CN104053923A - Method for determining clutch torque requirement - Google Patents
Method for determining clutch torque requirement Download PDFInfo
- Publication number
- CN104053923A CN104053923A CN201380005841.5A CN201380005841A CN104053923A CN 104053923 A CN104053923 A CN 104053923A CN 201380005841 A CN201380005841 A CN 201380005841A CN 104053923 A CN104053923 A CN 104053923A
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- China
- Prior art keywords
- torque
- clutch
- input shaft
- sub
- speed changer
- 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.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10406—Clutch position
- F16D2500/10412—Transmission line of a vehicle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10443—Clutch type
- F16D2500/1045—Friction clutch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3041—Signal inputs from the clutch from the input shaft
- F16D2500/30415—Speed of the input shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3041—Signal inputs from the clutch from the input shaft
- F16D2500/30415—Speed of the input shaft
- F16D2500/30417—Speed change rate of the input shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/308—Signal inputs from the transmission
- F16D2500/30806—Engaged transmission ratio
- F16D2500/30808—Detection of transmission in neutral
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50245—Calibration or recalibration of the clutch touch-point
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50245—Calibration or recalibration of the clutch touch-point
- F16D2500/50266—Way of detection
- F16D2500/50281—Transmitted torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/70408—Torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70422—Clutch parameters
- F16D2500/70438—From the output shaft
- F16D2500/7044—Output shaft torque
Abstract
A method for determining a contact point of a friction clutch device comprising a first friction clutch and a second friction clutch in a motor vehicle, said motor vehicle having an internal combustion engine and a transmission, said transmission having a first partial transmission comprising a first input shaft and a second partial transmission comprising a second input shaft, each of which can be coupled to and/or uncoupled from the internal combustion engine by means of a friction clutch of the friction clutch device, wherein in a drive operation a drag torque of the input shaft of a partial transmission is first determined in a partial transmission uncoupled from the internal combustion engine with a disengaged transmission gear, then a clutch torque is built up by means of actuation of a corresponding friction clutch based on a clutch torque requirement and then an overall torque is formed from the drag torque and the clutch torque, wherein the clutch torque requirement is limited when the clutch torque requirement is determined from said overall torque, in order to improve the method.
Description
Technical field
The present invention relates to a kind of method of contact of the friction clutch device with the first friction clutch and the second friction clutch for definite motor vehicle, described motor vehicle have internal-combustion engine and gear arrangement, described gear arrangement has the first sub-speed changer and the second sub-speed changer, described the first sub-speed changer has the first input shaft, described the second sub-speed changer has the second input shaft, described the first input shaft and described the second input shaft can be respectively by means of the friction clutch of friction clutch device and internal-combustion engine is coupled and/or with the de-coupling of internal-combustion engine, wherein first in motion with the drag torque of determining the input shaft of this sub-speed changer in the sub-speed changer of the de-coupling of internal-combustion engine in the time that gear stage separates, next by means of require the corresponding friction clutch of operation form clutch torque and next form summation torque by drag torque and clutch torque based on clutch torque.
Background technique
Known a kind of for controlling the method for the dual-clutch transmission with at least two sub-Transmitted chainss from DE10 2,010 024 941A1, each in described sub-Transmitted chains can both be coupled by means of clutch and internal-combustion engine, wherein on the sub-Transmitted chains of not enabling, implements following step: in the clutch disconnecting, accessed gear is changed into neutral gear; During default time lag P1, determine the drag torque M of the input shaft of the sub-Transmitted chains of not enabling
s; The clutch of the closed sub-Transmitted chains of not enabling is until to default position, on described position, clutch torque is transmitted, and during default time lag P2, determines the summation torque M of the input shaft of the sub-Transmitted chains of not enabling; From drag torque M
sand as drag torque M
swith clutch torque M
kand summation torque M in determine the clutch torque M of the input shaft of the sub-Transmitted chains do not enabled
k; From determined clutch torque M
kabsolute value and the clutch indicatrix of the clutch of the sub-Transmitted chains do not enabled in determine contact position so that with Engine torque irrelevantly, as far as possible in multiple times, shift process is not produced and makes land used and do not improve wearing and tearing in vehicle operating and determine contact as far as possible.
