CN111832143A - Dry-type double-clutch temperature measuring and calculating method based on temperature field heat transfer - Google Patents
Dry-type double-clutch temperature measuring and calculating method based on temperature field heat transfer Download PDFInfo
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Abstract
A dry-type double-clutch temperature measuring and calculating method based on temperature field heat transfer is characterized in that a clutch temperature field heat transfer model is provided according to the heat exchange relation of all parts of a clutch, an external temperature sensor is used as a reference to conduct real vehicle data acquisition, the temperatures of all parts of the clutch are obtained through off-line simulation, and the method is used for measuring and calculating the clutch temperature in the actual driving process. Under the condition of the same accuracy of temperature calculation, the simulation test operation of the heat transfer model of the clutch temperature field is simple, the number of used sensors is small, the cost is greatly reduced, and the accuracy required by the engineering clutch heat management calculation engineering can be met.
Description
Technical Field
The invention relates to a technology in the field of automobile transmission control, in particular to a method for calculating heat transfer of a clutch temperature field of an automobile loaded with a dry-type double-clutch transmission in the process of advancing.
Background
The dual-clutch transmission has the advantages of fast gear shifting, uninterrupted power, high fuel economy and the like, and is gradually developed into a main-flow transmission along with the application of the DQ series dual-clutch transmission of the public in recent years. Compared with a wet-type double-clutch transmission, the dry-type double-clutch transmission has higher efficiency and lower cost and is suitable for being carried by a small-displacement automobile. The double clutches are one of main parts of the dry DCT, the cooling mode is air cooling, the heat dissipation condition is poor, the heat capacity is small, the clutches can generate a large amount of heat through friction work in the working condition that the load of the gearbox frequent gear shifting clutches is large, the rapid rising temperature can cause the accelerated wear of the dry double clutches, the transmission torque capacity is reduced, the service life is reduced, the gear shifting characteristics are influenced, and even more, the driving safety is influenced to a certain extent. Therefore, the accurate clutch temperature measurement and calculation can prolong the service life of the clutch, reduce the driving safety risk and improve the driving performance.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides a dry type double-clutch temperature measuring and calculating method based on temperature field heat transfer.
The invention is realized by the following technical scheme:
the invention provides a clutch temperature field heat transfer model according to the heat mutual relation of all parts of the clutch, and the invention carries out real vehicle data acquisition by taking an external temperature sensor as a reference, and obtains the temperature of all parts of the clutch through off-line simulation, and is used for measuring and calculating the temperature of the clutch in the actual driving process.
The thermal interrelationship of the various parts of the clutch includes: the temperature of the clutch intermediate plate and the friction plate comprises: friction work, clutch initial temperature, odd-number shaft clutch friction plate temperature, even-number shaft clutch friction plate temperature, clutch intermediate plate temperature, odd-number shaft clutch pressure plate temperature, even-number shaft clutch pressure plate temperature, clutch cavity air temperature, clutch shell temperature and engine component temperature.
The heat transfer model of the clutch temperature field comprises the following steps: the heat transfer relationship of the intermediate plate, the heat transfer relationship between the pressure plates, the thermal relationship between the pressure plate covers, the heat transfer relationship of the air in the clutch cavity, the heat transfer relationship of the clutch housing, and the heat transfer relationship of the friction plates.
The external temperature sensor comprises: the device comprises a contact type sensor, a gas temperature sensor and a non-contact type infrared temperature sensor, wherein the contact type sensor is arranged on a clutch shell to measure the temperature of the shell, the gas temperature sensor is arranged inside a clutch cavity to measure the air in the clutch cavity, and the non-contact type infrared temperature sensor is arranged on the edge of a clutch friction plate.
The off-line simulation means that: the method comprises the steps of taking a clutch shell temperature sensor, a clutch cavity temperature sensor and a non-contact infrared temperature sensor which are installed plus 30-50 ℃ as a reference, acquiring a large number of data sets through a real vehicle, calculating variance of each data set, removing data values outside twice of the variance of the data sets, setting data values within twice of the variance as reserved values to improve data effectiveness, inputting the reserved values into a model to perform code-based closed-loop simulation, performing correction based on factors such as environment temperature, vehicle speed and accelerator change rate on thermal physical parameters of a Simulink/Matlab clutch temperature field heat transfer model by comparing differences of simulation data and real vehicle acquired data, and finally enabling the difference degree of the simulation data and the real vehicle acquired data to meet engineering requirements under the same working condition.
The various working conditions include: starting working conditions, high-speed working conditions and urban road working conditions.
Technical effects
Compared with the prior art, the industrial practicability and the industrial technical effect of the invention comprise:
1. under the condition of the same accuracy of temperature calculation, the simulation test operation of the clutch temperature field heat transfer model is simple, the number of used sensors is small, and the cost is greatly reduced.
2. The clutch temperature field heat transfer analysis and calculation method based on system modeling is adopted, the heat transfer processes of all parts of the clutch under different working conditions are analyzed, the method is simple and easy to implement, and the accuracy required by engineering clutch heat management calculation engineering application can be met.
3. The method comprises the steps of analyzing thermophysical performance parameters of all parts of the clutch, and calculating the temperature of all parts of the clutch through boundary condition heat flux density and convective heat transfer coefficient to be accurate calculation based on a real vehicle data acquisition method, wherein the calculation method is close to the actual working condition.
