CN104819222A - Clutch transmission torque control device - Google Patents
Clutch transmission torque control device Download PDFInfo
- Publication number
- CN104819222A CN104819222A CN201510031926.1A CN201510031926A CN104819222A CN 104819222 A CN104819222 A CN 104819222A CN 201510031926 A CN201510031926 A CN 201510031926A CN 104819222 A CN104819222 A CN 104819222A
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- China
- Prior art keywords
- transmission torque
- mentioned
- clutch transmission
- clutch
- rotating speed
- Prior art date
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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
- F16D48/066—Control of fluid pressure, e.g. using an accumulator
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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
- F16D2500/30—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
- F16D2500/3042—Signal inputs from the clutch from the output shaft
- F16D2500/30426—Speed of the output 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
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50236—Adaptations of the clutch characteristics, e.g. curve clutch capacity torque - clutch actuator displacement
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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
- F16D2500/508—Relating driving conditions
- F16D2500/50858—Selecting a Mode of operation
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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
- F16D2500/702—Look-up tables
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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
- F16D2500/70406—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
- F16D2500/70—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
Provided is a clutch transmission torque control device. A control unit is used for controlling clutch transmission torque according to alteration of traveling condition of a vehicle. Change of the clutch transmission torque is inhibited in a transition condition of alteration of the control unit. The device comprises a first clutch transmission torque control unit, which calculates the clutch transmission torque according to a torque capacity coefficient which is calculated according to the ratio of the rotation speeds of an output shaft to an input shaft, and a second clutch transmission torque control unit, which changes the clutch transmission torque according to the difference of the rotation speeds of the output shaft and the input shaft and enables the difference of the rotation speeds to achieve a target difference of the rotation speeds. In a situation that the vehicle is not in a starting control, the first clutch transmission torque control unit is switched to the second clutch transmission torque control unit.
Description
Technical field
The present invention relates to clutch transmission torque control gear, particularly, the clutch transmission torque control gear that the clutch transmission torque of the clutch between relating to the driving wheel being arranged on prime mover and driven by the output of prime mover adjusts.
Background technique
In the general automatic transmission of carrying in vehicle, when vehicle start by fluid torque converter from the motor as prime mover to driving wheel transmitting torque, in addition, known disconnection/connection by automatically solenoidoperated cluthes controls the technology of the size of the torque being delivered to driving wheel.
As the control gear of existing solenoidoperated cluthes transmitting torque, following technology is disclosed: correspondingly preset capacity coefficient data with the velocity ratio (clutch output speed/clutch input speed) of clutch in No. 63-305039, JP (patent documentation 1), clutch transmission torque is calculated according to the capacity coefficient changed from velocity ratio=0 (state of clutch release) to velocity ratio 1.0 (state that clutch engages) and engine speed (=clutch input speed), thus solenoidoperated cluthes.
In addition, in No. 9-72353, Unexamined Patent (patent documentation 2), disclose the following technology formed: be more than 1.0 by above-mentioned capacity coefficient data augmentation to velocity ratio, and capacity coefficient is minimum when velocity ratio=1.0.
The control gear of existing solenoidoperated cluthes transmitting torque utilizes these technology, what prevent from the torque capacity because of clutch from rising with the rising of engine rotary speed causing engine rotary speed when vehicle start alters height, and to driving wheel transmitting torque, to make the speed along with the rising of clutch output speed automatically control than the mode close to 1.0, obtain the starting sensation same with fluid torque converter.
prior art document
patent documentation
Patent documentation 1: JP 63-305039 publication
Patent documentation 2: Unexamined Patent 9-72353 publication
Patent documentation 3: specially permit No. 4185923 publications
Summary of the invention
the problem that invention will solve
But in the prior art of above-mentioned patent documentation 1 and patent documentation 2, when becoming common travelling state and steady state after vehicle start, namely when velocity ratio=1.0 of clutch, it is extremely important reliably to carry out transmission of torque.Therefore, when becoming steady state after starting, exist when the slip wanting the mode carrying out making the rotating speed of the input side of clutch and the rotating speed of outlet side become the speed discrepancy (such as, 50rpm degree) of regulation to carry out controlling controls produce torque differential, produce the problem of impacting.
In the technology solving this problem, patent No. 4185923 (patent documentation 3) is known.In the art, in order to solve the problem of prior art and carry out the correction of the speed discrepancy of the correction based on accelerator opening and the input side based on clutch and outlet side.But in order to determine these correcting values, need repeatedly to carry out experiment coupling, it is difficult for therefore implementing.