Be known a kind of for monitoring the particularly method of the power gear shifting clutch of the power train of motor vehicle of clutch 10 2,011 106 774.8 German patent application from thering is application number, wherein said clutch is arranged on engine output shaft downstream and is arranged on the transmission input shaft upstream of the speed changer of Transmitted chains, in following step, carries out: keep the clutch of speed changer to disconnect; Take the gear of speed changer; Determine the Spin-up parameter of the Spin-up characteristic of the transmission input shaft that represents speed changer; Determined Spin-up parameter or the parameter derived are thus stored in non-volatile storage under the condition of mark of distributing speed changer and under the condition of the information of being allocated as follows, described information is: determining on the time point of rotating speed acceleration parameter, the rotating speed of the transmission input shaft of speed changer is greater than or or is less than the rotating speed of engine output shaft.Therefore realized the particularly improved monitoring of the power gear shifting clutch of the Transmitted chains of motor vehicle of clutch, particularly shown the state of Transmitted chains and/or power gear shifting clutch.
The method of the clutch contact of known a kind of friction clutch for definite motor vehicle with driver element and speed changer the German patent application that is 10 2,011 087 900.5 from application number, wherein said friction clutch is arranged between driver element and speed changer, wherein the transmission input shaft rotating speed when motor vehicle travel, determine the rotating speed gradient of transmission input shaft and wherein use determined rotating speed gradient in order to determine clutch contact, wherein aspect linear performance, checking the speed curves of described transmission input shaft and determining the rotating speed gradient of determining transmission input shaft when linear performance, describedly determine and obtain the accuracy of contact at this to shorten largely.
Summary of the invention
The present invention is based on following object, improve the method mentioned at the beginning.Even if particularly also should realize reliably contact in the case of the drag torque of input shaft is very different determines.Particularly should prevent the interruption likely repeating of deterministic process.Particularly should realize the rapid adjustment of torque offset value.Particularly answer the change of torque-limiting deviant.Particularly should realize the requirement of positive clutch torque and negative clutch torque.
The solution of described object realizes by a kind of method that has the contact of the friction clutch device of the first friction clutch and the second friction clutch for definite motor vehicle, described motor vehicle have internal-combustion engine and gear arrangement, described gear arrangement has the first sub-speed changer and the second sub-speed changer, described the first sub-speed changer has the first input shaft, described the second sub-speed changer has the second input shaft, described the first input shaft and the second input shaft can be respectively by means of the friction clutch of friction clutch device and internal-combustion engine is coupled and/or with the de-coupling of internal-combustion engine, wherein first in motion separating (ausgelegter with the sub-speed changer of the de-coupling of internal-combustion engine at gear stage
) time determine the drag torque of the input shaft of this sub-speed changer, next by means of require the corresponding friction clutch of operation form clutch torque and next form summation torque by drag torque and clutch torque based on clutch torque, wherein in the time that requiring, limits definite clutch torque clutch torque requirement.Clutch torque requires can be limited on certain area.Described region can have lower limit and the upper limit.
Friction clutch device can have at least one final controlling element in order to operate.Friction clutch device can have the first final controlling element for operating the first friction clutch and for operating the second final controlling element of the second friction clutch.Contact can be described below actuator position, and in described actuator position, corresponding friction clutch starts to transmit torque towards the direction of the operating position being coupled the operation from the operating position of de-coupling.Contact can be described below actuator position, and in described actuator position, corresponding friction clutch transmits predetermined torque.Predetermined torque can be for example about 2Nm to 3Nm.Friction clutch device can have control gear.Control gear can be used in execution the method according to this invention.Control gear can have storage device.Storage device can have non-volatile electrical storage, and institute's canned data be wiped or be covered to described non-volatile electrical storage can by electricity.Storage device can have EEPROM (band EEPROM (Electrically Erasable Programmable Read Only Memo)).The actuator position being associated with contact can be stored in storage arrangement.Current term " contact " also can represent the actuator position being associated with contact.Contact can be conditioned.Contact regulates can be used in and makes calculated contact be matched with real contact.In the scope that contact is regulated in contact really surely, carry out.Contact regulates and can cause contact skew.Contact skew can, corresponding to the parallel offset of clutch indicatrix, be drawn the torque that can transmit about distance in described clutch indicatrix.