Drawings
FIG. 1 is a schematic diagram of a clutch heat transfer real-time temperature model;
FIG. 2 is a schematic illustration of a clutch pack thermal interaction according to an embodiment;
FIG. 3 is a temperature curve diagram of a high-speed working condition of a throttle valve in the embodiment;
FIG. 4 is a temperature curve diagram of the starting condition of the large throttle in the embodiment;
FIG. 5 is a graph of urban road condition temperature curves in an embodiment.
Detailed Description
According to the method, a clutch temperature field heat transfer model is constructed according to the temperature relationship of each part of the clutch, then the external temperature sensor is used as a reference for real vehicle data acquisition, and the simulation analysis and calibration are carried out on the clutch temperature field model to obtain the temperature of each part of the clutch, so that the method is used for measuring and calculating the clutch temperature in the actual driving process.
As shown in fig. 1, the thermal interrelationship of the clutch components includes: the temperature of the clutch intermediate plate and the friction plate comprises: friction work, clutch initial temperature, odd-number shaft clutch friction plate temperature, even-number shaft clutch friction plate temperature, clutch intermediate plate temperature, odd-number shaft clutch pressure plate temperature, even-number shaft clutch pressure plate temperature, clutch cavity air temperature, clutch shell temperature and engine component temperature.
As shown in fig. 2, the input of the clutch temperature field heat transfer model and the description of the temperature field heat transfer among the components include:
when a certain clutch works, under the action of hydraulic thrust, the pressure plate presses the friction plate and the intermediate plate to generate sliding friction, so that a large amount of friction heat is generated, and the main heat source of the clutch system is also provided.
Heat transfer relationship of the intermediate tray: since the generation of the frictional heat is a very short process, and the amount of air between the pressure plate and the intermediate plate is very small, it can be considered that the frictional heat is transmitted only to the pressure plate and the intermediate plate at this time, and the frictional heat can be set to be transmitted to the pressure plate and the intermediate plate + respectively and evenly, for example, in the heat transfer manner 1.
The non-working surface of the middle disc is in uniform contact with air in the clutch cavity, so that the non-working surface of the middle disc and the air can be considered to generate uniform convection heat exchange, such as a heat transfer mode 2;
heat transfer relationship between platens: friction heat generated by the sliding mill is the only heat source + of the pressure plate, such as a heat transfer mode 3, and meanwhile, the pressure plate is uniformly contacted with air in the clutch cavity, so that a uniform convection heat exchange relationship exists between the pressure plate and the air, such as a heat transfer mode 4;
because the pressure plate cover is connected with the pressure plate through the bolt structure, the pressure plate transfers heat to the pressure plate cover in a heat radiation mode, such as a heat transfer mode 5.
The heat relationship between the pressing disc covers is as follows: the heat radiation of the pressing disc to the pressing disc cover is the heat source of the pressing disc cover, such as a heat transfer mode 5, the pressing disc cover is uniformly contacted with air in the cavity in the whole process and generates convection heat exchange, such as a heat transfer mode 6;
heat transfer relationship of air in the clutch cavity: the chamber air receives heat input + from the intermediate plate, the two pressure plates, the two pressure plate covers, and the engine, as in heat transfer mode 46, and transfers heat to the clutch housing as in heat transfer mode 7, by convective heat transfer.
Meanwhile, because the clutch shell is provided with two holes for ventilation and cooling, the air in the cavity transfers heat to the air-in the engine compartment in a convection heat exchange mode, such as a heat transfer mode 8;
heat transfer relationship of clutch housing: it receives convective heat + from the air in the chamber, as in heat transfer 7, and since the engine is directly connected to the housing, there is heat conduction + between the engine and the housing, as in heat transfer 9.
In addition to this, the air in the engine compartment is in direct contact with the housing, so that there is a thermal convection-e.g. a heat transfer 9-between the two.
Heat transfer relationship of friction plate: when the friction plate is in sliding grinding, the friction plate is in direct contact with the pressure plate and the intermediate plate, friction heat is transferred to the friction plate +, for example, in a heat transfer mode 1, convection heat exchange is carried out between the friction plate and air in a clutch cavity, for example, in a heat transfer mode 10.
The friction work
Wherein: p is Trq d ω, P is friction power, Trq is torque actually transmitted by the clutch, d ω is a rotational speed difference between the clutch and the engine, and W is friction power; the clutch system is analyzed, and the main source of heat generation of the clutch friction plate and the intermediate plate is generated by sliding friction of the clutch and mainly distributed in the gear shifting working condition and the starting working condition.
