Method of and apparatus for regulating crawling movements of motor vehicles

• US 5,941,792 A
• Filed: 11/13/1997
• Issued: 08/24/1999
• Est. Priority Date: 11/23/1996
• Status: Expired due to Term

• Current Assignee: Schaeffler Technologies AG & Co.KG (INA-Holding Schaeffler GmbH & Co. KG), Daimler-Benz AG (Mercedes-Benz Group AG)
• Original Assignee: Luk Getriebe-Systeme GmbH, Daimler-Benz AG (Mercedes-Benz Group AG)
• Inventors: Amendt, Oliver, Grass, Thomas, Kosik, Franz
• Primary Examiner(s): Wright, Dirk
• Application Number:
  US08/968,707
• Time in Patent Office: 649 Days
• Field of Search: 477/73, 477/74, 477/78, 477/84, 477/85
• US Class Current: 477/74
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 2510/0657 Engine torque
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2540/12 Brake pedal position
• CPC Class Codes: B60W 2540/16 Ratio selector position
• CPC Class Codes: B60W 2710/027 Clutch torque
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: B60W 30/18063 Creeping
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: F16D 2500/30421 Torque of the output shaft
• CPC Class Codes: F16D 2500/3063 Engine fuel flow rate
• CPC Class Codes: F16D 2500/3065 Torque of the engine
• CPC Class Codes: F16D 2500/3067 Speed of the engine
• CPC Class Codes: F16D 2500/3068 Speed change of rate of the engine
• CPC Class Codes: F16D 2500/3144 Accelerator pedal position
• CPC Class Codes: F16D 2500/50206 Creep control
• CPC Class Codes: F16D 2500/70412 Clutch position change rate
• CPC Class Codes: F16D 2500/7044 : Output shaft torque
• CPC Class Codes: F16D 48/066 : Control of fluid pressure, e.g. using an accumulator F16D48/062, F16D48/068 take precedence
• CPC Class Codes: F16D 48/068 : using signals from a manually actuated gearshift linkage

Abstract

A power train in a motor vehicle has an automated clutch which is operated by a control unit by way of an actuator. The control unit receives signals from various parts of the engine, from the brake or brakes and from the transmission; such signals are processed and transmitted to the clutch by way of the actuator so that, when the vehicle is to carry out a crawling movement, the torque being transmitted by the then partly engaged clutch is properly related to the engine torque to ensure a predictable crawling movement of the vehicle regardless of eventual shifts of the operating point of the clutch and/or fluctuations of other parameters of the engine, transmission and/or clutch. The crawling movement can begin when the brake(s) is or are idle, the gas pedal is not depressed, and the engine is running; and crawling movement begins in response to shifting of the transmission into gear.

Claims

1. In a motor vehicle, a power train comprising a prime mover;

a transmission system shiftable into a plurality of different gears;

an automated torque transmitting system actuatable to assume engaged and disengaged conditions as well as partly engaged conditions for transmission of torque at a rate which, when said transmission system is in one of said gears and said torque transmitting system assumes at least one of said partly engaged conditions, results in a crawling movement of the vehicle; and

means for operating said automated system including a signal receiving and signal transmitting control unit and means for actuating said automated system for transmission of torque at said rate in response to signals from said control unit to repeatedly ensure predetermined crawling movements of the vehicle, said system being arranged to transmit torque which is changeable between a first value and a second value and at least one of (a) the torque of said prime mover and (b) the rise of torque being transmitted by said prime mover at least approximating a predeterminable value when the torque being transmitted by said system at least approximates said second value.

2. The power train of claim 1, wherein said automatic torque transmitting system comprises a friction clutch.

3. The power train of claim 1, wherein said means for actuating comprises at least one actuator having at least one driving unit for a mobile input element of said automated torque transmitting system.