Friction clutch can correspondingly be operated between disconnection and the operating position of closure.Friction clutch can have respectively input part and output.In the operating position disconnecting completely, input part and output can be distinguished at least approximate coupling that fully takes off each other.In completely closed operating position, input part and output can at least approximately respectively fully be coupled each other.Can correspondingly cause the torque transfer of increase to the operation of friction clutch along closing direction.Can correspondingly cause to the operation of friction clutch the torque transfer reducing along disconnecting direction.
Current, term " in the time that gear stage separates " represents neutral or the neutral position of sub-speed changer.The drag torque of input shaft can be determined by means of the rotating speed gradient of input shaft.Rotating speed gradient can realize in the following way, from output speed, input shaft is braked.Can be by input shaft based on its rotary inertia braking at this.Input shaft at this because the pivot friction with respect to case of transmission can be braked.In order to form clutch torque, can be along closing direction actuating friction clutch.Can carry out in the mode of torque-controlled the operation of friction clutch.Clutch torque requires can be used in the torque control of friction clutch.The formation of summation torque can be carried out by means of control gear.Summation torque can be by being added formation by drag torque and clutch torque.
The method according to this invention has realized fast and having adjusted when torque offset value changes limitedly.Stablize clutch torque requirement.Even if also having realized reliably contact in the case of the drag torque of input shaft is very different determines.Prevent the interruption of deterministic process.
Clutch torque requires to be dynamically restricted.Clutch torque requires to be correspondingly restricted in the mode of adjusting individually.In the time that definite clutch torque requires, drag torque can flow into.In the time that definite clutch torque requires, corresponding current drag torque can flow into.
At structure, when clutch torque, the rotating speed of the input shaft of the sub-speed changer of de-coupling can be matched with the rotating speed of another input shaft, and speed discrepancy between this input shaft is lowered until predetermined minimum value.
In the time that definite clutch torque requires, first can determine required torque for the rotating speed of an input shaft of the sub-speed changer of de-coupling is matched with the rotating speed of another input shaft completely, next by torque limit definite in previous step to predetermined torque range, next torque definite in previous step has been reduced to summation torque, next by torque limit definite in previous step to predetermined torque range, and next torque definite in previous step has been reduced to predetermined torque offset value.Torque reduces with the torque offset value of being scheduled to the requirement that has realized negative torque.Torque offset value is especially for the contact that causes friction clutch over-engagement is led rapidly and got back on real contact.
Can in different steps, torque be restricted to respectively on identical torque range.For the rotating speed of an input shaft of the sub-speed changer of de-coupling is matched with the rotating speed of another input shaft completely, required torque and the torque that reduced summation torque can be limited to respectively on identical torque range.Can be by torque limit to default regularly torque range or be restricted on individually default torque range.Can, by torque limit to the torque range between about 1Nm and about 5Nm, particularly be restricted on the torque range between about 1Nm and about 3Nm.Low extreme value has ensured the requirement of torque.
Before torque has reduced summation torque, summation torque can be determined in proportion.Summation torque can be determined in proportion by means of default regularly factor or by means of individually definite factor.Therefore within torque can remain on torque range if necessary.
Can store at least one required value for determining drag torque.For the rotating speed of an input shaft of the sub-speed changer of de-coupling is matched with the rotating speed of another input shaft completely, required torque can be stored.Boundary value or bounds can be stored.Summation torque can be stored.Torque offset value can be stored.Storage can be carried out in storage device.The value of therefore having stored can directly again provide use after the igniting of motor vehicle is started.Drag torque can directly again be provided use after the igniting of motor vehicle is started.Can realize a kind of pre-control.
Briefly and in other words, therefore by the present invention in addition in motion in dual-clutch transmission via the torque request of the assessment of speed changer input speed signal being determined when adaptive in contact.Can directly flow into together the calculating of torque to be required for the known value of the drag torque on input shaft.Can use the total drag torque being formed by the drag torque of clutch side and the drag torque of transmission side to this.
Calculating can be via the multiple steps of being evaluated at of speed changer input speed are carried out for the torque request of contact adaptation.A) determine for reducing the remaining necessary torque of sliding.B) torque limit that will be definite from a) is to torque range.C) the limited torque coming from b) has been reduced to total drag torque.D) will come from torque limit c) to torque range.E) the limited torque coming from d) has been reduced to determined torque offset value.
