EP1127226A1

EP1127226A1 - Speed difference regulation of a switchable frictional engagement control

Info

Publication number: EP1127226A1
Application number: EP99957985A
Authority: EP
Inventors: Wolfgang Danz; Andreas Piepenbrink; Andreas Schwenger
Original assignee: ZF Batavia LLC
Current assignee: Batavia Transmission LLC
Priority date: 1998-11-06
Filing date: 1999-11-03
Publication date: 2001-08-29
Also published as: US6567736B1; JP2002529666A; DE19851341A1; WO2000028231A1

Abstract

The invention relates to a method for regulating the speed difference in a switchable frictional engagement control, especially in a clutch or a brake which are located in the drive train of a motor vehicle. Said regulation of the speed difference is carried out by a closed loop having a desired speed difference used as a reference input and a relevant speed difference used as a controlled variable. According to the invention, an additional controlled variable is used in addition to the clutch pressure and/or brake pressure to be adjusted, whereby the closed loop comprises a linear governor and damping members (TP1, TP2, TP3). Said additional controlled variable is used in such a way that the time shift of the damped values per reading step do not exceed a set value such that the actuation of said closed loop remains within a stable limit for controlling.

Description

Differential speed control of a switchable frictional connection

The present invention relates to a method for differential speed control of a switchable frictional connection of a motor vehicle according to the preamble of patent claim 1.

According to the prior art, an automatic transmission contains a hydrodynamic converter with a lock-up clutch, at least one planetary gear set and two switchable frictional connections in the form of a friction clutch or transmission brake, which are used for torque transmission.

Such frictional connections are closed hydraulically. Opening is usually supported by return springs. The arrangement of the components described allows a mechanical interruption of the drive train, so that the drive and driven side are completely or only partially decoupled. This decoupling separates the speeds at the drive from those at the output, so that to a certain extent a torsional vibration decoupling is also possible.

Frictional connections (clutches, brakes) are used in automatic transmissions according to the current state of the art for a wide variety of tasks and functionalities. One of the most important requirements for all clutch functionalities is to enable easy locking in all driving conditions. It must be ensured that the closing over large speed ranges from Engine and output as well as with different engine torques must be comfortably ensured.

In addition, there are special operating states where it is functionally necessary to set and maintain defined differential speeds (slip) on one or more clutches or brakes. The driver should not find the transitions between the individual functions disturbing.

In order to meet these requirements, conventional solutions distinguish between different load conditions and, depending on them, require changing parameters or even different control structures.

DE 196 06 311 AI of the applicants discloses a control loop structure which is based on a mathematical-physical model of the controlled system, the controlled system in the form of an upstream correction element compensates for the essential non-linearities and thus achieves a linear equivalent controlled system in terms of control technology, so that a simple linear controller is used Leadership of the standard size can be used. Here are disturbances, such as. B. the external moments acting on the clutch are taken into account via a correction element.

A disadvantage of this method lies in the need to know a mathematical-physical route model, the good of which directly influences the achievable controlled goods.

The present invention is therefore based on the object, starting from the prior art mentioned, Specify a method for differential speed control of a switchable frictional connection, such that without knowledge of a mathematical-physical model, the frictional connection thus controlled takes over the transition between open and closed state as well as the setting of a defined slip value, the control concept being identical for each required application of the switchable frictional connection is built and ensures increased shifting and driving comfort.

In addition, the method according to the invention should be able to be used for the control of any torque-transmitting clutches or brakes in the drive train. A linear controller should be used here.

In addition, the method according to the invention is intended to take into account existing knowledge of the route model, but also to ensure sufficient robustness and control quality in all operating states even if the model knowledge is incomplete.

Furthermore, the method for improving the control quality should allow a defined engine intervention.

This object is achieved according to the invention by the features of claim 1. Further embodiments of the invention emerge from the subclaims.

Accordingly, it is proposed; in a control circuit for differential speed control of a switchable frictional connection and in particular a clutch or a brake with the target speed difference as a reference variable and the current speed difference as a control variable in addition to the adjusting clutch pressure to use at least one other manipulated variable and to provide the control circuit with damping elements such that the change in time of the steamed variables per sampling step does not exceed a predetermined value, so that the excitation of the control circuit remains in the control-technically stable range.