The initial temperature of the clutch refers to: when a driver starts a driving cycle, the initial temperature of the clutch needs to be calculated as the initial value of a clutch temperature calculation model of the next driving cycle, the accurate initial temperature of the clutch is beneficial to improving the accuracy of the clutch temperature calculation model, otherwise, the inaccurate initial temperature of the clutch greatly influences the accuracy of the clutch temperature calculation model, and the clutch is damaged under extreme conditions, so that the driving risk is brought; the clutch initial temperature TPart＝TAir+(TPart Last-TAir)*KfacWherein: t isPartThe initial temperature of each part of the clutch (including the temperature of the friction plate of the clutch with the odd number shaft, the temperature of the friction plate of the clutch with the even number shaft, the temperature of the middle plate, the temperature of the pressure plate of the clutch with the odd number shaft, the temperature of the pressure plate of the clutch with the even number shaft, the temperature of the shell of the clutch, the temperature of the air in the shell of the clutch and the temperature of the middle plate of the; t isAirThe air temperature under the current driving condition; t isPart LastThe temperatures of the various parts of the clutch stored in the EE after the end of the previous driving cycle; kfacThe heat dissipation coefficient is related to the power-off time of the engine and the difference between the air temperature of the previous driving cycle and the air temperature of the current driving cycle, generally speaking, the longer the power-off time is, the larger the temperature difference is, and the heat dissipation system isThe smaller the number.
The temperature of the friction plate of the clutch with the odd number of shafts is as follows: the friction plate heat source of the odd-numbered shaft clutch is the friction work of the odd-numbered shaft clutch, and the heat dissipation mode has the convection and heat radiation of air; the temperature of the friction plate of the odd-number shaft clutch
TOddPres＝(POddFriction-POdd 2InnAir Conv-POdd Pres 2Pull Radi)/(MOdd*CpOdd) Wherein:
POddFriction＝0.5*TrqOdd*dωOdd，POdd 2InnAir Conv＝0.5*(TOddPres-TInnerAir)*KOdd 2InnAir Conv*AOdd*fOdd 2InnAir Conv，
TOddPresthe temperature of the friction plate of the clutch with odd number of shafts; pOddFrictionIs the friction power; pOdd 2InnAir ConvThe heat convection power of the friction plates of the odd-number shaft clutch to the air in the cavity of the clutch; pOdd Pres 2Pull RadiThe heat radiation power of the odd-number shaft clutch friction plate to the odd-number shaft clutch pressure plate; mOddThe mass of the friction plate of the clutch with odd number of shafts; cpOddThe specific heat capacity coefficient of the clutch with the odd number of shafts; t isInnerAirIs the clutch cavity air temperature; a. theOddThe heat dissipation area of the clutch friction plate with odd number of shafts is provided; f. ofOdd 2InnAir ConvThe heat convection efficiency of the friction plates of the odd-number shaft clutch to the air in the cavity of the clutch; kOdd 2InnAir ConvThe heat convection coefficient of the friction plates of the odd-number shaft clutch to the air of the clutch cavity is set; cnOdd Pres 2Pull RadiThe thermal radiation coefficient of the odd-number shaft clutch friction plate to the odd-number shaft clutch pressure plate is set; the above temperatures are in units of ℃.
The temperature of the friction plates of the clutch with the even number of shafts is as follows: the heat source generated by the friction plates of the even-numbered shaft clutch is the friction work of the even-numbered shaft clutch, and the heat dissipation mode comprises the convection and the heat radiation of air; the temperature of the friction plate of the even-numbered shaft clutch
TEvnPres＝(PEvnFriction-PEvn 2InnAir Conv-PEvn Pres 2Pull Radi)/(MEvn*CpEvn)，PEvnFriction＝0.5*TrqEvn*dωEvn，PEvn 2InnAir Conv＝0.5*(TEvnPres-TInnerAir)*KEvn 2InnAir Conv*AEvn*fEvn 2InnAi rConv，
Wherein: t isEvnPresThe temperature of the friction plate of the clutch with even number of shafts; pEvnFrictionIs the friction power; pEvn 2InnAir ConvThe heat convection power of the friction plates of the even-number shaft clutch to the air in the cavity of the clutch; pEvn Pres 2Pull RadiThe heat radiation power of the friction plates of the even-number shaft clutch to the pressure plates of the even-number shaft clutch is set; mEvnThe quality of the friction plate of the clutch with even number of shafts; cpEvnThe specific heat capacity coefficient of the even number shaft clutch; t isInnerAirIs the clutch cavity air temperature; a. theEvnThe heat dissipation area of the friction plate of the clutch with even number of shafts is provided;
fEvn 2InnAir Convthe heat convection efficiency of the friction plates of the even-number shaft clutch to the air in the cavity of the clutch; kEvn 2InnAir ConvThe heat convection coefficient of the friction plates of the even-number shaft clutch to the air of the clutch cavity is set; cnEvn Pres 2Pull RadiThe thermal radiation coefficient of the friction plate of the even-number shaft clutch to the pressure plate of the even-number shaft clutch is set; the above temperatures are in units of ℃.
The temperature of the clutch intermediate plate is as follows: the heat source of the clutch intermediate disc is the friction work of the odd-numbered shaft clutch and the friction work of the even-numbered shaft clutch, and the heat dissipation mode is the convection of air; the temperature T of the intermediate plate of the clutchCenter＝(POddFriction+PEvenFriction-PCnt2InnAirConv/(MCenter*CpCenter)，
POddFriction＝0.5*TrqOdd*dωOdd，PEvenFriction＝0.5*TrqEven*dωEven，PCnt 2InnAirConv＝(TCenter-TInnerAir)*KCnt 2InnAirConv*ACenter*fCenterWherein: t isCenterIs the mid-pan temperature;
PEvenFrict ionand POddFrictionIs the friction power; pCnt 2InnAirConvThermal convection power for the intermediate disc to the clutch cavity air; mCenterThe intermediate disc mass; cpCenterThe specific heat capacity coefficient of the intermediate disc; t isInnerAirIs the clutch cavity air temperature; a. theCenterThe heat dissipation area of the intermediate plate; f. ofCenterThermal convection efficiency for the intermediate disc to the clutch cavity air; kCnt 2InnAirConvThe thermal convection coefficient of the intermediate disc to the air in the clutch cavity; the above temperatures are in units of ℃.