4. In a motor vehicle, a power train comprising an energy consuming, variable-speed, variable torque transmitting prime mover;

at least one brake engageable to influence the speed of the vehicle;

a member operable to regulate the admission of energy to said prime mover;

a transmission shiftable into a plurality of gears;

an automated torque transmitting system actuatable to assume engaged and disengaged conditions as well as partly engaged conditions;

means for operating said system including a signal receiving, processing and transmitting control unit, and means for actuating said system in response to signals from said control unit; and

means for transmitting to said control unit signals denoting the condition of said at least one brake, the condition of said member, and changes of torque being transmitted by at least one of said prime mover and said system, said control unit comprising means for comparing torques being transmitted by said system with torques being transmitted by said prime mover and for causing, in the disengaged condition of said at least one brake and in the non-operated condition of said member, said system to assume that one of said partly engaged conditions in which the vehicle is crawling in response to shifting of said transmission into one of said gears with a resulting change of torque being transmitted by said system from a first value to a second value, at least one of (a) the torque of said prime mover and (b) the rise of torque being transmitted by said prime mover at least approximating a predeterminable value when the torque being transmitted by said system at least approximates said second value.

5. The power train of claim 4, wherein said automated torque transmitting system comprises a clutch.

6. The power train of claim 4, wherein said means for actuating said torque transmitting system comprises at least one actuator including at least one driving unit for a mobile input element of said system.

7. The power train of claim 4, wherein said means for transmitting signals comprises an electronic circuit for said prime mover.

8. The power train of claim 4, wherein said resulting change of torque being transmitted by said system from said first value to said second value involves a rise of torque.

9. The power train of claim 4, wherein said means for transmitting signals includes means for transmitting to said control unit signals denoting a difference Dmot2-Dmot1 wherein Dmot1 is a first torque being transmitted by said prime mover essentially prior to assumption by said system of said one partly engaged condition and Dmot2 is a second torque being transmitted by said prime mover while the vehicle is crawling.

10. The power train of claim 4, wherein said means for transmitting signals includes means for carrying out at least one the operations including (a) ascertaining and (b) determining the torque being transmitted by said prime mover while said system assumes said disengaged condition.

11. The power train of claim 4, wherein said means for transmitting signals includes means for repeatedly determining or ascertaining, as a function of time, the torque which is being transmitted by said prime mover.

12. The power train of claim 4, wherein said means for transmitting signals includes means for ascertaining or determining and transmitting to said control unit signals denoting that particular torque which is being transmitted by said prime mover during shifting of said transmission into one of said gears, said control unit further comprising means for comparing said particular torque with said predeterminable value and said operating means including means for preventing automatic changes in the condition of said system when said particular torque at least approximates said predeterminable value.

13. The power train of claim 4, wherein said means for transmitting signals includes means for ascertaining and transmitting to said control unit first and second signals respectively denoting the torque being transmitted by said prime mover to said system during and prior to shifting of said transmission into one of said gears, said control unit comprising means for generating third signals denoting differences between said first and second signals and for comparing characteristics of said third signals with characteristics of a fourth signal denoting said predeterminable value, said actuating means including means for preventing automatic changes in the condition of said system when said characteristics of a third signal at least approximate the characteristics of said fourth signal.

14. The power train of claim 4, wherein said means for transmitting signals includes means for ascertaining and transmitting to said control unit first signals denoting the torque being transmitted by said prime mover prior to shifting of said transmission into said one gear and while said system is at least substantially disengaged and for ascertaining and transmitting to said control unit second signals denoting the torque being transmitted by said prime mover while the vehicle is crawling, said actuating means comprising means for thereafter changing the condition of said system in a sense to increase the torque which is transmittable by said system, said control unit comprising means for ascertaining the difference between said first and second signals and said actuating means being operative to prevent a change in the condition of said system or to reduce the extent of engagement of said system by a preselectable value including zero in response to at least one of (a) a rise of the prime mover torque denoted by said second signals and (b) a rise of said difference beyond a threshold value.

15. The power train of claim 4, wherein said means for transmitting signals includes means for indirectly ascertaining the changes of torque being transmitted by said prime mover.

