Method for controlling and/or regulating the braking torque in a drive train, and control and regulating system

• US 7,192,386 B2
• Filed: 09/16/2002
• Issued: 03/20/2007
• Est. Priority Date: 09/22/2001
• Status: Expired due to Fees

• Current Assignee: Voith Turbo GmbH & Company KG (Voith GmbH)
• Original Assignee: Voith Turbo GmbH & Company KG (Voith GmbH)
• Inventors: Dietzel, Bernd
• Primary Examiner(s): Marmor; Charles A.
• Assistant Examiner(s): Holmes; Justin K.
• Application Number:
  US10/490,350
• Publication Number:
  US 20050020405A1
• Time in Patent Office: 1,646 Days
• Field of Search: 477/52, 477/53, 477/58, 477/59, 477/62, 477/67, 477/169, 477/180, 477/57, 477/168, 477/107, 477/109, 477/54, 477/65, 477/63, 477/110, 477/108, 477/174, 477/175, 477/118, 701/54, 701/104, 192/3.31, 192 583- 584
• US Class Current: 477/180
• 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 2050/0045 using databus protocols
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2540/103 Accelerator thresholds, e.g. kickdown
• CPC Class Codes: B60W 2552/15 Road slope, i.e. the inclination of a road segment in the longitudinal direction
• CPC Class Codes: B60W 2710/0644 Engine speed
• CPC Class Codes: B60W 2710/065 Idle condition
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: F16H 2059/663 Road slope
• CPC Class Codes: F16H 61/143 using electric control means
• CPC Class Codes: F16H 61/21 Providing engine brake control
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/84 Data processing systems or methods, management, administration

Abstract

The aim of the invention is to regulate the braking torque in a drive train comprising an internal combustion engine (2) and a gearbox unit (3) which can be coupled to the same, using a regulatable clutch (5). To this end, the power introduced by the wheels into the drive train of the vehicle is transmitted via the regulatable clutch (5), in the overrun condition. The torque which can be transferred via the regulatable hydrodynamic clutch is controlled or regulated in such a way that the drive motor connected to the gearbox unit is operated at a rotational speed n_m-soil which is equal to or larger than the idling rotational speed n_Leerlauf.

Claims

1. A method for controlling and/or regulating drag torque in a drive train comprising an internal-combustion drive engine, and a gearbox unit having an input and and output, the gearbox unit coupled to the engine, and a regulatable clutch between the gearbox input and output, the drive train drive side coupled at least indirectly to the gearbox input and, as seen in the direction of power transmission during traction operation, the drive train output side coupled, at least indirectly, to the gearbox output;

said method comprising;

during drag operation mode, transmitting by the regulatable clutch power introduced by wheels of the drive train into the drive train;

resulting torque transmitted by the regulatable clutch being controlled and regulated such that the engine coupled to the gearbox is operated at a rotational speed n_{engine-target}, that is equal to or greater than the engine idling speed n_idling;

the regulatable clutch being a hydrodynamic clutch with an assigned bypass clutch for a mechanical bypass between the drive side and output side of the hydrodynamic clutch, the hydrodynamic clutch and the bypass clutch being engageable in parallel operation; and

controlling the torque transmitted by the hydrodynamic clutch by changing the filling ratio thereof.

2. The method according to claim 1 wherein, while moving downhill in the drag operation mode, the drive engine is operated at a rotational speed n_{engine-target}, which is greater than the idling rotational speed, wherein n_{engine-target}—

while taking into consideration transmission elements in the drive train-causes a certain travel velocity v_target of the vehicle.

3. The method according to claim 2, wherein the travel velocity v_target is achieved by regulating the rotational speed of the drive engine.

4. The method according to claim 1, wherein the rotational speed n_{engine-target} of the drive engine is regulated.

5. The method according to claim 1, wherein when drag power introduced into the vehicle and theoretically available to the internal-combustion engine is less than the power required to drag the internal-combustion engine with the idling rotational speed n_idling, the fuel supply is reduced.

6. The method according to claim 1, wherein the drag operation mode can be described by one of the following parameters:

velocity v>

0 km/h, and

a foot throttle or any other operation element used by the driver is released.

