CN113544401A - Method for determining a torque transmission characteristic of a clutch by means of a selected output speed gradient - Google Patents

Method for determining a torque transmission characteristic of a clutch by means of a selected output speed gradient Download PDF

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Publication number
CN113544401A
CN113544401A CN202080019815.8A CN202080019815A CN113544401A CN 113544401 A CN113544401 A CN 113544401A CN 202080019815 A CN202080019815 A CN 202080019815A CN 113544401 A CN113544401 A CN 113544401A
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CN
China
Prior art keywords
speed
rotational speed
clutch
output
output speed
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Pending
Application number
CN202080019815.8A
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Chinese (zh)
Inventor
马里奥·哈特
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Filing date
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Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of CN113544401A publication Critical patent/CN113544401A/en
Pending legal-status Critical Current

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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
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed of the input shaft
    • F16D2500/30417—Speed change rate of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30426—Speed of the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30426—Speed of the output shaft
    • F16D2500/30428—Speed change rate of the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/501—Relating the actuator
    • F16D2500/5012—Accurate determination of the clutch positions, e.g. treating the signal from the position sensor, or by using two position sensors for determination
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • F16D2500/50251—During operation
    • F16D2500/50257—During a creep operation

Abstract

The invention relates to a method (10) for determining a torque transmission characteristic of a clutch which can transmit a transmission torque between a driving element and a driven element in dependence on a closed position, wherein the driving element can be rotated at a driving rotational speed (14, 104) and the driven element can be rotated at a driven rotational speed (16, 106), wherein a change (20) in the driven rotational speed has at least one driven rotational speed gradient (24, 110, 118), and wherein the transmission torque of the clutch is determined by: the clutch is disengaged (12), the drive element is rotated at a constant drive rotational speed (14, 104), the output rotational speed (16, 106) is zero, the clutch is actuated into a first closed position (108), and a change (20) in the output rotational speed is caused by the transmission torque, wherein the transmission torque is determined at least as a function of a first output rotational speed gradient (110) which lies in a first output rotational speed range (114) and is delimited by a first, lower output rotational speed (126) which is greater than or equal to zero and a first, higher output rotational speed (130) which is less than or equal to the drive rotational speed (106).