16. The power train of claim 4, wherein said means for transmitting signals includes a circuit arranged to transmit to said control unit signals denoting the torque being transmitted by said prime mover.

17. The power train of claim 4, wherein said control unit includes means for ascertaining the torque being transmitted by said prime mover.

18. The power train of claim 4, wherein said means for transmitting signals to said control unit includes a data bus for signals denoting the torque being transmitted by said prime mover.

19. The power train of claim 4, wherein said member is a mobile member having a plurality of positions and said means for transmitting signals includes means for ascertaining the torque being transmitted by said prime mover on the basis of at least one of a plurality of parameters of said prime mover including the RPM of a rotary component of the prime mover, the position of a mobile element of a throttle valve of the prime mover, the position of said member, the quantity of energy in the form of fuel being injected into cylinders of the prime mover, the timing of fuel injection, and changes of the RPM of said rotary component per unit of time.

20. The power train of claim 4, wherein said control unit comprises at least one memory for recoverable information pertaining to the torque being transmitted by said prime mover.

21. The power train of claim 4, wherein said control unit comprises means for generating signals denoting changes of the to torque being transmitted by said at least one of said prime mover and said system.

22. The power train of claim 4, wherein said control unit comprises means for comparing signals denoting changes of torque being transmitted by said at least one of said prime mover and said system.

23. The power train of claim 4, wherein said actuating means includes at least one actuator which is coupled with said system.

24. The power train of claim 4, wherein said actuating means is arranged to select the condition of said system in dependency upon at least one function.

25. The power train of claim 24, wherein said at least one function is a function of at least one of (a) time, (b) torque being transmitted by said prime mover, (c) the RPM of a rotary part of said prime mover, and (d) the speed of the motor vehicle.

26. The power train of claim 24, wherein said at least one function is a function of time within at least one predetermined interval of time.

27. The power train of claim 4, wherein said actuating means is arranged to select the condition of said system in dependency upon a first function of time during a first interval, and in dependency upon a second function of time during a second interval.

28. The power train of claim 27, wherein said actuating means is arranged to change the condition of said system from the disengaged condition to a preselectable partly engaged condition during said first interval, and to change the condition from said preselectable partly engaged condition to a different condition during said second interval.

29. The power train of claim 27, wherein said actuating means is arranged to change the condition of said system from the disengaged condition to a partly engaged first condition during said first interval and to a second condition of engagement more pronounced than said first condition, said second condition being reached when a predetermined value is assumed by at least one of (a) the torque being transmitted by said prime mover and (b) a difference between first and second torques being transmitted by said prime mover.

30. The power train of claim 29, wherein said operating means is arranged to adjust said system toward said disengaged condition to thus reduce the magnitude of the torque being transmitted by said system upon reaching of said second condition.

31. The power train of claim 29, wherein said operating means is arranged to adjust said system toward said disengaged condition to thus reduce by a predetermined value the magnitude of the torque being transmitted by said system upon reaching of said second condition.

32. The power train of claim 4, wherein said operating means is arranged to select the condition of said system in dependency upon at least one of functions of time including (a) a linear function, (b) a square function, and (c) an exponential function.

33. The power train of claim 4, wherein said actuating means is arranged to vary the condition of said system at a first speed during a first interval of time and at a second speed during a second interval of time.

34. The power train of claim 4, wherein said control unit includes means for terminating the crawling of the vehicle and for simultaneously changing the condition of said system toward said disengaged condition as a function of time.

35. The power train of claim 34, wherein said means for terminating is responsive to engagement of said brake.

36. The power train of claim 34, wherein said means for changing the condition of said system toward said disengaged condition is arranged to reduce the ability of said system to transmit torque during a first interval of time and to further reduce the ability of said system to transmit torque to a preselectable value during a second interval of time.

37. The power train of claim 36, wherein said preselectable value at least approximates zero.

38. The power train of claim 4, wherein said actuating means comprises means for regulating the condition of said system by controlling the extent of movement of a mobile part of said system as a function of a characteristic curve denoting a relationship between the extent of movement of said mobile part and the torque being transmittable by said system.

