CN108138871B - Method for controlling a friction clutch - Google Patents

Method for controlling a friction clutch Download PDF

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Publication number
CN108138871B
CN108138871B CN201680056536.2A CN201680056536A CN108138871B CN 108138871 B CN108138871 B CN 108138871B CN 201680056536 A CN201680056536 A CN 201680056536A CN 108138871 B CN108138871 B CN 108138871B
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pressure
clutch
characteristic curve
stroke
model
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CN108138871A (en
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克里斯蒂安·埃贝勒
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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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
    • 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
    • F16D2500/102—Actuator
    • F16D2500/1026—Hydraulic
    • 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
    • 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
    • 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
    • F16D2500/108—Gear
    • F16D2500/1081—Actuation type
    • F16D2500/1083—Automated manual transmission
    • 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
    • F16D2500/108—Gear
    • F16D2500/1081—Actuation type
    • F16D2500/1085—Automatic transmission
    • 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
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3024—Pressure
    • 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
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3026—Stroke
    • 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
    • F16D2500/501—Relating the actuator
    • F16D2500/5012—Accurate determination of the clutch positions, e.g. treating the signal from the position sensor, or by using two position sensors for determination
    • 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
    • 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
    • F16D2500/70205—Clutch actuator
    • F16D2500/70217—Pressure
    • 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
    • F16D2500/70205—Clutch actuator
    • F16D2500/70235—Displacement
    • 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
    • F16D2500/70252—Clutch 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
    • 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
    • F16D2500/70252—Clutch torque
    • F16D2500/70264—Stroke

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

The invention relates to a method for controlling a friction clutch which is automatically actuated by a hydrostatic clutch actuator, wherein a clutch model which is created using a modeled hydraulic stroke and clutch characteristics is used to actuate the friction clutch, a clutch torque is modeled at least as a function of the value of a pressure (p) in the hydrostatic stroke and of a pressure-dependent actuator stroke (I), and the clutch torque is continuously adjusted using data determined by a pressure sensor and a stroke sensor, wherein the clutch model comprises an adjustable model characteristic curve (K) of the clamping force stiffness resulting from the pressure (p) in relation to the actuator stroke (I)M) The model characteristic curve is continuously connected to an actual characteristic curve (K) of the clamping force stiffness, said actual characteristic curve being obtained by means of actual data of the pressure (p) and of the actuator travel (I)R) A comparison is made, and the difference between the model pressure and the actual pressure is determined as a pressure difference (Δ p) at a predetermined actuator stroke, and a stiffness correction coefficient (F (F) is calculated from the pressure difference (Δ p) and a feedback coefficient (F (r)))K)). To avoid mismatching, the model characteristic curve (K) is setM) And actual characteristic curve (K)R) Intersect at a predetermined intersection point (S), and set the feedback coefficient (f (r)) to a negative value if the pressure difference (Δ p) is negative in both of two consecutively completed adjustments.