7. The method according to claim 1, wherein the drag operation mode can be described by one of the following parameters:

velocity v>

0 km/h, and

a parameter that describes, at least indirectly, the longitudinal inclination while moving downhill.

8. The method according to claim claim 1 wherein, in the drag operation mode, the bypass clutch is deactivated.

9. The method according to claim 1, wherein, if the drag torque is greater than the torque theoretically transmittable by the hydrodynamic clutch when fully filled, the bypass clutch is closed and is operated in the slip mode, wherein drag power introduced into the drive train is transmitted in a first power branch through the bypass clutch and in a second power branch through the hydrodynamic clutch.

10. The method according to claim 1 wherein:

the hydrodynamic clutch can be completely emptied;

in the drag operation mode the filling status of the hydrodynamic clutch is determined, and if it is not filled or is filled below a minimum filling level, the filling process is initiated;

the bypass clutch is deactivated at a point between the time the presence of the drag operation mode is determined and the completion of the filling of the hydrodynamic clutch.

11. A control and regulation system for setting drag torque in a drive train, comprising:

an internal combustion engine;

a gearbox unit coupled to the engine and having an input and an output;

a regulatable clutch in the form of a hydrodynamic clutch between the gearbox input and output, the drive train drive side coupled at least indirectly to the gearbox unit and, as seen in the direction of power transmission during traction operation, the drive train output side coupled, at least indirectly, to the gearbox output;

means for controlling and regulating torque transmitted by the hydrodynamic clutch such that the engine is operated at a rotational speed n_{engine-target} that is equal to or greater than the engine idling speed n_{engine-idling}, said means for controlling comprising a means for changing the filling ratio of said hydrodynamic clutch;

a mechanical bypass clutch assigned to said hydrodynamic clutch to thereby provide a mechanical bypass between a drive side and an output side of the hydrodynamic clutch;

said bypass clutch and said hydrodynamic clutch being engageable in parallel operation.

12. The control and regulation system according to claim 11, wherein the means for controlling is formed by a gearbox control unit.

13. The control and regulation system according to claim 11, comprising:

an additional engine control device assigned to the internal-combustion engine comprising at least one input and one output;

the control device input is linked to an output of the control device or to a device for detecting a parameter that least indirectly characterizes the current rotational speed of the internal-combustion engine;

the output of the engine control device is linked to a regulator changing the fuel supply.

14. The control and regulation system according to claim 13, wherein the engine control device comprises a microcomputer, which—

when the internal-combustion engine reaches the idling rotational speed n_idling, generates a regulation parameter for the regulator to shut off the fuel supply.

15. The control and regulation system according to claim 13, wherein the engine control device comprises a microcomputer which, upon the internal-combustion engine reaching the desired rotational speed n_{engine-actual}=n_{engine-target}>

n_idling, generates a regulation parameter for the engine control device to change the fuel supply.

16. The control and regulation system according to claim 11, wherein a link between the means for controlling and data acquisition devices is wireless.

17. The control and regulation system according to claim 11, wherein the means for controlling and an engine control device are linked by a data communication network.

18. The control and regulation system according to claim 11, comprising:

a device for the detection of a parameter at least indirectly characterizing the actuation of an operation element, the device being linked with an input of the means for controlling.

19. The control and regulation system according to claim 11, comprising:

one or a number of devices for the detection of parameters that characterize the theoretical drag power P_engine-drag available to the internal-combustion engine and that are connected with the input of the means for controlling.

20. The control and regulation system according to claim 11, comprising:

inputs connected with a device for the detection of the filling status of the hydrodynamic clutch, and a device for the detection of a parameter at least indirectly characterizing the actuation status of the bypass clutch;

an interface connected to the means for controlling and to a device for the deactivation of the bypass clutch.

21. A drive train, comprising

an operation element actuated by the driver in order to change the riding status;

and

a control and regulation system according to claim 11.

22. The drive-train according to claim 11, wherein the gearbox unit is designed as a manual gear-changing box.

23. The drive-train according to claim 11, wherein the gearbox unit is designed as an automatic gear-changing box.

24. The drive-train according to claim 11, wherein the gearbox unit is designed as an automatic transmission.