CN104235343A - Torque limiting method and system of clutch pedal - Google Patents
Torque limiting method and system of clutch pedal Download PDFInfo
- Publication number
- CN104235343A CN104235343A CN201410249873.6A CN201410249873A CN104235343A CN 104235343 A CN104235343 A CN 104235343A CN 201410249873 A CN201410249873 A CN 201410249873A CN 104235343 A CN104235343 A CN 104235343A
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- clutch
- torque
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- input
- rotational velocity
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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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
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
- B60W30/186—Preventing damage resulting from overload or excessive wear of the driveline excessive wear or burn out of friction elements, e.g. clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
- B60W40/09—Driving style or behaviour
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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
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
- B60W2510/0225—Clutch actuator position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/10—Change speed gearings
- B60W2510/1005—Transmission ratio engaged
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/025—Clutch slip, i.e. difference between input and output speeds
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
-
- 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
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
- F16H2059/465—Detecting slip, e.g. clutch slip ratio
-
- 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
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1208—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures with diagnostic check cycles; Monitoring of failures
- F16H2061/1216—Display or indication of detected failures
Abstract
A method of adjusting torque input to a clutch from a motor of a vehicle when a driver is resting a foot on a clutch pedal is provided. The method comprises the steps pf adjusting the torque under the following conditions: a position of the clutch is within a position range of the clutch; keeping in the predetermined range for the clutch in a first predetermined time; and keeps on a selected gear for a gear box of a vehicle in a second predetermined time.
Description
Technical field
The present invention relates to a kind of for adjusting the method and/or system that vehicle motor inputs the torque of clutch, especially but and not exclusively, relate to a kind of method for determining to exist between clutch pedal slippage limit and inputting the torque of clutch.
Background technique
Slippage between clutch pedal can cause producing heat.The slippage continued and excessive heat generation can cause reducing the working life of clutch and can cause damaging clutch and/or flywheel, thus cause the ability transmitting torque by clutch to decline even to cause wrong operation of motor.
When driving, pin is placed on clutch pedal and (steps on the clutch), the clamping force of clutch pedal can be reduced thus the peak torque of reduction clutch.The clamping force reduced and the combination of sufficient engine torque can cause clutch slip, and the most serious situation is when high speed, high load travel.If there is slippage in such a situa-tion, such as, on ramp, when traveling and/or towing vehicle, a large amount of heats can produced.If the heat produced exceedes the Maximum operating temperature of clutch for a long time, so permanent clutch damage can be caused.
Pin is placed on the wear rate that clutch pedal can increase equally thrust-bearing.These results are not expected by user, and MANUFACTURER also will bear the loss of warranty charges and reputation aspect.
There are some researches show, in driving procedure, their pin is placed on clutch pedal by most of driver.But clutch slip is part necessary in the operation of startup and gear shift.Therefore, provide a kind of, when determining to be put on the clutch by pin due to driver when driving, the method for the slippage of slippage limit clutch pedal occurs, this will be favourable.
Summary of the invention
According to a first aspect of the invention, a kind of method adjusting vehicle motor and input the torque of clutch is provided, wherein, when the method is included in following, adjusts moment of torsion: the position of clutch preposition within the scope of time; When first scheduled time, internal clutch remained within the scope of preposition; And the gearbox of vehicle keeps selected gear within second scheduled time.
The method may further include, and provide signal to input to adjust motor the torque of clutch, this is according to following situation: determine the position of clutch and made comparisons in the position of clutch and preposition scope; Determine that clutch remains on the first time period of this position and first time period and first scheduled time made comparisons; And determine that the gearbox of vehicle keeps the second time period of selected gear and made comparisons the second time period and second scheduled time.
The method may further include, and in a case where, provides signal to input to adjust motor the torque of clutch: the position of clutch is in beyond preposition scope; First time period was greater than for first scheduled time; And second the time period be greater than for second scheduled time.
The method may further include, and determines that one group for the performance variable of clutch and by this group performance variable compared with the predetermined value of this group performance variable.Determine that one group, can to comprise for the performance variable of clutch by one group of performance variable compared with threshold value: determine that motor is to the input torque of clutch and by this input torque compared with predetermined input torque; And/or calculate clutch two ends rotational velocity difference and by the difference of this rotational velocity compared with predetermined rotational velocity difference.