39. The power train of claim 4, wherein said actuating means comprises means for controlling or regulating the torque being transmitted by said system from a lower first torque to a higher second torque at which the motor vehicle is being driven at a preselectable speed.

40. The power train of claim 4, wherein said actuating means comprises means for controlling or regulating the torque being transmitted by said system from a lower first torque to a higher second torque at which the torque being transmitted by said prime mover assumes a preselectable value.

41. The power train of claim 4, wherein said actuating means comprises means for controlling or regulating the torque being transmitted by said system from a lower first torque to a higher second torque at which the torque being transmitted by said prime mover is increased by a preselected value.

42. In a motor vehicle, a power train comprising an energy consuming, variable-speed variable torque transmitting prime mover;

at least one brake engageable to influence the speed of the vehicle;

a member operable to regulate the admission of energy to said prime mover;

a transmission shiftable into a plurality of gears;

an automated torque transmitting system actuatable to assume engaged and disengaged conditions as well as partly engaged conditions;

means for operating said system including a signal receiving, processing and transmitting control unit, and means for actuating said system in response to signals from said control unit; and

means for transmitting to said control unit signals denoting the condition of said member, and the torque being transmitted by said prime mover in the at least substantially disengaged and in at least partially engaged conditions of said system, said control unit comprising means for causing, in the disengaged condition of said at least one brake and in the non-operated condition of said member, said system to assume that one of a plurality of partly engaged conditions in which the vehicle is crawling in response to shifting of said transmission into one of said gears with a resulting rise of torque being transmitted by said system from a first value to a higher second value which is reached when a difference between the torques being transmitted by said prime mover in said at least one substantially disengaged and said at least one partly engaged conditions of said system assumes a preselected value.

43. The power train of claim 42, wherein said actuating means comprises at least one actuator.

44. The power train of claim 42, wherein said automated torque transmitting system comprises a clutch.

45. The power train of claim 42, wherein said means for transmitting signals includes an electronic circuit for said prime mover.

46. A method of varying the condition of an automated torque transmitting system which has engaged and disengaged conditions and a plurality of partly engaged conditions and is installed in a power train of a motor vehicle wherein the power train further comprises a torque transmitting prime mover, a transmission shiftable into a plurality of gears, means for operating the torque transmitting system including a signal receiving and signal transmitting control unit and actuating means arranged to effect changes in the condition of the torque transmitting system in response to signals from the control unit, and means for transmitting to the control unit first signals denoting the torque being transmitted by the prime mover and second signals denoting differences between varying torques Mk1 and Mk2 being transmitted by the torque transmitting system on the one hand and varying torques being transmitted by the prime mover on the other hand, comprising the steps of:

ascertaining the torque Mmot1 being transmitted by the prime mover in at least substantially disengaged condition of the torque transmitting system;

shifting the transmission into gear to effect a crawling movement of the vehicle in response to a change in the condition of the torque transmitting system to a partly engaged condition with attendant rise of the torque being transmitted by the torque transmitting system from a first to a second value while each vehicle brake is disengaged and the gas pedal is idle;

ascertaining the torque Mmot2 of the prime mover during said shifting of the transmission into gear;

thereafter increasing the torque being transmitted by the prime mover;

comparing the difference Mk2-Mk1 with the difference Mmot2-Mmot1; and

raising Mk2 until one of Mmot2-Mmot1 and Mmot2 matches a preselected torque.

47. The method of claim 46, wherein at least one of Mmot2-Mmot1 and Mmot2 is in the range of between about 5 and 50 Nm.

48. The method of claim 47, wherein said range is between about 8 and 20 Nm.

49. The method of claim 46, wherein at least one of Mmot2-Mmot1 and Mmot2 is about 10 Nm.

50. The method of claim 46, wherein Mk2 is in the range of between about 5 and 50 Nm.

51. The method of claim 50, wherein said range is between about 10 and 40 Nm.

52. The method of claim 46 wherein Mk2 is about 30 Nm.