CN114198430B - Clutch engagement method, device, equipment and medium - Google Patents
Clutch engagement method, device, equipment and medium Download PDFInfo
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- CN114198430B CN114198430B CN202111565070.8A CN202111565070A CN114198430B CN 114198430 B CN114198430 B CN 114198430B CN 202111565070 A CN202111565070 A CN 202111565070A CN 114198430 B CN114198430 B CN 114198430B
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- 238000000034 method Methods 0.000 title claims abstract description 59
- 238000004590 computer program Methods 0.000 claims description 12
- 230000033001 locomotion Effects 0.000 description 7
- 230000005540 biological transmission Effects 0.000 description 4
- 239000007858 starting material Substances 0.000 description 4
- 230000002035 prolonged effect Effects 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000009191 jumping Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/064—Control of electrically or electromagnetically actuated clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/102—Actuator
- F16D2500/1021—Electrical type
- F16D2500/1023—Electric motor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10443—Clutch type
- F16D2500/1045—Friction clutch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/11—Application
- F16D2500/1107—Vehicles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/302—Signal inputs from the actuator
- F16D2500/3027—Torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30406—Clutch slip
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3041—Signal inputs from the clutch from the input shaft
- F16D2500/30412—Torque of the input shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/702—Look-up tables
- F16D2500/70252—Clutch torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70422—Clutch parameters
- F16D2500/70426—Clutch slip
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The application discloses a clutch engagement method, a device, equipment and a medium, and relates to the technical field of clutches, wherein the method comprises the following steps: acquiring a first rotating speed of a driving disc of the clutch and a second rotating speed of a driven disc of the clutch when the clutch is in an engagement process; comparing the first rotating speed with the second rotating speed to obtain a first comparison result; and engaging to the full engagement point at a preset speed when the first comparison indicates that the difference between the first rotational speed and the second rotational speed is less than a preset threshold. It can be seen that in this method, the slip finish point is determined based on the rotational speeds of the driving and driven discs, and when it is determined that the slip finish point is reached, the engagement is made to the full engagement point at a preset speed, thereby improving the engagement efficiency of the clutch.
Description
Technical Field
The present invention relates to the field of clutch technologies, and in particular, to a method, an apparatus, a device, and a computer readable storage medium for clutch engagement.
Background
Clutches are one of the key components in the transmission to disengage and engage the power connection between the engine and the gearbox.
The clutch experiences four points in succession during engagement, in turn a fully disengaged point, a slip start point, a slip end point, and a fully engaged point. In the clutch slip-grinding engagement process, if the engagement speed is too high, the phenomenon of overlarge impact in the starting process can be caused, and the driving experience is poor; if the engagement speed is too slow, the friction work of the clutch increases, thereby reducing the life of the clutch. Typically, the clutch is engaged to the full engagement point after engagement to the end point of the slide mill, i.e., at the maximum engagement speed, thereby completing the engagement process of the clutch.
The clutch engagement slip end point is currently determined by calibration, and in a practical scenario, the clutch may be engaged to the slip end point in advance, i.e., the clutch may be engaged to the full engagement point at a maximum engagement speed, and still be engaged at a smaller engagement speed, which may reduce the engagement efficiency of the clutch.
Disclosure of Invention
The object of the present application is to provide a clutch engagement method, device, apparatus, and computer-readable storage medium, capable of improving clutch engagement efficiency.
In a first aspect, the present application provides a clutch engagement method comprising:
acquiring a first rotating speed of a driving disc of the clutch and a second rotating speed of a driven disc of the clutch when the clutch is in an engagement process;
comparing the first rotating speed with the second rotating speed to obtain a first comparison result;
and engaging to the full engagement point at a preset speed when the first comparison indicates that the difference between the first rotational speed and the second rotational speed is less than a preset threshold.
As a possible implementation manner, the method further includes:
acquiring an engagement speed of the clutch;
comparing the joint speed with a preset speed to obtain a second comparison result;
said engaging to a full engagement point at said preset speed comprises:
and when the second comparison result indicates that the engagement speed is smaller than a preset speed, engaging to a full engagement point at the preset speed.
