CN112879466B - Semi-linkage automatic control mechanism of manual transmission automobile clutch, stroke calculation method and execution steps - Google Patents

Semi-linkage automatic control mechanism of manual transmission automobile clutch, stroke calculation method and execution steps Download PDF

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CN112879466B
CN112879466B CN202110026338.4A CN202110026338A CN112879466B CN 112879466 B CN112879466 B CN 112879466B CN 202110026338 A CN202110026338 A CN 202110026338A CN 112879466 B CN112879466 B CN 112879466B
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clutch
semi
linkage
automatic control
speed
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CN112879466A (en
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郑锡伟
冯琳
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Dalian Vocational and Technical College
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Dalian Vocational and Technical College
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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
    • 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
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • 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
    • F16D2500/11—Application
    • F16D2500/1107—Vehicles
    • 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
    • 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
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3061—Engine inlet air flow rate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/30806—Engaged transmission ratio
    • 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
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3108—Vehicle speed
    • 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
    • F16D2500/506—Relating the transmission
    • F16D2500/50653—Gearing shifting without the interruption of drive
    • 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

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

Abstract

The invention discloses a semi-linkage automatic control mechanism of a manual transmission automobile clutch, a stroke calculation method and execution steps, and relates to the technical field of automobile control and a calculation method. The automatic control mechanism of the present invention comprises: a clutch control mechanism and a semi-linkage stroke automatic control mechanism; the travel calculation method of the invention comprises the following steps: a rotating speed ratio calculation method of a friction plate and a pressure plate and an automatic control algorithm of a clutch pedal angle; the method comprises the following steps: starting a system switch; treading a clutch pedal; data transmission; data operation and analysis; sending out an instruction; semi-linkage automatic control of the clutch; the clutch is fully engaged; and the control is finished. The system executes the steps according to the clutch pedal signal in real time. The technical scheme of the invention solves the problems of insufficient power, skidding, vehicle slipping, clutch plate abrasion, emission increase and the like caused by poor control of the clutch of the manual transmission automobile in the prior art; and the problems of complex structure, high cost, high failure rate and the like of the conventional manual gear-changing automatic control device are solved.

Description

Semi-linkage automatic control mechanism of manual transmission automobile clutch, stroke calculation method and execution steps
Technical Field
The invention discloses a semi-linkage automatic control mechanism of a clutch of a manual transmission automobile, a stroke calculation method and operation steps, relates to the technical field of automobile control, and particularly relates to a semi-linkage non-automatic control mechanism of a clutch of a manual transmission automobile and an operation method thereof.
Background
The control of the clutch of the manual-gear automobile is difficult for a driver to operate, the timing of separating and combining the clutch is not well controlled by part of the drivers, the vehicle can be shifted and stopped and flameout can be caused by light drivers, and the vehicle can be damaged and traffic accidents can be caused in serious conditions. In addition, the rapid and effective gear shifting can reduce the abrasion of the friction plate of the clutch and the emission of the vehicle.
The working process of the manual transmission vehicle clutch is divided into three processes: 1. the clutch pedal is fully stepped, and the clutch is separated (the pressure plate is separated from the friction plate, and the gear can be shifted); 2. the clutch pedal is lifted to a half position, and the clutch is in a half linkage state (a pressure plate and a friction plate start to be combined, and the power of an engine starts to be transmitted to a transmission); 3. the clutch pedal is fully lifted, and the clutch is in a combined state (the pressure plate is fully combined with the friction plate, and the power of the engine is fully transmitted to the transmission).
The difficulty of clutch control lies in the second process, the half-linkage state of the clutch is not well controlled by a driver, the clutch pedal is lifted too fast, and the speed difference between the pressure plate and the friction plate is too large, so that the vehicle is impacted and flameout is caused; too slow a clutch pedal lift can result in power starvation, slippage, slipping, clutch plate wear, increased emissions, etc. At present, the automatic clutch control device of the manual-gear automobile on the market has the disadvantages of complex structure, great change on a clutch actuating mechanism, high cost, high failure rate, serious consequences once the device fails, complete cancellation of the operation of a driver for treading the clutch, and loss of the control pleasure of the manual-gear automobile.
Aiming at the problems in the prior art, a novel manual transmission automobile clutch semi-linkage automatic control mechanism, a stroke calculation method and execution steps are researched and designed, so that the problems in the prior art are very necessary to overcome.