Description

Method for determining a torque transmission characteristic of a clutch by means of a selected output speed gradient
Technical Field
The invention relates to a method for determining a torque transmission characteristic of a clutch according to the preamble of claim 1.
Background
A method for determining the torque transmission characteristics of a clutch is known, for example, from DE 102018128897.2. A method for determining a torque transmission characteristic of a clutch which can cause a coupling between a driven element and a driven element is described. The drive element is thereby rotated at a first rotational speed, wherein the clutch can assume a closed position and, in dependence on the closed position, a transmission torque can be transmitted between the drive element and the driven element. The driven element can be rotated at a second rotational speed, and the change over time of the second rotational speed is characterized by at least one driven rotational speed gradient, wherein the torque transmission characteristic is determined by: the clutch is actuated to a first closed position, and at least one first output speed gradient is determined and the transmission torque is determined as a function of the at least one first output speed gradient.
Disclosure of Invention
The object of the invention is to improve a method for determining a torque transmission characteristic of a clutch. The accuracy should be improved and the time consumption should be reduced.
At least one of the objects is achieved by a method for determining a torque transmission characteristic of a clutch having the features according to claim 1. Correspondingly, a method for determining a torque transmission characteristic of a clutch which is able to transmit a transmission torque between a driving element and a driven element in dependence on a closed position is proposed, wherein the driving element rotates at a driving rotational speed and the driven element rotates at a driven rotational speed, the change in the driven rotational speed of which has at least one driven rotational speed gradient, and the transmission torque of the clutch is determined in the following manner: the clutch is disengaged, the drive element is rotated at a constant drive speed, the output speed is zero, the clutch is actuated into a first closed position, and the output speed is varied by the transmission torque, wherein the transmission torque is determined at least as a function of a first output speed gradient, which lies in a first output speed range, which is delimited by a first lower output speed greater than or equal to zero and a first higher output speed less than or equal to the drive speed.
Thereby, the torque transmission characteristics of the clutch can be determined accurately and reliably. The time consumption and costs for the determination can be reduced.
The drive element may be an internal combustion engine and/or an electric motor. The driven element may be a transmission input shaft of the transmission or a component connected to the transmission input shaft. The transmission is in a neutral position during the determination of the transmission torque of the clutch.
The clutch may be an at least partially automated clutch in a vehicle, preferably in a motor vehicle. The clutch may be an electro-hydraulically operated clutch.
In a preferred embodiment of the invention, the torque transmission characteristic is at least one half-engagement point of the clutch, which can be calculated from the transmission torque and the first closed position. The first closed position can be determined in advance, i.e. before the determination is performed.
In a particular embodiment of the invention, after a change in the output rotational speed, which corresponds to the drive rotational speed, a first output rotational speed gradient occurs in the output rotational speed change. The driven rotational speed can be equal to the driving rotational speed.
In a further specific embodiment of the invention, the clutch is then disengaged so that the drive element is decoupled from the driven element, wherein a further driven rotational speed change occurs in which a second driven rotational speed gradient occurs, which lies in a second driven rotational speed range, which is delimited by a second lower driven rotational speed greater than or equal to zero and a second higher driven rotational speed less than or equal to the drive rotational speed.
In a preferred embodiment of the invention, the first output speed gradient describes an in particular continuously increasing output speed and/or the second output speed gradient describes an in particular continuously decreasing output speed.
In a further preferred embodiment of the invention, the transmission torque is determined as a function of the first and second output speed gradients.
In an advantageous embodiment of the invention, the first and/or second output speed gradient is variable, however constant at least in the first and/or second output speed range.
In a particular embodiment of the invention, the first lower and second lower driven rotational speeds are less than the first higher and second higher driven rotational speeds. The first lower and/or second lower driven rotational speed may be greater than or equal to 200U/min, in particular greater than or equal to 300U/min, and/or the first higher and/or second higher driven rotational speed may be less than or equal to 800U/min, in particular less than or equal to 650U/min.
In a preferred embodiment of the invention, the first lower and second lower driven rotational speeds are the same or different.
In another embodiment of the invention, the first higher and second higher driven rotational speeds are the same or different.
In a preferred embodiment of the invention, the method is used for training the clutch after the clutch is produced.
Further advantages and advantageous embodiments of the invention result from the description of the figures and the drawings.
Drawings
The invention is described in detail below with reference to the drawings. Showing in detail:
fig. 1 shows a block diagram of a method in a particular embodiment of the invention.
Fig. 2 shows a simulation chart when using the method in another particular embodiment of the invention.
Fig. 3 shows a measurement diagram when using the method in another particular embodiment of the invention.
Detailed Description
Fig. 1 shows a block diagram of a method 10 in a particular embodiment of the invention. The torque transfer characteristics of the clutch may be determined by method 10. The clutch can transmit a transmission torque between a driving element, for example an internal combustion engine or an electric motor, and a driven element, for example a transmission input shaft in a transmission, depending on the closed position. The driving element is rotatable at a driving rotational speed and the driven element is rotatable at a driven rotational speed. The output speed variation of the output speed can have at least one output speed gradient.