Description

Method for controlling a friction clutch
Technical Field
The invention relates to a method for controlling a friction clutch which is automatically actuated by means of a hydrostatic clutch actuator, wherein a clutch model which is created by combining a modeled hydraulic stroke and clutch characteristics, a clutch torque is modeled at least as a function of the value of the pressure in the hydrostatic stroke and of the pressure-dependent actuator stroke for actuating the friction clutch, and the clutch torque is continuously adjusted in conjunction with data determined by a pressure sensor and a stroke sensor, wherein the clutch model comprises an adjustable model characteristic curve of the clamping force stiffness resulting from the pressure versus the actuator stroke, which model characteristic curve is continuously compared with an actual characteristic curve of the clamping force stiffness resulting from actual data of the pressure and actual data of the actuator stroke, and the pressure difference at a predetermined actuator stroke is the difference between the model pressure and the actual pressure, and calculating a stiffness correction factor from the pressure difference and the feedback factor.
Background
It is known to control an automatic friction clutch by means of a clutch actuator using a clutch model. In this case, system parameters of the friction clutch (e.g. contact points and friction coefficients), clutch torque and actuator travel for operating the friction clutch along the actuator travel are modeled in a clutch model, and these models are continuously adjusted. This clutch model is used in an expanded manner in so-called hydrostatic actuators. Such clutch actuators designed as hydrostatic actuators are known, for example, from the documents DE 10201004780 a1 and DE 102010047801 a1 and have a hydrostatic stroke between the actuating elements of the friction clutch, for example the hydrostatic distance between the lever element of the engaged friction clutch and an electric motor controlled by a control unit. In addition to the detection device of the actuator stroke, the hydrostatic actuator has at least one pressure sensor for detecting the pressure of the hydrostatic stroke. The clamping force stiffness of a clutch device comprising a friction clutch and a clutch actuator can be determined from the relationship between actuator travel and pressure. The clamping force stiffness can vary from system to system, so the clamping force stiffness is stored in the clutch model and continuously adapts to existing system conditions. DE 102012204929 a1, DE 2012204940 a1, DE 102013201215 a1, DE 102013214192 a1 and the yet unpublished german patent application 102015215753.6 disclose methods for controlling and actuating a friction clutch with a clutch actuator designed as a hydrostatic actuator.
Disclosure of Invention
The invention is based on the object of developing a method for controlling a friction clutch by means of a hydrostatic actuator, in particular for adjusting the clamping force stiffness (Klemmkraftsteifokeit). In particular, the object of the invention is to provide a method for controlling a friction clutch, in which incorrect adaptations of the clamping force stiffness are avoided or at least reduced.
The proposed method is used for controlling the automatic actuation of a friction clutch by means of a hydrostatic clutch actuator, for example a hydrostatic actuator. The friction clutch is preferably designed such that it is disengaged in the inoperative state and is engaged by an axial displacement of the slave cylinder piston along the stroke of the actuator during operation, for example. The control of the friction clutch or of the hydrostatic actuator is carried out by means of a clutch model, wherein a clutch model (clutch characteristics, for example, system characteristics of the friction clutch, such as contact points and friction coefficients) is created using the modeled hydraulic path and the clutch characteristics, wherein the clutch torque is modeled at least as a function of the pressure values in the hydrostatic path and the pressure-dependent actuator path values, and the torque of the clutch is continuously adjusted using data determined by the pressure sensor and the path sensor. The clutch model comprises an adjustable model characteristic curve of the clamping force rigidity formed by the pressure on the actuator stroke, and the model characteristic curve is continuously compared with an actual characteristic curve of the clamping force rigidity obtained by means of actual data of the pressure and actual data of the actuator stroke. In order to determine the pressure difference, the pressure of the hydrostatic stroke is compared with the modeled value pair in at least one given actuator stroke. For example, a pressure difference between the model pressure and the actual pressure is determined at a predetermined actuator stroke, and a stiffness correction coefficient is calculated from the pressure difference and the feedback coefficient.
In order to avoid a wrong adaptation, it is proposed to intersect the model characteristic curve and the actual characteristic curve at a predetermined intersection point and to set the feedback coefficient to a negative value when the pressure difference in two successive adjustments is negative. Alternatively, the pressure difference between the model characteristic curve and the actual characteristic curve can be determined. In this case, the actual characteristic measured in real time can be converted into a real-time model characteristic after adjustment by means of the stiffness correction factor.