The object of the invention is, provides a kind of clutch transmission torque control gear, and it can change according to the running condition of vehicle the control unit being used for solenoidoperated cluthes transmitting torque, suppresses the clutch transmission torque in the transition state of the change of this control unit to change.
for the scheme of dealing with problems
The present invention is the clutch transmission torque control gear of vehicle, and wherein, above-mentioned vehicle possesses: clutch, and it is arranged between prime mover and driving wheel, and this driving wheel is driven by the output of above-mentioned prime mover; Input shaft, the output of above-mentioned prime mover is input to above-mentioned clutch by it; Output shaft, the output of above-mentioned prime mover is outputted to above-mentioned driving wheel by above-mentioned clutch by it; Input shaft rotation speed detection unit, it detects the rotating speed of above-mentioned input shaft; Output shaft rotation speed detection unit, it detects the rotating speed of above-mentioned output shaft; And clutch transmission torque regulation unit, it adjusts the clutch transmission torque of above-mentioned clutch, the feature of above-mentioned clutch transmission torque control gear is, possess: the 1st clutch transmission torque control unit, it obtains above-mentioned clutch transmission torque according to torque capacity coefficient, and this torque capacity coefficient obtains according to the rotating ratio of above-mentioned output shaft rotating speed and above-mentioned input shaft rotating speed; And the 2nd clutch transmission torque control unit, it changes above-mentioned clutch transmission torque according to the speed discrepancy of above-mentioned output shaft rotating speed and above-mentioned input shaft rotating speed, above-mentioned speed discrepancy is made to reach rotating speed of target difference gradually, when detecting that vehicle is not in starting control, switch to above-mentioned 2nd clutch transmission torque control unit from above-mentioned 1st clutch transmission torque control unit.
invention effect
The present invention can according to the input shaft for the output of prime mover being input to clutch and each rotating speed of output shaft by clutch, the output of prime mover being outputted to driving wheel, the control unit of switching controls clutch transmission torque.The present invention particularly makes clutch transmission torque change smoothly when controlling in the mode enabling clutch become rotating speed of target difference from the connection of clutch.
Accompanying drawing explanation
Fig. 1 is the System's composition figure of clutch transmission torque control gear.(embodiment)
Fig. 2 is the structural drawing of automatic transmission.(embodiment)
Fig. 3 is the system block diagram of clutch transmission torque control gear.(embodiment)
Fig. 4 is the flow chart of the control that clutch transmission torque control gear carries out.(embodiment)
Fig. 5 is the flow chart that clutch transmission torque that the 1st clutch transmission torque control unit carries out calculates.(conventional example)
Fig. 6 illustrates the figure according to speed ratio settings torque capacity coefficient.(embodiment)
Fig. 7 is the flow chart that clutch transmission torque that the 2nd clutch transmission torque control unit carries out calculates.(embodiment)
Fig. 8 is the flow chart that the control of the 1st clutch transmission torque control unit and the 2nd clutch transmission torque control unit switches.(embodiment)
Fig. 9 is the sequential chart carrying out controlling switching according to rotating speed of target difference.(embodiment)
description of reference numerals
1 vehicle
2 motors
3 automatic transmission
4 engine controlling units
5 automatic transmission control apparatus
6 communication units
7 engine rotation speed sensors
8 the 1st OSS
9 the 2nd OSS
10 final OSS
11 gear level switches
12 vehicle speed sensor
13 accelerator sensors
14 shift clutch manipulators
16 driving wheels
17 input shafts
18 the 1st clutches
19 the 2nd clutches
20 the 1st output shafts
21 the 2nd output shafts
22 final output shafts
47 gear change control devices
48 clutch transmission torque control gear
49 clutch transmission torque regulation units
50 clutch transmission torque calculated unit
51 clutch pressure calculated unit
52 clutch solenoid valve electric current calculated unit
53 the 1st clutch pressure solenoid valves
54 the 2nd clutch pressure solenoid valves
55 the 1st clutch transmission torque control units
56 the 2nd clutch transmission torque control units
Embodiment
Below, with reference to the accompanying drawings embodiments of the invention are described.
Embodiment
Fig. 1 ~ Fig. 9 illustrates embodiments of the invention.In FIG, vehicle 1 is equipped with the motor 2 as prime mover, and the automatic transmission 3 that the output produced motor 2 converts is attached to motor 2.Vehicle 1 possesses engine controlling unit 4 and automatic transmission control apparatus 5.Engine controlling unit 4 and automatic transmission control apparatus 5 can the communication unit 6 of both-way communication be connected by CAN etc., mutually carry out information exchange.
Engine controlling unit 4 is connected with the engine rotation speed sensor 7 at least detecting engine speed.Engine controlling unit 4 carries out various judgement according to the signal inputted from engine rotation speed sensor 7, carries out the control of motor 2.Automatic transmission control apparatus 5 is connected with: engine rotation speed sensor 7, and it also plays function as the input shaft speed probe of automatic transmission 3, is connected to automatic transmission control apparatus 5 by engine controlling unit 4; Be arranged at the 1st OSS 8 of automatic transmission 3, the 2nd OSS 9, final OSS 10; And gear level switch 11, vehicle speed sensor 12, accelerator sensor 13.Automatic transmission control apparatus 5 carries out various judgement according to the signal inputted from each sensor/switch 7 ~ 13, to shift clutch manipulator 14 output instruction signal, carries out the control of automatic transmission 3.