According to the invention, the engine torque is preferably used as a further manipulated variable.

Furthermore, it is possible within the scope of the invention to take disturbance variables and in particular the current turbine torque into account.

The above-mentioned disadvantages of the prior art no longer occur due to the method according to the invention. In addition, the overall concept according to the invention means that it is no longer necessary to switch over the controller concepts and controller parameters depending on the application and vehicle condition.

The invention is explained below with reference to the accompanying drawing for a clutch. In this represent:

1 shows the general control loop structure according to the present invention and

Fig. 2 is a schematic diagram of the pressure and speed curve when driving a clutch when the vehicle is stationary according to the present invention. 1, the target speed difference Dn_soll is the leadership size of the control loop according to the invention. Here, the setpoint speed difference Dn_soll is continuously smoothed in time by means of a damping element TP2 or limited to a defined value per sampling step, so that discontinuities in the course of the guide size are avoided. TP2 is preferably designed as a low-pass filter. The ABS module is used to form the absolute value before calculating the input variable for the controller.

The input variable for the controller is the current control difference. It is formed from the difference between the absolute value of the target differential speed value and the absolute value of the actual differential speed value of the drive and output. The pressure value p _reg , which acts as the direct manipulated variable of the linear controller, is calculated from this variable.

To calculate the actual differential speed Dn, the speeds of the clutch input side n _kan and the clutch _{output side} n _{kab are first} detected. Before the difference is formed, the size n _{kab is} smoothed by means of a first attenuator and preferably a low-pass filter TP1. Optionally, a damping of the Antriebsdreh- number n can _kan provided. The absolute differential speed Dn is calculated in the ABS module.

Then, as already mentioned, the control difference is formed, which corresponds to the signed difference of the absolute values of the actual and target differential speeds. If the difference between the current differential speed and the dynamic setpoint exceeds a certain limit, according to the invention, the engine torque is reduced as a further manipulated variable depending on the control difference with the aid of a motor intervention via the engine electronics.

The size of the reduction is a function of the size of the control difference. The engine intervention itself can be carried out by the engine using the standard methods (ignition angle grip, filling change, etc.).

The existence of the need for an engine intervention is recognized by the module Kl _m , the signal for the reduction torque m _red being forwarded to the engine electronics by the conversion of the control difference reduction torque Kl _m .

The type of intervention is chosen so that the reaction time between the request and the actual torque reduction of the drive is as short as possible.

This intervention reduces the torque to be transmitted to the clutch, which reduces the actuating energy to be applied by the controller. As a result, the comfort of the

Closing increases and the clutch linings are less stressed.

According to a further aspect of the present invention, the current drive torque of the clutch is taken into account as a disturbance variable. This corresponds to the a priori model knowledge and thus describes the conditions at the current working point. The resulting disturbance variable _{component of} the clutch _pressure p _sτ is calculated from the signed deviation between the current torque m_an and the working point position m_an_offset via a calculation block Kl _mt into a corresponding equivalent pressure p _sτ according to the equation

p _sτ = Δman (Δn) • r • z • AK

converted, with

Δm _on : deviation of torque to the operating point μ (Δn): coefficient of friction

Dn: differential speed at the clutch r: average friction radius of the clutch z: number of friction linings

A: piston area

P _S : pressure difference related to the operating point,

whereby design-related dynamic pressure components are taken into account by subsequently reducing the size p _S τ by the corresponding dynamic or rotary pressure component p_dyn. The rotary pressure component p_dyn is calculated from the drive speed n_kan in the KL_Pdyn module.

The change over time of the total manipulated variable clutch pressure, which is formed from the controller component p_reg and the disturbance variable component p_ST, is smoothed according to the invention in module TP3 or limited to a defined value per sampling step. This ensures that the excitation of the control loop remains within the stable control range. The application or opening pressure of the switching element Poffset at the beginning of the control phase is used as the starting value for the control phase. The pressure p ₀ ffset is redetermined at the start of the control phase with each switching.