The odd-number shaft clutch pressure plate temperature refers to: the heat generating source of the odd-number shaft clutch pressure plate is the heat radiation of the odd-number shaft clutch friction plate, and the heat radiation mode is the convection of air; the odd-number shaft clutch pressure plate temperature TOddPull＝(POdd Pres 2Pull Radi-POddPull 2InnAirConv)/(MOddPull*CpOddPull)，POddPull 2InnAirConv＝(TOddPull-TInnerAir)*KOddPull 2InnAirConv*AOddPull*fOddPull 2InnAirConvWherein: t isOddPullThe temperature of a clutch pressure plate of the clutch with odd number of shafts; pOddPres 2PullRadiThe heat radiation power of the odd-number shaft clutch friction discs to the odd-number shaft clutch pressure discs is set; pOddPull 2InnAirConvThe heat convection power of the odd-number shaft clutch pressure plate to the air in the clutch cavity; mOddPullThe clutch pressure plate mass is odd number; cpOddPullThe specific heat capacity coefficient of the clutch with the odd number of shafts is adopted; t isInnerAirIs the clutch cavity air temperature; a. theOddPullThe heat dissipation area of the clutch pressure plate with odd number of shafts is provided; f. ofOddPull 2InnAirConvThe heat convection efficiency of the odd-number shaft clutch pressure plate to the air in the clutch cavity;
KOddPull 2InnAirConvfor odd-number-shaft clutch pressure plates to clutch chamber airThermal convection coefficient; the above temperatures are in units of ℃.
The even number shaft clutch pressure plate temperature refers to: the heat generating source of the even-number shaft clutch pressure plate is the heat radiation of the even-number shaft clutch friction plate, and the heat radiation mode is the convection of air; the even number shaft clutch pressure plate temperature TEvnPull＝(PEvnPres 2Pull Radi-PEvnPull 2InnAirConv)/(MEvnPull*CpEvnPull)，PEvnPull 2InnAirConv＝(TEvnPull-TInnerAir)*KEvnPull 2InnAirConv*AEvnPull*fEvnPull 2InnAirConvWherein: t isEvnPullThe temperature of the clutch pressure plate of the even number shaft; pEvnPres 2PullRadiThe heat radiation power of the friction discs of the even-number shaft clutch to the pressure discs of the even-number shaft clutch is set; pEvnPull 2InnAirConvThe heat convection power of the clutch pressure plate with even number of shafts to the air in the clutch cavity; mEvnPullThe clutch pressure plate quality of the even number shaft clutch; cpEvnPullThe specific heat capacity coefficient of the clutch with even number of shafts; t isInnerAirIs the clutch cavity air temperature; a. theEvnPullThe heat dissipation area of the clutch pressure plate with even number of shafts is provided; f. ofEvnPull 2InnAirConvThe heat convection efficiency of the clutch pressure plate with even number of shafts to the air in the clutch cavity; kEvnPull 2InnAirConvThe heat convection coefficient of the clutch pressure plate with even number of shafts to the air in the cavity of the clutch; the above temperatures are in units of ℃.
The air temperature of the clutch cavity refers to: the heat source of the air in the cavity of the clutch is the heat convection of the friction plates of the clutch with odd number of shafts, the heat convection of the friction plates of the clutch with even number of shafts, the heat convection of the middle plate, the heat convection of the pressure plate of the odd number of shafts, the heat convection of the pressure plate of the even number of shafts and the heat convection of the water temperature of the engine, and the heat dissipation mode is the heat convection to the shell of the clutch and the heat convection to the parts (only the part of the engine close to the clutch) of the engine; the air temperature of the clutch cavity
TInnerAir＝(POdd 2InnAir Conv+PEvn 2InnAir Conv+PCnt 2InnAirConv+POddPull 2InnAirConv+PEvnPull 2InnAirConv+PEngColl 2InnAir Conv-PInnAir 2HouseConv-PInnAir 2EngPartConv)/(MInnerAir*CpInnerAir)，PEngColl 2InnAir Conv＝(TEngCool-TInnerA ir)*KEngColl 2InnAir Conv*AInnerAir*fEngColl 2InnAir Conv，PInnAir 2EngPartConv＝(TInnerAir-TEngPart)*KInnAir 2EngPartConv*AInnerAir*fInnAir 2EngPartConv，PInnAir 2HouseConv＝(TInnerAir-THouse)*KInnAir 2HouseConv*AInnerAir*fInnAir 2HouseConvWherein: t isInnerAirIs the clutch cavity air temperature; t isEngCoolThe water temperature of the engine; t isEngPartIs the engine component temperature; t isHouseIs the clutch housing temperature; pEngColl 2InnAir ConvThe heat convection power of the water temperature of the engine to the air in the clutch cavity is obtained; pInnAir 2EngPartConvHeat convection power of clutch cavity air to engine components; pInnAir 2HouseConvHeat convection power of the clutch cavity air to the clutch housing; mInnerAirIs the air mass; cpInnerAirIs the air specific heat capacity coefficient; a. theInnerAirIs the heat dissipation area; f. ofEngColl 2InnAir ConvThe heat convection efficiency of the water temperature of the engine to the air in the clutch cavity is obtained; f. ofInnAir 2EngPartConvThe efficiency of heat convection of clutch cavity air to engine components; f. ofInnAir 2HouseConvThe efficiency of heat convection of the clutch cavity air to the clutch housing; kEngColl 2InnAir ConvThe heat convection coefficient of the water temperature of the engine to the air in the clutch cavity is set; kInnAir 2EngPartConvIs the thermal convection coefficient of the clutch cavity air to the engine components;
KInnAir 2HouseConvis the thermal convection coefficient of the clutch cavity air to the clutch housing; the above temperatures are in units of ℃.