As shown in Figure 2, above-mentioned motor 2 possesses primary shaft 15, utilizes the output produced to drive driving wheel 16.Above-mentioned automatic transmission 3 possesses: input shaft 17, and it is attached to primary shaft 15; 1st clutch 18 and the 2nd clutch 19, the output of motor 2 is input to the 1st clutch 18 and the 2nd clutch 19 by input shaft 17; 1st output shaft 20 and the 2nd output shaft 21, the output of motor 2 is input to the 1st output shaft 20 and the 2nd output shaft 21 from the 1st clutch 18 and the 2nd clutch 19 respectively; Final output shaft 22, the output of motor 2 is delivered to driving wheel 16 by it.
Input shaft 17, the 1st clutch 18 and the 2nd clutch 19 and the 1st output shaft 20 configure coaxially.2nd output shaft 21 and final output shaft 22 and the 1st output shaft 20 configure abreast.
The output of motor 2 is input to the 1st clutch 18 and the 2nd clutch 19 by above-mentioned input shaft 17.1st clutch 18 and the 2nd clutch 19 are arranged between motor 2 and driving wheel 16, and this driving wheel 16 is driven by the output of this motor 2.
1st clutch 18 possesses the 1st input side friction member 23 and the 1st outlet side friction member 24.1st input side friction member 23 is attached to input shaft 17.1st outlet side friction member 24 is attached to the jack shaft 25 of hollow.Jack shaft 25 is connected to one end close to motor 2 side of the 1st output shaft 20 by the 1st ~ 3rd intermediate gear 26 ~ 28.1st clutch 18, by utilizing shift clutch manipulator 14 to press/leave the 1st input side friction member 23 and the 1st outlet side friction member 24 adjusts clutch transmission torque, adjusts the output of the motor 2 being delivered to the 1st output shaft 20 from input shaft 17 by the 1st ~ 3rd intermediate gear 26 ~ 28.
2nd clutch 19 possesses the 2nd input side friction member 29 and the 2nd outlet side friction member 30.2nd input side friction member 29 is attached to input shaft 17.2nd outlet side friction member 30 is attached to the one end close to motor 2 side of the 2nd output shaft 21 be inserted through in the jack shaft 25 of hollow.2nd clutch 19, by utilizing shift clutch manipulator 14 to press/leave the 2nd input side friction member 29 and the 2nd outlet side friction member 30 adjusts clutch transmission torque, adjusts the output of the motor 2 being delivered to the 2nd output shaft 21 from input shaft 17.
The output of motor 2 is outputted to driving wheel 16 by the 1st clutch 18 and the 2nd clutch 19 by above-mentioned 1st output shaft 20 and the 2nd output shaft 21.
1 gear actuation gear 31,3 keeps off actuation gear 32 and 5 gear actuation gear 33 and is rotatably arranged at the 1st output shaft 20.The 1st output shaft 20 that 1 gear actuation gear 31 and 3 keeps off between actuation gear 32 is provided with 1 gear/3 and keeps off switching mechanism 34.1 gear actuation gear 31 and 3 is optionally kept off actuation gear 32 and is connected with the 1st output shaft 20 or the connection between them is removed by 1 gear/3 gear switching mechanism 34.5 gear actuation gears 33 be provided with 5 gear switching mechanisms 35 close on the 1st output shaft 20 of motor 2 side.5 gear actuation gears 33 are connected with the 1st output shaft 20 or the connection between them are removed by 5 gear switching mechanisms 35.
2 gear actuation gears 36,4 keep off actuation gear 37,6 gear actuation gear 38 and the actuation gear 39 that reverses gear rotatably is arranged at the 2nd output shaft 21.The 2nd output shaft 21 that 2 gear actuation gears 36 and 4 keep off between actuation gear 37 is provided with 2 gear/4 and keeps off switching mechanism 40.2 gear actuation gears 36 and 4 are optionally kept off actuation gear 37 and are connected with the 2nd output shaft 21 or the connection between them are removed by 2 gear/4 gear switching mechanisms 40.6 gear actuation gears 38 and the 2nd output shaft 21 that reverses gear between actuation gear 39 are provided with 6 gears/reverse gear switching mechanism 41.6 keep off/reverse gear switching mechanism 41 is optionally connected 6 gear actuation gears 38 and the actuation gear 39 that reverses gear with the 2nd output shaft 21 or the connection between them is removed.