Disclosure of Invention
The problems of insufficient power, slipping, vehicle slipping, clutch plate abrasion, emission increase and the like caused by poor control of the clutch of the manual transmission automobile according to the prior art are solved; and the technical problems of complex structure, high cost, high failure rate and the like of the conventional manual gear-to-automatic control device are solved, and the manual gear-to-automatic control mechanism, the forming and calculating method and the executing steps of the clutch semi-linkage automatic control mechanism of the manual gear automobile are provided. The invention mainly scientifically calculates the pedal angle change of the clutch in the semi-linkage control process, controls the semi-linkage angle of the clutch pedal through the motor, and automatically controls the semi-linkage process of the clutch, thereby achieving the effect of smoother gear shifting.
The technical means adopted by the invention are as follows:
a manual fender automobile clutch semi-linkage automatic control mechanism includes: a clutch control mechanism and a semi-linkage stroke automatic control mechanism;
further, the semi-linkage stroke automatic control mechanism comprises: the system comprises a crankshaft position sensor, a vehicle speed sensor, a throttle position sensor, a gear signal, a clutch position sensor, a system switch, a system computer and a clutch semi-linkage control motor;
furthermore, the crankshaft position sensor adopts an original vehicle element, is arranged on the crankshaft and is used for detecting the real-time position of the crankshaft and transmitting the real-time position to a system computer through a data line;
furthermore, the vehicle speed sensor adopts an original vehicle element, is arranged on the transmission and is used for detecting the vehicle speed and transmitting the vehicle speed to the system computer through a data line;
furthermore, the throttle position sensor adopts an original vehicle element, is arranged on the throttle and is used for detecting the state of the throttle and transmitting the state to the system computer through a data line;
further, the gear signals transmit the signals of the gear positions required to be shifted up and down to a system computer through a data line;
furthermore, a clutch position sensor is arranged on the clutch pedal rod and used for detecting the position of the clutch pedal rod and transmitting the position to a system computer through a data line;
furthermore, the system switch is arranged on the center console;
furthermore, the system computer is arranged in the instrument desk and is connected with the clutch control mechanism through a lead;
further, the clutch control mechanism includes: the clutch semi-linkage controls the motor, the push rod and the cam;
furthermore, the clutch semi-linkage control motor is a stepping motor, is arranged on a vehicle main body structure at the side part of the clutch pedal rod and is connected with a system computer through a lead;
furthermore, one end of the push rod is connected with an output shaft of the clutch semi-linkage control motor, and the other end of the push rod is provided with a cam; the clutch semi-linkage control motor and the push rod can drive the cam to rotate, move forwards and backwards, and insert or withdraw from the front end of the clutch pedal rod.
The stroke calculation method of the manual transmission automobile clutch semi-linkage automatic control mechanism comprises the following steps: a rotating speed ratio calculation method of a friction plate and a pressure plate and an automatic control algorithm of a clutch pedal angle;
the method for calculating the rotating speed ratio of the friction plate to the pressure plate comprises the following steps:
s21, setting the rotating speed of the pressure plate, namely the rotating speed of the engine to be V E The speed ratio of the gear of the transmission is n 1 During driving, the clutch is in a combined state, and the rotating speed of the friction plate of the clutch is set as V C Speed of the output shaft of the transmission is V T Then, there are:
V E ＝V C ＝n 1 ×V T
s22, if the vehicle is accelerated to upshift at the moment, the clutch pedal is stepped on, the clutch is separated, the power output is disconnected, the gear is upshifted, and the speed ratio of the transmission is changed into n 2 At this time, the rotation speed of the clutch friction plate should be:
V′ C ＝V T ×n 2
s23, in the upshifting process, the speed ratio is reduced along with the increase of the gear, so that
Figure BDA0002890403190000031
At this time, to achieve smooth coupling, the engine speed is reduced to approach V C ' when the clutch is combined, the speed is closer, and the process is smoother;
s24, in the process of speed reduction and downshift, the speed ratio is reduced along with the increase of the gear positions, so that
Figure BDA0002890403190000032
At this time, to achieve smooth combination, the engine speed is raised to be close to V C ' when the clutch is combined, the speed is closer, and the process is smoother;
s25, during semi-linkage automatic control, the instantaneous rotating speed of the engine, the instantaneous rotating speed of a clutch friction plate and gear signals are used as basic references, the position change of a clutch pedal is automatically controlled through the instantaneous rotating speed ratio of the engine and the clutch friction plate and the gear signals and the speed ratios of different gears, and when the rotating speed ratio is 1, the clutch is completely combined, and the semi-linkage automatic control is realized;
the automatic control algorithm of the clutch pedal angle comprises the following specific algorithms:
s31, setting the angle theta between the semi-linkage starting point (B) of the semi-linkage starting clutch and the lowest point (A) of the clutch 1 The angle between the semi-linkage end point (C) of the clutch and the lowest point (A) of the clutch is theta 2 The control process is that the angle of the on-coming clutch pedal is theta 1 To theta 2 ；
S32, controlling input quantity, namely, setting initial value theta 1 Control the output target value theta 2 Let the deviation be e (t), and the control law u (t) be:
Figure BDA0002890403190000041
in the formula, K p Is a proportionality coefficient, T i As integration time constant, T d Is a differential time constant; k i ＝K p /T i Is an integral coefficient; k d ＝K p ×T d The differential coefficient is used.
