EP1555410A2 - Vorrichtung und Verfahren zum Dämpfen der Reaktion des Fahrpedalsignals - Google Patents

Vorrichtung und Verfahren zum Dämpfen der Reaktion des Fahrpedalsignals Download PDF

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Publication number
EP1555410A2
EP1555410A2 EP05100165A EP05100165A EP1555410A2 EP 1555410 A2 EP1555410 A2 EP 1555410A2 EP 05100165 A EP05100165 A EP 05100165A EP 05100165 A EP05100165 A EP 05100165A EP 1555410 A2 EP1555410 A2 EP 1555410A2
Authority
EP
European Patent Office
Prior art keywords
damping
accelerator pedal
vehicle
unit
clutch plate
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05100165A
Other languages
English (en)
French (fr)
Other versions
EP1555410A3 (de
Inventor
Magnus Pettersson
Jon Andersson
Roger HÄLLEBERG
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Scania CV AB
Original Assignee
Scania CV AB
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania CV AB filed Critical Scania CV AB
Publication of EP1555410A2 publication Critical patent/EP1555410A2/de
Publication of EP1555410A3 publication Critical patent/EP1555410A3/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/022—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the clutch status

Definitions

  • the present invention relates to a device and method for damping the reaction of an accelerator pedal signal to changes in the position of an accelerator pedal in a motor vehicle, whereby said signals are adapted for being passed on to an arrangement for control of an engine of the vehicle according to commands from the vehicle's driver.
  • the motor vehicle may be of any conceivable type, but a passenger car, a truck or a bus may be mentioned as examples.
  • a said device is desirable for damping the reaction of an accelerator pedal signal to changes in the position of the accelerator pedal.
  • a device of the kind defined in the introduction is known from US 6 098 593 which comprises a unit arranged to receive information about at least one operating parameter of the vehicle and to effect said damping according to the magnitude of that parameter.
  • the unit uses information about the rotation speed of the engine's output shaft and/or about which gear is engaged in the vehicle's gearbox, i.e. the vehicle's transmission ratio. If both kinds of information are used, the vehicle's speed is thus taken into account. Damping according to the magnitude of these parameters can be used to ensure that the damping will be high at medium-high to high speeds of the vehicle, i.e. when the vehicle is running in high gears, and low at low speeds of the vehicle, i.e. when it is running in low gears.
  • damping the reaction of an accelerator pedal signal in that specification is to be construed as also comprising indirect such damping, i.e. the accelerator pedal signal itself might directly follow the position of the accelerator pedal, but damping of the reaction might be effected by the fact of that signal, upon reaching the arrangement which regulates the engine, being received, as regards changes in it, with a certain sluggishness which corresponds to a said damping, or being subjected to processing corresponding to such a damping due to the arrangement executing instructions contained in, for example, a computer programme.
  • the object of the present invention is to provide a device and a method of a kind discussed above which meets the above-mentioned desiderata.
  • said unit receiving information about the position of a means which is crucial to the occurrence of disengagement of the engine from a gearbox of the vehicle, by said unit using information about the position of that means as an operating parameter, and by damping effected dependent on the magnitude of that parameter, it is possible to achieve varied damping in response to changes in said position, e.g. when changing gear, starting, i.e. setting the vehicle in motion, and the like. It has in fact been found that the position of a said means can affect the optimum damping of the reaction of an accelerator pedal signal to changes in the position of an accelerator pedal.
  • said means which is crucial to the occurrence of said disengagement is a clutch pedal or a clutch plate.
  • damping may be effected in a manner dependent on the position of the clutch pedal, but it is also possible to effect it in a manner dependent on the position of a said clutch plate, which means that the invention is also applicable to motor vehicles with so-called two-pedal systems, i.e. automatic clutch action whereby only acceleration and braking are controlled by pedals.
  • said movable clutch plate is controlled by a control unit via, for example, an electropneumatic servo system.
  • the unit is arranged to cause the damping of said reaction of the accelerator pedal signal to be low at the time of depression of the clutch pedal and respective withdrawal of the clutch plate from a clutch plate cooperating with it, e.g. when starting or changing gear.
  • the unit is adapted to causing said damping of the reaction of the accelerator pedal signal to be low for a period of time from the clutch pedal being depressed lower than a first level to at least when the clutch pedal is released to a second level and from when the respective clutch plate is withdrawn beyond a first point from a clutch plate cooperating with it to at least when it reaches a second point on its way towards a clutch plate cooperating with it. It has been found advantageous for a motor vehicle's driving characteristics if the reaction to depression or release of the accelerator pedal is rapid as regards the effects on engine control during said period of time.
  • the unit is adapted to extending such period of time for low damping of the reaction of the accelerator pedal signal to a certain extent after the release of the clutch pedal to higher than said second level, i.e. after the clutch plate reaches the second point. It has been found advantageous, during starting and after gear changes, to have low damping, i.e. rapid reaction to accelerator pedal position changes, during a short period of time after the release of the clutch pedal, i.e. after the clutch plate reaches full engagement with a clutch plate cooperating with it.
  • the unit is adapted to effecting damping of the accelerator pedal signal in a manner dependent on at least one further operating parameter, preferably using as such further operating parameter information about the motor vehicle's speed and/or transmission ratio.