Preferably, the real-time intersection points for each adjustment of the clamping force stiffness are determined anew, for example calculated. For example, the intersection can be determined by setting the intersection at a clamping force such that the relationship between the model pressure and the actual pressure is lower than a predetermined threshold. For example, the intersection point can be set at the clamping force such that the quotient of the model pressure and the actual pressure is close to 1 or the difference between the model pressure and the actual pressure is close to 0.
The point of intersection is preferably determined when the pressure is greater than the pressure at the contact point of the friction clutch, i.e. when torque is transmitted via the friction clutch and thus the hydrostatic stroke and the actuator load of the friction clutch.
In this case, the clamping force stiffness is preferably adjusted only when the pressure difference in at least one actuator stroke is greater than a threshold value.
According to an advantageous embodiment, the feedback factor is determined as a function of the difference in pressure difference between the point of intersection of the last adjustment of the rigidity of the clamping force and the point of intersection of the current adjustment.
Drawings
The invention is explained in detail below with reference to the embodiments shown in fig. 1 to 5. The attached drawings are as follows:
figure 1 is a graph of pressure of a hydrostatic stroke versus stroke of an actuator operating for a friction clutch,
FIG. 2 is a graph of a model characteristic curve and an actual characteristic curve of the clamping force stiffness of a clutch device with a hydrostatic actuator,
figure 3 is a graph for illustrating the adjustment of the stiffness of the clamping force in the medium pressure range,
figure 4 is a graph for illustrating the adjustment of the stiffness of the clamping force in the high pressure range,
and
fig. 5 is a graph for illustrating adjustment of the rigidity of the clamping force in a low pressure range.
Detailed Description
Fig. 1 shows a simplified diagram 100 of a pressure p of a pressure sensor during a hydrostatic stroke of a hydrostatic actuator in relation to an actuator stroke l caused by the pressure p of the hydrostatic actuator for operating a positively engaged, for example pressed-on friction clutch. During the period when the actuator travel is small until contact point TP is reached, the friction clutch is not yet engaged, and therefore no pressure is generated on the hydrostatic actuator. After engaging the friction clutch, the pressure p is increased substantially proportionally to the actuator stroke to adjust the pressing force on the friction clutch. In this case, the gradient c of the pressure difference Δ p over the actuator travel Δ I ═ Δ p/Δ I gives the clamping force stiffness.
As shown in graph 101 of FIG. 2, the clamping force stiffness is at a given actuator stroke/FThe deviation is represented by the pressure difference ap. At the same time, fig. 2 shows a model characteristic curve K of the clamping force stiffnessM. Actual characteristic curve K, determined from the measured values of pressure p and actuator travel i, in the event of a clamping force deviationRDeviation from model characteristic curve KMAnd adjustments are needed to avoid errors in more advanced clutch models used to control the friction clutch.
The graphs 102, 103, 104 of fig. 3 to 5 show a proposed procedure for adjusting the stiffness of the clamping force. For this purpose, in the partial diagram I, the model characteristic curve KMAt the point of intersection S with the actual characteristic curve KRAnd (4) intersecting. In the partial diagram II, the clamping force F is determined from the resulting pressure differences Δ p1, Δ p2KPressure difference characteristic curve K for pressure difference Δ pPThe corresponding clamping force value for each pressure difference over the actuator travel i is thus given. Forming a feedback characteristic curve K in the partial diagram IIIKWherein when the differential pressure characteristic curve KPWhen the value is negative, the feedback characteristic curve KKIt is always negative to avoid getting a negative offset. Thus, for each clamping force FKA separate feedback coefficient f (r) will be given having the same sign as the pressure difference ap. In this case, the clamping force F is countered by multiplying the respective value of the pressure difference Δ p by the respective feedback coefficient F (r)KEach value of (a) is compensated for clamping force. Therefore, under the condition that F (r) and Δ p have the same sign, the stiffness correction coefficient F (F) aloneK) From F (F)K) Given as f (r) × Δ p. From the partial line drawing IV, the clamping force F can be seenKCorrection coefficient F (F) for rigidityK) The relationship (2) of (c). By means of the proposed method, the stiffness correction factor F (F) is formed by forming a negative value, if necessaryK) To avoid erroneous adaptations. By means of a stiffness correction factor F (F)K) Model characteristic curve KMThe current clamping force characteristic of a clutch device having a friction clutch and a hydrostatic actuator is adapted.
List of reference numerals
100 graph
101 graph
102 graph
104 graph
FKClamping force
f (r) feedback coefficient
f(FK) Coefficient of stiffness correction
KKFeedback characteristic curve
KMCharacteristic curve of model
KPCharacteristic curve of pressure difference
KRActual characteristic curve
l actuator Stroke
lFActuator stroke
p pressure
S intersection point
TP contact point
I branch diagram
II branching diagram
III line drawing
IV branching diagram
Δ ρ pressure difference
Δ ρ 1 pressure difference
Δ ρ 2 pressure difference
Delta l actuator stroke difference