Laplace transform is performed on the above formula to obtain a transfer function of the PID controller as follows:
Figure BDA0002890403190000042
s33, adjusting the parameter K p 、T i 、T d The control of the half-linkage position angle of the clutch can be realized in the speed change process of the engine and the clutch friction plate;
S34、K p the proportional coefficient is used as a proportional function to make the input and output of the controller in a proportional relation, and in order to minimize the deviation, and to accelerate the response speed and shorten the adjustment time, K needs to be increased p When the vehicle starts, the difference between the rotating speeds of the pressure plate and the friction plate is large, the pressure plate and the friction plate need to be slowly jointed to control the stability of semi-linkage, and the stability is relative to each working condition K in the running process of the vehicle p Is selected to be slightly smaller to control the time of jointing completion;
S35、T i the system is an integral time constant and plays an integral role, and the introduction of the system is favorable for eliminating steady-state errors but reducing the stability of the system; particularly, the integral in a large deviation stage can cause the system to generate excessive overshoot, the adjusting time is prolonged, and in the clutch pedal control, the adjusting output is controlled below a target value, so that the overshoot phenomenon is not allowed, so that T i The selection of (c) should be started from the beginning,should not be too big;
S36、T d the system can respond according to the trend of deviation change by introducing the differential action, the system response can be accelerated by proper differential action, overshoot is effectively reduced, the overshoot is complementary with the integral action, the dynamic characteristic of the system is improved, and the stability of the system is increased.
The execution steps of the semi-linkage automatic control mechanism of the manual transmission automobile clutch are as follows:
s41, starting a system switch:
when the clutch needs to be automatically controlled to be in semi-linkage, a system switch is firstly started, the sensors are detected to work normally, and if the system switch is closed, a clutch pedal is restored to a manual control mode;
s42, pressing a clutch pedal:
the clutch pedal is stepped to the bottom, namely the lowest point position of the clutch;
s43, data transmission:
the crank shaft position sensor, the vehicle speed sensor, the throttle valve position sensor, the gear signal and the clutch position sensor transmit respective signals to a system computer through data lines;
s44, data operation and analysis:
calculating each data obtained in the step S43 to obtain: the rotating speed ratio of the friction plate to the pressure plate and the clutch pedal angle in the semi-linkage process;
s45, sending an instruction:
the system computer sends an opening instruction to the clutch control mechanism; starting a clutch semi-linkage control motor, and sending a propelling distance and a rotating speed to the clutch semi-linkage control motor;
s46, semi-linkage automatic control of the clutch;
and releasing the clutch pedal, quickly moving the clutch pedal from the lowest point of the clutch to the half-linkage starting point of the clutch, enabling the half-linkage starting point of the clutch to be in contact with the cam, moving the cam-wheel-driven clutch pedal from the half-linkage starting point of the clutch to the half-linkage end point of the clutch to finish the half-linkage of the clutch, withdrawing the cam from the half-linkage end point of the clutch, and freely lifting the clutch pedal from the half-linkage end point of the clutch to the highest position of the clutch pedal.
Compared with the prior art, the invention has the following advantages:
1. the manual-gear automobile clutch semi-linkage automatic control mechanism, the forming calculation method and the execution steps increase the operation and control pleasure of a manual-gear automobile, and can reduce traffic jam and traffic accidents to a certain extent;
2. the invention provides a semi-linkage automatic control mechanism of a manual-gear automobile clutch, a forming calculation method and an execution step, which can eliminate the phenomena of gear shifting pause and gear shifting flameout of a vehicle;
3. the manual-gear automobile clutch semi-linkage automatic control mechanism, the forming calculation method and the executing steps provided by the invention have the advantages that the quick and effective gear shifting is realized, the abrasion of a clutch friction plate can be reduced, the emission of vehicles is reduced, and the purposes of energy conservation and emission reduction are realized.
