EP1339996A1

EP1339996A1 - Controller for an automatically operated clutch

Info

Publication number: EP1339996A1
Application number: EP01999763A
Authority: EP
Inventors: Thomas Meier; Peter Michau; Gerhard Wirrer
Original assignee: Siemens AG
Current assignee: Siemens AG
Priority date: 2000-12-06
Filing date: 2001-10-25
Publication date: 2003-09-03
Also published as: DE10060642C2; DE10060642A1; WO2002046636A1

Abstract

A speed difference (delta n) between the engine and an input shaft of the gearbox is determined, by means of a closed loop position control circuit (50) in the controller, the clutch brought to a set position and the difference in speed between the engine and the input shaft reduced using the clutch. The closed loop position controller for the clutch is complemented by a feed forward control (58), which takes account of the change in engine torque (delta m), on clutching and declutching, for each operating point of the clutch.

Description

description

Control for an automatically operated clutch

The invention relates to a control according to the preamble of claim 1. The control is used to control an automatically operated clutch, which is arranged between the engine and the transmission of a motor vehicle and which is engaged and disengaged by a clutch actuator, the position of which is controlled by a position control loop becomes. A speed difference between the motor and the transmission input shaft is determined by the position control loop, the clutch is brought into a desired position and the speed difference between the motor and the transmission input shaft is reduced with the clutch.

In a known determination device (EP 0 645 277 B1), the clutch is in neutral when the transmission is idling. H. With the clutch disengaged and the gear in neutral - engaged by means of a control loop until the transmission input shaft speed reaches a certain percentage of the engine idling speed. The position of the clutch in this situation is called the point of contact.

In the case of a control for an automatically actuated clutch (DE 44 34 111 AI), the engine speed is regulated in the contact point to a value which is slightly below the speed of the clutch output shaft. Regulation takes place while driving in predefined situations and not during gearshifts. The determined contact point must be saved.

In a method for controlling an automated clutch, a controller of a clutch slip control unit determines from the engine torque and the deviation from the target and

Actual slip is a clutch actuating torque that uses a characteristic curve to determine an (on) control current for a hydraulic system of the clutch. sets (DE 197 51 455 AI). With this control current, the hydraulics are controlled and the clutch transmits a torque, since a certain instantaneous clutch capacity is set by means of the hydraulics. Clutch capacity is understood to mean a maximum torque that can currently be transmitted by the clutch. The actual value of the clutch slip is fed back via a connecting line and compared with a setpoint in a function block. In accordance with the result of this comparison, the controller regulates the control current of the hydraulics until the control has settled and the desired torque from. Clutch is transmitted.

From the specialist book "Litigation", H. Schuler (ed.), R. 01- denbourg Verlag, the method of the disturbance variable connection is known.

In all control loops known from practice, disturbances of the engine torque on the clutch actuation are only taken into account in a general form when regulating the clutch position. Depending on the current operating point of the clutch, changes in the torque of the motor have different effects on the function of the clutch. They make smooth and fast clutch position guidance and actuation difficult. The disturbance of the engine torque can lead to an excessive load on the clutch friction linings or to noticeable drive train vibrations during the clutch processes.

The invention is based on the object of providing a clutch control which reduces the influence of changes in the engine torque on the function of the clutch.

This object is achieved by a controller according to claim 1. The position control of the clutch when engaging and disengaging is activated by a feedforward control. is taken into account by the changes in the engine torque at the current operating point of the clutch.

Appropriate developments of the invention are set out in the subclaims.

The advantages of the invention are, in particular, that the desired clutch position is always corrected as a function of the current working point of the clutch.

An embodiment of the invention is explained below with reference to the drawing. Show it:

1 shows the components of the drive train of a motor vehicle that interact with the clutch;

FIG. 2 shows a drive train control with a clutch control according to the invention in a block diagram representation; 3 shows an overall control loop of a clutch control according to the invention; FIG. 4 shows a disturbance variable connection of the overall control loop according to FIG. 3; FIG. 5 shows a characteristic curve of a clutch torque model; 6 shows a flowchart of a program executed in the clutch control according to FIG. 2, and FIG. 7 shows a subroutine of the program according to FIG. 6 processed during the disturbance variable calculation.