The method may further include, in a case where, signal is provided to input to adjust motor the torque of clutch: the rotational velocity difference that the input torque of motor to clutch is greater than predetermined input torque or clutch two ends is greater than predetermined rotational velocity difference.By the rotational velocity of the rotational velocity of motor and wheel, transmission input shaft to be made comparisons or any other assembly suitable with vehicle is made comparisons the difference of the rotational velocity that can calculate clutch two ends.The rotational velocity of transmission input shaft can be determined by rotational speed sensor.Selected gearbox-gear can be determined by selected gear sensor and/or transmission input shaft sensor.
Adjustment can be configured to restriction motor to the signal that the torque of clutch inputs and input the torque of clutch.
The position of clutch can join with the position of the position of clutch pedal, clutch auxiliary cylinders and/or clutch pipeline pressure correlation.The position of clutch can be associated with the maximum quiet torque of clutch and/or the maximum dynamic torque of clutch.The position of clutch can be associated with clutch maximum static torque and/or the maximum dynamic torque of clutch.The precalculated position scope of clutch can be associated with the predetermined pressure range of the precalculated position scope of the precalculated position scope of clutch pedal, clutch auxiliary cylinders and/or clutch pipeline.The precalculated position scope of clutch pedal can close to clutch pedal from 5% to 35% range without pressure position meter.
The method comprises the amount of the heat energy of amount and the clutch dissipation determining the heat energy produced by clutch further.
The method may further include and calculates the operating temperature of clutch, and the amount that this operating temperature equals the heat energy that clutch produces deducts the heat energy of clutch dissipation, and by this operating temperature compared with predetermined operating temperature.
The method may further include, and when operating temperature is close, when being more than or equal to predetermined work temperature, provides signal to input to adjust motor the torque of clutch.
The method may further include, and when needing a large amount of input torques, cancels the signal that restriction motor inputs the torque of clutch.
The method may further include provides prompting to operator.This prompting can comprise visual, the sense of hearing, sense of touch vibrations and/or similar arbitrarily mechanical dynamic alarm system.With signal, this prompting can represent that pin is placed on clutch pedal by operator.
According to a second aspect of the invention, a kind of method adjusting vehicle motor and input the torque of clutch is provided, wherein the method is included in following situation and lowers turn over square: when the position of clutch is within the scope of preposition, be held in a predetermined position in scope at the first scheduled time internal clutch; Selected gear is kept with the gearbox of vehicle within second scheduled time; And take measures to avoid clutch to damage.
This measure can comprise such as any remedial steps listed above, such as, reduce the torque being applied to clutch, and send signal to driver, provide driver, when vehicle travels, pin is prevented the alarm on clutch pedal.
A kind of system, such as controller, can be configured to perform the above-mentioned any means mentioned.
Accompanying drawing explanation
How to realize to understand the present invention better and illustrating in greater detail the present invention, by way of example with reference to accompanying drawing, wherein:
Fig. 1 is a flow chart, details a kind of method that adjustment inputs the torque of clutch when determining that pin is placed on clutch pedal by driver.
Embodiment
Adjust and can alleviate clutch slip to the torque input of clutch.A kind of method adjusting vehicle motor and input the torque of clutch has been shown in Fig. 1.Adjust in a case where and the torque of clutch is inputted: the position of clutch is within the scope of preposition; When first scheduled time, internal clutch remained within the scope of preposition; And the gearbox of vehicle keeps selected gear within second scheduled time.
The method comprises three standards that adjustment torque must meet: standard 1 relates to the position of clutch; Standard 2 relates to the time period that clutch remains on this position; And standard 3 relates to the time period of the selected gear of vehicle gear box maintenance.
Particularly: standard 1 comprises the position of determining clutch and made comparisons in the position of this clutch and preposition scope; Standard 2 comprises determines that clutch remains on the first time period of this position and first time period and first scheduled time made comparisons; And standard 3 comprises the second time period of the selected gear of gearbox maintenance determining vehicle and is made comparisons the second time period and second scheduled time.Selected gear position sensor and/or transmission input shaft sensor can be used to determine the gearbox-gear selected.
According to the result compared, the method provides signal A to input to adjust motor the torque of clutch.Signal A is configured to limit motor and inputs to the torque of clutch.
In the first embodiment of the present invention, when meeting standard 1 to 3, provide signal A to limit the torque from motor to clutch to input, wherein: for standard 1, the position of clutch exceeds preposition time range; For standard 2, first time period was greater than for first scheduled time; And for standard 3, the second time period was greater than for second scheduled time.