In conclusion, the technical scheme of the invention solves the problems that poor control of the clutch of the manual transmission automobile in the prior art can cause insufficient power, slippage, sliding, abrasion of clutch plates and increase of emission; the existing automatic control device for changing the manual gear into the automatic control device has the problems of complex structure, high cost, high failure rate and the like.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the description of the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a schematic diagram of the system of the present invention;
FIG. 2 is a schematic view of the semi-linked stroke automatic control mechanism (clutch pedal position) of the present invention;
FIG. 3 is a block diagram of an automatic angle control algorithm during clutch pedal semi-linkage according to the present invention;
FIG. 4 shows the invention K P Adjusting an analog simulation curve graph;
FIG. 5 shows the present invention T d Adjusting an analog simulation curve graph;
FIG. 6 is a schematic view of the actuator structure (initial position) of the present invention;
FIG. 7 is a schematic view of the actuator configuration (position when the clutch pedal is depressed) of the present invention;
FIG. 8 is a schematic view of the automatic control mechanism (initial position) for the semi-linkage stroke of the present invention;
FIG. 9 is a schematic view of the automatic control mechanism for half-link stroke (cam apex controlling clutch half-link B point) of the present invention;
fig. 10 is a schematic view of the automatic control mechanism of the semi-linkage stroke (cam apex controlling clutch semi-linkage point C) of the invention.
In the figure: 1. the device comprises a crankshaft position sensor 2, a vehicle speed sensor 3, a throttle position sensor 4, a gear signal 5, a clutch position sensor 6, a system switch 7, a system computer 8, a clutch semi-linkage control motor 9, a push rod 10, a cam 11, a clutch pedal rod A, a clutch lowest point B, a clutch semi-linkage starting point C, a clutch semi-linkage terminal point D and a clutch pedal highest position.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.
The relative arrangement of the components and steps, the numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. Any specific values in all examples shown and discussed herein are to be construed as exemplary only and not as limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be discussed further in subsequent figures.
In the description of the present invention, it is to be understood that the directions or positional relationships indicated by the directional terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal" and "top, bottom", etc., are generally based on the directions or positional relationships shown in the drawings for the convenience of description and simplicity of description, and that these directional terms, unless otherwise specified, do not indicate and imply that the device or element so referred to must have a particular orientation or be constructed and operated in a particular orientation, and therefore should not be considered as limiting the scope of the invention: the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.
For ease of description, spatially relative terms such as "over 8230 \ 8230;,"' over 8230;, \8230; upper surface "," above ", etc. may be used herein to describe the spatial relationship of one device or feature to another device or feature as shown in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary terms "at 8230; \8230; 'above" may include both orientations "at 8230; \8230;' above 8230; 'at 8230;' below 8230;" above ". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and unless otherwise stated, the terms have no special meaning, and therefore, the scope of the present invention should not be construed as being limited.
