CN102062166A - Optimized clutch control method based on wet clutch - Google Patents
Optimized clutch control method based on wet clutch Download PDFInfo
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- CN102062166A CN102062166A CN 201110007072 CN201110007072A CN102062166A CN 102062166 A CN102062166 A CN 102062166A CN 201110007072 CN201110007072 CN 201110007072 CN 201110007072 A CN201110007072 A CN 201110007072A CN 102062166 A CN102062166 A CN 102062166A
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Abstract
The invention discloses an optimized clutch control method based on a wet clutch, belonging to the technical field of automobile transmissions. The optimized clutch control method comprises the steps of: carrying out meshing control optimization and release control optimization for a plurality times to obtain upper limit pressure values to be optimized and lower limit pressure values to be optimized, carrying out summation respectively, averaging to obtain a final optimized upper limit pressure value and a final optimized lower limit pressure value, and storing in an EEPROM (Electrically Erasable Programmable Read-Only Memory) space of a transmission control unit (TCU) to realize optimized clutch control. In the invention, dynamic factors such as clutch abrasion, temperature influences and the like are comprehensively considered so as to ensure that the control of the critical point of the clutch on beginning to transmit the torque of an engine is always maintained in an optimal state.
Description
Technical field
What the present invention relates to is a kind of method of automotive transmission technical field, specifically is a kind of optimization clutch for clutch control method based on wet clutch.
Background technique
So-called wet clutch is meant that clutch friction plate rubbing contact surface in the sliding process of rubbing shows as the friction at liquid and semiliquid interface, when the adhesion between layer of oil molecules and the rubbing surface during greater than the shearing force that slide to produce, clutch just begins to transmit the moment of torsion of motor.And the own surface roughness of this adhesion and clutch, characteristics of friction materials, friction plate structure and shape, the characteristic of oil, the temperature of travelling, multiple dynamic factors such as clutch abrasion situation are relevant, briefly, when each clutch is initially made, because the deviation of machinery and material, initial Touch point is just different, when this Touch point is meant clutch, main, after the driven disc contact, the cunning that produces between layer of oil molecules and the rubbing surface moment of rubbing just begins to transmit the Clutch Control point of Engine torque, with the clutch half bonding point definition difference to some extent that overcomes all extraneous resisting moment on the traditional sense.Along with the increase of driving mileage, behind the clutch abrasion, this is worth also in continuous dynamic change simultaneously.
And choosing of Touch point has very big influence for performance of clutch, driving comfortability etc.The controlling method of " one fast one is slow " is all adopted in conventional clutch control, be that clutch is before reaching Touch point, vehicle is motion not, the engaging speed of clutch can not impact to vehicle, such idle stroke requires geared speed fast, time is short, in case after reaching the Touchpoint point, vehicle brings into operation, clutch engagement, factors such as throttle opening will directly influence the size of vehicular impact degree, in order to guarantee driving comfortability, the fitness for purpose geared speed is slow, reduce as far as possible and impact, therefore, the Touch point o'clock separation as two kinds of different controlling methods has conclusive effect for whole clutch in the performance quality of starting and shift process.
If it is low that Touch point chose, the master and slave moving plate cunning of clutch is rubbed seriously, can cause producing in the clutch engagement process a large amount of heat, and make the clutch friction plate serious wear, influence the life-span of clutch greatly, and this stage in when starting in conjunction with insufficient, can need the next stage Clutch Control to remedy, prolonged start-up time, the whole control of influence effect.If Touchpoint chooses too high, cause engine misses easily, and system shock is big, the starting travelling comfort is poor.In sum, the Touch point optimization control function of ordering is to realize the essential function of wet clutch optimization control.
In the traditional design, the mode that Touch point is write down in general employing first in the Clutch Control is carried out initial optimization, promptly when every gearbox off-line test, measure the Touch point of different gearbox internal clutch, and be kept at it among TCU of control unit system of every gearbox as special variable, this method can solve the difference of different clutch body differences in the gearbox, at the surface roughness of clutch own, characteristics of friction materials, friction plate structure and shape, the isoparametric otherness of characteristic of oil gives the Touch point of initial " personalization " of every gearbox.But the dynamic factor for the influence of later stages such as clutch abrasion can't directly respond fast to adjust suitable Touch point, and so, along with the increase of distance travelled, the influence of ambient temperature, the effect of Clutch Control is variation progressively.