The temperature of the clutch shell refers to: the heat generating source of the clutch shell is heat convection of air in a clutch cavity to the shell, and the heat dissipation mode is heat convection of engine components (only the part of the engine close to the clutch); the temperature T of the clutch housingHouse＝(PInnAir 2HouseConv-PHouse 2EngPartConv)/(MHouse*CpHouse)，PHouse 2EngPartConv＝(THouse-TEngPart)*KHous e2EngPartConv*AHouse*fHouse 2EngPartConvWherein: t isHouseIs the clutch housing temperature; t isEngPartIs the engine component temperature; pHouse 2EngPartConvHeat convection power for the clutch housing to engine components; pInnAir 2HouseConvThe heat convection power of the clutch shell is the temperature pair of the clutch cavity; mHouseThe shell mass; cpHouseIs the shell specific heat capacity coefficient; kHouse 2EngPartConvThe thermal convection coefficient of the clutch housing to the engine components; f. ofHouse 2EngPartConvThermal convection efficiency of the clutch housing to the engine components; a. theHouseIs the clutch housing temperature; the above temperatures are in units of ℃.
The temperature of the engine components refers to: the heat generating source of the engine part is the temperature of engine water, and the heat radiating source is the temperature of air in an engine compartment; temperature T of the engine componentEngPart＝TAir+(TEngCool-TAir)*KFac1Wherein: t isEngPartIs the engine component temperature; t isAirIs the engine compartment air temperature; t isEngCoolThe water temperature of the engine; kFac1Is the coefficient of the speed and the fan speed, and K is the smaller the speed and the fan speed areFac1The closer to 1, and vice versa, the closer to 0; the above temperatures are in units of ℃.
The external temperature sensors are respectively arranged on the clutch shell to measure the temperature of the shell, arranged inside the clutch cavity to measure the air temperature of the clutch cavity and provided with the non-contact infrared temperature sensor to measure the edge temperature of the friction plate of the clutch.
The off-line simulation means that: the method comprises the steps of taking a shell temperature sensor, a cavity temperature sensor and a non-contact infrared temperature sensor which are installed and adding 30-50 ℃ as a reference, acquiring a large number of data sets through a real vehicle, calculating variance of each data set, removing data values outside two times of variance of the data sets, setting data values within two times of variance as retention values to improve data effectiveness, inputting the retention values into a model to perform code-based closed-loop simulation, performing correction based on factors such as environment temperature, vehicle speed and accelerator change rate on thermal physical parameters of the model by comparing differences of simulation data and real vehicle acquisition data, and finally enabling the difference degree of the simulation data and the real vehicle acquisition data to meet engineering requirements under the same working condition.
In the embodiment, a clutch temperature field heat transfer model is modeled in Simulink, a C code is generated, a HEX and A2L file is integrated and is written into a TCU, and the test effect on a real vehicle is shown in FIGS. 2-4.
As shown in figure 2, under the high-speed working condition of a large accelerator, the thermal physical performance parameters of the clutch are determined through a real vehicle calibration test, the average error between the calculated temperature of the heat transfer model of the clutch temperature field and the measured temperature (an infrared sensor plus 30 ℃) is less than 10%, and the application requirement of the calculated temperature engineering of each part of the dry clutch is met.
As shown in FIG. 3, under the large throttle starting condition, the clutch thermal physical performance parameters are determined through an actual vehicle calibration test, the average error between the calculated temperature and the measured temperature (infrared sensor +50 ℃) of the clutch temperature field heat transfer model is less than 10%, and the application requirement of the calculated temperature engineering of each part of the dry clutch is met.
As shown in FIG. 4, under the working condition of an urban road, the clutch thermal physical performance parameters are determined through a real-vehicle calibration test, the average error between the calculated temperature and the measured temperature (infrared sensor +30 ℃) of the heat transfer model of the clutch temperature field is less than 10%, and the application requirement of the calculated temperature engineering of each part of the dry clutch is met.
The foregoing embodiments may be modified in many different ways by those skilled in the art without departing from the spirit and scope of the invention, which is defined by the appended claims and all changes that come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.