The invention provides a stroke calculation method of a semi-linkage automatic control mechanism of a manual transmission automobile clutch, which comprises the following steps: a rotating speed ratio calculation method of a friction plate and a pressure plate and an automatic control algorithm of a clutch pedal angle;
the method for calculating the rotating speed ratio of the friction plate to the pressure plate comprises the following steps:
s21, setting the rotating speed of a pressure plate, namely the rotating speed of an engine to be V E The speed ratio of the gear of the transmission is n 1 During driving, the clutch is in a combined state, and the rotating speed of the friction plate of the clutch is set as V C Speed of the output shaft of the transmission is V T Then, there are:
V E ＝V C ＝n 1 ×V T
s22, if the vehicle is accelerated to upshift at the moment, the clutch pedal is stepped on, the clutch is separated, the power output is disconnected, the gear is upshifted, and the speed ratio of the transmission is changed into n 2 At this time, the clutch is in frictionThe rotation speed of the wiping sheet should be:
V′ C ＝V T ×n 2
s23, in the upshifting process, the speed ratio is reduced along with the increase of the gear, so that
Figure BDA0002890403190000081
At this time, to achieve smooth coupling, the engine speed is reduced to approach V C ' when the clutch is combined, the speed is closer, and the process is smoother;
s24, in the process of speed reduction and downshift, as the gear is increased, the speed ratio is reduced, so that
Figure BDA0002890403190000091
At this time, to achieve smooth combination, the engine speed is raised to be close to V C ' when the clutch is combined, the speed is closer, and the process is smoother;
s25, during semi-linkage automatic control, the instantaneous rotating speed of the engine, the instantaneous rotating speed of a clutch friction plate and gear signals are used as basic references, the position change of a clutch pedal is automatically controlled through the instantaneous rotating speed ratio of the engine and the clutch friction plate and the gear signals and the speed ratios of different gears, and when the rotating speed ratio is 1, the clutch is completely combined, and the semi-linkage automatic control is realized;
the automatic control algorithm of the clutch pedal angle comprises the following specific algorithms:
s31, setting an angle theta between a semi-linkage starting point B of the semi-linkage starting clutch and a lowest point A of the semi-linkage starting clutch 1 The angle between the semi-linkage terminal C of the clutch and the lowest point A of the clutch is theta 2 Control is made by theta 1 To theta 2 ；
S32, controlling input quantity, namely, setting initial value theta 1 Control the output target value theta 2 Assuming that the deviation is e (t), the control law u (t) is:
Figure BDA0002890403190000092
in the formula, K p Is a proportionality coefficient, T i As integration time constant, T d Is a differential time constant; k i ＝K p /T i Is an integral coefficient; k is d ＝K p ×T d The coefficient is a differential coefficient.
Laplace transform is performed on the above equation to obtain a transfer function of the PID controller as follows:
Figure BDA0002890403190000093
s33, adjusting the parameter K p 、T i 、T d The control of the half-linkage position angle of the clutch can be realized in the speed change process of the engine and the clutch friction plate;
S34、K p the proportional coefficient is used for proportional action, so that the input and the output of the controller are in proportional relation, and in order to reduce the deviation as much as possible, and simultaneously, in order to accelerate the response speed and shorten the adjusting time, K is required to be increased p When the vehicle starts, the difference between the rotating speeds of the pressure plate and the friction plate is large, the pressure plate and the friction plate need to be slowly jointed to control the stability of semi-linkage, and the stability is relative to each working condition K in the running process of the vehicle p Is selected to be slightly smaller to control the time of jointing completion;
S35、T i the system has an integral function for an integral time constant, and the introduction of the system is favorable for eliminating steady-state errors but reduces the stability of the system; especially, the integral at a large deviation stage can cause the system to generate excessive overshoot, the adjusting time is prolonged, in the clutch pedal control, the adjusting output is controlled below a target value, and the overshoot phenomenon is not allowed, so T i The selection of (A) should be started from the beginning, and should not be too large;
S36、T d the system can respond according to the trend of deviation change by introducing the differential action, the system response can be accelerated by proper differential action, overshoot is effectively reduced, the overshoot is complementary with the integral action, the dynamic characteristic of the system is improved, and the stability of the system is increased.
The whole process utilizes a trial-and-error method, so that the system can be faster and the fluctuation is smaller and tends to be stable under the combination of which parameters, and the final control purpose is achieved.
As shown in fig. 4, at T i 、T d Under the condition of constant fixation, increasing K p The system can reach the control point more quickly and tends to be stable.
As shown in fig. 5, at K p 、T i Under the condition of constant, increasing T d The change in the system is always below the target value. And repeatedly trial and error are carried out on the parameters of the regulator one by one until satisfactory control quality is obtained.
