CN1263013A - 自动式汽车主离合器的怠速驱动扭矩控制 - Google Patents

自动式汽车主离合器的怠速驱动扭矩控制 Download PDF

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CN1263013A
CN1263013A CN99124833A CN99124833A CN1263013A CN 1263013 A CN1263013 A CN 1263013A CN 99124833 A CN99124833 A CN 99124833A CN 99124833 A CN99124833 A CN 99124833A CN 1263013 A CN1263013 A CN 1263013A
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engine
clutch
torque
speed
gear box
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CN1168620C (zh
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T·J·莫尔舍克
D·A·胡赫斯
刘嘉祥
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Eaton Intelligent Power Ltd
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Abstract

一种用于汽车驱动系统(10)的控制,该驱动系统包括驱动地夹在燃油控制发动机(12)和机械变速箱输入轴(20)之间的自动式汽车主离合器(14)。在感测到的怠速工况下(THL< REF,OS< REF),命令发动机(12)在怠速速度(ES=IDLE)产生等于选定的怠速驱动扭矩(TIDLE)的输出扭矩,命令发动机以怠速速度旋转,使离合器最好是湿式离合器以等于怠速驱动扭矩的扭矩容量接合。

Description

自动式汽车主离合器的怠速驱动扭矩控制
本发明涉及下列申请，其全部转让给易通公司即本申请的受让人，其申请日与本申请都相同：
系列号No.09/＿＿＿[98-rTRN-398]、名称为“汽车主离合器的接触点识别”
系列号No.09/＿＿＿[98-rTRN-399]、名称为“汽车起动的自动式汽车主离合器控制”
本发明涉及用于半自动或全自动机械传动系统的汽车主离合器最好是湿式摩擦离合器的控制。更具体说，本发明涉及一种对汽车主离合器最好是湿式离合器的控制，其中在怠速条件下，主离合器接合于较低的怠速驱动扭矩扭矩传递容量。
现有技术中已知应用摩擦主离合器的半自动和全自动汽车机械传动系统，如可参见美国专利号4,361,060；4,595,986；4,850,236；4,648,290；5,389,053；5,487,004；5,487,005；5,509,867,其公开的内容在此引作参考。
已知在汽车自动传动系统中应用的自动摩擦主离合器通常是干式摩擦离合器的控制，如可参见美国专利号4,081,065；4,646,891；4,860,861；5,275,267；5,293,316；5,314,050；5,337,868；5,337,874；5,383,823；5,393,274；5,411,124；5,404,301；5,630,773；5,624,350；5,738,609，其公开的内容在此引作参考。
根据本发明，提供了一种对自动主摩擦离合器如湿式摩擦离合器的控制，其应用在工业标准车辆数据链路上可获得的信息如安装SAEJ1922，SAE J1939和/或ISO11898协议的数据链路，来提供比现有技术改进的离合器控制和离合器功能特征。
利用连接在工业标准数据链路的电控发动机(见美国专利No.5,509,867，其公开内容在此引为参考)通过感测和控制发动机飞轮扭矩，以及控制主离合器的接合条件，提供了一种主离合器驱动系统，其在怠速条件下提供“快速起步(urge to move)”。
因此，本发明的目的是提供一种对将在怠速条件下提供“快速起步”扭矩的包括主离合器的汽车驱动系的改进控制。
通过阅读下面接合附图对优选实施例的描述，可以清楚地得出本发明的这个和其他目的和优点。
