Method and control unit for operating a drivetrain of a motor vehicle comprising a power take-off

Abstract

A method for operating a motor vehicle drivetrain having a transmission connected between a drive aggregate and a drive output, a Power Take-Off (PTO) that can be coupled to the drive aggregate on drive aggregate side to take up drive torque from the drive aggregate. In order to determine the torque taken up by the PTO, the transmission is first shifted to interrupt torque to the transmission output. Thereafter, a defined torque is delivered by the drive aggregate, at least with the PTO coupled to the drive aggregate, and, during this at defined time-points, rotational speeds of a shaft driven by the drive aggregate are determined and from this an angular acceleration of the shaft is determined. A first torque of the shaft is determined from the shaft angular acceleration while the PTO is coupled. Based on the first torque, the torque taken up by the PTO is determined.

Claims

1. A method of operating a drivetrain of a motor vehicle, the drivetrain having a drive aggregate, a transmission connected between the drive aggregate and a drive output, a power take-off that is coupleable to the drive aggregate on a drive aggregate side in order to take up drive torque delivered by the drive aggregate, the method comprising: determining a torque taken up by the power take-off by: first shifting the transmission to a condition in which, relative to an output thereof, the transmission is torque-interrupted, then delivering a defined torque by the drive aggregate when the power take-off is coupled to the drive aggregate, and, during this at defined points in time, determining rotational speeds of a shaft driven by the drive aggregate, and determining an angular acceleration of the shaft from the rotational speeds, determining a first torque of the shaft from the angular acceleration with the power take-off coupled to the drive aggregate, and as a function of the first torque, determining the torque taken up by the power take-off, delivering the defined torque also by the drive aggregate when the power take-off is decoupled therefrom, and determining the angular acceleration of the shaft when the power take-off is decoupled, determining a second torque of the shaft driven by the drive aggregate from the angular acceleration when the power take-off is decoupled from the drive aggregate, and determining the torque taken up by the power take-off based on the first and the second torque of the shaft.

2. The method according to claim 1, further comprising determining the first torque of the shaft as follows:
M.sub.1=J*α.sub.1 in which M.sub.1 is the first torque of the shaft, J is the mass moment of inertia, and α.sub.1 is the angular acceleration of the shaft when the power take-off is coupled to the drive aggregate.

3. The method according to claim 1, further comprising determining the second torque of the shaft as follows:
M.sub.2=J*α.sub.2 in which M.sub.2 is the second torque of the shaft, J is the mass moment of inertia, and α.sub.2 is the angular acceleration of the shaft when the power take-off is decoupled from the drive aggregate.

4. The method according to claim 1, further comprising determining the torque taken up by the power take-off from the difference between the second torque and the first torque.

5. The method according to claim 1, further comprising carrying out shifts in the transmission as a function of the torque taken up by the power take-off.

6. The method according to claim 1, further comprising shifting the transmission to a condition in which, relative to an input of the transmission, a mass moment of inertia of the transmission is as large as possible and in which, relative to the output of the transmission, the transmission is torque-interrupted.

7. The method according to claim 1, wherein the drivetrain having a starting element with a converter and a converter lock-up clutch connected parallel to the converter, the converter lock-up clutch being engagable.

8. A control unit for operating a drivetrain of a motor vehicle, wherein the control unit, for a determination of a torque taken up by a power take-off: first shifts a transmission by control means into a condition in which, relative to an input of the transmission, a mass moment of inertia of the transmission is as large as possible and in which, relative to an output thereof, the transmission is torque-interrupted, then calls for a defined torque from a drive aggregate, when the power take-off is coupled to the drive aggregate, and at defined time-points during this the control unit receives rotational speeds of a shaft driven by the drive aggregate and, from the rotational speeds of the shaft driven, determines an angular acceleration of the shaft, the control unit determines, from the angular acceleration with the power take-off coupled to the drive aggregate, a first torque of the shaft, and the control unit determines, as a function of the first torque of the shaft, the torque taken up by the power take-off.

9. The control unit according to claim 8, wherein the control unit is designed to carry out a method for operating the drivetrain of the motor vehicle, the drivetrain having the drive aggregate, the transmission connected between the drive aggregate and a drive output, the power take-off that is coupleable to the drive aggregate on a drive aggregate side in order to take up drive torque delivered by the drive aggregate.