Standard 1,2 and 3 with random order or parallel can be satisfied.Similarly, the one or more of standard 1,2,3 can be continuously monitored, or detect with suitable frequency and/or compare.
The position of clutch can be associated with the position of clutch pedal, and the scope that wherein clutch is predetermined is associated with clutch pedal preposition scope.Clutch pedal preposition scope close to clutch pedal from 5% to 35% range without pressure position meter, can represent that within the scope of this pin is put on the clutch when driving by driver.
The position of clutch can join with the position of clutch auxiliary cylinders and/or clutch pipeline pressure correlation, and the scope that wherein clutch is predetermined is associated with the preposition scope of clutch auxiliary cylinders and/or the predetermined pressure range of clutch pipeline.The position of clutch can be associated with the maximum quiet torque of clutch and/or the maximum dynamic torque of clutch.
When determine driver by pin the time be placed on clutch pedal be longer than the first predetermined amount of time, be simultaneously longer than the second predetermined amount of time with single gear driving time, signal A be provided.
The method may further include standard 4 (not shown), and on the basis meeting standard 1,2 and 3, standard 4 is for checking to determine whether clutch actual generation slippage.Standard 4 relate to determine one group for the performance variable of clutch and by this group performance variable compared with this predetermined value organizing performance variable.
Particularly, standard 4 comprises determines that motor is to the input torque of clutch and by this input torque compared with predetermined input torque, and/or calculate clutch two ends rotational velocity difference and by this rotational velocity difference compared with predetermined rotational velocity difference.If the rotational velocity difference that motor is greater than predetermined input torque and/or clutch two ends to the input torque of clutch is greater than predetermined rotational velocity difference, so determine that clutch there occurs slippage.
By the difference of the rotational velocity at clutch two ends can be calculated compared with the rotational velocity of other elements be applicable to of the rotational velocity of motor and vehicle.Such as, the rotational velocity at clutch two ends can be calculated by being compared with engine speed by wheel velocity, because these signals are ready-made in modern vehicle.Or, the rotational velocity at clutch two ends can be calculated by transmission input shaft speed being compared with engine speed, if vehicle is equipped with suitable sensor, the rotational velocity difference at more accurate clutch two ends can be provided like this.Use rotational speed sensor can determine the rotational velocity of transmission input shaft.
Standard 4 is satisfied in a case where: when the input torque from motor to clutch is greater than predetermined input torque; And/or the rotational velocity difference at clutch two ends is when being greater than predetermined rotational velocity difference.
In the second embodiment of the present invention, when meeting standard 1 to 4, provide signal A for limiting the torque input from motor to clutch.
The method may further include standard 5 (not shown), and this standard 5 relates to the amount determining the amount of the heat energy that clutch produces and the heat energy of clutch dissipation.The amount that the operating temperature of clutch equals the heat energy that clutch produces deducts the amount of the heat energy of clutch dissipation, and this operating temperature and operating temperature threshold is made comparisons.
Standard 5 is satisfied in a case where: operating temperature is close, be more than or equal to predetermined operating temperature.
In the 3rd embodiment of the present invention, provide signal A to limit when meeting standard 1 to 3 torque from motor to clutch to input; And standard 4 and/or 5 is satisfied.
The method may further include standard 6 (not shown), standard 6 determines whether the slippage of clutch is because of the input from necessity of driver, such as when in manipulation of overtaking other vehicles, gas pedal is trampled fully, namely close to the stroke of 90%-100%.Torque-limiting will jeopardize the passenger in vehicle under these circumstances.
In the 4th embodiment of the present invention, if the torque input determined from motor to clutch is any situation owing to needing a large amount of input torque, so signal A can cancel, and the torque input from motor to clutch can not be limited.
The method may further include, and according to the determination of the result compared and/or standard 1 to 6, provides the instruction of clutch slip to driver.As a part for man-machine interface (Human-Machine Interface, HMI) strategy, provide instruction by bit string and sound, vibrations or the instruction of the similar mechanical dynamic produced on clutch pedal.This may be used for alerting driver, and pin is just placed on clutch pedal by he, and impels him to take measures to avoid damaging clutch.
If detected that pin is placed on clutch pedal by driver and the above-mentioned necessary standard mentioned is satisfied.First a kind of potential implementation methods is asked by HMI---pin discharges from clutch pedal by driver completely.If this request is out in the cold, so clutch will be protected by limiting engine torque.In addition, also warn with suitable HMI.