The torque transfer characteristic of the clutch can be a half-engagement point of the clutch. The half-engagement point of the clutch can be calculated from the transmitted torque and the first closed position. The closed position can be known via the position of a clutch actuator that operates the clutch. The transmission torque of the clutch to be determined for calculating the half-engagement point is determined as follows: in the disengaged state 12 of the clutch, the driving element rotates at a constant driving speed 14, the driven element does not rotate first and the driven speed 16 is zero. The transmission can be in a neutral position.
The clutch is actuated to a first closed position 18, in which the clutch causes a change 20 in the output speed of the output speed by transmitting a torque. The output speed is determined by measuring 22 and a first output speed gradient 24 occurring in this case is detected, which lies in a first output speed range that is delimited by a first lower output speed greater than zero and a first higher output speed less than the first drive speed.
In connection with the first output speed gradient 24, the transmission torque is then determined by calculation 26. Together with the known closing position of the clutch, the half engagement point of the clutch is determined by means of a further calculation 28.
Furthermore, the clutch can then be placed in the disconnected state 30 so that the driving element is disconnected from the driven element. A second output speed gradient 32 is detected by measuring the output speed, which lies in a second output speed range, which is delimited by a second lower output speed greater than zero and a second higher output speed less than the first drive speed.
In particular, the transmission torque can be reliably determined by taking into account the first and second output speed gradients 24, 32.
Fig. 2 shows a simulation diagram when using the method according to another specific embodiment of the invention. The diagram in fig. 2a) shows a simulated time profile of the closed position 102 of the clutch, and the diagram in fig. 2b) shows a simulated time profile of the rotational speed, in each case when the method is used.
First, the clutch is in an open state, in which the closed position 102 has a value of zero. The greater the value of the closed position 102 of the clutch shown in fig. 2a), the more the clutch is actuated. The driving rotational speed 104 of the driving element is constant and the driven rotational speed 106 of the driven element is zero. The transmission torque of the clutch is determined by: the clutch is actuated at a first time 107 to a first closed position 108, whereby the transmission torque transmitted by the clutch and to be determined has a driven rotational speed variation of the driven rotational speed 106, which has an ideally observed constant first driven rotational speed gradient 110, which is present in a first driven rotational speed range 114, which is delimited by a first lower driven rotational speed of zero and a first higher driven rotational speed corresponding to the drive rotational speed 104. A constant first driven rotational speed gradient 110 in a first driven rotational speed range 114 is determined and a transmission torque can be calculated on the basis thereof. The output speed change takes place during a first period 115 until the output speed 106 corresponds to the drive speed.
In addition, the clutch is disengaged at a second time 116 after the first time 107 so that the driving element is disengaged from the driven element. The output speed 106 therefore drops and experiences an output speed change, which is ideally assumed to be described by a constant second output speed gradient 118. From the second time 116, the output speed 106 drops to zero in a second time period 120.
A second output speed gradient 118 in a second output speed range 122, which is bounded by a second lower output speed of zero and a second higher output speed corresponding to drive speed 104, is determined and taken into account in the calculation of the transmission torque.
Fig. 3 shows a measurement diagram when using the method in another particular embodiment of the invention. The diagram in fig. 3a shows a measured time profile of the closed position 102 of the clutch, and the diagram in fig. 3b) shows a measured speed profile of the drive speed 104 and the output speed 106, respectively, in the case of the method of use.
The actually occurring speed profile of the output speed 106 is, in contrast to the representation idealized in fig. 2, non-linear in the region 124. The first output speed range 114 for determining the first output speed gradient 110 is determined such that the first output speed gradient 110 occurring therein is constant or approximately constant. The second output speed range 122 for determining the second output speed gradient 118 is determined such that the second output speed gradient 118 occurring therein is constant or approximately constant. This makes it possible to exclude the region 124 of the non-linearity and to leave the region 124 of the non-linearity out of consideration when calculating the first and second output speed gradients 110, 118, respectively. This increases the accuracy of the calculation of the first and second driven rotational speed gradients 110, 118 and thus improves the accuracy of the calculation of the transmission torque in a correlated manner.
The first output speed gradient 110 describes an increasing output speed 106 and the second output speed gradient 118 describes a decreasing output speed 106. The first and second driven rotational speed ranges 114, 122 are in particular different here, but may on the other hand also be identical. The first lower driven rotational speed 126 is less than the second lower driven rotational speed 128 and the first higher driven rotational speed 130 is greater than the second higher driven rotational speed 132. For example, the first and second lower driven speeds are greater than or equal to 200U/min, and more particularly greater than or equal to 300U/min. The first higher and second higher driven rotational speeds are preferably less than or equal to 800U/min, in particular less than or equal to 650U/min.
Description of the reference numerals
10 method 12 open state 14 drive speed 16 slave speed 18 on position 20 slave speed variation 22 measurement 24 slave speed gradient 26 calculation 28 calculation 30 open clutch 32 slave speed gradient 102 on position 104 drive speed 106 slave speed 107 first time 108 first slave speed gradient 114 first slave speed range 115 first time 118 second slave speed gradient 120 second time 122 second slave speed range 124 region 126 lower slave speed 128 lower slave speed 130 higher slave speed 132.