Claims (10)
1. A dry-type double-clutch temperature measuring and calculating method based on temperature field heat transfer is characterized in that a clutch temperature field heat transfer model is provided according to the heat exchange relation of all parts of a clutch, an external temperature sensor is used as a reference for carrying out real vehicle data acquisition, the temperatures of all parts of the clutch are obtained through off-line simulation, and the method is used for measuring and calculating the clutch temperature in the actual driving process;
the thermal interrelationship of the various parts of the clutch includes: the temperature of the clutch intermediate plate and the friction plate comprises: friction work, clutch initial temperature, odd-number shaft clutch friction plate temperature, even-number shaft clutch friction plate temperature, clutch intermediate plate temperature, odd-number shaft clutch pressure plate temperature, even-number shaft clutch pressure plate temperature, clutch cavity air temperature, clutch shell temperature and engine component temperature;
the heat transfer model of the clutch temperature field comprises the following steps: the heat transfer relationship of the intermediate plate, the heat transfer relationship between the pressure plates, the heat transfer relationship between the pressure plate covers, the heat transfer relationship of air in the clutch cavity, the heat transfer relationship of the clutch housing and the heat transfer relationship of the friction plates;
the external temperature sensors are respectively arranged on the clutch shell to measure the temperature of the shell, a gas temperature sensor arranged in the clutch cavity to measure the air in the clutch cavity and a non-contact infrared temperature sensor arranged on the edge of the clutch friction plate.
2. The dry dual clutch temperature measurement method based on temperature field heat transfer as claimed in claim 1, wherein the friction work
Wherein: p is Trq × d ω, P is friction power, Trq is torque actually transmitted by the clutch, d ω is a rotational speed difference between the clutch and the engine, and W is friction power.
3. The dry dual clutch temperature measurement method based on temperature field heat transfer as claimed in claim 1, wherein the clutch initial temperature is: when the driver starts a driving cycle, it is necessary toThe initial temperature of the clutch is required to be calculated as the initial value of the clutch temperature calculation model in the next driving cycle, the accurate initial temperature of the clutch is beneficial to improving the accuracy of the clutch temperature calculation model, otherwise, the inaccurate initial temperature of the clutch greatly influences the accuracy of the clutch temperature calculation model, and the clutch is damaged under extreme conditions, so that the driving risk is brought; the clutch initial temperature TPart＝TAir+(TPartLast-TAir)*KfacWherein: t isPartThe initial temperature of each part of the clutch (including the temperature of the friction plate of the clutch with the odd number shaft, the temperature of the friction plate of the clutch with the even number shaft, the temperature of the middle plate, the temperature of the pressure plate of the clutch with the odd number shaft, the temperature of the pressure plate of the clutch with the even number shaft, the temperature of the shell of the clutch, the temperature of the air in the shell of the clutch and the temperature of the middle plate of the; t isAirThe air temperature under the current driving condition; t isPartLastThe temperatures of the various parts of the clutch stored in the EE after the end of the previous driving cycle; kfacIs a heat dissipation coefficient.
4. The dry type dual clutch temperature measuring and calculating method based on temperature field heat transfer as claimed in claim 1, wherein the odd number shaft clutch friction plate temperature is: the friction plate heat source of the odd-numbered shaft clutch is the friction work of the odd-numbered shaft clutch, and the heat dissipation mode has the convection and heat radiation of air; the temperature T of the friction plate of the odd-number shaft clutchOddPres＝(POddFriction-POdd2InnAirConv-POddPres2PullRadi)/(MOdd*CpOdd) Wherein: pOddFriction＝0.5*TrqOdd*dωOdd，POdd2InnAirConv＝0.5*(TOddPres-TInnerAir)*KOdd2InnAirConv*AOdd*fOdd2InnAirConv，
Wherein: t isOddPresThe temperature of the friction plate of the clutch with odd number of shafts; pOddFrictionIs the friction power; pOdd2InnAirConvIs odd-shaft clutch frictionHeat convection power of the plates to the clutch cavity air; pOddPres2PullRadiThe heat radiation power of the odd-number shaft clutch friction plate to the odd-number shaft clutch pressure plate; mOddThe mass of the friction plate of the clutch with odd number of shafts; cpOddThe specific heat capacity coefficient of the clutch with the odd number of shafts; t isInnerAirIs the clutch cavity air temperature; a. theOddThe heat dissipation area of the clutch friction plate with odd number of shafts is provided; f. ofOdd2InnAirConvThe heat convection efficiency of the friction plates of the odd-number shaft clutch to the air in the cavity of the clutch; kOdd2InnAirConvThe heat convection coefficient of the friction plates of the odd-number shaft clutch to the air of the clutch cavity is set; cnOddPres2PullRadiThe thermal radiation coefficient of the odd-number shaft clutch friction plate to the odd-number shaft clutch pressure plate is set; the above temperatures are in units of ℃.