As a possible implementation manner, the method further includes:
acquiring an engagement position of the clutch;
acquiring a target torque corresponding to the engagement position of the clutch according to the corresponding relation between the position and the torque;
comparing the required torque with the target torque to obtain a third comparison result;
and controlling the output torque of the engine according to the third comparison result.
As a possible implementation manner, the controlling the output torque of the engine according to the third comparison result includes:
when the third comparison result indicates that the required torque is smaller than or equal to the target torque, controlling the output torque of the engine to be the required torque;
and when the third comparison result indicates that the required torque is larger than the target torque, controlling the output torque of the engine to be the target torque.
As a possible implementation manner, the acquiring the first rotation speed of the driving disc of the clutch and the second rotation speed of the driven disc of the clutch includes:
acquiring a first rotating speed of a driving disc of the clutch through a flywheel rotating speed sensor of an engine, and acquiring a second rotating speed of a driven disc of the clutch through an input shaft rotating speed sensor of a gearbox; or,
acquiring a first rotating speed of a driving disc of the clutch through a flywheel rotating speed sensor of an engine, and acquiring a second rotating speed of a driven disc of the clutch through a rotating speed sensor of a driving motor; or,
the method comprises the steps of obtaining a first rotating speed of a driving disc of a clutch through a motor rotating speed sensor of an ISG (integrated starter generator) of an automobile, and obtaining a second rotating speed of a driven disc of the clutch through a driving motor rotating speed sensor.
In a second aspect, the present application provides a clutch engagement device comprising:
an acquisition module for acquiring a first rotational speed of a driving disc of a clutch and a second rotational speed of a driven disc of the clutch when the clutch is in an engagement process;
the comparison module is used for comparing the first rotating speed with the second rotating speed to obtain a first comparison result;
a control module for engaging to the full engagement point at a preset speed when the first comparison characterizes a rotational speed difference of the first rotational speed and the second rotational speed is less than a preset threshold.
As a possible implementation manner, the acquiring module is further configured to acquire an engagement speed of the clutch;
the comparison module is also used for comparing the joint speed with a preset speed to obtain a second comparison result;
the control module is specifically configured to engage to a full engagement point at a preset speed when the second comparison result characterizes the engagement speed as being less than the preset speed.
As a possible implementation manner, the acquiring module is further configured to acquire an engagement position of the clutch; acquiring a target torque corresponding to the engagement position of the clutch according to the corresponding relation between the position and the torque;
the comparison module is also used for comparing the required torque with the target torque to obtain a third comparison result;
and the control module is also used for controlling the output torque of the engine according to the third comparison result.
As a possible implementation manner, the control module is specifically configured to:
when the third comparison result indicates that the required torque is smaller than or equal to the target torque, controlling the output torque of the engine to be the required torque;
and when the third comparison result indicates that the required torque is larger than the target torque, controlling the output torque of the engine to be the target torque.
As a possible implementation manner, the acquiring module is specifically configured to:
acquiring a first rotating speed of a driving disc of the clutch through a flywheel rotating speed sensor of an engine, and acquiring a second rotating speed of a driven disc of the clutch through an input shaft rotating speed sensor of a gearbox; or,
acquiring a first rotating speed of a driving disc of the clutch through a flywheel rotating speed sensor of an engine, and acquiring a second rotating speed of a driven disc of the clutch through a rotating speed sensor of a driving motor; or,
the method comprises the steps of obtaining a first rotating speed of a driving disc of a clutch through a motor rotating speed sensor of an ISG (integrated starter generator) of an automobile, and obtaining a second rotating speed of a driven disc of the clutch through a driving motor rotating speed sensor.
In a third aspect, the present application provides a clutch engagement apparatus comprising a processor and a memory:
the memory is used for storing a computer program and transmitting the computer program to the processor;
the processor is configured to perform the method of any of the above in accordance with instructions in the computer program.
In a fourth aspect, the present application provides a computer readable storage medium for storing a computer program for performing the method of any one of the above.