Find through retrieval prior art, the controlling method majority of clutch Touch point influence is adopted the methods of solenoidoperated cluthes input/output terminal speed discrepancy for clutch abrasion, variation of ambient temperature, as described in " experimental study at clutch half bonding point in the starting-up process " literary composition, but this method only is applicable to vehicles such as AMT, restricted application.And traditional parallel axes is the gearbox of mechanical structure, as double clutch gearbox DCT etc., clutch output terminal gearbox input shaft rotating speed when the engagement of no gear because the influence of oil, there is transfer, and when gear meshes, drag resisting moment when big basic rotating speed be 0rpm, so can't adopt the judgment standard of this method as Touch point.
Summary of the invention
The present invention is directed to the prior art above shortcomings, a kind of optimization clutch for clutch control method based on wet clutch is provided, by in driving procedure, according to current riving condition, clutch temp for example, throttle, brake pedal position, the speed of a motor vehicle, motor current state etc. is carried out the wet clutch engagement opportunity of selecting and the two stage optimal T ouch point control that gets loose automatically, take all factors into consideration dynamic factors such as clutch abrasion and temperature effect, the control that makes clutch begin to transmit the transition point of motor all the time remains on optimum state.
The present invention is achieved by the following technical solutions, the present invention includes: optimize engagement control and optimization and get loose two stages of process, wherein:
The first step, in driving procedure, monitor current car load and gearbox situation, and judge whether the present situation satisfies and carry out clutch optimization control condition, this optimization control condition is meant simultaneously and meets the following conditions:
1) gearshift is in forward mode D, motor pattern S, manual mode M or reverse gear R position;
2) 1 grade or R shelves shifting gear mesh;
3) braking pedal is positioned at the position of stepping on;
4) clutch oil temperature scope is in [60,115] ℃;
5) engine water temperature in scope in [60,120] ℃;
6) current vehicle speed is less than 5km/h.
Second step: when satisfying the described optimization control condition of the first step, begin to carry out and optimize engagement control, the mode that increases with the small step long electrical wave progressively strengthens pressure between wet clutch driving disc and driven disc, up to clutch transmission torque more than or equal to upper limit calibration value, write down at this moment given pressure as upper limit force value to be optimized, realize optimizing engagement and control.
The clutch that described upper limit calibration value derives from car load network C AN bus signals begins to transmit the threshold state value of Engine torque, is preferably 3Nm.
Described clutch transmission torque is that the actual torque of motor obtains from car load network C AN bus.
The 3rd step, finish optimize engagement control after, progressively reduce pressure between the driving disc of wet clutch and driven disc, Engine torque value up to clutch transmits progressively reduces from upper limit calibration value, up to smaller or equal to the lower limit calibration value, write down at this moment given pressure as threshold pression value to be optimized, realize optimizing the control that gets loose.
Described lower limit calibration value derives from the master and slave Moving plate of clutch of car load network C AN bus signals throws off, and does not transmit the threshold state value of the state of Engine torque, is preferably 0Nm.
The 4th step: repeat second step and the 3rd several times, and the some groups of upper limit force value to be optimized that will obtain and threshold pression value to be optimized are sued for peace respectively and are averaged, obtain final optimization upper limit force value and optimize the threshold pression value, and be saved in the EEPROM space of gearbox control unit TCU, realize optimizing clutch for clutch control.
Description of drawings
Fig. 1 wet clutch mechanical model.
The annexation schematic representation of Fig. 2 gearbox and TCU, EEPROM.
Fig. 3 clutch optimization control flow chart.
Contrast is impacted in starting before and after Fig. 4 optimization control.
Embodiment
Below embodiments of the invention are elaborated, present embodiment is being to implement under the prerequisite with the technical solution of the present invention, provided detailed mode of execution and concrete operating process, but protection scope of the present invention is not limited to following embodiment.
As shown in Figure 1, be the mechanical model of wet clutch, pressure can increase the Engine torque of clutch actual transfer between the master and slave Moving plate of increase clutch.The present invention is by the transition point of optimization control clutch transmits Engine torque, thus the clutch for clutch control of optimization wet clutch.