To determine the Anlege- or opening pressure of the switching element Po _f f t _se how to proceed follows:

According to FIG. 2, the four phases of filling phase, application phase, control phase and phase outside of the switching process are generally differentiated in clutch control, the speed profiles of motor n _mot , primary and secondary disk n _kan or n _kab and the pressure _profile different in each phase Accept values.

If the switching element is depressurized, the clutch / brake must be brought to the operating point during the filling phase before the desired regulation of the differential speed.

This is done using the so-called quick fill with subsequent fill leveling phase. After the filling phase has been completed, every further pressure increase leads directly to an increase in the torque transmitted by the clutch.

The aim of the application phase is to find the working point of the coupling as precisely as possible. During the previous filling phase the working point due to

If tolerances and time-dependent system parameters can only be approached relatively roughly, a kind of "fine tuning" of the working point takes place with the creation phase. This is done by carefully controlling the control to the working point, with the effect on the controlled system being checked in each step. Consequently, as explained below, the start values for the control in the control phase are defined by the application phase.

During the control phase, the clutch is controlled with the aim of setting a defined differential speed (setpoint) or a defined differential speed curve (setpoint curve).

After the switching process is complete, the clutch is subjected to a certain pressure in the fully closed state according to superordinate criteria. The control pressure is at least so high that the clutch can transmit the full drive torque.

The pressure value Po _ffset is determined depending on the operating state as follows:

a) Transition from the "clutch open" state:

After the filling compensation phase already explained, the control pressure is gradually increased in accordance with a predetermined gradient within the scope of a control phase until a reaction can be recognized on the basis of the differential speed between the drive side and the output side of the clutch. This reaction consists in that the speed difference is reduced by a defined threshold value. The pressure value specified in this state as the setpoint is used as the start value Pof _fset for the subsequent control phase. b) Transition from the state "clutch closed":

The control pressure of the clutch is gradually reduced according to a predetermined gradient until a threshold value of the differential speed between the input and output side of the clutch is exceeded, which indicates that the clutch is opened. Here, too, the pressure value specified in this state as the setpoint is used as the starting value poff _s et for the subsequent control phase.

Before the total actuating variable clutch pressure increased by P_offset is applied to the controlled system, the last step in the calculation block Kl _Re i _b according to the invention is a correction with regard to the difference in speed as a function of the friction coefficient.

In the context of the method according to the invention, the clutch is closed from the open state for engaging the gear, the filling phase being carried out first in order to engage the clutch. Only after the filling phase is the switching element brought to the desired differential speed in the control phase. In order to close the clutch, the target differential speed is set to zero according to the invention.

If defined differential speeds (slip) are to be set and maintained on the clutch as part of further functionalities, the same control structure is used. Only the specification of the setpoint differential speed curve (setpoint for the control) is modified accordingly. It should also be mentioned that the method according to the invention can be applied to any torque-transmitting friction clutch or brake.

In the context of a variant of the invention, the temperature of the clutch is monitored by means of the measured transmission oil temperature in connection with a mathematical-physical model of the heat output in the slip operation of the clutch in order to avoid overheating and thus damage or destruction of the clutch lining.

reference numeral

I ^ anOffset torque at the connection at the working point m _{at the} moment at the friction connection currently n _{at the} speed of the primary disc n _ka b the speed of the secondary disc Δn _so ιι differential speed setpoint at the

Frictional connection

Poffset pressure of the frictional connection at operating point Psoll nominal pressure at the frictional connection mred reduction torque drive TP low-pass filter

ABS absolute value formation

Controller digital controller

Beg step size limitation of the manipulated variable

KlReib Inverse normalized coefficient of friction characteristic Kl t torque-pressure conversion

Kl _m control difference reduction torque conversion nmot engine speed

Δm _{at the} torque deviation from the operating point μ (Δn) coefficient of friction

Δn differential speed at the frictional connection r average friction radius of the frictional connection z number of friction linings A _k piston area P _ST pressure difference, based on the operating point

Claims

Patent claims

1. Method for differential speed control of a switchable frictional connection and in particular one

Coupling or a brake in the drive train of a motor vehicle by means of a control circuit with the target speed difference as a reference variable and the current speed difference as a control variable, characterized in that the control concept of the control circuit is constructed identically for each required application of the frictional connection and that in addition to the clutch pressure to be set or brake pressure p_should at least one further manipulated variable be used, the control circuit containing a linear controller and damping elements (TP1, TP2, TP3) such that the change in time of the damped variables per sampling step does not exceed a predetermined value, so that the Excitation of the control loop remains in the control-technically stable area.