Compared with the prior art, the above technical scheme has the advantages that:
the application provides a clutch engagement method, in the method, when a clutch is in an engagement process, a first rotating speed of a driving disc of the clutch and a second rotating speed of a driven disc of the clutch are obtained, and then the first rotating speed and the second rotating speed are compared to obtain a first comparison result; when the first comparison result indicates that the difference between the first rotational speed and the second rotational speed is smaller than the preset threshold, it indicates that the driving disc and the driven disc are in a relatively stationary state, that is, the clutch is actually engaged to the finish point of the sliding mill, and the clutch can be engaged to the full engagement point directly at the maximum engagement speed, rather than still engaged at the original smaller engagement speed (the engagement speed between the initial point of the sliding mill and the finish point of the sliding mill), and then engaged to the full engagement point at the maximum engagement speed, so that the engagement efficiency of the clutch can be improved.
Further, the engagement position of the clutch is obtained, then, the target torque corresponding to the engagement position is obtained according to the corresponding relation between the position and the torque, the target torque can be the maximum transmissible torque value corresponding to the current engagement position, when the required torque is smaller than or equal to the target torque, the engine is controlled to output the required torque, and when the required torque is larger than the target torque, the engine is controlled to output the target torque, so that the phenomenon that the master disc and the slave disc are slipped again is avoided, and the service life of the clutch is prolonged.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments described in the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a clutch engagement method provided in an embodiment of the present application;
FIG. 2 is a flow chart of a control method for improving power responsiveness according to an embodiment of the present application;
fig. 3 is a schematic view of a clutch engagement device according to an embodiment of the present application.
Detailed Description
In order to make the present application solution better understood by those skilled in the art, the following description will clearly and completely describe the technical solution in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
Technical terms related to the present application are described first.
The engaged position of the clutch is a position at which the clutch is in the process from the engaged state to the disengaged state, and the value corresponding to the engaged position is from the engaged state to the disengaged state, i.e., from the small to the large, i.e., the value corresponding to the engaged position is the smallest in the engaged state and the value corresponding to the engaged position is the largest in the engaged state. Typically, the engaged position of the clutch is acquired by a clutch position sensor.
The clutch has four points in the engagement process, namely a complete disengagement point, a skidding starting point, a skidding ending point and a complete engagement point in sequence.
The complete separation point is that the torque transmitted between the driving disc and the driven disc is zero, the initial position is established for the torque transmitted between the driving disc and the driven disc by the starting point of the sliding mill, specifically, the torque transmitted between the driving disc and the driven disc is larger than 0 and smaller than a preset value, and the preset value can be determined based on actual conditions (parameter information of a vehicle and the like). The end point of the slide mill is that there is no relative movement between the driving disk and the driven disk. The relative movement or not depends on the torque transferred between the driving and driven discs, the greater the transferred torque the closer the slip finish point is to the full engagement point. The full engagement point is where the driving disk and the driven disk are fully engaged.
Typically, when the clutch is engaged to the end of the slide mill at a lower engagement speed, the maximum engagement speed is engaged to the full engagement point. Since the current slip finish points are all determined by calibration, there is no relative motion between the driving disc and the driven disc in the actual scene, but the slip finish points are still engaged with the calibration at a smaller engagement speed, so that the engagement time of the clutch is increased, and the engagement efficiency of the clutch is reduced.
In view of this, the present embodiment provides a clutch engagement method that can be executed by a controller on a vehicle (hereinafter referred to as a controller for convenience of description). Specifically, the method comprises the following steps:
when the controller detects that the clutch is in the process of engagement, a first rotating speed of a driving disc of the clutch and a second rotating speed of a driven disc of the clutch are obtained, then the first rotating speed and the second rotating speed are compared to obtain a first comparison result, and when the rotating speed difference of the first comparison result representing the first rotating speed and the second rotating speed is smaller than a preset threshold value, the clutch is engaged to a full engagement point at a preset speed. The preset speed may be the maximum engagement speed.