Can carry out with identical border in the restriction b) and d).For example can use 1Nm as lower limit and use 3Nm as the upper limit.Should for example, lower than the desired torque of minimum, 1Nm.If b) reach afterwards the upper limit in step, from total drag torque of 2Nm, in this example, can select minimum torque request so.Therefore can be meaningfully, first drag torque determine in proportion with factor, and then in some c), be subtracted.First the reduction of the torque in some e) can realize the torque of wanting negate.So, torque offset value can also be used for routinely too high software contact being narrowed down to actual hardware contact rapidly.
Can be stored in EEPROM for the important value of calculating drag torque.If starting ignition, so all drag torques are set up immediately again.In the time that calculating torque requires to drag torque value to use with the viewpoint of control technique can be a kind of pre-control.
" can " particularly represent optional feature of the present invention.Therefore draw each embodiment of the present invention, described embodiment has a corresponding feature or multiple corresponding feature.
Brief description of the drawings
Next be described in detail with reference to the attached drawings embodiments of the invention.From this description, draw other feature and advantage.These embodiments' concrete feature can be general feature of the present invention.This embodiment's the feature combining with other feature can be also each feature of the present invention.
Accompanying drawing schematically and exemplarily illustrates:
Fig. 1 illustrates the block diagram of the dual-clutch transmission with corresponding electric control device, and
Fig. 2 is illustrated in the chart about speed curves during the adaptation of contact.
Embodiment
Fig. 1 illustrates the block diagram of the dual-clutch transmission with corresponding electric control device.Dual-clutch transmission or parallel-axis type speed variator for example have by oil-engine driven live axle 6, and described live axle can torsionally be connected with two input shafts 8 and 10 alternatively.Torque-flow from live axle 6 to input shaft 8 and 10 can be controlled alternatively via each clutch K1 and K2.Between input shaft 8 and output shaft 12, can switch different velocity ratios via the gear mesh that one of them is only shown.Between input shaft 10 and output shaft 12, can switch the different gear mesh that one of them is only shown equally.For operated clutch K1 and K2, be provided with final controlling element 14 and 16.For change gear pair, for example, in order to set up the gear and antitorque being connected between input shaft 8 or 10 accordingly that are arranged on input shaft 8 or 10, be provided with final controlling element 18 or 20, described gear is with the gear engagement that correspondingly continues to be torsionally connected with output shaft 12, and described final controlling element switches final controlling element and selects final controlling element for example each can comprising.Generally speaking, input shaft 8 and output shaft 12 and input shaft 10 and output shaft 12 form each sub-speed changer 22 or 24 of dual-clutch transmission.
There is the electric control device 26 of microprocessor and corresponding program and data storage for controlling final controlling element 14, 16, 18 and 20, the output terminal of described electric control device is correspondingly controlled and its input end 28 and sensor 30 of final controlling element, 32 or 34 connect, described sensor detects live axle 6, the rotating speed of input shaft 8 and input shaft 10, and be connected with other sensor of Operational Limits for detection of vehicle transmission system, it is for example the sensor for detection of the rotating speed of driven wheel, for detection of the sensor of the position of shifting of transmission bar, for detection of the sensor of the position of gas pedal.Shown control gear 26 can be connected via other control apparatus of bus system and vehicle, for example, be connected power adjustments unit that can control engine by means of described device for controlling engine with device for controlling engine.Final controlling element for example can be designed to lever final controlling element, and described lever final controlling element is for example controlled in electronic mode, and wherein the rotation of each motor is detected by count-up counter (not shown).
In dual-clutch transmission shown in Figure 1, in the sub-speed changer 22 or 24 disconnecting at corresponding its clutch, can access respectively gear, the effective transmission of speed changer is determined by such (initiatively) sub-speed changer during this period, and the clutch of described sub-speed changer is closed.If for example access gear and clutch K1 is closed in sub-speed changer 22, this gear is effective for the transmission between live axle 6 and output shaft 12 so.In another sub-speed changer 24, can access new to be switched gear simultaneously.By speed changer from the gear switch of current access to the gear of new access time, clutch K1 must be disconnected, for the unbroken connection of tractive force between live axle 6 and output shaft 12, clutch K2 is must overlapping ground closed.