5. The dry type dual clutch temperature measuring and calculating method based on temperature field heat transfer as claimed in claim 1, wherein the even number shaft clutch friction plate temperature is: the heat source generated by the friction plates of the even-numbered shaft clutch is the friction work of the even-numbered shaft clutch, and the heat dissipation mode comprises the convection and the heat radiation of air; the temperature T of the friction plate of the even-number shaft clutchEvnPres＝(PEvnFriction-PEvn2InnAirConv-PEvnPres2PullRadi)/(MEvn*CpEvn)，PEvnFriction＝0.5*TrqEvn*dωEvn，PEvn2InnAirConv＝0.5*(TEvnPres-TInnerAir)*KEvn2InnAirConv*AEvn*fEvn2InnAirConv，
Wherein: t isEvnPresThe temperature of the friction plate of the clutch with even number of shafts; pEvnFrictionIs the friction power; pEvn2InnAirConvThe heat convection power of the friction plates of the even-number shaft clutch to the air in the cavity of the clutch; pEvnPres2PullRadiThe heat radiation power of the friction plates of the even-number shaft clutch to the pressure plates of the even-number shaft clutch is set; mEvnThe quality of the friction plate of the clutch with even number of shafts; cpEvnThe specific heat capacity coefficient of the even number shaft clutch; t isInnerAirIs the clutch cavity air temperature; a. theEvnThe heat dissipation area of the friction plate of the clutch with even number of shafts is provided; f. ofEvn2InnAirConvThe heat convection efficiency of the friction plates of the even-number shaft clutch to the air in the cavity of the clutch; kEvn2InnAirConvThe heat convection coefficient of the friction plates of the even-number shaft clutch to the air of the clutch cavity is set; cnEvnPres2PullRadiThe thermal radiation coefficient of the friction plate of the even-number shaft clutch to the pressure plate of the even-number shaft clutch is set; the above temperatures are in units of ℃.
6. The dry-type dual clutch temperature measurement and calculation method based on temperature field heat transfer as claimed in claim 1, wherein the clutch intermediate plate temperature is: the heat source of the clutch intermediate disc is the friction work of the odd-numbered shaft clutch and the friction work of the even-numbered shaft clutch, and the heat dissipation mode is the convection of air; the temperature T of the intermediate plate of the clutchCenter＝(POddFriction+PEvenFriction-PCnt2InnAirConv)/(MCenter*CpCenter)，POddFriction＝0.5*TrqOdd*dωOdd，PEvenFriction＝0.5*TrqEven*dωEven，PCnt2InnAirConv＝(TCenter-TInnerAir)*KCnt2InnAirConv*ACenter*fCenterWherein: t isCenterIs the mid-pan temperature; pEvenFrictionAnd POddFrictionIs the friction power; pCnt2InnAirConvThermal convection power for the intermediate disc to the clutch cavity air; mCenterThe intermediate disc mass; cpCenterThe specific heat capacity coefficient of the intermediate disc; t isInnerAirIs the clutch cavity air temperature; a. theCenterThe heat dissipation area of the intermediate plate; f. ofCenterThermal convection efficiency for the intermediate disc to the clutch cavity air; kCnt2InnAirConvThe thermal convection coefficient of the intermediate disc to the air in the clutch cavity; the above temperatures are in units of ℃.
7. The dry dual clutch temperature measurement method based on temperature field heat transfer as claimed in claim 1, wherein the odd number shaftThe clutch pressure plate temperature is: the heat generating source of the odd-number shaft clutch pressure plate is the heat radiation of the odd-number shaft clutch friction plate, and the heat radiation mode is the convection of air; the odd-number shaft clutch pressure plate temperature TOddPull＝(POddPres2PullRadi-POddPull2InnAirConv)/(MOddPull*CpOddPull)，POddPull2InnAirConv＝(TOddPull-TInnerAir)*KOddPull2InnAirConv*AOddPull*fOddPull2InnAirConvWherein: t isOddPullThe temperature of a clutch pressure plate of the clutch with odd number of shafts; pOddPres2PullRadiThe heat radiation power of the odd-number shaft clutch friction discs to the odd-number shaft clutch pressure discs is set; pOddPull2InnAirConvThe heat convection power of the odd-number shaft clutch pressure plate to the air in the clutch cavity; mOddPullThe clutch pressure plate mass is odd number; cpOddPullThe specific heat capacity coefficient of the clutch with the odd number of shafts is adopted; t isInnerAirIs the clutch cavity air temperature; a. theOddPullThe heat dissipation area of the clutch pressure plate with odd number of shafts is provided; f. ofOddPull2InnAirConvThe heat convection efficiency of the odd-number shaft clutch pressure plate to the air in the clutch cavity; kOddPull2InnAirConvThe heat convection coefficient of the clutch pressure plate with odd number of shafts to the air in the clutch cavity is set; the above temperatures are in units of ℃.