Use the existing set of sensors for modern vehicle, clutch Preservation tactics can be implemented in the software of vehicle.Utilize such scheme can reduce the warranty request of existing clutch and/or the manufacture cost causing clutch due to the life cycle demand of reduction can be reduced.By experiencing the wheel torque of less reduction caused due to clutch premature abrasion and less wrong operation of motor, client can therefrom benefit.In addition, the wear rate of thrust-bearing also can decline, and such MANUFACTURER and/or supplier can because reduce warranty costs and improve prestige on quality thus benefit.
In addition; clutch Preservation tactics disclosed in this invention can contribute to the wearing and tearing and the rate of fault that reduce the clutch when high torque (HT) manipulates; when this high torque (HT) manipulates, clutch clamping force will reach the upper limit, and will aggravate slippage and the wear problem of clutch due to the minimizing being shelved on any clamping force that clutch pedal causes in during this manipulation.
Claims (21)
1. a method for the torque input of adjustment from vehicle motor to clutch, it is characterized in that, described method is included in following condition and lowers turn over square:
The position of clutch is within the scope of preposition;
Preposition scope is remained at the first scheduled time internal clutch; And
Within second scheduled time, the gearbox of vehicle remains on selected gear.
2. method according to claim 1, is characterized in that, described method comprises further, provides signal to adjust to be inputted by the torque of motor to clutch according to following situation:
Determine the position of clutch and made comparisons in the position of clutch and preposition scope;
Determine that clutch remains on the first time period of this position and first time period and first scheduled time made comparisons; And
Determine that the gearbox of vehicle remains on the second time period on selected gear and made comparisons the second time period and second scheduled time.
3. method according to claim 2, is characterized in that, described method comprises further, provides signal in situations to adjust the torque from motor to clutch to input:
The position of clutch is in outside preposition scope;
First time period was greater than for first scheduled time; And
Second time period was greater than for second scheduled time.
4. method according to claim 3, is characterized in that, described method comprises further, determines that the predetermined value of this group performance variable and this group performance variable to be made comparisons for the performance variable of clutch by one group.
5. method according to claim 4, is characterized in that, determines that this group performance variable and predetermined value to be made comparisons for the performance variable of clutch by one group, comprising:
Determine input torque from motor to clutch and described input torque and predetermined input torque are made comparisons; And/or
Calculate the rotational velocity difference at clutch two ends and described rotational velocity difference and predetermined rotational velocity difference are made comparisons.
6. method according to claim 5, is characterized in that, described method comprises further, provides signal in a case where to adjust the torque from motor to clutch to input:
The difference that input torque from motor to clutch is greater than the rotational velocity at predetermined input torque or clutch two ends is greater than predetermined rotational velocity difference.
7. method according to claim 6, it is characterized in that, by the rotational velocity of the rotational velocity of motor and wheel, transmission input shaft being made comparisons or making comparisons with the rotational velocity of vehicle other suitable elements arbitrarily, calculate the difference of clutch two ends rotational velocity.
8. according to the method in the claims described in any one, it is characterized in that, described signal configures is the torque input of restriction from motor to clutch.
9. according to the method in the claims described in any one, it is characterized in that, the position of clutch and the position of clutch pedal, the position of clutch auxiliary cylinders and/or the pressure correlation of clutch pipeline join.
10. according to the method in the claims described in any one, it is characterized in that, the position of clutch is associated with the maximum quiet torque of clutch and/or the maximum dynamic torque of clutch.
11. methods according to claim 10, it is characterized in that, the preposition scope of clutch is associated with the preposition scope of the preposition scope of clutch pedal, clutch auxiliary cylinders, the predetermined pressure range of clutch pipeline, and/or is associated with the prespecified range of the maximum quiet torque of clutch and/or the maximum dynamic torque of clutch.
12. methods according to claim 11, is characterized in that, the preposition scope of clutch pedal close to clutch pedal from 5% to 35% range without pressure position meter.
13. methods according to any one of the claims, it is characterized in that, described method comprises the amount determining the amount of the heat energy that clutch produces and the heat energy of clutch dissipation further.
14. methods according to claim 13, it is characterized in that, described method comprises further and calculates the operating temperature of clutch, and the amount that described operating temperature equals the heat energy that clutch produces deducts the heat energy of clutch dissipation, and by described operating temperature compared with predetermined operating temperature.
15. methods according to claim 14, is characterized in that, described method comprises further, when described operating temperature is close, when being more than or equal to predetermined operating temperature, provides signal to adjust and are inputted by the torque of motor to clutch.
