Interrelated power delivery controls – including engine control – Transmission control – With clutch control
Reissue Patent
1997-10-21
2002-03-05
Wright, Dirk (Department: 3681)
Interrelated power delivery controls, including engine control
Transmission control
With clutch control
C192S222000
Reissue Patent
active
RE037572
ABSTRACT:
FIELD OF THE INVENTION
The invention relates to a powered vehicle.
BACKGROUND OF THE INVENTION
German Offenlegungsschrift No. 40 11 850 discloses a motor vehicle which employs so-called “electronic clutch management” (ECM) system. The motor vehicle has a combustion engine, a multispeed manual transmission, an automatic clutch for coupling the engine to the transmission and a control unit for the clutch.
Under certain circumstances it is unsafe for the operator of such a motor vehicle to exit such a vehicle. For instance, if the vehicle is stationary and in gear with the engine idling, as may be the case when standing in front of a garage (the clutch is then in a standby position because the gas pedal is not depressed), a fault in the release system, e.g., a pressure drop in the hydraulic unit, could cause the clutch to close, that is, to engage the transmission. However, the driver is not warned to remain in the vehicle.
The sensitivity with which the moment exerted by the engine is transferred to the drive gears, e.g., while shifting, is also not entirely satisfactory. This has an adverse effect on the comfort of the vehicle. Moreover, it is difficult to set the vehicle in motion on icy roads. In addition, the vehicle is relatively expensive.
Furthermore, neither the sensitivity nor the speed of the control system is totally adequate and faults in the system are not readily detectable by the operator or by a repair shop. The electronic hardware is relatively complex and cannot be used universally. Additionally, the number of masters and slaves is rather large, and fairly extensive vehicle modifications are required in order to use the known version of the ECM system.
SUMMARY OF THE INVENTION
It is an object of the invention to improve the safety of an ECM-equipped vehicle.
Another object of the invention is to provide warning to an operator of an ECM-equipped vehicle when a particular combination of conditions makes it unsafe to exit the vehicle.
An additional object of the invention is to increase the comfort of an ECM-equipped vehicle.
A further object of the invention is to increase the sensitivity with which the moment generated by the engine of an ECM-equipped vehicle is transferred to the drive gears.
It is also an object of the invention to provide an ECM-equipped vehicle which can be set into motion relatively easily, even on icy roads.
Still another object of the invention is to provide an ECM system which can be manufactured relatively economically.
An additional object of the invention is to increase the sensitivity of an ECM system.
A further object of the invention is to increase the speed of an ECM system.
A concomitant object of the invention is to provide an ECM system capable of advising a vehicle operator or repair shop of faults in the system.
It is also an object of the invention to provide an ECM system which can store fault indications for subsequent recall.
Yet another object of the invention is to simplify the electronic hardware for an ECM system.
An additional object of the invention is to provide electronic hardware which is or can be used in an ECM system and has relatively widespread applicability.
A further object of the invention is to provide an ECM system which allows the number of masters and slaves to be reduced.
A concomitant object of the invention is to provide an ECM system which requires relatively few vehicle modifications.
It is an additional object of the invention to provide a method which enables a vehicle to be operated with increased safety.
The preceding objects, as well as others which will become apparent as the description proceeds, are achieved by the invention.
One aspect of the invention resides in a powered vehicle comprising an engine, e.g., an internal combustion engine, and means for regulating the speed of the engine by an operator of the vehicle. The regulating means has a plurality of positions including a rest position in which the engine is at idling speed and an operative position in which the engine is above idling speed. The vehicle further comprises a manual transmission, a clutch for coupling the engine to the transmission, and means for automatically controlling the clutch. The clutch is movable in a first direction to engage the transmission and in a second direction to disengage from the transmission, and the clutch has a predetermined position in which the clutch engages the transmission with a predetermined force such that the vehicle begins to creep. The controlling means includes means for moving the clutch to the predetermined position under predetermined conditions in which the vehicle is in gear and at a standstill or almost so, the engine is running and the regulating means is in the rest position. The regulating means can comprise a gas pedal, for example.
Another aspect of the invention resides in a method of operating a vehicle having an engine, a manual transmission and a clutch for coupling the engine to the transmission. The method comprises the steps of idling the engine while the vehicle is in gear and at a standstill or almost so, and automatically engaging the clutch with the transmission in such a manner that the vehicle begins to creep.
According to the invention, after the vehicle is stopped by means of the foot brake or hand brake, the vehicle begins to creep if the engine is running and the vehicle is in gear. The operator of the vehicle thus does not even think of leaving the vehicle so that safety is increased. Creeping of the vehicle also provides greater comfort and better handling characteristics during parking, shifting and starting off on icy roads because greater sensitivity is achieved.
It is of advantage for the clutch to be moved in the direction of opening, i.e., in the direction of disengagement from the transmission, if the foot brake and/or hand brake is applied during creeping. The moment or torque being transferred is thereby reduced. The clutch may be steadily or abruptly urged in the direction of disengagement, e.g., to a standby, waiting or offset position which the clutch assumes preparatory to engaging the transmission.
When the vehicle is stationary or practically stationary and is placed in gear with the brake applied and the gas pedal at rest, the clutch may be held in a position, i.e., the standby position, which is set back from the predetermined position of the clutch during creeping.
If neither the brake nor the gas pedal is applied during creeping so that the vehicle is in an idling mode, the clutch can be continuously urged in the direction of closing, that is, in the direction of engagement with the transmission. This prevents the clutch from overheating by the relatively great slippage which accompanies steady creeping. The speed of the vehicle thus increases continuously.
The standby position may be obtained by determining the so-called initial engagement point of the clutch at which the clutch just begins to transfer moment and automatically adding a small setback or offset to this point in the direction of disengagement. The resulting value can be stored in electronic hardware, e.g., an electronic memory or a computer, and recalled from there as necessary or sent to an appropriate receiver.
When the vehicle is stationary or practically stationary with the engine running and both the gas pedal and brake inoperative, the clutch may be moved out of a position of disengagement in response to shifting of the vehicle into gear. Advantageously, the clutch is continuously urged in the direction of engagement so that the vehicle begins to creep and slippage is steadily reduced. Due to the reduction in slippage, the speed at which the vehicle creeps increases constantly. Urging of the clutch in the direction of engagement can be interrupted when the brake is applied and the clutch may be shifted in the direction of disengagement, e.g., to the standby position.
The clutch may automatically move into engagement with the transmission after the engine is shut off. It is of particular advantage for the clutch to engage the transmission when the vehicle is in gea
Kremmling Burkard
Salecker Michael
Zimmermann Martin
Darby & Darby
LuK Getriebe-Systeme GmbH
Wright Dirk
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