  • the unit is adapted to causing the damping of said reaction of an accelerator pedal signal to be low where any of said operating parameters prompt such low damping.
  • the unit is so adapted that low damping results in said reaction being almost instantaneous and in the time between an accelerator pedal signal instigated by the accelerator pedal and the actual arrival of that accelerator pedal signal being, in the case of such low damping, considerably shorter than the corresponding time when the vehicle is running at normal speed, e.g. 50-90 km/hour for a truck, such as 50% to 25% or less than 25% of the time.
  • the invention also relates to a computer programme and a computer-readable medium according to the corresponding attached claims.
  • the invention therefore also relates to a computer programme and a computer-readable medium related to said possible embodiments of the method according to the invention. It will readily be appreciated that the method according to the invention which is defined in the attached method claim, and said possible embodiments thereof, are well suited to being executed on the basis of programme instructions from a processor which may be acted upon by a computer programme provided with the relevant programme steps.
  • Fig. 1 illustrates schematically a device according to the invention and how it is arranged in a motor vehicle.
  • the motor vehicle comprises in a conventional manner an engine 1 and a gearbox 4 which is connected to the engine's output shaft 2 via a clutch 3 and which has an input shaft 5 and an output shaft 16.
  • the clutch 3 may be controlled by interrupting/establishing the connection between the shafts 2 and 5 by operating a clutch pedal 6, so that depressing the clutch pedal causes disengagement of the engine from the gearbox.
  • An accelerator pedal depicted schematically at 7 is arranged to send an accelerator pedal signal, the magnitude of which depends on the position of the accelerator pedal, to a schematically depicted unit 8, e.g. an electronic engine control unit, which is arranged so that, after processing described in greater length below, it passes that signal on to an arrangement 9 for control of the vehicle's engine according to commands from the vehicle's driver.
  • the arrangement 9 may also receive from the vehicle's driver commands other than that delivered by operating the accelerator pedal, e.g. via a speed maintaining lever, although nothing of the kind is depicted in Fig. 1.
  • the unit 8 is arranged to damp the reaction of an accelerator pedal signal (which is passed on to the arrangement 9) to changes in the position of the accelerator pedal 7, and to effect that damping in a manner dependent on various operating parameters of the vehicle which are received from a detector 10 of the position of the clutch pedal, a detector 11 of the transmission ratio of the vehicle or the gear position of the gearbox, and a detector 12 of the speed of the engine, indicated by detecting the rotation speed of the output shaft 16 of the gearbox 4.
  • the unit is adapted to causing the damping of the reaction of an accelerator pedal signal to a change in the position of the accelerator pedal to be low if any of the three detectors 10 -12 indicate that it should be low.
  • the unit 8 is arranged so that, all other things being equal, it reduces the damping when the vehicle's speed decreases and/or its transmission ratio decreases.
  • the unit is arranged to cause the damping of the reaction of the accelerator pedal signal to be low during a period of time from when the clutch pedal is depressed to lower than the first level which corresponds to the clutch pedal being depressed by 5 to 15%, preferably about 10%, of its maximum downward travel, to at least when it is released to a second level which corresponds to the clutch pedal being released so that it is still depressed by 10 to 30%, preferably about 20%, of its maximum downward travel.
  • Said period of time for low damping of the reaction of the accelerator pedal signal is preferably extended by about 0.5 to 2 seconds after the release of the clutch pedal to higher than said second level. It is possible for there to be in the unit 8 a file, i.e.
  • regulator parameters for control of the engine via the arrangement 9 are derived on the basis of said criteria for vehicle speed, transmission ratio and clutch pedal position, or a model may be used for calculating suitable regulator parameters on the basis of values instantaneously delivered by the various detectors 10-12.
  • Fig. 2 illustrates schematically what happens to the accelerator pedal signal g during the time t when the accelerator pedal is suddenly depressed from a position I 1 to a position I 2 , with 100% on the vertical axis denoting accelerator pedal fully depressed.
  • the broken line shows how the accelerator pedal signal would change if it could instantaneously follow the position of the accelerator pedal.
  • the pattern of the accelerator pedal signal is shown for situations of high damping (A), medium-high damping (B) and low damping (C). Let us imagine the vehicle running at relatively high speed. Said damping will then be high when no gear changes take place, so the ride will be smooth and comfortable. This means that the damping upon changes in the position of the accelerator pedal will in principle follow curve A.
  • Fig. 2 shows that the time taken to receive an accelerator pedal signal instigated by the accelerator pedal when the damping is low is considerably shorter than when the damping is high, and in the case illustrated the first-named time is less than 25% of the last-named.
  • Low damping thus means that said reaction is almost instantaneous and the time between an accelerator pedal signal instigated by the accelerator pedal and the actual arrival of that accelerator pedal signal is considerably shorter than when the vehicle is running at normal speed (e.g. 50-90 km/hour for a truck), such as 50% to 25% or less than 25% of the time.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP05100165A 2004-01-16 2005-01-13 Vorrichtung und Verfahren zum Dämpfen der Reaktion des Fahrpedalsignals Withdrawn EP1555410A3 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0400083A SE526382C2 (sv) 2004-01-16 2004-01-16 Anordning samt förfarande för dämpning
SE0400083 2004-01-16