图1是有利地利用了本发明怠速驱动扭矩主离合器控制的汽车自动机械传动系统的示意图。
图2是控制汽车主离合器的接合条件的压力式液动控制机构的示意图。
图3是用于图1所示系统中的汽车湿式主摩擦离合器的部分剖视图。
图4是本发明怠速驱动扭矩主离合器控制系统的示意图，其包括硬件和软件(阴影框所示)。
图5是本发明怠速驱动扭矩主离合器控制逻辑的流程图形式的示意图。
图1示意性示出了有利地利用了本发明的汽车起动主离合器控制的汽车自动机械式传动系统10。
系统10包括燃油控制发动机12，湿式主摩擦离合器14和多档机械变速器16。发动机12典型地是柴油或汽油发动机，有一个输出件或曲轴18驱动离合器14的摩擦盘14A，该摩擦盘14A与摩擦盘14B指状结合，并旋转固定于变速器16的输入轴20。变速器16可以是单一式或组合式，如美国专利号5,370,561，其公开的内容在此引作参考。变速器16有一输出轴22，其驱动连接在车辆驱动桥机构27的输入26上的驱动轴24。
设有最好电控和微机控制的发动机控制器28，用于控制发动机的供油并将输出信息提供给电子数据链路DL，最好是按照工业标准SAEJ1939或相容的协议。系统10还包括用于控制离合器14的操作的离合器促动器30和用于控制变速器16的操作的变速器促动器32。设有传感器33用于感测节气门位置和提供指示之的信号THL。节气门位置信息还可从数据链路获得。
由SAE J1939或类似的数据链路控制的电子发动机通常具有四种运作方式：(i)根据节气门位置供油，(ii)根据要求的发动机速度供油，(iii)根据要求的发动机总扭矩供油，(iv)根据要求的发动机速度和发动机总扭矩供油。
设有基于微机的控制单元34，用于接收输入信号36并按照控制逻辑处理该信号以产生命令输出信号38给系统促动器。该ECU(电控装置)可以与发动机控制器分离或与之一体。各种控制器，传感器和/或促动器可以通过按照工业标准协议如SAE J1939或类似协议的数据链路通信。
合适的传感器如用于感测发动机速度ES、输入轴速度IS和/或输出轴速度OS的传感器，以及促动器是本技术领域的普通技术人员所熟知的，例如但不限于可参见美国专利号4,361,060；4,873,881；4,974,468；5,135,218；5,279,172；5,305,240；5,323,669；5,408,898；5,441,137；5,445,126；5,448,483；5,481,170。
离合器14限定为“湿式离合器”，因为其摩擦元件，14A和14B，暴露于液体中如合成剂如右旋糖酐葡萄糖制剂(Dextron III)或类似物，用于热传递和/或润滑。在图示实施例中，离合器部件装在壳体14D内，壳体14D连在进气管14E和排气管14F上。尽管图示中是增压式冷却液系统，但本发明也可用于相对静力的机油箱或类似物中。尽管图示优选实施例利用了多片式湿式离合器14，本发明也可用于单片湿式离合器和/或干式离合器。
如所公知(见前述美国专利号5,509,867)，按照SAE J1939协议或相容协议的数据链路传递信息，通过该信息可以读出或确定发动机输出扭矩(也称“飞轮扭矩”)。这些数据链路还给发动机一个命令，调整供油，以获得特定的发动机速度和/或特定发动机扭矩。通过利用这种信息和发动机控制能力，可以控制主离合器14以提供增强的系统性能。
图2中示意性示出了流体压力操纵的离合器促动器组件30。离合器操纵活塞42被装纳在缸体44中并被弹簧46偏压向分离方向。被引入腔48中的压力流体如液力流或加压空气作用在活塞面50上使活塞42克服弹簧的偏压向接合方向移动。设有一个两位三通螺线管控制阀52有选择的加压和排空腔48。响应于来自系统控制器34的控制信号的阀控制器54控制激励阀52的螺线管52A，可取的是通过脉冲宽度调制(PWM)。
尽管图示了压力流体形式的促动器组件30，但本发明也可用于使用其他形式离合器促动器的离合器控制，如球形进气道调节斜板促动器等(见美国专利号5,441,137和5,485,903，其公开内容在此引作参考)。
离合器盘14A和14B的摩擦材料可以是标准材料或热解碳，如美国专利号4,700,823所公开的等。
典型的湿式主摩擦离合器14的结构可参照图3。简而言之，发动机输出18，图示为减震飞轮，通过可接合的和可分离的摩擦盘部件14C连接在变速器输入轴20上。该离合器装在壳体14D内，该壳体盛装润滑油和冷却液，如合成剂右旋糖酐葡萄糖制剂(Dextron III)等。环状活塞42可滑动地并密封地装在缸体44中，被弹簧46偏压向分离方向。