Keep off that actuation gear 31 and 2 keeps off that actuation gear 36 engages with 11 keep off/2 keep off driven gear 42, keep off with 3 that actuation gear 32 and 4 keeps off that actuation gear 37 engages 3 keep off/4 keep off driven gear 43, keep off with 5 that actuation gear 33 and 6 keeps off that actuation gear 38 engages 5 keep off/6 and keep off driven gear 44 and be non-rotatably arranged at final output shaft 22 by the driven gear 46 that reverses gear that reverse idle gear 45 engages with the actuation gear 39 that reverses gear.Final output shaft 22 is connected to driving wheel 16 by final gear row.
Automatic transmission 3 possesses: engine rotation speed sensor 7, and its input shaft rotation speed detection unit as the input shaft rotating speed detecting input shaft 17 plays function; 1st OSS (the 1st output shaft rotation speed detection unit) 8, it detects the 1st output shaft rotating speed of the 1st output shaft 20; 2nd OSS (the 2nd output shaft rotation speed detection unit) 9, it detects the 2nd output shaft rotating speed of the 2nd output shaft 21; Final OSS (final output shaft rotation speed detection unit) 10, it detects the final output shaft rotating speed of final output shaft 22.
As shown in Figure 1, the testing signal of each sensor 7 ~ 10 is input to automatic transmission control apparatus 5 together with the testing signal of gear level switch 11, vehicle speed sensor 12, accelerator sensor 13.Automatic transmission control apparatus 5 possesses gear change control device 47 and clutch transmission torque control gear 48.Automatic transmission control apparatus 5 is according to the signal inputted from each sensor/switch 7 ~ 13, various judgement is carried out by gear change control device 47 and clutch transmission torque control gear 48, respectively according to judged result to shift clutch manipulator 14 output instruction signal, carry out speed Control and the Clutch Control of automatic transmission 3.
As shown in Figure 3, the clutch transmission torque control gear 48 carrying out the Clutch Control of automatic transmission 3 possesses the clutch transmission torque regulation unit 49 of the clutch transmission torque of adjustment the 1st clutch 18 and the 2nd clutch 19.In clutch transmission torque regulation unit 49, input testing signal from above-mentioned each sensor/switch 7 ~ 13.
Clutch transmission torque regulation unit 49 possesses clutch transmission torque calculated unit 50, clutch pressure calculated unit 51 and clutch solenoid valve electric current calculated unit 52.
The engine speed (input shaft rotating speed) that clutch transmission torque calculated unit 50 detects according to the engine rotation speed sensor 7 inputted from engine controlling unit 4 and the 1st output shaft rotating speed that the 1st output shaft turn-sensitive device 8 detects and the 2nd output shaft rotating speed that the 2nd OSS 9 detects, calculate the 1st torque capacity of the 1st clutch 18 and the 2nd torque capacity of the 2nd clutch 19.
Clutch pressure calculated unit 51, according to the 1/ 2nd calculated torque capacity, calculates the 1st clutch pressure of the 1st clutch 18 and the 2nd clutch pressure of the 2nd clutch 19 from clutch plunger area, clutch number etc.
Clutch pressure electromagnetic valve current calculated unit 52, according to the 2nd oil pressure-current characteristics of the 1st oil pressure-current characteristics of the 1st clutch pressure solenoid valve 53 and the 2nd clutch pressure solenoid valve 54, calculates the 1st clutch pressure electromagnetic valve current and the 2nd clutch pressure electromagnetic valve current from the 1/ 2nd calculated clutch pressure.
The 1st calculated clutch pressure electromagnetic valve current and the 2nd clutch pressure electromagnetic valve current are applied to the 1st clutch pressure solenoid valve 53 and the 2nd clutch pressure solenoid valve 54 that are arranged at shift clutch manipulator 14 by clutch transmission torque regulation unit 49.1st clutch pressure solenoid valve 53 and the 2nd clutch pressure solenoid valve 54 and electric current correspondingly control oil pressure supply to the 1st clutch 18 and the 2nd clutch 19, control the 1st clutch transmission torque and the 2nd clutch transmission torque.
Above-mentioned clutch transmission torque control gear 48 possesses the 1st clutch transmission torque control unit 55 and the 2nd clutch transmission torque control unit 56 in clutch transmission torque calculated unit 50.
1st clutch transmission torque control unit 55 obtains the 1st clutch transmission torque (or the 2nd clutch transmission torque of the 2nd clutch 19) of the 1st clutch 18 according to the 1st torque capacity coefficient (or the 2nd torque capacity coefficient), and the 1st torque capacity coefficient (or the 2nd torque capacity coefficient) obtains according to the 1st rotating ratio (or the 2nd rotating ratio) of the 1st output shaft rotating speed (or the 2nd output shaft rotating speed) with input shaft rotating speed (engine speed).2nd clutch transmission torque control unit 56 changes the 1st clutch transmission torque (or the 2nd clutch transmission torque of the 2nd clutch 19) of the 1st clutch 18 according to the 1st output shaft rotating speed (or the 2nd output shaft rotating speed) and the 1st speed discrepancy (or the 2nd speed discrepancy) of input shaft rotating speed, makes the 1st speed discrepancy reach the 1st rotating speed of target difference (or it is poor to make the 2nd speed discrepancy reach the 2nd rotating speed of target gradually) gradually.