In this method, the controller determines the actual slip end point based on the rotational speed difference between the driving and driven discs, and when the clutch is engaged to this actual slip end point, it will no longer engage to the calibrated slip end point at a lower engagement speed, but will engage directly to the full engagement point at a preset speed, i.e. the maximum engagement speed. Therefore, the engagement time of the clutch is saved, and the engagement efficiency of the clutch is improved.
In order to make the technical solution of the present application clearer and easier to understand, the clutch engagement method provided by the embodiments of the present application is described below with reference to the accompanying drawings.
Referring to fig. 1, a flowchart of a clutch engagement method according to an embodiment of the present application is provided. The method comprises the following steps:
s101, when the clutch is in the engagement process, acquiring a first rotating speed of a driving disc of the clutch and a second rotating speed of a driven disc of the clutch.
When the clutch is in the engagement process, the clutch is engaged from the full disengagement point to the end point of the skid at a lower engagement speed, and then is engaged to the full engagement point at a higher engagement speed.
In this embodiment, when the clutch is in the engagement process, the controller obtains a first rotational speed of the driving disc of the clutch, and obtains a second rotational speed of the driven disc, so as to determine whether the clutch is engaged to the actual slip finish point based on the first rotational speed and the second rotational speed.
When the power types of the vehicles are different, the above-described first rotation speed and second rotation speed may be obtained in different manners.
In some examples, when power is provided by a conventional fuel-fired engine, the controller may obtain a first rotational speed of a driving disk of the clutch via a flywheel rotational speed sensor of the engine and a second rotational speed of a driven disk of the clutch via an input shaft rotational speed sensor of the transmission.
In some examples, when power is provided by the P2 parallel hybrid powertrain, the controller may obtain a first rotational speed of a driving disc of the clutch via a flywheel rotational speed sensor of the engine and a second rotational speed of a driven disc of the clutch via a rotational speed sensor of the drive motor.
In some examples, when power is provided by the DHT series-parallel powertrain, the controller may obtain a first rotational speed of a driving disc of the clutch via a motor speed sensor of an automotive start-up and power generation integrated machine (Integrated Starter and Generator, ISG) and obtain a second rotational speed of a driven disc of the clutch via a drive motor speed sensor.
It should be noted that the above is merely an example manner of obtaining the first rotation speed of the driving disc and the second rotation speed of the driven disc, and those skilled in the art may also obtain the first rotation speed and the second rotation speed in other manners.
S102, comparing the first rotating speed with the second rotating speed to obtain a first comparison result.
After the controller obtains the first rotating speed and the second rotating speed, the first rotating speed and the second rotating speed can be compared to obtain a first comparison result.
In some examples, the controller may calculate a difference between the first rotational speed and the second rotational speed to obtain a rotational speed difference, and then obtain a comparison result according to the rotational speed difference.
S103, when the rotation speed difference of the first rotation speed and the second rotation speed represented by the first comparison result is smaller than a preset threshold value, the full engagement point is engaged at a preset speed.
The preset threshold may be a set value, for example, 10rpm/min, 15rpm/min, etc., which may be set by those skilled in the art based on actual needs.
In some examples, the controller may obtain a first comparison result of a rotational speed difference between the first rotational speed and the second rotational speed with a preset threshold.
When the first comparison indicates that the difference between the first and second speeds is less than a preset threshold, indicating that there is no relative movement between the driving and driven discs, the clutch has now been engaged to the actual slip finish point. At this time, the controller controls the clutch to be engaged from the actual slip finish point to the full engagement point at a preset speed (e.g., a maximum engagement speed), thereby shortening the engagement time of the clutch and improving the engagement efficiency of the clutch.
When the first comparison result indicates that the rotation speed difference between the first rotation speed and the second rotation speed is greater than or equal to a preset threshold value, the relative movement between the driving disc and the driven disc is indicated, and the clutch is not yet engaged to the actual slip finish point. At this time, the controller still engages at a lower engagement speed until the difference between the first rotational speed and the second rotational speed is less than a predetermined threshold, and then engages at a predetermined speed to the full engagement point.