A drive train 1 (FIG. 1) of a motor vehicle contains an engine 2, a clutch 3 and a transmission 4 connected to the engine 2 by this. The clutch is actuated by a clutch actuator 6 connected to a clutch release 5, which is designed here as a hydraulic actuator , which can also be implemented as an electro-mechanical actuator. The control of this actuator and thus the actuation of the clutch is explained in detail further below. The final drives, the differentials and the wheels of the power vehicle are not shown here because they are generally known and are not influenced by the invention.

In this exemplary embodiment, the transmission 4 is designed as an automated manual transmission which has the mechanical structure of a manual transmission but is actuated automatically, specifically by a transmission actuator 7 which has a gate actuator 8 with which the selected shift gate of the transmission is controlled and a gear actuator that engages the selected new gear. A shift gate 10 indicates that the transmission 4 has the same design as a conventional manual transmission to be operated manually by a driver.

An electronic drive train controller 12, which in particular also contains a so-called AMT manager, controls the clutch 3 and the transmission 4. Details of the structure of the drive train controller 12 are explained with reference to FIG. 2. For this purpose, it is connected to the clutch actuator 6 and the actuator 7 by control lines 13 and 14. The drive train controller 12 exchanges data with a motor controller 15 via a data bus 16. The drive train controller 12 receives various measured values via signal lines 18: the vehicle speed from a sensor 20, the transmission input speed from a sensor 21 and the engine temperature from a sensor 22.

The drive train controller 12 receives information about the position of an ignition lock 25, a shift lever 26 and from an accelerator pedal sensor 27 via signal lines 24.

The drive train controller 12 is connected via signal lines 28 to one or more signal and warning lamps 30, for example arranged on the dashboard, to a diagnostic device 31 and to further program devices 32, for example a maintenance computer. CO CO MMHH

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multi-dimensional clutch map. The torque that can be transmitted by the clutch depends on the clutch position pos_kup, the friction lining temperature T_kup and the degree of wear Grad_V of the clutch lining.

The coupling characteristic also depends on the coupling temperature for physical reasons, but this dependence is not shown in FIG. 5 for better clarity. The characteristic curve applies to a given clutch temperature and a given degree of clutch wear. The dependency on these variables could be represented as a family of curves with the temperature or the clutch wear as parameters. The temperature dependency is naturally taken into account in the map element designed as a data memory. The same applies to the wear of the clutch linings.

As mentioned, the map element 62 contains the inverse clutch characteristic. This also represents the clutch torque module, ie the control model, of the same clutch, only the values sought are determined in the opposite direction, that is to say the associated maximum transferable clutch torque is calculated from the clutch position. By connecting an inverse and a direct coupling characteristic in series, non-linearities of the characteristic are compensated.

As mentioned in the diagram of FIG. 5, the calculation steps carried out at points A to E in the feedforward control are indicated with the same letters, and their meaning is immediately apparent.

A: The part pos_kup_reg of the controller in the clutch target position gives the operating point of the disturbance variable connection. B: The portion pos_kup_reg of the controller in the target clutch position leads with the clutch characteristic to the maximum engine torque M__kup_reg that can be transmitted by the clutch.

C: this clutch motor torque M_kuρ_reg plus the motor motor. ment change ΔM results in the corrected clutch torque M_kup_soll.

D: The corrected clutch torque with the clutch characteristic curve results in the desired clutch position pos_kup_soll corrected for the interference. E: the difference between the target clutch position of the

The controller pos_kup_soll and the corrected clutch target position pos_kup_soll result in the clutch position change pos_kup_stoer, which compensates for the influence of the engine torque change on the clutch actuation. The flow chart shown in FIG. 6 shows a program executed in the clutch control 12. The following steps are carried out one after the other:

51 After the start of the program, the actual engine torque, target engine torque, engine speed and gearbox input speed are queried.

52 The difference between engine and transmission speed is calculated.

53 The controller 56 reduces the speed difference delta_n with the clutch. The proportion pos_kup_reg of the controller in the target clutch position is calculated.