Clutch transmission torque control gear 48 utilizes clutch transmission torque regulation unit 49, when detecting that vehicle 1 is not in starting control, switching to the 2nd clutch transmission torque control unit 56 from the 1st clutch transmission torque control unit 55 and changing the control of the 1st clutch transmission torque (or the 2nd clutch transmission torque of the 2nd clutch 19) of the 1st clutch 18 gradually.
Clutch transmission torque control gear 48 utilizes clutch transmission torque regulation unit 49, to in transition state when completing to the switching of the 2nd clutch transmission torque control unit 56 time the switching from the 1st clutch transmission torque control unit 55, according to the difference of the 1st speed discrepancy and the 1st rotating speed of target difference (or the 2nd speed discrepancy and the 2nd rotating speed of target poor difference), 1st clutch transmission torque (or the 2nd clutch transmission torque of the 2nd clutch 19) of the 1st clutch 18 switched when starting is adjusted the 1st clutch transmission torque (or the 2nd clutch transmission torque) as initial value.
Clutch transmission torque control gear 48 utilizes clutch transmission torque regulation unit 49, when more than the 1st rotating ratio (or the 2nd rotating ratio of the 2nd output shaft rotating speed and input shaft rotating speed) of the 1st output shaft rotating speed and input shaft rotating speed is for specified value or the 1st speed discrepancy (or the 2nd speed discrepancy of the 2nd output shaft rotating speed and input shaft rotating speed) of the 1st output shaft rotating speed and input shaft rotating speed is more than specified value lower than the speed of a motor vehicle of specified value or vehicle 1, judge that vehicle 1 is not as in being in starting and controlling.
Then illustration.
Clutch transmission torque control gear 48 utilizes clutch transmission torque regulation unit 49, when controlling the 2nd clutch transmission torque of the 1st clutch transmission torque of the 1st clutch 18 of automatic transmission 3 and the 2nd clutch 19, correspondingly switch the 1st clutch transmission torque control unit 55 and the 2nd clutch transmission torque control unit 56 with operating condition.The switching of the 1st clutch transmission torque control unit 55 and the 2nd clutch transmission torque control unit 56 is the same terms to the 1st clutch 18 and the 2nd clutch 19.
Therefore, on following, the situation by the 1st clutch 18 switching controls is described.In addition, poor to the 1st torque capacity coefficient, the 1st clutch transmission torque, the 1st output shaft rotating speed, the 1st speed discrepancy, the 1st rotating speed of target, the 1st rotating ratio are recited as simply that torque capacity coefficient, clutch transmission torque, output shaft rotating speed, speed discrepancy, rotating speed of target are poor, rotating ratio illustrates.
When vehicle 1 is started to walk, clutch transmission torque control gear 48 is when the speed discrepancy that the rotating ratio of output shaft rotating speed and input shaft rotating speed is more than specified value or output shaft rotating speed and input shaft rotating speed is more than specified value lower than the speed of a motor vehicle of specified value or vehicle 1, judge that vehicle 1 is not as in being in starting and controlling, by the control of the clutch transmission torque of the 1st clutch 18 from the control utilizing the control of the 1st clutch transmission torque control unit 55 to switch to utilize the 2nd clutch transmission torque control unit 56.
As shown in Figure 4, clutch transmission torque control gear 48, when the program controlled starts (100), judges whether to be in starting control (101).
The rotating ratio of output shaft rotating speed and input shaft rotating speed be more than specified value, the speed discrepancy of output shaft rotating speed and input shaft rotating speed is during specified value to be all false with upper arbitrary condition and to be in and to start to walk to control lower than the speed of a motor vehicle of specified value and vehicle 1, when judging (101) as "Yes", the 1st clutch transmission torque control unit 55 is utilized to carry out the control (starting controls) (102) of the clutch transmission torque of the 1st clutch 18, termination routine (103).
The rotating ratio of output shaft rotating speed and input shaft rotating speed be more than specified value, the speed discrepancy of output shaft rotating speed and input shaft rotating speed is that specified value is set up with upper arbitrary condition and is not in and starts to walk to control lower than the speed of a motor vehicle of specified value and vehicle 1, when judging (101) as "No", control is switched to the 2nd clutch transmission torque control unit 56 and changes control (feedback control) (104) of the clutch transmission torque of the 1st clutch 18 gradually, termination routine (103).