For solenoidoperated cluthes K1, K2, in control gear 26, store clutch indicatrix.Can draw the torque of transmitting about distance at this.Clutch indicatrix comprises the contact of clutch.Actuator position has been described in contact, and wherein clutch starts to transmit torque towards the direction of the operating position being coupled the operation from the operating position of de-coupling.Actuator position has been described in contact, and wherein corresponding friction clutch transmits predetermined torque.Predetermined torque is little torque.Predetermined torque is for example about 3Nm.The actuator position being associated with contact is stored in storage device.
In order to cause the coupling of the operating conditions to having changed, be for example matched with the temperature of change or be matched with the state of wear of change, adjust contact.Contact is adaptive for making calculated contact be matched with real contact.Contact adaptation can cause contact to be moved.The parallel that causes clutch indicatrix is moved in contact.
Fig. 2 is illustrated in clutch as according to the chart 40 about speed curves during the contact adaptation of the clutch K1 of Fig. 1 and/or K2.X axle is time shaft, at the clutch position 50 of the shift curve 48 of the shift curve 46 of the tachometer value 44 of the tachometer value 43 of y plot on X axis the first input shaft, the second input shaft, the first sub-speed changer, the second sub-speed changer and the clutch that is associated with the second input shaft and the second sub-speed changer.If the sub-speed changer being associated with this clutch is not enabled, carry out so contact adaptation.
Contact fitted in two stages 52,54 carries out.In the first stage 52, in the second sub-speed changer of not enabling, in the time that separating, gear stage determines first in motion the drag torque of the second input shaft of this sub-speed changer.The rotating speed decline 56 of drag torque based on the second input shaft is determined.The rotating speed decline 56 of the second input shaft particularly draws according to the rotary inertia of the second input shaft and pivot friction.
In second stage 54, by means of the operation to the clutch requiring based on clutch torque accordingly, form clutch torque and make the rotating speed 44 of the second input shaft of the sub-speed changer of de-coupling be matched with the rotating speed 42 of the first input shaft.Next form summation torque by drag torque and clutch torque.Clutch torque requires to be dynamically restricted.Therefore in second stage 54, produce rotating speed and decline 58, described rotating speed declines and compares and gently stretch with the rotating speed decline 60 in the situation that the conditional clutch torque of tool does not require.
In order to determine clutch torque requirement, first determine required torque for the rotating speed 42 that is fully matched with another input shaft for the rotating speed 44 of the input shaft of the sub-speed changer of de-coupling, next by torque limit definite in previous step to the torque range between 1Nm and 3Nm, next torque definite in previous step has been reduced to the summation torque being formed by drag torque and clutch torque, next by torque limit definite in previous step to the torque range between 1Nm and 3Nm, and next torque definite in previous step is reduced to torque offset value.At this, storage is necessary value for definite clutch torque requires.
From the shift curve 46 of the first sub-speed changer and the tachometer value 42 of the first output shaft, can find out, in the first sub-speed changer, during the contact adaptation shown in chart 40, gear stage, current i.e. the second gear is access in and accelerates to drive.The shift curve 48 of the second sub-speed changer illustrates, in order to start the first stage 52, first separates the gear stage of access in the second sub-speed changer, current i.e. the first gear, and switch to idle running.After finishing contact adaptation, in the second sub-speed changer, access new gear stage, current is third gear.Can find out according to clutch position 50, the clutch being associated with the second sub-speed changer and the second input shaft is closed in order to start second stage 54, to form clutch torque.Finishing after second stage 54 and before accessing new gear stage, clutch disconnects again.Do not have the restriction ground engaging clutch of clutch torque requirement is represented with 62.Have the restriction ground engaging clutch of clutch torque requirement is represented with 64.Can find out to there is clutch that limited clutch torque requires and compare and not too exceedingly engage with not having in the situation that clutch torque requires.
