Patent Application
20230366439
This nonprovisional application claims priority under 35 U.S.C. § 119(a) to German Patent Application No. 10 2022 204 633.1, which was filed in Germany on May 11, 2022, and which is herein incorporated by reference.
The invention relates to a method for preventing stalling of an internal combustion engine of a motor vehicle.
In principle, unintentional stalling of the internal combustion engine can occur during operation of the motor vehicle, in particular when the torque provided by the internal combustion engine is inadequate. In particular, this can occur, for example, at low rotational speeds of a drive shaft of the internal combustion engine and in the case of rapid load changes, such as, e.g., during startup or during a gear change. In addition, this can also occur, in particular, during engagement of a gear in an automatic transmission when the gear clutch or gearshift sleeve there is actively engaged. The combustion engine, in particular the internal combustion engine, can then be loaded with the drag torque of the converter and of the clutch, and stalling of the combustion engine, in particular of the internal combustion engine, can then take place even though the converter clutch is disengaged, for example.
Different methods are already known for preventing stalling of an internal combustion engine of a motor vehicle or for implementing stall protection of an internal combustion engine of a motor vehicle. The motor vehicle has at least one internal combustion engine, at least one automatically controlled clutch, and at least one transmission that, in particular, is also automatically controlled. The stalling of the internal combustion engine can then also be avoided under automatic control by means of such an automatically controlled clutch. The drive shaft of the internal combustion engine can be coupled to a transmission input shaft of the transmission by means of the clutch to transmit torque. The clutch is then disengaged if a calculated rotational speed value of the drive shaft is less than a certain threshold value. The rotational speed value is calculated, in particular continually or continuously, as a function of a determined, current rotational speed of the drive shaft and as a function of a determined, current speed gradient of the drive shaft.
DE 103 04 130 A1, the starting point for the invention, shows such a method—already described above—for preventing stalling of an internal combustion engine of a motor vehicle. The rotational speed value is determined as a function of the decrease in determined, current rotational speed over time, which is to say as a function of the speed gradient. As soon as the rotational speed value falls below the threshold value, the clutch is quickly disengaged, namely until the determined, current rotational speed of the drive shaft is again out of the critical range and there is no longer a risk of stalling when the clutch is engaged. When a possible stall of the internal combustion engine is detected, the threshold value can be changed in a situationally dependent manner. In general, however, it can happen that the clutch cannot be disengaged quickly enough on account of a system delay, for example of a clutch actuator, so that the internal combustion engine is nevertheless stalled. This is now avoided here in that the speed of disengaging the clutch is increased by appropriately driving the clutch actuator. However, limits are set on this speed increase, especially in the case of cold temperatures of the clutch and a hydraulically acting clutch actuator, so that a stall cannot be reliably avoided, especially in the case of cold temperatures, in particular outdoor temperatures, and a correspondingly cold, viscous hydraulic fluid.
In DE 10 2007 043 591 A1, a progressive disengagement of the clutch as a function of the speed gradient is proposed in order to prevent stalling. The problem already mentioned above can occur with this method, namely that the clutch cannot be disengaged quickly enough on account of a system delay of a clutch actuator, so that the internal combustion engine is nevertheless stalled.
DE 10 2015 202 932 A1 proposes a method in which an internal combustion engine is deliberately switched off when there is a risk of stalling in order to avoid damage to the components of the internal combustion engine, in particular on account of an operation of the internal combustion engine in a resonance range of a flywheel of the internal combustion engine. In this case, the internal combustion engine must then be restarted after a stall has been prevented, which takes a considerable amount of time and thus has an adverse effect on driving comfort.
It is therefore an object of the invention provide a method for preventing stalling of an internal combustion engine of a motor vehicle such that a risk of stalling of the internal combustion engine is reduced, and, in particular, such that the associated costs are low.
