METHOD AND DEVICE FOR OPERATING A MOTOR VEHICLE

Abstract

A method for operating a motor vehicle, in particular a passenger vehicle, having at least one drive engine and an automatic transmission. A motor vehicle with conventional shift transmission is imitated by providing a clutch pedal for separating the drive connection, a shift lever for the manual shifting of the gear ratios, and an electronic control unit, by which the functions of clutching and shifting are converted into corresponding control signals for the automatic transmission.

Claims

1-12. (canceled)

13. A method for operating a motor vehicle, comprising: at least one drive engine and an automatic transmission having a clutch pedal for separating the drive connection and a shift lever for manually shifting the gear ratios, and an electronic control unit by which the functions of clutching and shifting are converted into corresponding control signals for the automatic transmission.

14. The method according to claim 13, wherein the clutch pedal imitates a clutch actuation of a manually shifted motor vehicle with respect to pedal force and clutch function and is transferred to the automatic control unit of the automatic transmission.

15. The method according to claim 14, wherein the pedal force and the clutch function are variably controllable.

16. The method according to claim 13, wherein the shift lever is arranged in a shift guide plate imitating a manually shifted transmission, and by the guide, a defined number of forward gears and a reverse gear, in addition to an idle position, can be shifted, whereby shift signals are converted via the electronic control unit into a corresponding control of the automatic transmission in fixed gear ratios.

17. The method according to claim 16, wherein the shift lever can be shifted in the shift guide plate corresponding to an H shifting pattern for manually shifted motor vehicles.

18. The method according to claim 17, wherein the actuation of the shift lever in the shift guide plate imitates a catching and shifting force in manually shifted motor vehicles.

19. The method according to claim 16, wherein when the clutch pedal is not actuated, the shift lever is electronically or mechanically blocked in the shift guide plate in order to avoid erroneous shifts.

20. The method according to claim 13, wherein the electronic control unit of the automatic transmission can be switched from manual shifting to automatic shifting by a two-way switching means, wherein the control signals of the clutch pedal and the gear shift signals of the shift lever are then correspondingly suppressed.

21. The method according to claim 20, wherein electrical displays are provided in the shift guide plate, and these displays are changed into drive operation modes in the case of switching the electronic control unit to automatic operation from gear displays.

22. A device for a motor vehicle having at least a drive engine and an automatic transmission, which can be controlled in different driving modes via an electronic control unit, comprising: a clutch mechanism with a pivotably mounted clutch pedal and an actuator simulating clutch actuation forces; a shift actuating mechanism corresponding to a manual transmission and with an actuator simulating corresponding gear positions and a low idle are provided; wherein the actuators emit electrical signals for control of the automatic transmission in a manual shift mode.

23. The device according to claim 22, wherein an electrical two-way switch is provided, by which the motor vehicle can be switched to control with an automatic drive operation, in which signals of the clutch mechanism and a gear change of the shifting actuating mechanism are suppressed.

24. The device according to claim 22, wherein the automatic transmission is a dual clutch transmission, two clutches of which are correspondingly activated in a manual shift operation via the clutch pedal and the shift actuators of which are correspondingly activated via the shift actuating mechanism.

Description

[0016] An exemplary embodiment of the invention is described in more detail below.

[0017] Herein:

[0018] FIG. 1 shows the drive system of an all-wheel drive passenger automobile, having a drive engine and an automatic dual clutch transmission as a block diagram, wherein a manual shift mode can be simulated by arrangement of a clutch pedal and a shift guide plate with shift lever;

[0019] FIG. 2 shows a diagrammatic top view onto the shift guide plate, by means of which several forward gears and a reverse gear can be manually shifted; and

[0020] FIG. 3 shows the shift guide plate according to FIGS. 1 and 2 in an electrically switched version for operating the drive system in an automatic mode.

[0021] As a block diagram and roughly schematically, a passenger vehicle 10 is shown in FIG. 1, the front and rear wheels 12 of which can be driven in the known way via a drive system with a drive engine or internal combustion engine 14, an automatically shiftable transmission, in particular a dual clutch transmission 16 as a speed-change transmission, and with differential gears 18 connected downstream in the flow of forces (the front differential gear is integrated into the dual clutch transmission).

[0022] The drive system shown with longitudinally mounted internal combustion engine 14 and direct-mounted dual clutch transmission 16 can also be arranged in the motor vehicle in crosswise installation in the front or in the rear or in a longitudinal arrangement with central engine, etc.

[0023] The dual clutch transmission 16 can be controlled by means of an electronic control unit 20, by means of which the two integrated clutches and the gear shifts are controlled in both gears/transmission parts for shifting the gear ratios or gears via electro-hydraulically activated actuators. Reference is made here to the known, frequently applied designs known in the prior art.