Reference numerals list
6 live axles
8 input shafts
10 input shafts
12 output shafts
14 final controlling element
16 final controlling element
18 final controlling element
20 final controlling element
22 sub-speed changers
24 sub-speed changers
26 control gear
28 input ends
30 sensors
32 sensors
34 sensors
K1 clutch
K2 clutch
40 charts
42 tachometer values
44 tachometer values
46 shift curve
48 shift curve
50 clutch positions
52 first stage
54 second stage
56 rotating speeds decline
58 rotating speeds decline
60 rotating speeds decline
The joint of 62 clutches
The joint of 64 clutches
Claims (9)
1. the method for the contact of the friction clutch device with the first friction clutch (K1) and the second friction clutch (K2) of definite motor vehicle, described motor vehicle have internal-combustion engine and gear arrangement, described gear arrangement has the first sub-speed changer (22) and the second sub-speed changer (24), described the first sub-speed changer has the first input shaft (8), described the second sub-speed changer has the second input shaft (10), described the first input shaft and described the second input shaft can be respectively by means of the friction clutch (K1 of described friction clutch device, K2) be coupled with described internal-combustion engine and/or take off coupling with described internal-combustion engine, wherein first in motion with the drag torque of determining the described input shaft (10) of described sub-speed changer (24) in the sub-speed changer (24) of the de-coupling of described internal-combustion engine in the time that gear stage separates, next by means of requiring the corresponding friction clutch of operation (K2) form clutch torque and next form summation torque by described drag torque and described clutch torque based on clutch torque
It is characterized in that, in the time determining described clutch torque requirement, limit described clutch torque requirement.
2. method according to claim 1, is characterized in that, dynamically limits described clutch torque requirement.
3. according at least one described method in the claims, it is characterized in that, in the time forming described clutch torque, make the rotating speed (44) of the described input shaft (10) of the described sub-speed changer (24) of de-coupling be matched with the rotating speed (42) of another input shaft (8), and at this, speed discrepancy between described input shaft (8,10) is reduced until predetermined minimum value.
4. according at least one described method in the claims, it is characterized in that, in the time determining that described clutch torque requires, first determine required torque for the rotating speed (42) that is fully matched with another input shaft (8) for the described rotating speed (44) of the described input shaft (10) of the described sub-speed changer (24) of de-coupling, next by torque limit definite in previous step to predetermined torque range, next torque definite in previous step has been reduced to described summation torque, next by torque limit definite in previous step to predetermined torque range, and next torque definite in previous step is reduced to predetermined torque offset value.
5. method according to claim 4, is characterized in that, described torque is restricted to respectively on identical torque range in different steps.
6. method according to claim 5, is characterized in that, by described torque limit to default regularly torque range or individually on definite torque range.
7. according at least one described method in claim 4 to 6, it is characterized in that, before described torque has been reduced to described summation torque, described summation torque is determined in proportion.
8. method according to claim 7, is characterized in that, by means of default regularly factor or by means of individually definite factor, described summation torque is determined in proportion.
9. according at least one described method in the claims, it is characterized in that, store at least one for the value of determining described drag torque necessity.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102012202556 | 2012-02-20 | ||
| DE102012202556.1 | 2012-02-20 | ||
| DE102012212449.7 | 2012-07-17 | ||
| DE102012212449 | 2012-07-17 | ||
| PCT/EP2013/051578 WO2013124122A1 (en) | 2012-02-20 | 2013-01-28 | Method for determining a clutch torque requirement |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104053923A true CN104053923A (en) | 2014-09-17 |