As shown in fig. 1-2, the manual transmission automobile clutch semi-linkage automatic control mechanism comprises: a clutch control mechanism and a semi-linkage stroke automatic control mechanism;
as shown in fig. 1, the semi-linkage stroke automatic control mechanism includes: the system comprises a crankshaft position sensor 1, a vehicle speed sensor 2, a throttle position sensor 3, a gear signal 4, a clutch position sensor 5, a system switch 6, a system computer 7 and a clutch semi-linkage control motor 8;
the crankshaft position sensor 1 adopts an original vehicle element, is arranged on a crankshaft and is used for detecting the real-time position of the crankshaft and transmitting the real-time position to the system computer 7 through a data line;
the speed sensor 2 adopts an original vehicle element, is arranged on the speed changer, is used for detecting the speed of the vehicle and transmits the speed to the system computer 7 through a data line;
the throttle position sensor 3 adopts an original vehicle element, is arranged on a throttle and is used for detecting the state of the throttle and transmitting the state to the system computer 7 through a data line;
the gear signal 4 transmits the signals of the required up-shifting position and the required down-shifting position to a system computer 7 through a data line;
the clutch position sensor 5 is arranged on the clutch pedal rod 11 and used for detecting the position of the clutch pedal rod 11 and transmitting the position to the system computer 7 through a data line;
the system switch 6 is arranged on the center console; the system computer 7 is arranged in the instrument desk and is connected with the clutch control mechanism through a lead;
as shown in fig. 2, the clutch control mechanism includes: a clutch semi-linkage control motor 8, a push rod 9 and a cam 10; the clutch semi-linkage control motor 8 is a stepping motor, is arranged on a vehicle main body structure at the side part of the clutch pedal rod 11 and is connected with the system computer 7 through a lead; one end of a push rod 9 is connected with an output shaft of a clutch semi-linkage control motor 8, and the other end of the push rod is provided with a cam 10; the clutch semi-linkage control motor 8 and the push rod 9 can drive the cam 10 to rotate, move forwards and backwards, and insert or withdraw from the front end of the clutch pedal rod 11.
As shown in fig. 2, in the process of clutch engagement, point a is the lowest point of the clutch pedal, and is in a disengaged state; point B is the starting point of the semi-linkage state and the position just combined; point C is a state where the clutch is fully engaged; point D is the highest position of the clutch pedal. In the clutch control process, the clutch pedals in the processes of A → B and C → D can be quickly lifted, the process of B → C is the key of clutch semi-linkage control, and the key in the semi-linkage automatic control is to control the position of the clutch pedal to start from the position of a semi-linkage point B and end at the position of a combination point C. The system collects sensor signals, calculates a semi-linkage position, namely a specific position B → C, and drives the push rod 6 to control the position of the clutch pedal in real time through the control motor 5.
The clutch semi-linkage control motor is controlled by a system computer, the clutch semi-linkage control motor drives the push rod to screw out after being electrified, the cam rotates when the push rod screws out, and the rotating cam is used for controlling the clutch semi-linkage angle.
As shown in fig. 6, when the clutch is not stepped on, the push rod is not rotated out, and the peak of the cam is upward;
as shown in fig. 7, when the clutch pedal (between a-B) is depressed; the push rod is unscrewed, and the cam vertex faces downwards.
The operating principle of the actuating mechanism is as follows:
as shown in fig. 8, in the initial state, the push rod is not rotated out, the cam apex is directed upward, and the cam is not in contact with the clutch pedal.
As shown in fig. 9, the clutch pedal is stepped on, the system computer controls the clutch semi-linkage control motor to be powered on, the push rod is screwed out, the vertex of the cam faces downwards, the clutch pedal is directly lifted after the driver shifts gears, and the vertex of the cam is contacted with the clutch pedal, so that the clutch pedal is limited at the position of a B point. And then the system computer calculates the clutch semi-linkage angle according to an algorithm, controls a clutch semi-linkage control motor, drives a push rod and a cam to rotate, and controls the clutch semi-linkage position and the position between B and C through the rotation of the cam.
As shown in fig. 10, when the clutch is completely engaged, i.e. the cam base circle position is in contact with the clutch pedal, and the clutch pedal is in the position of C, the system computer controls the clutch semi-linkage control motor to be energized reversely, so that the push rod and the cam are rotated to the initial position, and the semi-linkage control is completed.
In addition, the system is provided with a learning function, and a system computer can correct the push rod and the cam angle by considering the conditions of clutch plate abrasion, system cam abrasion and the like.