Publications (2)

Publication Number Publication Date
EP1555410A2 true EP1555410A2 (de) 2005-07-20
EP1555410A3 EP1555410A3 (de) 2009-08-26

Family

ID=31493055

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05100165A Withdrawn EP1555410A3 (de) 2004-01-16 2005-01-13 Vorrichtung und Verfahren zum Dämpfen der Reaktion des Fahrpedalsignals

Country Status (3)

Country Link
EP (1) EP1555410A3 (de)
BR (1) BRPI0500798A (de)
SE (1) SE526382C2 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1650416A3 (de) * 2004-10-20 2011-11-09 Denso Corporation Drehmomentsteuerungsystem für ein Kraftfahrzeug
EP2685069A1 (de) * 2012-07-09 2014-01-15 Keihin Corporation Motorleistungssteuerungsvorrichtung

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995011377A1 (en) * 1993-10-21 1995-04-27 Orbital Engine Company (Australia) Pty. Limited Control of fuelling rate of an engine
US6098593A (en) 1997-05-28 2000-08-08 Daimlerchrysler Ag Electronic bucking damping device for internal-combustion engines
WO2001027453A1 (en) * 1999-10-15 2001-04-19 Volvo Lastvagnar Ab Method of controlling changes in torque in an internal combustion engine and an internal combustion engine controlled in accordance with said method

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4597049A (en) * 1982-12-28 1986-06-24 Nissan Motor Company, Limited Accelerator control system for automotive vehicle
DE3738719C2 (de) * 1986-11-27 1997-09-25 Volkswagen Ag Verfahren und Anordnung zur Verhinderung störender Lastwechselschläge bei einer Fahrzeug-Brennkraftmaschine
DE19537787A1 (de) * 1995-10-11 1997-04-17 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995011377A1 (en) * 1993-10-21 1995-04-27 Orbital Engine Company (Australia) Pty. Limited Control of fuelling rate of an engine
US6098593A (en) 1997-05-28 2000-08-08 Daimlerchrysler Ag Electronic bucking damping device for internal-combustion engines
WO2001027453A1 (en) * 1999-10-15 2001-04-19 Volvo Lastvagnar Ab Method of controlling changes in torque in an internal combustion engine and an internal combustion engine controlled in accordance with said method

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1650416A3 (de) * 2004-10-20 2011-11-09 Denso Corporation Drehmomentsteuerungsystem für ein Kraftfahrzeug
EP2685069A1 (de) * 2012-07-09 2014-01-15 Keihin Corporation Motorleistungssteuerungsvorrichtung

Also Published As

Publication number Publication date
BRPI0500798A (pt) 2005-08-23
SE526382C2 (sv) 2005-09-06
SE0400083L (sv) 2005-07-17
SE0400083D0 (sv) 2004-01-16
EP1555410A3 (de) 2009-08-26

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