系统10还包括一个惯性式制动器，也称为输入轴制动器或换高档制动器60，用于减速或制动输入轴20以便更快地换入高档。惯性式制动器已知，可参见美国专利号5,086,659和5,713,445。
申请人们发现：在发动机怠速(约850-900RPM)而变速器接合于低速比如第一档时，希望当汽车制动器未踩下时，在飞轮处一主离合器稍稍接合传递动力一产生小量的扭矩足以引起汽车慢速行驶或爬行。这将提供一种类似于装备有变矩器式变速箱的客车驾驶员所经历的一种运转模式。
这种在驱动系统和自动摩擦主离合器控制中提供“快速起步”特征的优点是，车辆感觉和动作会象装备了自动变速箱的家用轿车，在低速车辆可以仅用制动踏板来操纵，车辆起动将更快而系统进行空行程时横晃较小。
发动机在怠速时产生的飞轮或输出扭矩量，能够被离合器在“快速起步”接合条件下传递，该量应足以在未踩下制动器时能够爬行，但又足够小以允许离合器能散发离合器因应用制动器引起打滑时产生的热能。
例如，对中型车辆(MVMA 6级，GVW为19,501至25,000磅)，约20-30磅-英尺的飞轮扭矩将提供约3马力，其足以移动车辆并产生能基本由湿式离合器散发的在完全打滑(900RPM)情况下的热量。当然，可由离合器传递的“快速起步”扭矩也必须选择使得当应用制动器车辆保持在停止工况时打滑过程中只引起可接受的磨损。
为了解释本发明的优选实施例，假定系统包括SAE J1939型数据链路，发动机速度(ES)和发动机总扭矩(TEG)可以从数据链路读取和/或命令，发动机飞轮扭矩(TFW)等于发动机总扭矩(TEG)减去一定的摩擦和附加扭矩(TP)。利用这种关系(TFW＝TEG-TP)，已知或计算出附加扭矩(TP)值，则可知希望输出或飞轮扭矩所要求的发动机总扭矩值。
图4示出了整个怠速驱动扭矩控制系统，其包括硬件和软件(阴影框)。发动机控制循环的功能是维持(或控制)发动机速度在一理想速度。为了接合离合器，压力控制器发出一个PWM命令给螺线管促动的液力系统，该液力系统又加压离合器活塞42接合离合器。该接合的离合器扭矩(尤其是在较低值时，如0到50磅-英尺)与PWM命令基本直径成比例。
为了接合离合器至怠速驱动扭矩水平，发动机控制器将首先通过SAE J1939通讯链路DL向发动机发出适当的发动机扭矩要求使发动机速度保持在理想的怠速RPM。当发动机控制循环达到平衡，扭矩要求量将等于发动机摩擦扭矩量(在理想的怠速RPM)，加上离合器扭矩(若未接合则为零)。然后系统努力使离合器逐渐接合至理想的怠速驱动扭矩水平(26磅-英尺)。为此，系统用扭矩要求值作为反馈参考值。随着离合器逐渐接合，发动机上的载荷增加因而降低了发动机速度。响应这种速度变化，发动机控制器将增加给发动机的扭矩以保持发动机速度在理想的怠速RPM。当扭矩要求达到发动机附加扭矩之上26磅-英尺(TEG＝TP+26)，发动机速度稳定在怠速，则接合的离合器扭矩将等于26磅-英尺。从此时起系统将努力使离合器接合保持在该水平。如果由于某种原因扭矩要求变化值(因温度变化或其他)，系统将相应地调节发动机扭矩(PWM)命令以保持扭矩要求值在发动机附加扭矩之上26磅-英尺，从而保持飞轮扭矩恒定在26磅-英尺。
用SAE J1939数据链路DL的命令和反馈，在离合器14分离时(因此，载荷为零)，系统使发动机速度稳定在怠速(约850到900RPM)。在此时感测到的发动机总扭矩等于附加扭矩(TP)。然后离合器逐渐接合，发动机再次稳定在怠速直到发动机总扭矩等于附加扭矩加上选定的怠速驱动扭矩(TEG＝TP+TID)，在该点，飞轮扭矩(TFW)和离合器14的扭矩容量将都等于理想的怠速扭矩驱动。
当驾驶员油门踏板等于零，汽车停止或低速工况(OS＜REF)时，发动机将被命令处于怠速，发动机总扭矩等于怠速驱动扭矩，加上附加扭矩(TP+TID)，离合器被命令进入怠速驱动扭矩容量工况。“快速起步”特征也可以要求变速箱在低档、可接受的起步档或倒档接合。众所周知，可接受的起步档因前进档数目而不同。
因此，可以看出，提供了一种新型的改进的汽车起动主离合器控制系统/方法。
尽管借助一定程度的具体细节描述了本发明，但应理解，优选实施例只是举例说明性的，在不脱离后附权利要求所述的本发明的精神和范围内可以做出多种改变。