8. The dry type dual clutch temperature measuring and calculating method based on temperature field heat transfer as claimed in claim 1, wherein the even number shaft clutch pressure plate temperature is: the heat generating source of the even-number shaft clutch pressure plate is the heat radiation of the even-number shaft clutch friction plate, and the heat radiation mode is the convection of air; the even number shaft clutch pressure plate temperature TEvnPull＝(PEvnPres2PullRadi-PEvnPull2InnAirConv)/(MEvnPull*CpEvnPull)，PEvnPull2InnAirConv＝(TEvnPull-TInnerAir)*KEvnPull2InnAirConv*AEvnPull*fEvnPull2InnAirConvWherein: t isEvnPullThe temperature of the clutch pressure plate of the even number shaft; pEvnPres2PullRadiThe heat radiation power of the friction discs of the even-number shaft clutch to the pressure discs of the even-number shaft clutch is set;PEvnPull2InnAirConvthe heat convection power of the clutch pressure plate with even number of shafts to the air in the clutch cavity; mEvnPullThe clutch pressure plate quality of the even number shaft clutch; cpEvnPullThe specific heat capacity coefficient of the clutch with even number of shafts; t isInnerAirIs the clutch cavity air temperature; a. theEvnPullThe heat dissipation area of the clutch pressure plate with even number of shafts is provided; f. ofEvnPull2InnAirConvThe heat convection efficiency of the clutch pressure plate with even number of shafts to the air in the clutch cavity; kEvnPull2InnAirConvThe heat convection coefficient of the clutch pressure plate with even number of shafts to the air in the cavity of the clutch; the above temperatures are in units of ℃.
9. The dry dual clutch temperature measurement and calculation method based on temperature field heat transfer as claimed in claim 1, wherein the clutch cavity air temperature is: the heat source of the air in the cavity of the clutch is heat convection of odd-number shaft clutch friction plates, heat convection of even-number shaft clutch friction plates, heat convection of a middle plate, heat convection of odd-number shaft pressure plates, heat convection of even-number shaft pressure plates and heat convection of engine water temperature, and the heat dissipation mode is heat convection of a clutch shell and heat convection of engine parts; the air temperature of the clutch cavity
TInnerAir＝(POdd2InnAirConv+PEvn2InnAirConv+PCnt2InnAirConv+POddPull2InnAirConv+PEvnPull2InnAirConv+PEngColl2InnAirConv-PInnAir2HouseConv-PInnAir2EngPartConv)/(MInnerAir*CpInnerAir)，PEngColl2InnAirConv＝(TEngCool-TInnerAir)*KEngColl2InnAirConv*AInnerAir*fEngColl2InnAirConv，PInnAir2EngPartConv＝(TInnerAir-TEngPart)*KInnAir2EngPartConv*AInnerAir*fInnAir2EngPartConv，PInnAir2HouseConv＝(TInnerAir-THouse)*KInnAir2HouseConv*AInnerAir*fInnAir2HouseConvWherein: t isInnerAirIs the clutch cavity air temperature; t isEngCoolTo send outThe temperature of the motive water; t isEngPartIs the engine component temperature; t isHouseIs the clutch housing temperature; pEngColl2InnAirConvThe heat convection power of the water temperature of the engine to the air in the clutch cavity is obtained; pInnAir2EngPartConvHeat convection power of clutch cavity air to engine components; pInnAir2HouseConvHeat convection power of the clutch cavity air to the clutch housing; mInnerAirIs the air mass; cpInnerAirIs the air specific heat capacity coefficient; a. theInnerAirIs the heat dissipation area; f. ofEngColl2InnAirConvThe heat convection efficiency of the water temperature of the engine to the air in the clutch cavity is obtained; f. ofInnAir2EngPartConvThe efficiency of heat convection of clutch cavity air to engine components; f. ofInnAir2HouseConvThe efficiency of heat convection of the clutch cavity air to the clutch housing; kEngColl2InnAirConvThe heat convection coefficient of the water temperature of the engine to the air in the clutch cavity is set; kInnAir2EngPartConvIs the thermal convection coefficient of the clutch cavity air to the engine components; kInnAir2HouseConvIs the thermal convection coefficient of the clutch cavity air to the clutch housing; the above temperatures are in units of ℃.
10. The dry type dual clutch temperature measuring and calculating method based on temperature field heat transfer as claimed in claim 1, wherein the clutch housing temperature is: the heat generating source of the clutch shell is heat convection of air in a clutch cavity to the shell, and the heat dissipation mode is heat convection to engine parts; the temperature of the clutch housing
THouse＝(PInnAir2HouseConv-PHouse2EngPartConv)/(MHouse*CpHouse)，PHouse2EngPartConv＝(THouse-TEngPart)*KHouse2EngPartConv*AHouse*fHouse2EngPartConvWherein: t isHouseIs the clutch housing temperature; t isEngPartIs the engine component temperature; pHouse2EngPartConvHeat convection power for the clutch housing to engine components; pInnAir2HouseConvThe heat convection power of the clutch shell is the temperature pair of the clutch cavity; mHouseThe shell mass; cpHouseIs the shell specific heat capacity coefficient; kHouse2EngPartConvThe thermal convection coefficient of the clutch housing to the engine components; f. ofHouse2EngPartConvThermal convection efficiency of the clutch housing to the engine components; a. theHouseIs the clutch housing temperature; the unit of the above temperature is;
the temperature of the engine components refers to: the heat generating source of the engine part is the temperature of engine water, and the heat radiating source is the temperature of air in an engine compartment; temperature T of the engine componentEngPart＝TAir+(TEngCool-TAir)*KFac1Wherein: t isEngPartIs the engine component temperature; t isAirIs the engine compartment air temperature; t isEngCoolThe water temperature of the engine; kFac1Is the coefficient of the speed and the fan speed, and K is the smaller the speed and the fan speed areFac1The closer to 1, and vice versa, the closer to 0; the above temperatures are in units of ℃.
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