The execution steps of the semi-linkage automatic control mechanism of the manual transmission automobile clutch are as follows:
s41, starting a system switch:
when the clutch needs to be automatically controlled to be in semi-linkage, a system switch is firstly started, the normal work of each sensor is detected, and if the system switch is closed, the clutch pedal is restored to a manual control mode;
s42, pressing a clutch pedal:
the clutch pedal is stepped to the bottom, namely the position A of the lowest point of the clutch;
s43, data transmission:
the crank position sensor 1, the vehicle speed sensor 2, the throttle position sensor 3, the gear signal 4 and the clutch position sensor 5 transmit respective signals to a system computer 7 through data lines;
s44, data operation and analysis:
calculating each data obtained in the step S43 to obtain: the rotating speed ratio of the friction plate to the pressure plate and the clutch pedal angle in the semi-linkage process;
s45, sending an instruction:
the system computer sends an opening instruction to the clutch control mechanism; starting the clutch semi-linkage control motor 8 and sending a propelling distance and a rotating speed to the clutch semi-linkage control motor 8;
s46, semi-linkage automatic control of the clutch;
and (3) releasing the clutch pedal, quickly moving the clutch pedal from the lowest point A of the clutch to a half-linkage starting point B of the clutch, enabling the half-linkage starting point B of the clutch to be in contact with the cam 10, enabling the cam 10 to rotate the clutch pedal to move from the half-linkage starting point B of the clutch to a half-linkage terminal point C of the clutch to finish half linkage of the clutch, withdrawing the cam 10 from the half-linkage terminal point C of the clutch, and freely lifting the clutch pedal from the half-linkage terminal point C of the clutch to the highest position D of the clutch pedal.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims (3)

1. The utility model provides a manual fender automobile clutch semi-linkage automatic control mechanism which characterized in that, manual fender automobile clutch semi-linkage automatic control mechanism include: a clutch control mechanism and a semi-linkage stroke automatic control mechanism;
the semi-linkage stroke automatic control mechanism comprises: the system comprises a crankshaft position sensor (1), a vehicle speed sensor (2), a throttle position sensor (3), a gear signal (4), a clutch position sensor (5), a system switch (6), a system computer (7) and a clutch semi-linkage control motor (8);
the crankshaft position sensor (1) adopts an original vehicle element, is arranged on the crankshaft and is used for detecting the real-time position of the crankshaft and transmitting the real-time position of the crankshaft to the system computer (7) through a data line;
the speed sensor (2) adopts an original vehicle element, is arranged on the transmission, is used for detecting the speed of the vehicle and transmits the speed to the system computer (7) through a data line;
the throttle position sensor (3) adopts an original vehicle element, is arranged on the throttle and is used for detecting the state of the throttle and transmitting the state to the system computer (7) through a data line;
the gear signal (4) transmits the signals of the up-shifting position and the down-shifting position required to the system computer (7) through a data line;
the clutch position sensor (5) is arranged on the clutch pedal rod (11) and used for detecting the position of the clutch pedal rod (11) and transmitting the position to the system computer (7) through a data line;
the system switch (6) is arranged on the center console;
the system computer (7) is arranged in the instrument desk and is connected with the clutch control mechanism through a lead;
the clutch control mechanism includes: a clutch semi-linkage control motor (8), a push rod (9) and a cam (10);
the clutch semi-linkage control motor (8) is a stepping motor, is arranged on a vehicle main body structure at the side part of a clutch pedal rod (11), and is connected with a system computer (7) through a lead;
one end of the push rod (9) is connected with an output shaft of the clutch semi-linkage control motor (8), and the other end of the push rod is provided with a cam (10); the clutch semi-linkage control motor (8) and the push rod (9) can drive the cam (10) to rotate, advance and retreat, and insert or withdraw from the front end of the clutch pedal rod (11).
2. The stroke calculation method of the manual transmission automobile clutch semi-linkage automatic control mechanism is characterized by comprising the following steps of: a rotating speed ratio calculation method of a friction plate and a pressure plate and an automatic control algorithm of a clutch pedal angle;
the method for calculating the rotating speed ratio of the friction plate to the pressure plate comprises the following steps:
s21, setting the rotating speed of a pressure plate, namely the rotating speed of an engine to be V E The speed ratio of the gear of the transmission is n 1 During driving, the clutch is in a combined state, and the rotating speed of the friction plate of the clutch is set as V C Speed of the output shaft of the transmission is V T Then, there are:
V E ＝V C ＝n 1 ×V T
s22, if the vehicle is accelerated to upshift at the moment, the clutch pedal is stepped on, the clutch is separated, the power output is disconnected, the gear is upshifted, and the speed ratio of the transmission is changed into n 2 At this time, the rotation speed of the clutch friction plate should be:
V' C ＝V T ×n 2
s23, in the upshifting process, the speed ratio is reduced along with the increase of the gear, so that
Figure FDA0003785122310000021