54 The disturbance variable is activated. For this purpose, a change in the target clutch position is calculated from the change in engine torque at the current operating point (depending on the target and actual position of the clutch, temperature and friction characteristics).

S4 The calculated clutch target position change is as

Disturbance added to the clutch setpoint position of the controller.

S6 The target clutch position is transferred to clutch actuator 6. The program is finished. The program is processed again cyclically.

The friction characteristic represents the relationship between the clutch position, the friction lining temperature, the degree of wear and the maximum transferable clutch torque determined from these variables.

The flow chart shown in FIG. 7 shows a subroutine processed within the program of FIG. 6. The following steps are carried out one after the other:

S4.1 after the start of the program the engine torque, clutch position, clutch characteristics according to the clutch map and clutch temperature are queried. S4.2 It is queried whether the engine torque has changed. If so, it will be in one step

S4.3 calculates the change in torque since the last control cycle.

If no, a jump is made to a step S4.8. S4.4 The clutch torque for the clutch target (or setpoint) position of the controller is calculated using the clutch torque model.

54.5 The total target clutch torque is set equal to the target clutch torque of the controller plus the change in torque.

54.6 A new clutch target position is created with clutch torque mode11 from the total clutch target torque

54.7 The clutch position disturbance is set equal to the new clutch setpoint position minus the clutch setpoint position of the controller. This is followed by step S4.9.

54.8 The clutch position disturbance is set to zero. S4.9 The clutch position disturbance is transferred to the adder 57. The subroutine has ended.

The subroutine is also processed cyclically as part of the main program according to FIG. 6.

Claims

claims

1. Control for an automatically actuated clutch (3), which is arranged between the engine (2) and the transmission (4) of a motor vehicle and which is engaged and disengaged by a clutch actuator (6), the position of a position control loop (50) is controlled,

- Wherein through the position control loop (50) a speed difference (delta_n) between the motor (2) and an input shaft of the transmission (4) determined, the clutch (3) brought into a desired position and with the clutch, the speed difference between the motor and the input shaft is broken down, characterized,

- That it has an arithmetic block (52) in which one of the successive values of the engine torque (m__mot)

Change (delta_m) of the effective engine torque is calculated, and

- That the position control loop (50) of the clutch (3) is supplemented by a feedforward control (58), at the input (II) of which the effective torque change (delta_m) arrives, and through which the changes in the engine torque (delta_m) when engaging and disengaging in the current operating point of the clutch (3).

2. Control according to claim 1, characterized in that it contains a clutch torque model (in 60) with which a corresponding clutch torque (M_kup_soll) is calculated for a current desired clutch position (pos_kup_soll).

3. Control according to claim ^' 2, characterized in that the clutch torque model is designed as a map (63) in which the clutch torque (M_kup) is stored as a function of the clutch position (pos_kup).

4. Control according to claim 2, characterized in that the clutch torque model is designed as a map (63) in which the clutch torque (M_kup) as a function of Clutch position (pos_kup), the friction lining temperature (T_kup) and the degree of wear (Grad_V) of the friction lining is stored.

5. Control according to claim 2, characterized in that the clutch torque model is stored in an inverted and a non-inverted map (62, 63).

6. Control according to claim 2, characterized in that the corrected target clutch position (pos_kup_soll) is calculated from the corrected target clutch torque (M_kup_soll) with the clutch torque model (in 63).

7. Control according to claim 1, characterized in that the control circuit contains an adder (59) with which a corrected clutch torque (M_kup_soll) is calculated, which is derived from the change in engine torque (delta_m) and the clutch torque (M_kup_reg) at the desired clutch position Controller (pos_kup_reg).

8. Control according to claim 1, characterized in that a portion (pos_kup_stoer) output by the disturbance variable connection in the desired clutch position is added in an adder (57) to the portion of the controller (pos_kup_reg) in the desired clutch position and a corrected manipulated variable is a desired position (pos_kup_soll ) of the clutch for the controlled system (53).

9. Control according to claim 7, characterized in that in a further adder (64) a clutch position change (pos_kup_stoer) is calculated from the difference between the desired clutch position of the controller (pos_kup_reg) and the corrected desired clutch position (pos_kup_soll).