[0024] The drive system with the dual clutch transmission 16 can be operated via the modified electronic control unit 20 in a manual shift mode corresponding to a motor vehicle with shift transmission or in the automatic mode, which is known in and of itself. The control can also be designed, however, in such a way that only a manual shift mode can be present.

[0025] Deviating from the usual design in motor vehicles with automatic transmissions, the pedal system is designed so that, in addition to the usual brake pedal and gas pedal (not shown), a clutch pedal 22 with an actuator 24 is also installed.

[0026] The actuator 24 has a hydraulically damped spring 26 and is structurally designed so that it produces a pedal force or force-displacement curve analogous to the usual clutch actuation. Optionally, the simulated clutch actuation can be changed, for example, into a sporty design or a comfortable design via an adjusting means (not shown), with corresponding activation of the clutches in the dual clutch transmission 16.

[0027] The actuator 24 on the clutch pedal 22 is connected by signal technology (line 28) to the transmission electronic control unit 20 and thus controls, for example, by way of a potentiometer in the manual shift mode, the disengaging and engaging of the two clutches, which are simultaneously or alternatingly disengaged for simulating a shift transmission interrupting the tractive force with a change in gear and then engaged again in a targeted manner, more rapidly or more slowly, depending on the actuation of the clutch pedal.

[0028] Further, a shifting means 30 is provided in the motor vehicle, and this shifting means makes possible a shift actuation of a shift lever 32 in a predetermined sliding guide plate 34. The actuation of the shift lever (32) in the shift guide plate (34) can preferably imitate a catching and shifting force in manually shifted motor vehicles.

[0029] The actuator is further provided with a locking means (not shown), by means of which, the shift lever 32 is blocked either electronically or mechanically when the clutch pedal 22 is not actuated; consequently, it can only be shifted when the clutch pedal 22 is depressed.

[0030] The shifting means 30 with the shift lever 32 is also connected by signal technology to the transmission electronic control unit 20, as is indicated by the line 36 in FIG. 1 and can emit electrical signals corresponding to the position of the shift lever 32 to the modified electronic control unit 20.

[0031] In the manual shift mode of the drive system, the motor vehicle 10 is operated like a conventional motor vehicle with shift transmission. This means that for shifting, the clutch is first disengaged and then the gears are shifted correspondingly by way of the shift lever 32. In this case, both the actuator of the clutch pedal 22 as well as the actuator of the shifting means 30 emit electrical signals to the modified electronic control unit 20, which converts these signals into the automatic transmission control of the dual clutch transmission 16.

[0032] Neither the clutch means 24 nor the shifting means 30 are mechanically connected to the dual clutch transmission 16 (clutch and shift by wire).

[0033] Further, a two-way switch (not shown) can be provided in the motor vehicle, for example, on the shifting means 30, and this switch can switch the transmission control to automatic operation.

[0034] In this case, the actuator of the shifting means 30 (see FIG. 3) is designed so that it only still allows modified shifting paths of the shift lever 32 in the shift guide plate 34′, whereby the preferred electrical shift displays of gear displays 1 to 7, etc. are switched into automatic driving modes (for example, R, S, D, P, etc.).

[0035] If the automatic driving operation is selected via the two-way switch, which is not shown, then the corresponding electrical signals for the actuation of the clutch pedal 22 and the gear signals of the manual shift mode will be suppressed, and

the transmission electronic control unit 20 switches the driving operation into automatic transmission of the usual type, only still controlled via the shift lever 32 but now functioning as a selector lever 32 (FIG. 3). Optionally, the clutch means 24 can be designed so that in the automatic mode, the clutch pedal 22 is maintained in a retracted (semi-disengaged) position.

[0036] The proposed use of the automated changeable transmission or preferably dual clutch transmission 16 also has additional advantages in the manual shift mode with respect to transmission control for safeguarding a reliable, comfortable driving operation.

[0037] For example, more rapid shifting procedures can be represented on shift lever 32 in a targeted manner with extremely short shifting paths if desired. Also, interventions such as protection of the internal combustion engine 12 from stalling in the case of a clutch release that is too fast, support on startup, decoupling the internal combustion engine 12 in overrun operation (sailing), etc., as in the case of motor vehicles with automatic operation, can be superimposed on the manual shift mode.

[0038] The desire of the driver can be anticipated at an early time, if desired, by way of a sensor in or on the shift lever 32, for example. If this sensor is shifted from the gear position into the idle slot 8 when the clutch is depressed, the transmission 16 is shifted into neutral when the clutches are disengaged. Then, if a gear slot is selected, the corresponding targeted gear can be already pre-selected in the transmission, whereby the change in gear is rapidly conducted and, if desired, the internal combustion engine 12 can be activated smoothly by way of a speed synchronization.

[0039] If the clutch pedal 22 is inadvertently not activated in the shift mode, then the shift lever 32 is blocked via the actuator of the shifting means 30, in order exclude erroneous shifts or disruptions in the transmission control.