Av aspect of the invention resides, first of all, essentially in that a current temperature of the clutch is determined, in particular is measured. Another aspect of the invention is that a response time, in particular a response time to be expected, of the clutch as a function of the determined temperature of the clutch is then determined, in particular by means of a control and/or regulation device of the motor vehicle. Another aspect of the invention is that the rotational speed value to be calculated is then calculated from the sum of the determined, current rotational speed of the drive shaft and the product of the current speed gradient of the drive shaft and the aforementioned response time of the clutch.
In this way, a stalling of the internal combustion engine is reliably avoided, or a stall protection is implemented economically as a result.
By incorporating the response time of the clutch in the calculation of the rotational speed value, in particular of the rotational speed value that is then hypothetically applied after the response time has elapsed, it is ensured that the clutch is also disengaged in time.
Moreover, with such a calculation of the corresponding rotational speed value, the clutch also is not then disengaged too soon, which would disrupt the operation of the internal combustion engine and thus the driving comfort of the motor vehicle. It is assumed here that the rotational speed of the drive shaft decreases linearly with the slope characterized by the speed gradient, in particular after the transmission of a control signal to the clutch to actuate it and until the response time has elapsed, because the torque transmitted by means of the clutch cannot be immediately reduced on account of the system delay of the clutch. The rotational speed curves that actually occur will assume a slightly different shape, but the reality is reproduced sufficiently well by means of this linear model. Finally, the actuation of the clutch is intended to change a torque transmitted by the clutch from a current, initial value to a certain, specified final value. When the clutch is fully disengaged, the intent is, in particular, to achieve a final value of transmitted torque of essentially zero, in particular.
Now, the response time of the clutch also is essentially dependent on the temperature of the clutch, so the response time in question is determined especially accurately by the determination of the response time as a function of the current temperature. The dependence of the response time in question on the temperature in question is known in this case or, in particular, is determined and/or saved in advance for different temperatures and/or for certain temperature ranges.
The particular identified response time of the clutch as a function of the particular identified temperature can be read out from a characteristic map stored in the control and/or regulation device of the motor vehicle, in particular from a data table.
To create the characteristic map, the clutch or a clutch of identical construction is measured accordingly and the data obtained/determined for different temperatures are stored, in particular saved, in the control and/or regulation device of the motor vehicle. In this way, the respective response times for different temperatures can be determined with high accuracy in a simple manner.
The particular response time of the clutch can be calculated by means of a model stored in the control and/or regulation device of the motor vehicle. The model can also be based on measurement data of the clutch and/or of temperatures (outdoor temperature, temperature of clutch components, temperature of the hydraulic fluid, etc.), and/or the model is created with the aid of physical dependences of the clutch and associated mathematical equations and stored accordingly in the control and/or regulation device of the motor vehicle. In this way, the measurement effort can be at least reduced or even avoided entirely. Furthermore, such a model can be adapted easily and quickly to different clutches, so that development times can be shortened.
The clutch can be actuated by means of a hydraulic fluid in an advantageous example of the method. In particular, the temperature of the clutch is then measured and/or determined with the aid of the hydraulic fluid, in particular the temperature of the hydraulic fluid is then determined for the purpose of determining the temperature of the clutch.
In particular, the temperature can be measured by means of a temperature sensor arranged in the hydraulic fluid. Such a temperature sensor could also be arranged in a housing adjacent to a hydraulic passage carrying the hydraulic fluid. In a clutch of this design, the temperature of the hydraulic fluid, and in particular also its viscosity, is substantially responsible for the particular current response time of the clutch so that an especially exact determination or identification of the response time of the clutch, in particular the response time to be expected under these conditions, is possible with a measurement of the temperature in or near the hydraulic fluid.
The response time of the clutch advantageously has values between 1 s at −35° C. and 0.03 s at 90° C. In this way, the clutch can, in particular, be actuated quickly enough to achieve a high level of driving comfort. On the other hand, the design effort to achieve these response times also remains within reasonable limits, and therefore the method can be implemented very economically.