Above-mentioned Fig. 4 step (102) utilize in the control of the 1st clutch transmission torque control unit 55, as shown in Figure 5, when the program controlled starts (200), according to carrying out the input shaft rotating speed (Nin) of the input shaft 17 inputted to the 1st clutch 18 and accepting to calculate rotating ratio e=Nout/Nin (201) from the output shaft rotating speed (Nout) of the 1st output shaft 20 of the output of the 1st clutch 18.
Then, the torque capacity coefficient C (202) with the such characteristic of such as Fig. 6 is calculated from calculated rotating ratio e, finally, clutch transmission torque Tcl is calculated (203) as C*Nin2, carry out the control (starting controls) of clutch transmission torque Tcl, termination routine (204).
Above-mentioned Fig. 4 step (104) utilize in the control of the 2nd clutch transmission torque control unit 56, as shown in Figure 7, when the program controlled starts (300), from carrying out the input shaft rotating speed (Nin) of the input shaft 17 inputted to the 1st clutch 18 and accepting to calculate speed discrepancy Nsl=Nout-Nin (301) from the output shaft rotating speed (Nout) of the 1st output shaft 20 of the output of the 1st clutch 18.
Then, according to operating condition (engine speed, accelerator opening, the speed of a motor vehicle etc.) the target setting speed discrepancy TNsl (302) of vehicle 1.
Deviation Err=Nsl-TNsl (303) is calculated from the difference of the above-mentioned speed discrepancy Nsl that obtains and rotating speed of target difference TNsl.
Then, proportional gain Kp, the storage gain Ki (304) of setting feedback control, clutch transmission torque Tcl (305) is calculated by formula Tcl=Kp*Err+Ki* Σ Err, carry out the control (feedback control) of clutch transmission torque Tcl, termination routine (306).
In addition, the setting of proportional gain Kp, storage gain Ki is existing method, and detailed content is omitted.
As shown in Figure 8, clutch transmission torque control gear 48 switches the control of the 1st clutch transmission torque control unit 55 and the 2nd clutch transmission torque control unit 56.
In fig. 8, clutch transmission torque control gear 48 is when the program controlled starts (400), judge whether input shaft rotating speed (Nin) is more than specified value (such as, e >=0.8) (401) with the rotating ratio e of output shaft rotating speed (Nout).
This judgement (401) is equivalent to the step (101) in Fig. 4, utilizes the control of the 1st clutch transmission torque control unit 55 still to carry out the judgement of the control utilizing the 2nd clutch transmission torque control unit 56 for carrying out.In addition, the situation of the condition illustrating judgement (401) to be rotating ratio e be more than specified value, but also can be set to the speed discrepancy Nsl of input shaft rotating speed (Nin) and output shaft rotating speed (Nout) lower than specified value (such as, Nsl < 100rpm) or the vehicle velocity V of vehicle 1 be the situation of more than specified value (such as, V >=10km/h) or be set to the combination of these conditions.
When above-mentioned judge (401) as "No", the 1st clutch transmission torque control unit 55 is utilized to carry out the control (with reference to Fig. 5) (411) of the clutch transmission torque Tcl based on clutch capacity coefficient C, termination routine (410).When above-mentioned judge (401) as "Yes", judge whether to be in (Fig. 9: t1-t2) (402) when utilizing the control (feedback control) of the 2nd clutch transmission torque control unit 56 to shift.The judgement whether be in when controlling transfer judging in (402) be set to rotating speed of target difference TNsl and the speed discrepancy Nsl corresponding to the operating condition of vehicle 1 consistent till during (Fig. 9: t2).
When this judges (402) as "No", utilize control (feedback control) (412) that the 2nd clutch transmission torque control unit 56 carries out based on the clutch transmission torque Tcl of proportional gain Kp, storage gain Ki, termination routine (410).When above-mentioned judge (402) as "Yes", using the input shaft rotating speed (Nin) of initial value as current time point and the speed discrepancy Nsl (403) of output shaft rotating speed (Nout) of rotating speed of target difference TNsl.
Then, by the integration item initial value of feedback control, { (Ki* Σ Err) 0} is set to the clutch transmission torque Tcl (404) calculated last time.
Further, as shown in Figure 9, current rotating speed of target difference TNsl (405) is set.In fig .9, the speed discrepancy Nsl when control to the 2nd clutch transmission torque control unit 56 being switched is as initial value, and the mode being gradually varied to the rotating speed of target difference TNsl corresponding to the operating condition of vehicle 1 to pass through along with the time sets.
Then, proportional gain Kp, the storage gain Ki (406) of setting feedback control, deviation Err=Nsl-TNsl (407) is calculated from the difference of calculated speed discrepancy Nsl and rotating speed of target difference TNsl, calculate clutch transmission torque Tcl (408) by formula Tcl=Kp*Err+Ki* Σ Err, judge whether complete (Fig. 9: t2) (409) to the transfer of the control utilizing the 2nd clutch transmission torque control unit 56.