10. A method for operating a motor vehicle drivetrain having a drive aggregate, a transmission connected between the drive aggregate and a drive output, a power take-off that is coupleable to the drive aggregate on the drive aggregate side in order to take up drive torque delivered by the drive aggregate, the method comprising: first shifting the transmission to a condition in which, relative to an input of the transmission, a mass moment of inertia of the transmission is as large as possible and in which, relative to a transmission output, the transmission is torque-interrupted, then delivering a defined torque by the drive aggregate at least when the power take-off is coupled to the drive aggregate, and during this, at defined points in time, determining rotational speeds of a shaft driven by the drive aggregate, and determining an angular acceleration of the shaft from the determined rotational speeds, determining a first torque of the shaft from the angular acceleration with the power take-off coupled to the drive aggregate, and determining a torque taken up by the power take-off as a function of the first torque.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Preferred further developments emerge from the subordinate claims and from the description that follows. Example embodiments of the invention, to which it is not limited, will be described in greater detail with reference to the sole drawing.

(2) The sole drawings shows a schematic illustration of an example drivetrain of a motor vehicle.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

(3) The sole drawing illustrates very schematically a drivetrain 1 of a motor vehicle. The drivetrain 1 comprises a drive aggregate 2 and a transmission 4 connected between the drive aggregate 2 and a drive output 3. The transmission 4 is an automatic or automated transmission in which gear changes and hence shifts are carried out automatically or in an automated manner.

(4) In the example embodiment of the drivetrain 1 shown in the sole drawing, a hydrodynamic starting element 5 is connected between the drive aggregate 2 and the transmission 4. This comprises a converter 6 and a converter lock-up clutch 7 connected parallel to the converter 6. The converter comprises a pump wheel 6A and a turbine wheel 6B. The hydrodynamic starting element 5 is an optional assembly of the drivetrain 1.

(5) In addition the sole drawing shows an auxiliary drive 8 that can be coupled on the drive aggregate side. Such an auxiliary drive 8 is also called a Power Take-Off (PTO). Depending on the state of a clutch 9, the power take-off 8 is either coupled to the drive aggregate 2 or decoupled from it.

(6) When the clutch 9 is closed, the power take-off 8 is coupled to an output shaft of the drive aggregate 2, to which in the example embodiment shown the pump wheel 6A of the converter 6 is also coupled. On the other hand, when the clutch 9 is open the power take-off 8 is decoupled from the drive aggregate 2.

(7) To determine the torque which the power take-off 8, that can be coupled on the drive aggregate side, takes up when the clutch 9 is closed, i.e. in the condition in which the power take-off 8 is coupled to the drive aggregate 2, in the context of the invention the transmission 4 is first shifted to a defined condition.

(8) In this defined condition, relative to an output 4B of the transmission 4 the transmission 4 is torque-interrupted. In such a case, if a torque delivered by the drive aggregate 2 is applied at the input 4A of the transmission 4, no torque is transmitted toward the output 4B and thus in the direction of the drive output 3.

(9) Furthermore, in this defined condition of the transmission 4, relative to an input 4A of the transmission 4, a mass moment of inertia of the transmission 4 is preferably as large as possible.

(10) After the transmission 4 has been shifted to such a condition, a defined torque is delivered by the drive aggregate 2, namely at least when the power take-off 8 is coupled to the drive aggregate 2. During this, at defined time-points after the beginning of the delivery of the defined torque, in each case the rotational speed of a shaft driven by the drive aggregate 2 is determined. In the sole drawing this shaft is the output shaft of the drive aggregate 2, with which a rotational speed sensor 10 is associated.

(11) From the difference of the rotational speeds determined at the defined time-points and from the time intervals between the defined time-points, an angular acceleration of the shaft is obtained by forming a quotient, and from this angular acceleration when the power take-off 8 is coupled to the drive aggregate 2 a first torque of the shaft driven by the drive aggregate 2, whose rotational speed is detected by means of the rotational speed sensor 10, is determined.

(12) In this case the first torque is determined as follows:
M.sub.1=J*α.sub.1 in which M.sub.1 is the first torque of the shaft, J is the mass moment of inertia, α.sub.1 is the angular acceleration of the shaft when the power take-off 8 is coupled to the drive aggregate 2.

(13) The mass moment of inertia J depends on the mass moment of inertia of the transmission 4 relative to the input 4A of the transmission 4, and is known on the control side.