Claims (10)

1. Method (10) for determining a torque transmission characteristic of a clutch which can transmit a transmission torque between a driving element and a driven element in dependence on a closed position, wherein the driving element can be rotated at a driving rotational speed (14, 104) and the driven element can be rotated at a driven rotational speed (16, 106), wherein a change (20) in the driven rotational speed has at least one driven rotational speed gradient (24, 110, 118), and wherein the transmission torque of the clutch is determined by:
-opening (12) the clutch, and,
the drive element rotates at a constant drive rotational speed (14, 104),
the driven rotational speed (16, 106) is zero,
actuating the clutch to a first closed position (108) and causing a change in the output speed (20) by means of the transmission torque,
it is characterized in that the preparation method is characterized in that,
the transmission torque is determined at least as a function of a first output speed gradient (110) in a first output speed range (114) which is delimited by a first lower output speed (126) greater than or equal to zero and a first higher output speed (130) less than or equal to the drive speed (104).
2. The method (10) of claim 1,
it is characterized in that the preparation method is characterized in that,
the torque transmission characteristic is at least one half-engagement point of the clutch, which can be calculated from the transmission torque and the first closed position (108).
3. The method (10) according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
after the output rotational speed change (20), the output rotational speed (106) corresponds to the drive rotational speed (104), wherein the first output rotational speed gradient (110) occurs in the output rotational speed change (20).
4. The method (10) of any of the preceding claims,
it is characterized in that the preparation method is characterized in that,
the clutch is then disengaged, so that the drive element is decoupled from the output element, wherein a further output speed change occurs, in which a second output speed gradient (118) occurs, which lies in a second output speed range (122) which is delimited by a second lower output speed (128) which is greater than or equal to zero and a second higher output speed (132) which is less than or equal to the drive speed (104).
5. The method (10) of any of the preceding claims,
it is characterized in that the preparation method is characterized in that,
the first output speed gradient (110) describes an increasing output speed (106) and/or the second output speed gradient (118) describes a decreasing output speed (106).
6. The method (10) according to claim 4 or 5,
it is characterized in that the preparation method is characterized in that,
the transmission torque is determined in relation to the first and second driven speed gradients (110, 118).
7. The method (10) of any of the preceding claims,
it is characterized in that the preparation method is characterized in that,
the first and/or second output speed gradient (110, 118) is variable, but is constant at least in the first and/or second output speed range (114, 122).
8. The method (10) of any of the preceding claims,
it is characterized in that the preparation method is characterized in that,
the first lower and second lower driven rotational speeds (126, 128) are less than the first higher and second higher driven rotational speeds (130, 132).
9. The method (10) according to any one of claims 4 to 8,
it is characterized in that the preparation method is characterized in that,
the first and second lower driven rotational speeds (126, 128) are the same or different.
10. The method (10) according to any one of claims 4 to 9,
it is characterized in that the preparation method is characterized in that,
the first and second higher driven rotational speeds (130, 132) are the same or different.
CN202080019815.8A 2019-03-22 2020-02-17 Method for determining a torque transmission characteristic of a clutch by means of a selected output speed gradient Pending CN113544401A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102019107337.5 2019-03-22
DE102019107337.5A DE102019107337A1 (en) 2019-03-22 2019-03-22 Method for determining a torque transmission property of a clutch by means of a selected output speed gradient
PCT/DE2020/100105 WO2020192817A1 (en) 2019-03-22 2020-02-17 Method for determining a torque transfer property of a clutch by a selected output speed gradient

Publications (1)

Publication Number Publication Date
CN113544401A true CN113544401A (en) 2021-10-22

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CN202080019815.8A Pending CN113544401A (en) 2019-03-22 2020-02-17 Method for determining a torque transmission characteristic of a clutch by means of a selected output speed gradient

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DE (1) DE102019107337A1 (en)
WO (1) WO2020192817A1 (en)

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WO2018130485A1 (en) * 2017-01-16 2018-07-19 GETRAG B.V. & Co. KG Method for determining the engagement point of a friction clutch in a hybrid drivetrain

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10129068A1 (en) * 2001-06-15 2002-12-19 Bosch Gmbh Robert Method to regulate and/or control clutch slip esp. of continuously variable transmissions with measuring of actual drive and driven speeds, and corrected speeds determined to allow for measuring faults
WO2008064633A1 (en) * 2006-11-27 2008-06-05 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method and device for adapting a clutch in a hybrid drive train of a vehicle
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CN103429474A (en) * 2011-02-09 2013-12-04 爱信Ai株式会社 Power transmission control device for cars
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WO2018130485A1 (en) * 2017-01-16 2018-07-19 GETRAG B.V. & Co. KG Method for determining the engagement point of a friction clutch in a hybrid drivetrain

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Application publication date: 20211022