16. methods according to any one of the claims, it is characterized in that, described method comprises further, when needing a large amount of input torques, cancels the signal limiting and inputted the torque of clutch by motor.
17. methods according to any one of the claims, it is characterized in that, described method comprises further provides instruction to operator.
18. methods according to claim 17, is characterized in that, described instruction comprises visual, the sense of hearing, sense of touch vibrations and/or similar arbitrarily mechanical dynamic alarm system.
19. methods according to claim 17 or 18, it is characterized in that, with signal, described instruction represents that pin is just placed on clutch pedal by operator.
20. 1 kinds of systems being configured to the method performed described in above-mentioned any one claim.
21. 1 kinds of the present invention are with reference to the method for adjusting the torque input from motor to clutch in vehicle described by accompanying drawing.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1310179.5A GB2514839B (en) | 2013-06-07 | 2013-06-07 | Clutch pedal torque limiting |
| GB1310179.5 | 2013-06-07 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104235343A true CN104235343A (en) | 2014-12-24 |
| CN104235343B CN104235343B (en) | 2018-07-06 |
Family
ID=48875928
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410249873.6A Active CN104235343B (en) | 2013-06-07 | 2014-06-06 | The torque limit method and system of clutch pedal |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN104235343B (en) |
| DE (1) | DE102014210540A1 (en) |
| GB (1) | GB2514839B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109139738A (en) * | 2017-06-19 | 2019-01-04 | 上海汽车集团股份有限公司 | A kind of clutch control method and device |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT16842U1 (en) * | 2019-03-01 | 2020-11-15 | Ktm Ag | Drive system to reduce clutch wear |
| CN111059282B (en) * | 2019-12-04 | 2021-01-08 | 中国北方车辆研究所 | AT transmission starting clutch slip fault diagnosis method |
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| US6142909A (en) * | 1997-11-26 | 2000-11-07 | Mannesmann Sachs Ag | Device for controlling a starting process of a motor vehicle |
| CN1695013A (en) * | 2002-10-01 | 2005-11-09 | 伊顿公司 | Clutch protection system |
| US20080215220A1 (en) * | 2005-06-09 | 2008-09-04 | Zf Friedrichshafen Ag | Method and Device for Control of an Automated Friction Clutch Between an Engine and a Gearbox |
| CN101517260A (en) * | 2006-09-18 | 2009-08-26 | 沃尔沃拉斯特瓦格纳公司 | Method for clutch protection |
| CN102656072A (en) * | 2009-12-14 | 2012-09-05 | 舍弗勒技术股份两合公司 | Method for controlling an automated friction clutch |
-
2013
- 2013-06-07 GB GB1310179.5A patent/GB2514839B/en not_active Expired - Fee Related
-
2014
- 2014-06-04 DE DE102014210540.4A patent/DE102014210540A1/en active Pending
- 2014-06-06 CN CN201410249873.6A patent/CN104235343B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6142909A (en) * | 1997-11-26 | 2000-11-07 | Mannesmann Sachs Ag | Device for controlling a starting process of a motor vehicle |
| US6033342A (en) * | 1998-02-17 | 2000-03-07 | Mannesmann Sachs Ag | Drive train arrangement for a motor vehicle driven by an internal combustion engine |
| CN1695013A (en) * | 2002-10-01 | 2005-11-09 | 伊顿公司 | Clutch protection system |
| US20080215220A1 (en) * | 2005-06-09 | 2008-09-04 | Zf Friedrichshafen Ag | Method and Device for Control of an Automated Friction Clutch Between an Engine and a Gearbox |
| CN101517260A (en) * | 2006-09-18 | 2009-08-26 | 沃尔沃拉斯特瓦格纳公司 | Method for clutch protection |
| CN102656072A (en) * | 2009-12-14 | 2012-09-05 | 舍弗勒技术股份两合公司 | Method for controlling an automated friction clutch |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109139738A (en) * | 2017-06-19 | 2019-01-04 | 上海汽车集团股份有限公司 | A kind of clutch control method and device |
| CN109139738B (en) * | 2017-06-19 | 2020-08-28 | 上海汽车集团股份有限公司 | Clutch control method and device |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2514839A (en) | 2014-12-10 |
| GB2514839B (en) | 2019-06-12 |
| CN104235343B (en) | 2018-07-06 |
| DE102014210540A1 (en) | 2014-12-11 |
| GB201310179D0 (en) | 2013-07-24 |
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