When this judges (409) as "No", return setting (406).When this judges (409) as "Yes", termination routine (410).
In above-mentioned steps (404), why the integration item initial value of feedback control is set to the clutch transmission torque calculated last time, be because: the integration item of feedback control carries out integration to feedback control deviation is multiplied by the value after gain, usually, when feedback control starts, initial value is set to 0, but can produce when being set to 0 and before this based on clutch capacity coefficient clutch transmission torque between torque differential.
Clutch transmission torque control gear 48, by the integration item initial value of feedback control is set to the clutch transmission torque calculated last time, prevents from utilization differential to torque when utilizing the feedback control of the 2nd clutch transmission torque control unit 56 to switch based on the control of the 1st clutch transmission torque control unit 55 of clutch capacity coefficient.
In addition, why control in the mode making rotating speed of target difference be gradually varied to the rotating speed of target difference corresponding to the operating condition of vehicle 1, be because: to utilize the 2nd clutch transmission torque control unit 56 feedback control transfer time, if it is poor to be set to the rotating speed of target corresponding to the operating condition of vehicle 1 immediately, deviation then and between the speed discrepancy of reality becomes large, thus the proportional of feedback control becomes large, causes producing the torque caused thus differential.
Clutch transmission torque control gear 48, by controlling in the mode making rotating speed of target difference be gradually varied to the rotating speed of target difference corresponding to the operating condition of vehicle 1, prevents torque differential.
Like this, 1st clutch transmission torque control unit 55 of solenoidoperated cluthes transmitting torque according to the input shaft 17 for the output of motor 2 being input to the 1st clutch 18 and each rotating speed of the 1st output shaft 20 by the 1st clutch 18, the output of motor 2 being outputted to driving wheel 16, can be switched to the 2nd clutch transmission torque control unit 56 by clutch transmission torque control gear 48.
So, the mode that clutch transmission torque control gear 48 particularly makes the 1st clutch 18 become rotating speed of target difference when with the connection from the 1st clutch 18 controls, clutch transmission torque can be made to change smoothly.
In addition, clutch transmission torque control gear 48 from the 1st clutch transmission torque control unit 55 to the switching of the 2nd clutch transmission torque control unit 56 time (Fig. 9: t1) to (Fig. 9: t2) when completing to the switching of the 2nd clutch transmission torque control unit 56 transition state in, according to speed discrepancy and rotating speed of target difference difference, using switch start time clutch transmission torque adjust clutch transmission torque as initial value.
Thus, clutch transmission torque control gear 48 is when switching the 1st clutch transmission torque control unit 55 of solenoidoperated cluthes transmitting torque to the 2nd clutch transmission torque control unit 56, the switching of control unit can be started the clutch transmission torque of time point as initial value, carry out the adjustment of clutch transmission torque gradually, thus clutch transmission torque when becoming the speed discrepancy as target.So clutch transmission torque control gear 48 is when the switching of the 1/ 2nd clutch transmission torque control unit 55/56, and it is differential to produce torque, makes clutch transmission torque change smoothly.
And, clutch transmission torque control gear 48, when the speed discrepancy that the rotating ratio of output shaft rotating speed and input shaft rotating speed is more than specified value or output shaft rotating speed and input shaft rotating speed is more than specified value lower than specified value or the speed of a motor vehicle, judges that vehicle 1 is not as in being in starting and controlling.
Thus, clutch transmission torque control gear 48 can according to the rotating ratio of input shaft rotating speed and output shaft rotating speed, speed discrepancy or the speed of a motor vehicle, judges whether vehicle 1 is in during starting controls, and switches the 1/ 2nd clutch transmission torque control unit 55/56.
In addition, in the above-described embodiments, describe the situation being switched the 1/ 2nd clutch transmission torque control unit 55/56 by the 1st clutch 18, but be also same by the situation that the 2nd clutch 19 switches the 1/ 2nd clutch transmission torque control unit 55/56.In this case, in Fig. 5 ~ Fig. 9 of above-described embodiment, change the 1st clutch 18 into the 2nd clutch 19.
In addition, in the 2nd clutch transmission torque control unit 56 of above-described embodiment, feedback control is set to the feedback score item of the deviation of based target speed discrepancy and actual speed discrepancy, but when clutch input torque being set to feedforward integration item, the step (404) in the flow chart of Fig. 8 is replaced with following formula.
Feedback score item initial value=initial value is the clutch transmission torque-Kin clutch input torque calculated last time ... (Kin: input torque gain)
Clutch transmission torque in feedback control in this situation is following formula.