Claims (6)

1. Method for controlling a friction clutch which is automatically actuated by a hydrostatic clutch actuator, wherein a clutch model which is created in conjunction with a modeled hydraulic stroke and clutch behavior, a clutch torque is modeled at least as a function of the value of a pressure (p) in the hydrostatic stroke and of a pressure-dependent actuator stroke (I) for actuating the friction clutch, and the clutch torque is continuously adjusted in conjunction with data determined by a pressure sensor and a stroke sensor, wherein the clutch model comprises an adjustable model characteristic curve (K) of the clamping force stiffness resulting from the pressure (p) in relation to the actuator stroke (I)M) The model characteristic curve is continuously connected to an actual characteristic curve (K) of the clamping force stiffness, said actual characteristic curve being obtained by means of actual data of the pressure (p) and of the actuator travel (I)R) A comparison is made, and the difference between the model pressure and the actual pressure is determined as a pressure difference (Δ p) at a predetermined actuator stroke, and a stiffness correction coefficient (F (F) is calculated from the pressure difference (Δ p) and a feedback coefficient (F (r))K) Characterized by a model characteristic curve (K)M) And actual characteristic curve (K)R) Intersect at a predetermined intersection point (S), and set the feedback coefficient (f (r)) to a negative value if the pressure difference (Δ p) is negative in both of two consecutively completed adjustments.
2. Method according to claim 1, characterized in that the point of intersection (S) is set at a clamping force (F)K) Wherein a relationship between the model pressure and the actual pressure is below a predetermined threshold.
3. Method according to claim 2, characterized in that the intersection point (S) is reset during each adjustment of the clamping force stiffness.
4. Method according to any one of claims 1 to 3, characterized in that the intersection point (S) is set at a pressure which is greater than the pressure at the contact point (TP) of the friction clutch.
5. A method according to claim 2 or 3, characterized in that the clamping force stiffness is adjusted when the pressure difference (Δ ρ) at least one actuator stroke value is larger than the threshold value.
6. A method according to any one of claims 1-3, characterized in that the feedback coefficient (f (r)) is determined by the difference in pressure difference (Δ ρ) between the last and the current adjusted intersection point (S) of the clamping force stiffness.
CN201680056536.2A 2015-10-08 2016-09-26 Method for controlling a friction clutch Active CN108138871B (en)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE102015219510 2015-10-08
DE102015219510.4 2015-10-08
DE102015224393 2015-12-07
DE102015224393.1 2015-12-07
PCT/DE2016/200449 WO2017059856A1 (en) 2015-10-08 2016-09-26 Method for controlling a friction clutch

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CN108138871A CN108138871A (en) 2018-06-08
CN108138871B true CN108138871B (en) 2020-07-07

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CN (1) CN108138871B (en)
DE (2) DE112016004596A5 (en)
WO (1) WO2017059856A1 (en)

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DE102017100927A1 (en) * 2017-01-18 2018-07-19 Schaeffler Technologies AG & Co. KG Method for adapting a touch point of a friction clutch
DE102021119141B3 (en) * 2021-07-23 2022-10-27 Schaeffler Technologies AG & Co. KG Method for determining a touch point of a separating clutch of a hybrid module
NL2029272B1 (en) * 2021-09-29 2023-04-04 Daf Trucks Nv Clutch system for a drive system

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CN1108188A (en) * 1993-12-14 1995-09-13 易通公司 Method and apparatus for robust automatic clucth control
CN1644949A (en) * 2003-10-06 2005-07-27 博格华纳公司 Multi-clutch system with blended output system for powertrain transmissions
CN101737577A (en) * 2008-11-04 2010-06-16 通用汽车环球科技运作公司 Assembly for transporting pressurized fluid and method of manufacture
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DE102016218428A1 (en) 2017-04-13
DE112016004596A5 (en) 2018-06-14

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