the rotation speed of the combustion engine in response to the received or generated information. This approach provides a particularly smooth and comfortable gear stage change.

Claims

4. A method for controlling a combustion engine of a drive system with a friction clutch, a multistep gearbox and a controller, comprising the steps of:

receiving or generating with the controller information about a gear stage change, a clutch position change, a predetermined minimum vehicle speed or a predetermined maximum vehicle acceleration, or a combination thereof, and

initiating with the controller an adjustment of a rotation speed of the combustion engine in response to the received or generated information.

1. A drive system for an automobile, comprising:

a combustion engine,

a friction clutch configured for actuation between a disengaged and an engaged position,

a multistep gearbox with an input shaft and an output shaft,

a controller for controlling the combustion engine by taking into account a load lever position, a clutch position, a gear input shaft rotation speed, a gear output shaft rotation speed, an engaged gear stage, a vehicle speed and/or a vehicle acceleration, and

a sensor for determining a disengaged position, an engaged position and intermediate positions of the friction clutch, wherein the sensor is connected with the controller for signal transmission.

2. The drive system of claim 1, wherein the friction clutch comprises an actuation device and the sensor is arranged on the actuation device or on the friction clutch.

3. The drive system of claim 1, wherein the sensor is configured for determining the position(s) in a discrete or continuous manner.

5. The method of claim 4, further comprising the steps of:

receiving or generating with the controller information about a change in a clutch position in a direction of clutch engagement, and

initiating with the controller an adjustment of the rotation speed of the combustion engine in response to the received or generated information.

6. The method of claim 4, further comprising the steps of:

receiving or generating with the controller information about a shift into a lower gear, and

initiating with the controller an adjustment of the rotation speed of the combustion engine in response to the received or generated information.

7. The method of claim 4, further comprising the steps of:

receiving or generating with the controller information about a shift into a higher gear, and

initiating with the controller a decrease of the rotation speed of the combustion engine in response to the received or generated information.

8. The method of claim 4, further comprising the steps of:

determining a first target rotation speed of the combustion engine,

determining a first correction value for the first target rotation speed of the combustion engine,

determining a second target rotation speed of the combustion engine by taking into account the first correction value and the first target rotation speed of the combustion engine, and

adjusting the rotation speed of the combustion engine based on the determined first and second target rotation speeds.

9. The method of claim 8, wherein the first correction value is determined by taking into account a vehicle acceleration.

10. The method of claim 8, and further comprising determining a third target rotation speed of the combustion engine by taking into account a second correction value and the second target rotation speed of the combustion engine.

11. The method of claim 8, wherein at least one of the first and second target rotation speeds of the combustion engine is checked for predetermined parameters.

12. The method of claim 10, wherein the third target rotation speed of the combustion engine is checked for predetermined parameters.

13. The method of claim 11, further comprising the steps of:

determining when at least one of the first and second target rotation speeds of the combustion engine is smaller than a predetermined maximum rotation speed of the combustion engine or when at least one of the first and second target rotation speeds of the combustion engine is greater than a predetermined minimum rotation speed of the combustion engine, and

determining if a magnitude of a difference between the at least one target rotation speed of the combustion engine and an actual rotation speed of the combustion engine is greater than or equal to a predetermined minimum rotation speed difference.

14. The method of claim 11, wherein after a check for the predetermined parameters returns a positive result, the rotation speed of the combustion engine is adapted to the at least one first and second target rotation speed of the combustion engine.

15. The method of claim 12, wherein after a check for the predetermined parameters returns a positive result, the rotation speed of the combustion engine is adapted to the third target rotation speed of the combustion engine.

13-1. The method of claim 12, further comprising the steps of:

determining when the third target rotation speed of the combustion engine is smaller than a predetermined maximum rotation speed of the combustion engine or when the third target rotation speed of the combustion engine is greater than a predetermined minimum rotation speed of the combustion engine, and

determining if a magnitude of a difference between the third target rotation speed of the combustion engine and an actual rotation speed of the combustion engine is greater than or equal to a predetermined minimum rotation speed difference.