Preferably, a disengagement offset can be read out from a characteristic map stored in the control and/or regulation device of the motor vehicle or is calculated by means of a model stored in the control and/or regulation device of the motor vehicle. The certain threshold value is calculated, in particular, from the difference between a specified, certain target idle speed of the drive shaft and the disengagement offset. In particular, the disengagement offset is subtracted mathematically from the target idle speed. As a result, a simple calculation of the certain threshold value is possible with little computational effort. A prior determination of a threshold value is also possible, however.
The stall protection of the internal combustion engine thus implemented may not be deactivated again until after a specific time following a startup of the motor vehicle and/or following a gear change of the transmission.
There are certain operating states of the motor vehicle in which a risk of stalling is especially high, such as startup or a gear change in the transmission, in particular in a warm-up phase of the motor vehicle. In such a warm-up phase, the components and, in particular, the hydraulic fluids and/or lubricating fluids of the motor vehicle have not yet reached their operating temperature, so that, e.g., the transmission and/or the internal combustion engine and/or the clutch have greatly increased drag torques. After a certain time, in particular after such a warm-up phase, a stall protection that has been implemented can then be deactivated in some circumstances.
The clutch may not be engaged again after a disengagement of the clutch to implement the stall protection until the speed gradient assumes positive values. Thus, a rapid startup or continued driving can be achieved after stalling has been avoided, namely by means of a resumption of torque transmission from the internal combustion engine through the clutch to the transmission. In this case, the risk is low that the clutch must subsequently be disengaged again to prevent a stall.
Preferably, an engagement offset can be read out from a characteristic map stored in the control and/or regulation device of the motor vehicle or is calculated by means of a model stored in the control and/or regulation device of the motor vehicle. The clutch is not engaged again after a disengagement of the clutch until the determined, current rotational speed of the drive shaft is greater than the difference between the specified, certain target idle speed of the drive shaft and the engagement offset. In particular, the engagement offset is subtracted mathematically from the target idle speed in this case. Thus, the risk that the clutch subsequently must be disengaged again to prevent a stall after a resumption of torque transmission can be reduced further. The values are chosen here such that no strong jerking in the transmission occurs, and therefore the driving comfort is compromised as little as possible.
Advantageously, a value of the engagement offset can be less than a value of the disengagement offset. In this way, too, the risk that the clutch must be disengaged again to prevent a stall after a resumption of torque transmission can be reduced further. Jerking in the transmission can also be further reduced in this way.
Further scope of applicability of the present invention will become apparent from the detailed description given hereinafter. However, it should be understood that the detailed description and specific examples, while indicating preferred embodiments of the invention, are given by way of illustration only, since various changes, combinations, and modifications within the spirit and scope of the invention will become apparent to those skilled in the art from this detailed description.
The present invention will become more fully understood from the detailed description given hereinbelow and the accompanying drawings which are given by way of illustration only, and thus, are not limitive of the present invention, and wherein:
The method for preventing stalling of an internal combustion engine of a motor vehicle or the sequence of this method can be understood on the basis of the schematic representation of the graph of the rotational speed n of the drive shaft of the internal combustion engine as a function of the time t in
The motor vehicle has at least one internal combustion engine, at least one automatically controlled clutch, and at least one transmission, in particular that is automatically controlled, in particular an automatic transmission. A drive shaft of the internal combustion engine can be coupled to a transmission input shaft of the transmission by means of the clutch to transmit torque. In particular, the clutch is designed as part of an automatic transmission, in particular as part of an automatic dual-clutch transmission.
The clutch is disengaged if a calculated rotational speed value nCALC of the drive shaft is less than a certain threshold value S. The calculated rotational speed value nCALC, which does not correspond to the current speed of the drive shaft is calculated, in particular continually or continuously, as a function of a determined, current rotational speed nAKT of the drive shaft and as a function of a determined, current speed gradient dn/dt of the drive shaft.
“Continually or continuously” in this context can mean, in particular, that a calculated rotational speed value nCALC is present at all times, precisely so that a stalling can be avoided at all times.