At this time, to achieve smooth coupling, the engine speed is reduced to approach V C ' when the clutch is combined, the speed is closer, and the process is smoother;
s24, in the process of speed reduction and downshift, as the gear is increased, the speed ratio is reduced, so that
Figure FDA0003785122310000022
At the moment, to realize smooth combination, the rotating speed of the engine is increased to be close to V C ' when the clutch is combined, the speed is closer, and the process is smoother;
s25, during semi-linkage automatic control, the instantaneous rotating speed of the engine, the instantaneous rotating speed of a clutch friction plate and gear signals are used as basic references, the position change of a clutch pedal is automatically controlled through the instantaneous rotating speed ratio of the engine and the clutch friction plate and the gear signals and the speed ratios of different gears, and when the rotating speed ratio is 1, the clutch is completely combined, and the semi-linkage automatic control is realized;
the automatic control algorithm of the clutch pedal angle comprises the following specific algorithms:
s31, setting an angle theta between a semi-linkage starting point (B) of the semi-linkage starting clutch and a clutch lowest point (A) of the semi-linkage starting clutch 1 The angle between the clutch semi-linkage terminal (C) and the clutch lowest point (A) is theta 2 Control is made by theta 1 Change to theta 2 ；
S32, controlling the outputInput quantity, i.e. given initial value theta 1 Control output target value theta 2 Let the deviation be e (t), and the control law u (t) be:
Figure FDA0003785122310000031
in the formula, K p Is a proportionality coefficient, T i As integration time constant, T d Is a differential time constant; k i ＝K p /T i Is an integral coefficient; k d ＝K p ×T d Is a differential coefficient;
laplace transform is performed on the above formula to obtain a transfer function of the PID controller as follows:
Figure FDA0003785122310000032
s33, adjusting the parameter K p 、T i 、T d The control of the semi-linkage position angle of the clutch can be realized in the speed change process of the engine and the clutch friction plate;
S34、K p the proportional coefficient is used for proportional action, so that the input and the output of the controller are in proportional relation, and in order to reduce the deviation as much as possible, and simultaneously, in order to accelerate the response speed and shorten the adjusting time, K is required to be increased p When the vehicle starts, the difference between the rotating speeds of the pressure plate and the friction plate is large, the pressure plate and the friction plate need to be slowly jointed to control the stability of semi-linkage, and the semi-linkage stability is controlled relative to each working condition K in the running process of the vehicle p Is selected to be slightly smaller to control the time of jointing completion;
S35、T i the system has an integral function for an integral time constant, and the introduction of the system is favorable for eliminating steady-state errors but reduces the stability of the system; especially, the integral at a large deviation stage can cause the system to generate excessive overshoot, the adjusting time is prolonged, in the clutch pedal control, the adjusting output is controlled below a target value, and the overshoot phenomenon is not allowed, so T i Should be selected from small to smallIt is too large;
S36、T d the introduction of the differential time constant can make the system react according to the trend of deviation change, and the proper differential action can accelerate the system response, effectively reduce overshoot, complement with integral action, improve the dynamic characteristic of the system and increase the stability of the system.
3. The execution steps of the manual-gear automobile clutch semi-linkage automatic control mechanism are characterized in that:
s41, starting a system switch:
when the clutch needs to be automatically controlled to be in semi-linkage, a system switch is firstly started, the normal work of each sensor is detected, and if the system switch is closed, the clutch pedal is restored to a manual control mode;
s42, pressing a clutch pedal:
the clutch pedal is stepped to the bottom, namely the position of the lowest point (A) of the clutch;
s43, data transmission:
the crank shaft position sensor (1), the vehicle speed sensor (2), the throttle valve position sensor (3), the gear signal (4) and the clutch position sensor (5) transmit respective signals to the system computer (7) through data lines;
s44, data operation and analysis:
calculating each data obtained in the step S43 to obtain: the rotating speed ratio of the friction plate to the pressure plate and the clutch pedal angle in the semi-linkage process;
s45, sending an instruction:
the system computer sends an opening instruction to the clutch control mechanism; starting a clutch semi-linkage control motor (8) and sending a propelling distance and a rotating speed to the clutch semi-linkage control motor (8);
s46, semi-linkage automatic control of the clutch;
and (3) releasing the clutch pedal, quickly moving the clutch pedal to a clutch semi-linkage starting point (B) from a clutch lowest point (A), enabling the clutch semi-linkage starting point (B) to be in contact with the cam (10), moving the clutch pedal to a clutch semi-linkage terminal point (C) from the clutch semi-linkage starting point (B) by the rotation of the cam (10) to finish the clutch semi-linkage, withdrawing the cam (10) from the clutch semi-linkage terminal point (C), and freely lifting the clutch pedal to a clutch pedal highest position (D) from the clutch semi-linkage terminal point (C).
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