As shown in Figure 2, be the annexation schematic representation of gearbox and its control unit TCU, data storage cell EEPROM.TCU (Transmission Control Unit) is the electronic control unit of gearbox, from purposes is automobile gearbox dedicated microcomputer controller, it is the same with common single-chip microcomputer, is made up of large-scale integrated circuit (LSI) such as microprocessor CPU, storage (RAM, EEPROM etc.), output output interface, drivings.Under the normal driving situation, RAM can ceaselessly write down your data in travelling, but,, lose power supply once remove storage battery as error code owing to be to be stored among the RAM, all data will be lost, store in the specific EEPROM space so will optimize the optimum Critical Control point data of the clutch that obtains after the clutch for clutch control among the present invention, the characteristics in this space are to cut off the power supply for not losing, after powering on next time, wherein data copy among the RAM automatically, remain Clutch Control in the optimum state.
As shown in Figure 3, be clutch optimization control flow chart, this figure describes whole optimization clutch in detail and promptly controls and optimize the control flow in two stages that get loose by optimizing engagement.
Be applied to the DCT gearbox of two wet clutches, in the normal driving process, whether this optimizer is activated by current vehicle condition decision, and for odd number, even number clutch, clutch optimization control activation condition is as follows respectively:
The condition that activates the odd number clutch is:
1. meshing 1 grade and target gear is 1 grade, and perhaps meshing R shelves and target gear is the R shelves;
2. pedal touches on the brake;
3. gearshift is in the D that advances, motion S, manual M or reverse gear R position;
4. the speed of a motor vehicle＜0.5kph;
5. gas pedal aperture＜0.5%;
6. clutch temp (TMP_CLU) scope is in [60,115] ℃,
7. engine water temperature (TMP_ENG) scope is in [60,120] ℃;
8. the actual output torque of motor is stable.
The condition that activates the even number clutch is:
1. meshing 2 grades and target gear is 2 grades;
2. pedal touches on the brake;
3. gearshift is in D or the winter mode W position of advancing;
4. the speed of a motor vehicle＜0.5kph;
5. gas pedal aperture＜0.5%;
6. clutch temp (TMP_CLU) scope is in [60,115] ℃,
7. engine water temperature (TMP_ENG) scope is in [60,120] ℃;
8. the actual output torque of motor is stable.
Above signal, wherein mesh the gear position sensor that gear derives from gearbox inside, clutch temp derives from the clutch temp sensor of gearbox inside, and other signal all derives from car load CAN bus, is provided by control unit of engine, body control system etc.
Clutch optimal control method process is: at first when the clutch optimization control is activated, clutch pressure is progressively from increasing, up to moment of torsion greater than calibration value C_FAC_SLN_TRQ_hTH, this calibration value is approximately 3Nm, think that promptly clutch was in Touch point point when the motor actual torque was 3Nm, judge it is with the moment of torsion of motor herein because the actual torque of motor is to consider the control torque of the motor of clutch interference to gearbox, this signal accuracy height, response is fast, and when clutch is optimized, also forbidden starting of air conditioner etc. to the big operation of motor actual torque influence, made the clutch Touch point point that is optimized to this moment accurately as far as possible; Optimize the clutch optimization control module that enters the stage of getting loose after engagement control is finished, clutch pressure is from subtracting, and less than calibration value C_FAC_SLN_TRQ_1TH, this calibration value is approximately 0Nm up to moment of torsion, represents that this suboptimization control that gets loose finishes.Through after above-mentioned 3 suboptimization, get back to original state, wait for optimization control activation instruction next time.
On the run usual, the TCU control strategy is comprehensive judges that current riving condition for example stops when waiting for red light, activates the clutch optimization control automatically, upgrades clutch Touch point point.This optimization control guaranteed in the driving procedure, and the transition point that clutch begins to transmit Engine torque remains at optimum state.
Gearbox transmitted the situation of Engine torque before and after the optimization control of contrast clutch was implemented, as shown in Figure 4, what this operating mode was indicated is that gearbox upgrades, this moment, the Engine torque of gearbox transmission can reduce, after the optimization control, the gearbox transmitting torque reaches that torque ripple obviously diminishes in the process of target torque, and shift impact reduces, and has further improved shifting comfort.