(14) As a function of the first torque, the torque taken up by the power take-off 8 is determined.

(15) Preferably, the above-mentioned defined torque is also delivered by the drive aggregate 2 when the power take-off 8 is decoupled from the drive aggregate 2, and in this case too rotational speeds of the shaft are detected at the defined time-points after the beginning of the delivery of the torque by the drive aggregate 2, in order, as a function of the rotational speeds and time-points, to determine an angular acceleration of the shaft whose rotational speed is being monitored as well when the power take-off 8 is decoupled.

(16) From the angular acceleration when the power take-off 8 is decoupled from the drive aggregate 2 a second torque of the shaft driven by the drive aggregate 2 is determined. This second torque is preferably determined as follows:
M.sub.2=J*α.sub.2 in which M.sub.2 is the second torque, J is the mass moment of inertia, and α.sub.2 is the angular acceleration when the power take-off 8 is decoupled from the drive aggregate.

(17) As a function of the above first torque determined on the basis of the angular acceleration of the monitored shaft when the power take-off 8 is coupled to the drive aggregate 2 and the above-mentioned second torque determined on the basis of the angular acceleration of the monitored shaft when the power take-off 8 is decoupled from drive aggregate 2, the torque taken up by the power take-off 8 is then determined, namely by calculating a difference.

(18) The torque taken up by the power take-off 8, determined in the above manner, is stored and used for carrying out shifts or gear changes in the transmission 4, in order to carry out shifts or gear changes with a high level of comfort.

(19) When, as shown in the sole drawing, the drivetrain 1 comprises a hydrodynamic starting element 5, then during execution of the method the converter lock-up clutch 7 is or remains fully closed so that it does not slip. Consequently, the power take-off 8 that can be coupled on the drive aggregate side can also be arranged between the hydrodynamic starting element 5 and the transmission 4 and can be coupled to or decoupled from an input shaft of the transmission 4 by means of the clutch 9. When the converter lock-up clutch 7 is fully closed, the power take-off 8 is thereby either coupled to the drive aggregate 2 or decoupled from the drive aggregate 2, depending on the position of the clutch 9. Consequently, the method according to the invention can also be carried out with such an arrangement of the power take-off 8.

(20) Alternatively, the torque taken up by the power take-off can be determined from the difference between the motor torque delivered by the drive aggregate and the first torque. The motor torque delivered by the drive aggregate is known on the control side.

(21) The invention further relates to a control unit 11 for carrying out the method according to the invention. The control unit 11 is designed to carry out the method described above by control means. For this, the control unit 11 comprises hardware and software means. The hardware means include data interfaces for the exchange of data with the assemblies involved in carrying out the method according to the invention. In addition, the hardware means include a memory for data storage and a processor for data processing. The software means include program modules which are implemented in the control unit for carrying out the method according to the invention.

(22) The control unit 11 shifts the transmission 4 by control means, either indirectly by way of another control unit or directly, to a condition in which relative to the output 4B the transmission 4 is torque-interrupted, so that at the output 4B and hence at the drive output 3 no torque can be transmitted. Preferably, in this condition, relative to the input 4A, the transmission 4 has as large a mass moment of inertia as possible.

(23) Thereafter, the control unit 11 calls for a defined torque from the drive aggregate 2, namely at least when the power take-off 8 is coupled to the drive aggregate 2 and preferably also when the power take-off 8 is decoupled from the drive aggregate 2.

(24) At defined time-points after the beginning of the delivery of the defined torque by the drive aggregate 2, the control unit receives from the rotational speed sensor 10 rotational speeds of a shaft driven by the drive aggregate 2 and from those rotational speeds determines in each case an angular acceleration, namely an angular acceleration with the power take-off 8 coupled to the drive aggregate 2 and preferably also with the power take-off 8 decoupled from the drive aggregate 2.

(25) On the basis of these angular accelerations, torques are determined, namely a first torque when the power take-off 8 is coupled to, and preferably also a second torque when the power take-off 8 is decoupled from the drive aggregate 2. As a function of these torques, the torque taken up by the power take-off 8 is determined.

INDEXES

(26) 1 Drivetrain 2 Drive aggregate 3 Drive output 4 Transmission 4A Input 4B Output 5 Starting element 6 Converter 7 Converter lock-up clutch 8 Power take-off 9 Clutch 10 Rotational speed sensor 11 Control unit