In some embodiments, the controller may further obtain an engagement speed of the clutch, and when the first comparison result indicates that a rotation speed difference between the first rotation speed and the second rotation speed is smaller than a preset threshold value, then compare the engagement speed with the preset speed to obtain a second comparison result; and when the second comparison result indicates that the engagement speed is smaller than the preset speed, and the second comparison result is engaged to the full engagement point at the preset speed. And when the first comparison result indicates that the rotation speed difference between the first rotation speed and the second rotation speed is larger than or equal to a preset threshold value, the engagement speed is still combined until the rotation speed difference between the first rotation speed and the second rotation speed is smaller than the preset threshold value.
In some embodiments, the controller may also obtain an engagement position of the clutch, and then obtain a target torque corresponding to the engagement position of the clutch based on a correspondence of the position and the torque. The engagement position of the clutch may be a position from an actual slip finishing point to a position before a full engagement point, the correspondence between the position and the torque may be a pre-established correspondence, the target torque is a current engagement position, and a maximum value of torque transmittable between the driving disc and the driven disc may cause relative movement between the driving disc and the driven disc to occur again, that is, slip occurs when the torque output by the engine is greater than the target torque.
After the controller obtains the target torque, the required torque is compared with the target torque to obtain a third comparison result, and then the engine output torque is controlled according to the third comparison result. The required torque can be obtained according to parameters such as an accelerator pedal, and specifically, when the third comparison result indicates that the required torque is larger than the target torque, that is, the transmission torque which a user wants to reach exceeds the limit value of the torque which can be transmitted between the driving disc and the driven disc corresponding to the engagement position, the torque output by the engine is controlled to be the target torque, so that the driving disc and the driven disc do not generate relative motion, and the requirement of the output torque of the user can be ensured to be higher. When the third comparison result indicates that the required torque is smaller than or equal to the target torque, that is, the transmission torque which the user wants to achieve does not exceed the limit value of the torque which can be transmitted between the driving disc and the driven disc corresponding to the engagement position, and the output torque of the engine is controlled to be the required torque.
Referring to fig. 2, an embodiment of the present application further provides a flowchart of a control method for improving power responsiveness, where the method includes:
s201, judging whether the current clutch is in the engagement process, if so, executing S202, otherwise, returning to S201 (namely, continuing to judge).
S202, acquiring a first rotating speed of a driving disc of the clutch and a second rotating speed of a driven disc of the clutch.
S203, judging whether the rotation speed difference between the first rotation speed and the second rotation speed is smaller than a preset threshold, if yes, executing S204, otherwise returning to S201.
In some examples, S202 and S203 may be returned to if not.
S204, judging whether the engagement speed is smaller than a preset speed, if yes, jumping to S205 and S208, otherwise returning to S201.
In some examples, S202, S203, S204 may also be returned if not.
S205, controlling the clutch to be engaged to the full engagement point at a preset speed.
S206, judging whether the position of the clutch reaches a full engagement point, if so, executing S207, otherwise, returning to S205.
S207, the clutch is set to be in a fully-engaged state.
S208, the state of the clutch is changed to the engaged state.
S209, acquiring a torque limit value which can be transmitted by the clutch at a single front position of the clutch.
S210, judging whether the required torque is smaller than the transmissible torque limit value, if yes, executing S211, otherwise executing S212.
And S211, transmitting the required torque to an engine controller so that the engine controller controls the output torque of the engine to be the required torque.
And S212, transmitting the transmittable torque limit value to the engine controller so that the engine controller controls the output torque of the engine to be the transmittable torque limit value.
Based on the above description, the embodiments of the present application provide a clutch engagement method, in which, when a clutch is in an engagement process, a first rotational speed of a driving disc of the clutch and a second rotational speed of a driven disc of the clutch are obtained, and then the first rotational speed and the second rotational speed are compared, so as to obtain a first comparison result; when the first comparison result indicates that the difference between the first rotational speed and the second rotational speed is smaller than the preset threshold, it indicates that the driving disc and the driven disc are in a relatively stationary state, that is, the clutch is actually engaged to the finish point of the sliding mill, and the clutch can be engaged to the full engagement point directly at the maximum engagement speed, rather than still engaged at the original smaller engagement speed (the engagement speed between the initial point of the sliding mill and the finish point of the sliding mill), and then engaged to the full engagement point at the maximum engagement speed, so that the engagement efficiency of the clutch can be improved.