Claims (7)
1. the optimization clutch for clutch control method based on wet clutch is characterized in that, may further comprise the steps:
The first step, in driving procedure, monitor current car load and gearbox situation, and judge that whether the present situation satisfies the clutch optimization control condition of carrying out;
Second step: when satisfying the described optimization control condition of the first step, begin to carry out and optimize engagement control, the mode that increases with the small step long electrical wave progressively strengthens pressure between wet clutch driving disc and driven disc, up to clutch transmission torque more than or equal to upper limit calibration value, write down at this moment given pressure as upper limit force value to be optimized, realize optimizing engagement and control;
The 3rd step, finish optimize engagement control after, progressively reduce pressure between the driving disc of wet clutch and driven disc, Engine torque value up to clutch transmits progressively reduces from upper limit calibration value, up to smaller or equal to the lower limit calibration value, write down at this moment given pressure as threshold pression value to be optimized, realize optimizing the control that gets loose;
The 4th step: repeat second step and the 3rd several times, and the some groups of upper limit force value to be optimized that will obtain and threshold pression value to be optimized are sued for peace respectively and are averaged, obtain final optimization upper limit force value and optimize the threshold pression value, and be saved in the EEPROM space of gearbox control unit TCU, realize optimizing clutch for clutch control.
2. the optimization clutch for clutch control method based on wet clutch according to claim 1 is characterized in that described optimization control condition is meant: meet the following conditions simultaneously:
1) gearshift is in forward mode D, motor pattern S, manual mode M or reverse gear R position;
2) 1 grade or R shelves shifting gear mesh;
3) braking pedal is positioned at the position of stepping on;
4) clutch oil temperature scope is in [60,115] ℃;
5) engine water temperature in scope in [60,120] ℃;
6) current vehicle speed is less than 5km/h.
3. the optimization clutch for clutch control method based on wet clutch according to claim 1 is characterized in that, the clutch that described upper limit calibration value derives from car load network C AN bus signals begins to transmit the threshold state value of Engine torque.
4. according to claim 1 or 3 described optimization clutch for clutch control methods, it is characterized in that described upper limit calibration value is 3Nm based on wet clutch.
5. the optimization clutch for clutch control method based on wet clutch according to claim 1 is characterized in that, described clutch transmission torque is that the actual torque of motor obtains from car load network C AN bus.
6. the optimization clutch for clutch control method based on wet clutch according to claim 1, it is characterized in that, described lower limit calibration value derives from the master and slave Moving plate of clutch of car load network C AN bus signals throws off, and does not transmit the threshold state value of the state of Engine torque.
7. according to claim 1 or 6 described optimization clutch for clutch control methods, it is characterized in that described lower limit calibration value is 0Nm based on wet clutch.
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| CN2011100070725A CN102062166B (en) | 2011-01-13 | 2011-01-13 | Optimized clutch control method based on wet clutch |
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| CN2011100070725A CN102062166B (en) | 2011-01-13 | 2011-01-13 | Optimized clutch control method based on wet clutch |
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Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103089986A (en) * | 2013-01-18 | 2013-05-08 | 浙江吉利汽车研究院有限公司杭州分公司 | Automatic transmission clutch control method |
| CN104373590A (en) * | 2013-08-16 | 2015-02-25 | 通用汽车环球科技运作有限责任公司 | Method of learning a clutch kiss point for a clutch of a dual clutch transmission |