Clutch transmission torque Tcl=Kin* clutch input torque+Kp*Err+Ki* Σ Err
As long as the deviation (Err) when utilizing the feedback control of the 2nd clutch transmission torque control unit 56 to shift is 0, then the clutch transmission torque calculated clutch transmission torque=last time, it is differential to produce torque.
industrial utilizability
The present invention can change clutch transmission torque control unit according to the running condition of vehicle, clutch transmission torque variation in the transition state of the change of inhibitory control unit, can be applied to the vehicle possessing the automatic transmission possessing clutch between prime mover and driving wheel.
Claims (3)
1. a clutch transmission torque control gear for vehicle, wherein, above-mentioned vehicle possesses: clutch, and it is arranged between prime mover and driving wheel, and this driving wheel is driven by the output of above-mentioned prime mover; Input shaft, the output of above-mentioned prime mover is input to above-mentioned clutch by it; Output shaft, the output of above-mentioned prime mover is outputted to above-mentioned driving wheel by above-mentioned clutch by it; Input shaft rotation speed detection unit, it detects the rotating speed of above-mentioned input shaft; Output shaft rotation speed detection unit, it detects the rotating speed of above-mentioned output shaft; And clutch transmission torque regulation unit, it adjusts the clutch transmission torque of above-mentioned clutch, the feature of above-mentioned clutch transmission torque control gear is, possess: the 1st clutch transmission torque control unit, it obtains above-mentioned clutch transmission torque according to torque capacity coefficient, and this torque capacity coefficient obtains according to the rotating ratio of above-mentioned output shaft rotating speed and above-mentioned input shaft rotating speed; And the 2nd clutch transmission torque control unit, it changes above-mentioned clutch transmission torque according to the speed discrepancy of above-mentioned output shaft rotating speed and above-mentioned input shaft rotating speed, above-mentioned speed discrepancy is made to reach rotating speed of target difference gradually, when detecting that vehicle is not in starting control, switch to above-mentioned 2nd clutch transmission torque control unit from above-mentioned 1st clutch transmission torque control unit.
2. clutch transmission torque control gear according to claim 1, is characterized in that,
To in transition state when completing to the switching of above-mentioned 2nd clutch transmission torque control unit time the switching from above-mentioned 1st clutch transmission torque control unit, according to above-mentioned speed discrepancy and above-mentioned rotating speed of target difference difference, above-mentioned clutch transmission torque when above-mentioned switching being started adjusts above-mentioned clutch transmission torque as initial value.
3. clutch transmission torque control gear according to claim 1 and 2, is characterized in that,
When the speed discrepancy that the rotating ratio of above-mentioned output shaft rotating speed and above-mentioned input shaft rotating speed is more than specified value or above-mentioned output shaft rotating speed and above-mentioned input shaft rotating speed is more than specified value lower than specified value or the speed of a motor vehicle, judge that above-mentioned vehicle is not as in being in starting and controlling.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2014017009A JP2015143544A (en) | 2014-01-31 | 2014-01-31 | Clutch transmission torque controller |
| JP2014-017009 | 2014-01-31 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN104819222A true CN104819222A (en) | 2015-08-05 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201510031926.1A Pending CN104819222A (en) | 2014-01-31 | 2015-01-22 | Clutch transmission torque control device |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP2015143544A (en) |
| CN (1) | CN104819222A (en) |
| DE (1) | DE102015000723A1 (en) |
| IN (1) | IN2015DE00162A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN107813810A (en) * | 2016-09-12 | 2018-03-20 | 现代自动车株式会社 | Vehicle launch control method |
| CN110778620A (en) * | 2019-11-14 | 2020-02-11 | 安徽江淮汽车集团股份有限公司 | Clutch transmission torque calibration method, device, storage medium and device |
| CN111201385A (en) * | 2017-08-16 | 2020-05-26 | Gkn汽车有限公司 | Method for calibrating a drive system of an axle of a motor vehicle |
| CN111559369A (en) * | 2019-02-14 | 2020-08-21 | 丰田自动车株式会社 | Vehicle control device |
| CN111963580A (en) * | 2020-07-29 | 2020-11-20 | 武汉理工大学 | Model prediction-based clutch engagement control method and system and storage medium |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| KR102383232B1 (en) * | 2016-12-15 | 2022-04-05 | 현대자동차 주식회사 | Method and device for calibrating engine clutch delivery torque of hybrid vehicle |
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| CN111201385A (en) * | 2017-08-16 | 2020-05-26 | Gkn汽车有限公司 | Method for calibrating a drive system of an axle of a motor vehicle |
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| CN111963580A (en) * | 2020-07-29 | 2020-11-20 | 武汉理工大学 | Model prediction-based clutch engagement control method and system and storage medium |
| CN111963580B (en) * | 2020-07-29 | 2022-03-25 | 武汉理工大学 | Model prediction-based clutch engagement control method and system and storage medium |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2015143544A (en) | 2015-08-06 |
| DE102015000723A1 (en) | 2015-08-06 |
| IN2015DE00162A (en) | 2015-08-07 |
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Application publication date: 20150805 |