Claims (27)

1.一种用于控制汽车驱动系统的方法，该系统包括具有输出件的燃油控制发动机、多档变速箱、离合器操纵器、操纵器设定节气门装置、发动机控制器、系统控制器，所述变速箱具有通过主摩擦离合器驱动联接于所述输出件的输入轴，所述离合器操纵器用于有选择地接合和分离所述离合器以从所述输出件提供给所述输入轴一个选定的扭矩传递容量，所述操纵器设定节气门装置用于手动要求对所述发动机的燃油供给，所述发动机控制器用于控制所述发动机的供油，所述发动机控制器有效地给所述发动机供油以使所述发动机在一选定的发动机速度下旋转并产生选定的扭矩，所述系统控制器用于接收输入信号，该输入信号包括指示以下内容的信号：(i)所述节气门装置的位移，(ii)所述汽车的速度，该系统控制器还用于按照逻辑规则处理这些信号以发出命令输出信号给系统促动器，包括所述离合器操纵器和所述发动机控制器，所述方法的特征在于：
(1)选择怠速驱动扭矩值；
(2)将节气门装置位移与第一参考值比较，车速与第二参考值比较；
(3)如果节气门装置位移不大于所述第一参考值，汽车速度小于所述第二参考值，(i)使所述发动机以选定速度旋转，并在其输出件产生所述怠速驱动扭矩(ii)使所述离合器接合，具有等于所述怠速驱动扭矩的扭矩传递容量。
2.如权利要求1所述的方法，其特征在于选择所述怠速驱动扭矩值足以使汽车在汽车制动器未踩下时能在水平路面上移动，但不足以使汽车在汽车制动器踩下时能在水平路面上移动。
3.如权利要求1所述的方法，其特征在于所述怠速驱动扭矩小于变速箱额定输入扭矩的百分之十(10％)。
4.如权利要求1所述的方法，其特征在于所述变速箱额定扭矩在400到600磅-英尺范围内，所述怠速驱动扭矩在20到40磅-英尺范围内。
5.如权利要求1所述的方法，其特征在于步骤(3)还要求所述变速箱在起步档接合。
6.如权利要求1所述的方法，其特征在于所述变速箱是采用主动爪式离合器的机械变速箱。
7.如权利要求1所述的方法，其特征在于所述离合器是液体冷却湿式离合器。
8.如权利要求2所述的方法，其特征在于所述离合器是液体冷却湿式离合器。
9.如权利要求5所述的方法，其特征在于所述离合器是液体冷却湿式离合器。
10.如权利要求1所述的方法，其特征在于步骤(3)还要求所述变速箱在低速档和倒档之一接合。
11.如权利要求1所述的方法，其特征在于所述系统控制器基于微机，所述发动机控制器按照协议SAE J1922，SAE J1939或ISO 11898中的一个与电子数据链路通信。
12.如权利要求1所述的方法，其特征在于所述第一参考值大致等于零节气门位移。
13.如权利要求1所述的方法，其特征在于所述第二参考值大致等于3MPH(约5KPH)。
14.如权利要求1所述的方法，其特征在于所述选定的速度是所述发动机的预选的怠速速度。
15.如权利要求1所述的方法，其特征在于可以所述发动机控制器使所述发动机产生发动机总扭矩(TEG)，在发动机输出侧的扭矩(TFW)等于总扭矩减去发动机附加扭矩(TFW＝TEG-TP)，在给定发动机速度下的发动机附加扭矩通过查找表格确定，该查找表格用发动机摩擦扭矩信息(通过SAE J1939)作为表格的输入。
16.一种用于控制汽车主离合器(14)的方法，该离合器将燃油控制发动机驱动连接到变速箱输入轴(20)，所述方法包括：
感测(i)操纵器节气门位置装置(33)的操作(ii)车速(OS)；
选择怠速驱动扭矩值(TID)使得加在变速箱输入轴上的扭矩值在变速箱处于低档且汽车制动器未制动时足以使汽车起步，但在汽车制动器完全制动时不足以使汽车起步；
如果操纵器节气门位置小于节气门参考值，车速小于速度参考值，使汽车主摩擦离合器接合至基本等于所述怠速驱动扭矩值的扭矩传递容量。
17.一种汽车驱动系统，该系统包括具有输出件的燃油控制发动机、多档变速箱、离合器操纵器、操纵器设定节气门装置、发动机控制器、系统控制器，所述变速箱具有通过主摩擦离合器驱动联接于所述输出件的输入轴，所述离合器操纵器用于有选择地接合和分离所述离合器以从所述输出件提供给所述输入轴一个选定的扭矩传递容量，所述操纵器设定节气门装置用于手动要求对所述发动机的燃油供给，所述发动机控制器用于控制所述发动机的供油，所述发动机控制器有效地给所述发动机供油以使所述发动机在一选定的发动机速度下旋转并产生选定的扭矩，所述系统控制器用于接收输入信号，该输入信号包括指示以下内容的信号：(i)所述节气门装置的位移，(ii)所述汽车的速度，该系统控制器还用于按照逻辑规则处理这些信号以发出命令输出信号给系统促动器，包括所述离合器操纵器和所述发动机控制器，所述系统的特征在于，所述逻辑规则包括下述规则：
(1)存储预选的怠速驱动扭矩值；
(2)将节气门装置位移与第一参考值比较，车速与第二参考值比较；
(3)如果节气门装置位移不大于所述第一参考值，汽车速度小于所述第二参考值，(i)使所述发动机以选定速度旋转，并在其输出件产生所述怠速驱动扭矩(ii)使所述离合器接合，具有等于所述怠速驱动扭矩的扭矩传递容量。
18.如权利要求17所述的系统，其特征在于选择所述怠速驱动扭矩值足以使汽车在汽车制动器未踩下时能在水平路面上移动，但不足以使汽车在汽车制动器踩下时能在水平路面上移动。
19.如权利要求17所述的系统，其特征在于所述怠速驱动扭矩小于变速箱额定输入扭矩的百分之十(10％)。
20.如权利要求17所述的系统，其特征在于所述变速箱额定扭矩在400到600磅-英尺范围内，所述怠速驱动扭矩在20到40磅-英尺范围内。
21.如权利要求18所述的系统，其特征在于步骤(3)还要求所述变速箱在起步档接合。
22.如权利要求17所述的系统，其特征在于所述变速箱是采用主动爪式离合器的机械变速箱。
23.如权利要求17所述的系统，其特征在于所述离合器是液体冷却湿式离合器。
24.如权利要求17所述的系统，其特征在于所述系统控制器基于微机，所述发动机控制器按照协议SAE J1922，SAE J1939或ISO 11898中的一个与电子数据链路通信。
25.如权利要求17所述的系统，其特征在于所述第一参考值大致等于零节气门位移。
26.如权利要求17所述的系统，其特征在于所述第二参考值大致等于3MPH。
27.如权利要求17所述的系统，其特征在于所述选定的速度是所述发动机的预选的怠速速度。
CNB991248333A 1998-11-18 1999-11-18 自动式汽车主离合器的怠速驱动扭矩控制 Expired - Lifetime CN1168620C (zh)