| CN105370765A (en) * | 2014-08-29 | 2016-03-02 | 上海汽车集团股份有限公司 | Sliding friction control method and device for dual-clutch automatic transmission |
| CN106043273A (en) * | 2016-05-31 | 2016-10-26 | 北京理工大学 | Clutch self-calibration method of hybrid electric vehicle and application of clutch self-calibration method |
| CN106438763A (en) * | 2016-12-14 | 2017-02-22 | 安徽江淮汽车集团股份有限公司 | Self-learning method and system for pressure-current characteristics of wet clutch |
| CN107100947A (en) * | 2017-05-15 | 2017-08-29 | 上海汽车变速器有限公司 | Wet-type dual-clutch half hitch chalaza self-learning optimization method and system |
| CN110603390A (en) * | 2017-04-26 | 2019-12-20 | 标致雪铁龙汽车股份有限公司 | Method for thermally protecting a clutch device of a vehicle, in particular of a motor vehicle |
| CN112032294A (en) * | 2020-09-14 | 2020-12-04 | 一汽解放汽车有限公司 | Vehicle operation method and device |
| CN112368487A (en) * | 2018-07-18 | 2021-02-12 | 舍弗勒技术股份两合公司 | Method for improving accuracy of determination of contact point of automatic clutch in motor vehicle equipped with internal combustion engine |
| CN112524174A (en) * | 2020-12-01 | 2021-03-19 | 安徽江淮汽车集团股份有限公司 | Clutch pressure half-combination point selection method, gearbox and readable storage medium |
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Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103089986B (en) * | 2013-01-18 | 2016-06-29 | 浙江吉利汽车研究院有限公司杭州分公司 | automatic transmission clutch control method |
| CN103089986A (en) * | 2013-01-18 | 2013-05-08 | 浙江吉利汽车研究院有限公司杭州分公司 | Automatic transmission clutch control method |
| CN104373590B (en) * | 2013-08-16 | 2016-11-23 | 通用汽车环球科技运作有限责任公司 | Study coincide method a little for the clutch of clutch of dual-clutch transmission |
| CN104373590A (en) * | 2013-08-16 | 2015-02-25 | 通用汽车环球科技运作有限责任公司 | Method of learning a clutch kiss point for a clutch of a dual clutch transmission |
| CN105370765A (en) * | 2014-08-29 | 2016-03-02 | 上海汽车集团股份有限公司 | Sliding friction control method and device for dual-clutch automatic transmission |
| CN106043273B (en) * | 2016-05-31 | 2018-07-24 | 北京理工大学 | A kind of clutch self-calibrating method of hybrid vehicle and its application |
| CN106043273A (en) * | 2016-05-31 | 2016-10-26 | 北京理工大学 | Clutch self-calibration method of hybrid electric vehicle and application of clutch self-calibration method |
| CN106438763A (en) * | 2016-12-14 | 2017-02-22 | 安徽江淮汽车集团股份有限公司 | Self-learning method and system for pressure-current characteristics of wet clutch |
| CN106438763B (en) * | 2016-12-14 | 2019-02-19 | 安徽江淮汽车集团股份有限公司 | A kind of self-learning method and system of wet clutch pressure-current characteristics |
| CN110603390A (en) * | 2017-04-26 | 2019-12-20 | 标致雪铁龙汽车股份有限公司 | Method for thermally protecting a clutch device of a vehicle, in particular of a motor vehicle |
| CN110603390B (en) * | 2017-04-26 | 2021-04-09 | 标致雪铁龙汽车股份有限公司 | Method for thermally protecting a clutch device of a vehicle, in particular of a motor vehicle |
| CN107100947A (en) * | 2017-05-15 | 2017-08-29 | 上海汽车变速器有限公司 | Wet-type dual-clutch half hitch chalaza self-learning optimization method and system |
| CN107100947B (en) * | 2017-05-15 | 2019-01-08 | 上海汽车变速器有限公司 | Wet-type dual-clutch half hitch chalaza self-learning optimization method and system |
| CN112368487A (en) * | 2018-07-18 | 2021-02-12 | 舍弗勒技术股份两合公司 | Method for improving accuracy of determination of contact point of automatic clutch in motor vehicle equipped with internal combustion engine |
| CN112368487B (en) * | 2018-07-18 | 2022-08-23 | 舍弗勒技术股份两合公司 | Method for improving accuracy of determination of contact point of automatic clutch in motor vehicle equipped with internal combustion engine |
| CN112032294A (en) * | 2020-09-14 | 2020-12-04 | 一汽解放汽车有限公司 | Vehicle operation method and device |
| CN112524174A (en) * | 2020-12-01 | 2021-03-19 | 安徽江淮汽车集团股份有限公司 | Clutch pressure half-combination point selection method, gearbox and readable storage medium |
| CN112524174B (en) * | 2020-12-01 | 2021-11-26 | 安徽江淮汽车集团股份有限公司 | Clutch pressure half-combination point selection method, gearbox and readable storage medium |
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