2. The method according to claim 1, characterized in that the engine torque is used as a further manipulated variable m_red.

3. The method according to claim 2, characterized g e k e n n z e i c h n e t that the type of engine intervention is chosen so that the response time between the request and the actual torque reduction of the drive is as short as possible.

4. The method according to claim 2 or 3, characterized in that an engine intervention is carried out when the difference between the current rotary number and the target speed difference exceeds a predetermined limit.

5. The method according to any one of claims 2 to 5, characterized in that the height of the motor reduction in the context of the motor intervention is a function of the size of the control difference.

6. The method according to any one of the preceding claims, characterized in that the guide-large target speed difference Δn_soll is continuously smoothed in time or limited to a defined value per sampling step, so that discontinuities in the course of the guide size are avoided.

7. The method according to any one of the preceding claims, characterized in that for calculating the actual speed difference, the speeds of the drive side n _kan and the output side n _{kab of} the frictional connection are detected, the size n _kab by means of a first damping element (before the difference is formed) TPl) is smoothed or limited to a defined value per sampling step.

8. The method according to claim 7, characterized in that before the difference, the size n _{kan is} smoothed by means of an attenuator or limited to a defined value per sampling step.

9. The method according to any one of the preceding claims, characterized in that the output size of the controller or the controller portion p _reg in the controller from the control difference from the absolute value of the target difference speed value and the absolute value of the actual differential speed value of drive and output is calculated.

10. The method according to any one of the preceding claims, characterized in that the current drive torque of the frictional connection is taken into account as a disturbance variable in addition to the controller component p_reg, the disturbance variable component p _S τ being calculated in that the signed deviation between the current torque m_an and the operating point position m_an_offset via a calculation block Kl _mt into a corresponding equivalent pressure P _ST according to the equation

p _sτ = Δman (Δn) ^• r ^• z ^• A _κ

is converted with

Δm _on : deviation of torque from the operating point μ (Δn): coefficient of friction Δn: differential speed at the frictional connection r: average friction radius of the frictional connection z: number of friction linings A _k : piston area PST: pressure difference, based on the operating point,

design-related dynamic pressure components are taken into account by subsequently reducing the quantity p _Ξ τ by the corresponding dynamic or rotary pressure component p_dyn, which is calculated from the drive speed n kan.

11. The method according to any one of the preceding claims, characterized in that the application or opening pressure of the switching element poffset at the beginning of the control phase is used as the starting value for the control phase.

12. The method according to claim 11, characterized in that the application or opening pressure of the switching element poffs _e t is redetermined at the start of the control phase with each switching.

13. The method according to claim 11 or 12, characterized in that for determining the application or opening pressure of the frictional connection Poff _se t another control phase is inserted between the filling phase and control phase, a controlled pressure ramp remaining activated until the speed curve of the start and a corresponding reaction of predetermined size can be seen on the output side.

14. The method according to any one of the preceding claims, characterized in that the temporal change in the total manipulated variable clutch pressure is smoothed by means of an attenuator (TP3) or limited to a defined value per sampling step.

15. The method according to any one of the preceding claims, characterized in that before the total manipulated variable clutch pressure is applied to the controlled system, the last step in a calculation block Kl _Re i _b is a correction with respect to the differential speed dependency of the coefficient of friction.

16. The method according to any one of the preceding claims, characterized in that by means of the measured transmission oil temperature in connection with a mathematical-physical model of the heat input in slip operation of the frictional connection, temperature monitoring of the frictional connection is carried out in order to prevent overheating and thus damage or destruction of the Avoid clutch linings.

17. The method according to any one of the preceding claims, characterized in that the target speed difference assumes the value 0 in order to close the frictional connection.

18. The method according to any one of the preceding claims, characterized in that only defined target speed difference values are entered to carry out further functionalities of the frictional connection.