Hydrodynamic Retarder Clutch Control for Idling Loss Reduction
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Hydrodynamic retarders in motor vehicles face challenges with idling losses during non-braking operations and increased wear due to the use of separating clutches, which also prolong response times and require frequent component replacement.
Innovation Solution
A method for controlling the hydrodynamic retarder that involves varying the time delay for opening the separating clutch based on multiple variables such as engine brake state, foot pedal position, gear position, vehicle speed, and driver profile to optimize coupling and decoupling, thereby reducing idling losses and wear while maintaining response efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of energy
If the separating clutch is opened immediately when switching from braking to non-braking mode, then the idling losses are reduced, but the response time increases and braking performance is compromised
Solution Approach 1:
The patent applies dynamics by making the separating clutch opening time variable rather than fixed. The control device adjusts the opening time delay dynamically based on multiple operating parameters including vehicle speed, brake actuator position, engine brake state, gear position, and gradient. This allows the system to optimize between reducing idling losses and maintaining response time according to current operating conditions.
Solution Approach 2:
The patent changes the parameter of clutch opening time delay based on various operating conditions. By monitoring parameters such as vehicle speed, brake actuator position, engine brake state, gear position, and gradient, the control device adjusts the timing parameter to achieve optimal performance across different operating scenarios, balancing energy efficiency and response time.
2Loss of energy
If the separating clutch is used to uncouple the hydrodynamic retarder, then the idling losses are reduced to zero, but the component wear increases and service frequency rises
Solution Approach 1:
The patent minimizes separating clutch actuations by using parameter-based decision logic. The control device evaluates multiple parameters (vehicle speed, brake actuator position, engine brake state, gear position, gradient) to determine the optimal timing for clutch opening, thereby reducing unnecessary clutch cycles and extending component life while maintaining energy efficiency.
Solution Approach 2:
The system uses feedback from multiple sensors monitoring vehicle operating conditions to intelligently control the separating clutch. By continuously monitoring parameters such as brake actuator position, vehicle speed, and engine brake state, the control device makes informed decisions about when to open the clutch, reducing unnecessary actuations and thereby minimizing wear on the clutch components.
3Device complexity
If the separating clutch is opened with a fixed time delay, then the control is simple, but the response time and energy efficiency cannot be optimized for varying operating conditions
Solution Approach 1:
The patent transitions from static fixed-time-delay control to dynamic adaptive control. The control device adjusts the separating clutch opening time based on real-time operating parameters including vehicle speed, brake actuator position, engine brake state, gear position, and gradient, enabling optimization of energy efficiency and response time for each specific operating condition.
Solution Approach 2:
The system changes the control parameter of clutch opening time delay based on multiple operating conditions. By monitoring and responding to parameters such as vehicle speed, brake actuator position, and engine brake state, the control device adapts the timing parameter to achieve optimal energy efficiency and braking performance across varying operating scenarios.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The method effectively reduces idling losses and wear on components, while minimizing the need for premature component replacement and maintaining quick response times by dynamically managing the coupling and decoupling of the hydrodynamic retarder with the drive train.
Implementation Method 1
the separating clutch, which is designed in particular as a friction clutch
Implementation Method 2
the hydrodynamic retarder can be filled with a working medium in braking mode in order to exert braking power on the motor vehicle drive train
Data Source
Figure 1
AI summary
The invention relates to a method for controlling a hydrodynamic retarder arranged in a drive train of a motor vehicle, characterised in that the disconnecting coupling is opened with a varying time delay when the hydrodynamic retarder switches from the braking operation to the non-braking operation by means of the brake actuator or the control device depending on at least one of the following factors: - the switching status of a motor brake assigned to the drive motor by means of which motor brake power can be exerted on the motor vehicle drive train; - the position of the foot pedal, the lever or other actuator for regulating the power output of the drive motor; - the gear position of a transmission arranged in the motor vehicle drive train; - the gradient of the speed or the torque of the drive motor, a drive shaft of the transmission or drive wheels of the motor vehicle; - the current speed or acceleration of the motor vehicle.