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CN102112718A (zh) * 2008-07-30 2011-06-29 富士通天株式会社 省燃料消耗驾驶诊断装置、车载系统、驱动控制装置以及省燃料消耗驾驶诊断程序
CN102050119A (zh) * 2009-10-29 2011-05-11 上海通用汽车有限公司 在装备自控手动变速箱的车辆上实现at缓行模式的方法
CN102050119B (zh) * 2009-10-29 2013-07-17 上海通用汽车有限公司 在装备自控手动变速箱的车辆上实现at缓行模式的方法
CN102085865A (zh) * 2009-12-08 2011-06-08 罗伯特.博世有限公司 发动机定位的方法
CN102085865B (zh) * 2009-12-08 2016-01-20 罗伯特.博世有限公司 发动机定位的方法
CN102425502A (zh) * 2011-09-23 2012-04-25 奇瑞汽车股份有限公司 摩擦扭矩补偿方法、装置、怠速控制方法及系统
CN103448726A (zh) * 2012-05-30 2013-12-18 通用汽车环球科技运作有限责任公司 用于控制多模式变速器的方法和设备
CN103448726B (zh) * 2012-05-30 2016-05-11 通用汽车环球科技运作有限责任公司 用于控制多模式变速器的方法和设备
CN104520160A (zh) * 2012-08-02 2015-04-15 麦格纳动力系有限两合公司 用于运行动力传动系的方法
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CN103791000A (zh) * 2012-10-30 2014-05-14 现代自动车株式会社 估计车辆的干式离合器的传递扭矩的方法

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KR20000035533A (ko) 2000-06-26
CN1168620C (zh) 2004-09-29
DE69915563T2 (de) 2005-01-05
EP1002687A2 (en) 2000-05-24
JP2000158976A (ja) 2000-06-13
DE69915563D1 (de) 2004-04-22
ES2216417T3 (es) 2004-10-16
US6071211A (en) 2000-06-06
EP1002687B1 (en) 2004-03-17
BR9905511A (pt) 2000-09-12
EP1002687A3 (en) 2002-01-16

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