| CN104053923B CN104053923B (en) | 2016-08-24 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201380005841.5A Active CN104053923B (en) | 2012-02-20 | 2013-01-28 | For the method determining clutch torque requirement |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP6203201B2 (en) |
| CN (1) | CN104053923B (en) |
| DE (2) | DE102013201317A1 (en) |
| WO (1) | WO2013124122A1 (en) |
Cited By (7)
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|---|---|---|---|---|
| CN106704412A (en) * | 2015-11-18 | 2017-05-24 | 现代自动车株式会社 | Method for learning touch point of dual clutch transmission |
| CN106907406A (en) * | 2015-11-20 | 2017-06-30 | 奥特润株式会社 | The contact preparation method of clutch |
| CN108799360A (en) * | 2017-05-03 | 2018-11-13 | 罗伯特·博世有限公司 | For determining a kind of method of the situation of clutch |
| CN108980335A (en) * | 2017-06-02 | 2018-12-11 | 上海汽车集团股份有限公司 | Triggering method and device, the double disengaging type automatic transmission of clutch half hitch chalaza self study |
| CN109404438A (en) * | 2017-08-18 | 2019-03-01 | 舍弗勒技术股份两合公司 | The method for determining and being adapted to the characteristic value of friction clutch in hybrid powertrain |
| CN110730731A (en) * | 2017-04-13 | 2020-01-24 | Gkn汽车有限公司 | Method and device for operating a drive chain |
| CN113167341A (en) * | 2018-12-12 | 2021-07-23 | 采埃孚股份公司 | Determination of the contact point of a clutch |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102013226115A1 (en) * | 2013-12-16 | 2015-07-02 | Robert Bosch Gmbh | Method for adapting a friction clutch |
| KR101519262B1 (en) * | 2013-12-18 | 2015-05-11 | 현대자동차주식회사 | Touch point adjusting method for dct |
| KR101795282B1 (en) * | 2016-06-28 | 2017-11-08 | 현대자동차주식회사 | Method for controlling clutch of vehicles |
| DE112018002821A5 (en) * | 2017-06-01 | 2020-02-13 | Schaeffler Technologies AG & Co. KG | Method for recognizing a self-readjustment of an automated, non-actuated closed clutch of a vehicle, preferably a hybrid disconnect clutch of a hybrid vehicle |
| KR20200126506A (en) | 2019-04-30 | 2020-11-09 | 현대자동차주식회사 | Method for controlling dual clutch transmission and the system thereof |
| DE102019111138B4 (en) * | 2019-04-30 | 2022-08-11 | Schaeffler Technologies AG & Co. KG | Method for determining a torque transmission property of a clutch |
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- 2013-01-28 DE DE102013201317A patent/DE102013201317A1/en not_active Withdrawn
- 2013-01-28 WO PCT/EP2013/051578 patent/WO2013124122A1/en active Application Filing
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| CN106704412A (en) * | 2015-11-18 | 2017-05-24 | 现代自动车株式会社 | Method for learning touch point of dual clutch transmission |
| CN106704412B (en) * | 2015-11-18 | 2019-10-29 | 现代自动车株式会社 | Learn the method for the contact point of double-clutch speed changer |
| CN106907406A (en) * | 2015-11-20 | 2017-06-30 | 奥特润株式会社 | The contact preparation method of clutch |
| CN106907406B (en) * | 2015-11-20 | 2019-03-26 | 奥特润株式会社 | The contact preparation method of clutch |
| CN110730731A (en) * | 2017-04-13 | 2020-01-24 | Gkn汽车有限公司 | Method and device for operating a drive chain |
| CN108799360A (en) * | 2017-05-03 | 2018-11-13 | 罗伯特·博世有限公司 | For determining a kind of method of the situation of clutch |
| CN108980335A (en) * | 2017-06-02 | 2018-12-11 | 上海汽车集团股份有限公司 | Triggering method and device, the double disengaging type automatic transmission of clutch half hitch chalaza self study |
| CN108980335B (en) * | 2017-06-02 | 2020-06-26 | 上海汽车集团股份有限公司 | Self-learning triggering method and device for clutch half-joint point and dual-clutch automatic transmission |
| CN109404438A (en) * | 2017-08-18 | 2019-03-01 | 舍弗勒技术股份两合公司 | The method for determining and being adapted to the characteristic value of friction clutch in hybrid powertrain |
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| CN113167341A (en) * | 2018-12-12 | 2021-07-23 | 采埃孚股份公司 | Determination of the contact point of a clutch |
| CN113167341B (en) * | 2018-12-12 | 2023-10-31 | 采埃孚股份公司 | Determination of contact points of a clutch |
Also Published As
| Publication number | Publication date |
|---|---|
| DE112013001042A5 (en) | 2014-12-11 |
| DE112013001042B4 (en) | 2022-04-21 |
| JP2015513052A (en) | 2015-04-30 |
| DE102013201317A1 (en) | 2013-08-22 |
| CN104053923B (en) | 2016-08-24 |
| JP6203201B2 (en) | 2017-09-27 |
| WO2013124122A1 (en) | 2013-08-29 |
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