Further, the engagement position of the clutch is obtained, then, the target torque corresponding to the engagement position is obtained according to the corresponding relation between the position and the torque, the target torque can be the maximum transmissible torque value corresponding to the current engagement position, when the required torque is smaller than or equal to the target torque, the engine is controlled to output the required torque, and when the required torque is larger than the target torque, the engine is controlled to output the target torque, so that the phenomenon that the master disc and the slave disc are slipped again is avoided, and the service life of the clutch is prolonged.
Referring to fig. 3, a schematic view of a clutch engagement device according to an embodiment of the present application is provided. The device comprises:
an acquisition module 301 for acquiring a first rotational speed of a driving disc of a clutch and a second rotational speed of a driven disc of the clutch when the clutch is in the engagement process;
a comparison module 302, configured to compare the first rotation speed and the second rotation speed to obtain a first comparison result;
a control module 303 for engaging to the full engagement point at a preset speed when the first comparison indicates that the difference in rotational speed between the first rotational speed and the second rotational speed is less than a preset threshold.
As a possible implementation, the obtaining module 301 is further configured to obtain an engagement speed of the clutch;
the comparison module 302 is further configured to compare the engagement speed with a preset speed to obtain a second comparison result;
the control module 303 is specifically configured to join to the full join at the preset speed when the second comparison result indicates that the joining speed is less than the preset speed.
As a possible implementation, the obtaining module 301 is further configured to obtain an engagement position of the clutch; acquiring a target torque corresponding to the engagement position of the clutch according to the corresponding relation between the position and the torque;
the comparison module 302 is further configured to compare the required torque with the target torque to obtain a third comparison result;
the control module 303 is further configured to control an output torque of the engine according to the third comparison result.
As a possible implementation manner, the control module 303 is specifically configured to:
when the third comparison result indicates that the required torque is smaller than or equal to the target torque, controlling the output torque of the engine to be the required torque;
and when the third comparison result indicates that the required torque is larger than the target torque, controlling the output torque of the engine to be the target torque.
As a possible implementation manner, the obtaining module 301 is specifically configured to:
acquiring a first rotating speed of a driving disc of the clutch through a flywheel rotating speed sensor of an engine, and acquiring a second rotating speed of a driven disc of the clutch through an input shaft rotating speed sensor of a gearbox; or,
acquiring a first rotating speed of a driving disc of the clutch through a flywheel rotating speed sensor of an engine, and acquiring a second rotating speed of a driven disc of the clutch through a rotating speed sensor of a driving motor; or,
the method comprises the steps of obtaining a first rotating speed of a driving disc of a clutch through a motor rotating speed sensor of an ISG (integrated starter generator) of an automobile, and obtaining a second rotating speed of a driven disc of the clutch through a driving motor rotating speed sensor.
The embodiment of the application provides clutch engagement equipment, which comprises a processor and a memory, wherein the memory is used for storing a computer program and transmitting the computer program to the processor; the processor is configured to execute the clutch engagement method described in the above embodiment according to instructions in the computer program.
Embodiments of the present application provide a computer-readable storage medium for storing a computer program for executing the clutch engagement method described in the above embodiments.
In this specification, each embodiment is described in a progressive manner, and identical and similar parts of each embodiment are all referred to each other, and each embodiment mainly describes differences from other embodiments. In particular, for the device embodiments, since they are substantially similar to the method embodiments, the description is relatively simple, and reference is made to the description of the method embodiments for relevant points. The apparatus embodiments described above are merely illustrative, wherein the units and modules illustrated as separate components may or may not be physically separate. In addition, some or all of the units and modules can be selected according to actual needs to achieve the purpose of the embodiment scheme. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
The foregoing is merely exemplary of the application and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the application and are intended to be comprehended within the scope of the application.
