Interrelated power delivery controls – including engine control – Clutch control – Engine controlled by clutch control
Reexamination Certificate
2000-09-28
2001-12-04
Marmor, Charles A. (Department: 3681)
Interrelated power delivery controls, including engine control
Clutch control
Engine controlled by clutch control
Reexamination Certificate
active
06325744
ABSTRACT:
BACKGROUND OF THE INVENTION
Automatic clutches or servoclutches are, for example, known from the text entitled “Automotive Handbook”, third edition, (1993), pages 538 and 539 as well as from German patent application P 195 40 921 (corresponding to International patent application PCT/DE 96/01347, filed Jul. 23, 1996). Automatic clutches in combination with electronic control apparatus provide either an automated start from standstill or, together with a servo-actuated shifting mechanism, a fully automatic transmission. In such automatic clutches, the disengagement and engagement of the clutch is generally actuated via a servodrive.
In addition to such automatic clutches, automatic transmissions are known wherein the transmission ratio can be changed in response to a drive signal. Such automatic transmissions can, in a manner known per se, be connected to the motor of the vehicle via a hydraulic converter.
It is known that the shifting pressure or the fluctuations in the drivetrain occurring under these circumstances can be attenuated utilizing the converter. The shifting pressure arises with the change of the transmission ratios. The converter can be bridged by a known converter bridge clutch or the bridge can be removed. At higher vehicle speeds or in the upper gears of the transmission, this converter bridge clutch is mostly engaged. In this way, slip losses of the torque converter are prevented and, in this way, the fuel consumption is reduced; however, the effect of the converter in attenuating fluctuations in the drivetrain is not provided when the converter bridge clutch is engaged. In addition, the slip of such converter clutches can be controlled.
Furthermore, it is known to provide a motor control apparatus for controlling the motor of a vehicle by means of which the motor output torque is controlled, for example, in dependence upon the following: driver command, motor operating parameters and additional variables representing or influencing the operation of the vehicle. German patent publication 4,321,333 discloses an electronic accelerator pedal system wherein measures for reducing fluctuations in the drivetrain during the transition from the overrun phase to the drive phase are provided. These measures include that the transition from the overrun phase into the tractive phase is detected and that, when a transition is detected, the execution of the command of the driver for adjusting the power of the internal combustion engine is delayed.
SUMMARY OF THE INVENTION
It is an object of the invention to optimize such systems for reducing the fluctuations in the drive train.
The system of the invention is for controlling a clutch arranged between a motor of a vehicle generating a motor torque (M
mot
) and the wheels thereof. The system includes: a first control apparatus for generating a signal (&Dgr;M
mot
and/or |&Dgr;Q
i
|) indicating a change of a specific amount of the motor torque (M
mot
); a second control apparatus for forming a drive signal (P
wk
) in dependence upon said signal (&Dgr;M
mot
) to cause the clutch to at least reduce the power flow between the motor and the wheels; and, the signal (&Dgr;M
mot
and/or |&Dgr;Q
i
|) indicating whether one of the following is provided:
(a) a change of sign of the motor torque (M
mot
);
(b) an interruption or discontinuous reduction of the fuel metering to the motor (|&Dgr;Q
i
|>SW); or,
(c) a resumption of fuel metering or an abrupt increase of the metering of fuel (|&Dgr;Q
i
|>SW) after said interruption or said abrupt reduction.
In a first embodiment, the invention proceeds from a system for controlling a clutch which is mounted between a vehicle motor, which generates a motor torque, and the wheels of a vehicle. The force flow between the vehicle motor and the wheels can be changed via this clutch in response to a drive signal. That is, the force flow can, for example, at least be reduced or the rigid coupling between the motor of the vehicle and the wheels can be interrupted. The essence of the first embodiment of the invention comprises that the drive signal of the clutch is formed in dependence upon a signal which represents a change of a specific extent of the motor torque. This first variation of the invention affords the advantage that a disengagement or a control of the converter clutch is effected in time in advance of a significant change of the output torque of the motor. In this way, the converter can remain completely engaged in the lower gears and must not be disengaged or controlled for reasons of comfort because of the drivetrain fluctuations which can possibly occur. This leads to a minimal loss of energy which occurs when the converter clutch is not completely engaged without reducing comfort.
In this variation, the signal, which represents a change of motor torque, can represent a change of the motor torque to be introduced by the motor control and especially an abrupt change of motor torque.
The motor torque is, in general, controlled via a motor control and the clutch is controlled via a clutch or transmission control. It can be provided that the signal, which represents a change of motor torque, is formed in the motor control and is supplied to the clutch control or the transmission control.
The drive signal can be configured in response to a change (especially an abrupt change) of the motor torque which is to be introduced and represented by the signal. The drive signal can be so formed in reaction to this signal that the rigid connection between the vehicle motor and the wheels is interrupted. Whereas this connection is rigid when the converter clutch is engaged, this rigid connection can be disengaged via a disengaged converter clutch (with or without slip).
In the second variation according to the invention, the invention proceeds from a system for controlling a vehicle motor via an actuating element for influencing the motor torque which is adjusted at least in dependence upon the detected command of the driver. When a change of the desired motor torque of a specific extent is present, the execution of the command (for example, driver command and/or tempomat/traveling speed control) for adjusting the motor torque is delayed. The essence of the second embodiment of the invention is that a clutch is mounted between the vehicle motor and the wheels of the vehicle and the delay is actuated in dependence upon a status signal representing the instantaneous operating state of the clutch. This second embodiment of the invention affords the advantage that the delay of the desired command is only then actuated when the converter clutch cannot execute the above-mentioned attenuation (for suppressing the fluctuations in the drivetrain) because the converter clutch is engaged or is not sufficiently disengaged.
In this embodiment of the invention, it is advantageously provided that the above-mentioned status signal indicates the presence of at least on e of three operating states. The first operating state is characterized by a disengaged clutch and the second operating state is characterized by an engaged clutch. The third operating state is characterized by a controlled clutch operation.
The motor torque is generally controlled by means of a motor control and the clutch is controlled by means of a clutch or transmission control. Here, it is advantageous that the status signal of the clutch is formed in the clutch control or transmission control and is supplied to the motor control. The first operating state or third operating state (clutch not completely engaged) of the clutch are represented by the status signal. In response to this operating state, the delay executing the driver command to adjust the motor torque cannot be carried out or can be carried out only in the sense of shortening the delay.
For both embodiments, the extent of a specific torque change can be:
(a) a change in sign of the motor torque;
(b) an interruption or an abrupt or discontinuous reduction of the metering of fuel to the engine (for example, in reaction to a dete
Marmor Charles A.
Ottesen Walter
Parekh Ankur
Robert & Bosch GmbH
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