Usually, the current rotational speed nAKT of the drive shaft is determined with the aid of speed sensors, which supply measurement signals at discrete angular positions of the drive shaft, and thus at discrete time intervals, wherein these discrete time intervals are so small, however, that a continuous signal can then be assumed here in the sense of reliable avoidance of stalling.
A current temperature T of the clutch is determined, in particular is measured. A certain response time Z of the clutch is likewise determined as a function of the determined temperature T of the clutch, in particular by means of a control and/or regulation device of the motor vehicle. The rotational speed value nCALC is calculated from the sum of the determined, current rotational speed nAKT of the drive shaft and the product of the current speed gradient dn/dt of the drive shaft and the response time Z of the clutch. This relationship can be represented as a formula as follows:
A risk of the internal combustion engine stalling is present when, in particular, the rotational speed n of the drive shaft decreases. When the rotational speed n of the drive shaft decreases, the speed gradient dn/dt has negative values, so that the calculated rotational speed value nCALC is then less than the determined, current rotational speed nAKT of the drive shaft. At the current, first time t1, the response time Z is then in the future or extends into the future. It is assumed that the torque decreases linearly with the slope characterized by the speed gradient dn/dt after actuation of the clutch and until the response time Z has elapsed at a second time t2 that likewise is in the future. Up until the time t1, the curve of the rotational speed n represented in
The response time Z of the clutch is read out from a characteristic map stored in the control and/or regulation device of the motor vehicle, in particular from a table. Such a characteristic map, in particular the table, is represented in
The current temperature T is then compared with the temperatures T1 to Tn or with the temperature ranges T1 to Tn by means of the control and/or regulation device, and the associated response time Z1 to Zn is then determined in this way.
Alternatively, it is possible that the response time Z of the clutch is calculated by means of a model stored in the control and/or regulation device of the motor vehicle.
The clutch usually can be actuated by means of a hydraulic fluid. The current temperature T of the clutch is therefore measured and/or determined with the aid of the hydraulic fluid, in particular. However, the use of clutch actuators, which can be actuated electrically, for example, is also possible.
The response time Z of the clutch has values between 1 s at −35° C. and 0.03 s at 90° C.
A disengagement offset Δ1 is read out from a characteristic map stored in the control and/or regulation device of the motor vehicle or is calculated by means of a model stored in the control and/or regulation device of the motor vehicle. The disengagement offset Δ1 can be applied in this case. The certain threshold value S is then calculated, in particular from the difference between a specified, certain target idle speed n0 of the drive shaft and the disengagement offset Δ1. In particular, the disengagement offset Δ1 is subtracted mathematically from the target idle speed no. This relationship can be represented as a formula as follows: S=n0−Δ1
Additional parameters that, in particular, have an effect on the stalling of the internal combustion engine can be taken into account by means of the disengagement offset Δ1.
The stall protection of the internal combustion engine can be deactivated, in particular only after a certain time following a startup of the motor vehicle and/or following a gear change of the transmission. Furthermore, the stall protection can also be activated during the entire operating period of the motor vehicle.
The clutch is not engaged again after implementation of the stall protection or after a disengagement of the clutch, in particular until the speed gradient dn/dt assumes positive values.
An engagement offset Δ2 is read out from a characteristic map stored in the control and/or regulation device of the motor vehicle or is calculated by means of a model stored in the control and/or regulation device of the motor vehicle. This engagement offset Δ2 can consequently also be applied. The clutch is not engaged again after a disengagement of the clutch until the determined, current rotational speed of the drive shaft nAKT is greater than the difference between the specified, certain target idle speed n0 of the drive shaft and the engagement offset Δ2. In particular, the engagement offset Δ2 is subtracted mathematically from the target idle speed n0 in this case.
A value of the engagement offset Δ2 is less than a value of the disengagement offset Δ1. This relationship can be represented as a formula as follows: Δ2<Δ1
The invention being thus described, it will be obvious that the same may be varied in many ways. Such variations are not to be regarded as a departure from the spirit and scope of the invention, and all such modifications as would be obvious to one skilled in the art are to be included within the scope of the following claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2022 204 633.1 | May 2022 | DE | national |