Claims (9)
1. A method of clutch engagement, the method comprising:
acquiring a first rotating speed of a driving disc of the clutch and a second rotating speed of a driven disc of the clutch when the clutch is in an engagement process;
comparing the first rotating speed with the second rotating speed to obtain a first comparison result;
engaging to a full engagement point at a preset speed when the first comparison characterizes a rotational speed difference of the first rotational speed and the second rotational speed is less than a preset threshold; wherein the preset speed is a maximum engagement speed;
acquiring an engagement position of the clutch;
acquiring a target torque corresponding to the engagement position of the clutch according to the corresponding relation between the position and the torque;
comparing the required torque with the target torque to obtain a third comparison result;
and controlling the output torque of the engine according to the third comparison result.
2. The method according to claim 1, wherein the method further comprises:
acquiring an engagement speed of the clutch;
comparing the joint speed with a preset speed to obtain a second comparison result;
said engaging to a full engagement point at said preset speed comprises:
and when the second comparison result indicates that the engagement speed is smaller than a preset speed, engaging to a full engagement point at the preset speed.
3. The method of claim 1, wherein controlling the output torque of the engine based on the third comparison result comprises:
when the third comparison result indicates that the required torque is smaller than or equal to the target torque, controlling the output torque of the engine to be the required torque;
and when the third comparison result indicates that the required torque is larger than the target torque, controlling the output torque of the engine to be the target torque.
4. The method of claim 1, wherein the obtaining a first rotational speed of a driving disc of the clutch and a second rotational speed of a driven disc of the clutch comprises:
acquiring a first rotating speed of a driving disc of the clutch through a flywheel rotating speed sensor of an engine, and acquiring a second rotating speed of a driven disc of the clutch through an input shaft rotating speed sensor of a gearbox; or,
acquiring a first rotating speed of a driving disc of the clutch through a flywheel rotating speed sensor of an engine, and acquiring a second rotating speed of a driven disc of the clutch through a rotating speed sensor of a driving motor; or,
the method comprises the steps of acquiring a first rotating speed of a driving disc of a clutch through a motor rotating speed sensor of an ISG (integrated Start Generator) of an automobile, and acquiring a second rotating speed of a driven disc of the clutch through a driving motor rotating speed sensor.
5. A clutch engagement device, characterized by comprising:
an acquisition module for acquiring a first rotational speed of a driving disc of a clutch and a second rotational speed of a driven disc of the clutch when the clutch is in an engagement process;
the comparison module is used for comparing the first rotating speed with the second rotating speed to obtain a first comparison result;
a control module for engaging to a full engagement point at a preset speed when the first comparison characterizes a speed difference between the first speed and the second speed is less than a preset threshold; the preset speed is the maximum engagement speed;
the acquisition module is also used for acquiring the engagement position of the clutch; acquiring a target torque corresponding to the engagement position of the clutch according to the corresponding relation between the position and the torque;
the comparison module is also used for comparing the required torque with the target torque to obtain a third comparison result;
and the control module is also used for controlling the output torque of the engine according to the third comparison result.
6. The apparatus of claim 5, wherein the acquisition module is further configured to acquire an engagement speed of the clutch;
the comparison module is also used for comparing the joint speed with a preset speed to obtain a second comparison result;
the control module is specifically configured to engage to a full engagement point at a preset speed when the second comparison result characterizes the engagement speed as being less than the preset speed.
7. The apparatus of claim 5, wherein the control module is specifically configured to:
when the third comparison result indicates that the required torque is smaller than or equal to the target torque, controlling the output torque of the engine to be the required torque;
and when the third comparison result indicates that the required torque is larger than the target torque, controlling the output torque of the engine to be the target torque.
8. A clutch engagement apparatus, the apparatus comprising a processor and a memory:
the memory is used for storing a computer program and transmitting the computer program to the processor;
the processor is configured to perform the method of any of claims 1-4 according to instructions in the computer program.
9. A computer readable storage medium, characterized in that the computer readable storage medium is adapted to store a computer program adapted to perform the method of any of claims 1-4.
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| CN202111565070.8A CN114198430B (en) | 2021-12-20 | 2021-12-20 | Clutch engagement method, device, equipment and medium |
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