EP1339996A1 - Systeme de commande pour un embrayage a actionnement automatique - Google Patents

Systeme de commande pour un embrayage a actionnement automatique

Info

Publication number
EP1339996A1
EP1339996A1 EP01999763A EP01999763A EP1339996A1 EP 1339996 A1 EP1339996 A1 EP 1339996A1 EP 01999763 A EP01999763 A EP 01999763A EP 01999763 A EP01999763 A EP 01999763A EP 1339996 A1 EP1339996 A1 EP 1339996A1
Authority
EP
European Patent Office
Prior art keywords
clutch
kup
torque
pos
soll
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP01999763A
Other languages
German (de)
English (en)
Inventor
Thomas Meier
Peter Michau
Gerhard Wirrer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1339996A1 publication Critical patent/EP1339996A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/022—Clutch actuator position
    • 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
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • 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
    • F16D2500/3026—Stroke
    • 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
    • F16D2500/30404—Clutch temperature
    • 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
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3065—Torque of the engine
    • 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
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • 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
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/3081—Signal inputs from the transmission from the input shaft
    • F16D2500/30816—Speed of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50227—Control of clutch to control engine
    • 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
    • F16D2500/70264—Stroke
    • 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
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—Position
    • 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
    • F16D2500/706—Strategy of control
    • F16D2500/70631—Feed-forward

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • PHPP dd cQ ⁇ s ⁇ H ⁇ POP rt tt * H DJ d H iQ er H ⁇ ⁇ DJ P cn DJ ⁇ iQ Hi ⁇ QO: OPP rt ⁇ 3 P- cn iQ cn cQ co P o S er co 0- >.
  • DJ P ⁇ Q DJ H 0 13 d rt 3 rt d C ⁇ d PS a cn 13 ⁇ P P- D d CD 3 C ⁇ ⁇ P P- P rt d rt ⁇ fr aa 13 P ⁇ 13 ⁇ P o 3 d ⁇ DJ : oa P rt 13 rt sQ P- er> fr rt 0:
  • ⁇ d 3 3 d DJ ⁇ d P- ⁇ P- rt d d a P a 13 ⁇ ⁇ cn d 13 d H a 3 H
  • 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.
  • 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.
  • A The part pos_kup_reg of the controller in the clutch target position gives the operating point of the disturbance variable connection.
  • 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:
  • 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.
  • the disturbance variable is activated.
  • 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).
  • 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.
  • FIG. 7 shows a subroutine processed within the program of FIG. 6. The following steps are carried out one after the other:
  • the total target clutch torque is set equal to the target clutch torque of the controller plus the change in torque.
  • step S4.9 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.
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Compression Or Coding Systems Of Tv Signals (AREA)

Abstract

Selon l'invention, une boucle d'asservissement de position (50) du système de commande détermine une différence de vitesse de rotation (delta n) entre le moteur et un arbre d'entrée de la transmission, place l'embrayage dans une position prescrite et réduit la différence de vitesse de rotation entre le moteur et l'arbre d'entrée au moyen de l'embrayage. Cette boucle d'asservissement de position est complétée par un circuit de régulation par anticipation (58) qui prend en considération, lors de l'embrayage et du débrayage, la variation du couple moteur (delta m) à chaque point de fonctionnement actuel de l'embrayage.
EP01999763A 2000-12-06 2001-10-25 Systeme de commande pour un embrayage a actionnement automatique Withdrawn EP1339996A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10060642 2000-12-06
DE10060642A DE10060642C2 (de) 2000-12-06 2000-12-06 Steuerug für eine automatisch betätigte Kupplung
PCT/DE2001/004053 WO2002046636A1 (fr) 2000-12-06 2001-10-25 Systeme de commande pour un embrayage a actionnement automatique

Publications (1)

Publication Number Publication Date
EP1339996A1 true EP1339996A1 (fr) 2003-09-03

Family

ID=7666014

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01999763A Withdrawn EP1339996A1 (fr) 2000-12-06 2001-10-25 Systeme de commande pour un embrayage a actionnement automatique

Country Status (3)

Country Link
EP (1) EP1339996A1 (fr)
DE (1) DE10060642C2 (fr)
WO (1) WO2002046636A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1437520A3 (fr) * 2003-01-13 2009-09-02 Continental Automotive GmbH Procédé de commande d'un embrayage actionné automatiquement
DE10306896B4 (de) * 2003-02-18 2019-01-24 Volkswagen Ag Verfahren zur Steuerung des Betriebs einer Kupplung eines Kraftfahrzeuges
FR2854848B1 (fr) * 2003-05-14 2006-04-28 Valeo Embrayages Dispositif adaptatif pilote d'accouplement entre un moteur et une boite de vitesse dans un vehicule automobile
DE10333655B4 (de) * 2003-07-24 2005-04-21 Bayerische Motoren Werke Ag Steuervorrichtung für ein zumindest zeitweise vierradgetriebenes Kraftfahrzeug
FR2863326B1 (fr) * 2003-12-09 2006-01-20 Valeo Embrayages Module de supervision de la transmission
FR2867240B1 (fr) * 2004-03-03 2006-06-30 Peugeot Citroen Automobiles Sa Procede et systeme de commande de la fermeture d'un embrayage pilote, et support d'enregistrement d'informations pour leur mise en oeuvre
JP4723233B2 (ja) * 2004-12-10 2011-07-13 ヤマハ発動機株式会社 鞍乗型車両の変速制御装置、制御方法及び鞍乗型車両
DE102006056515A1 (de) * 2006-11-30 2008-06-05 Zf Friedrichshafen Ag Verfahren zur Ansteuerung einer Kupplung
DE102011084844A1 (de) * 2011-10-20 2013-04-25 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum näherungsweisen Ermitteln des von einer Kupplung eines Antriebsstrangs eines Fahrzeugs tatsächlichen übertragenen Drehmoments
DE102012001198B4 (de) * 2012-01-24 2019-02-14 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Approximation und Invertierung einer Kupplungskennlinie von Kraftfahrzeugkupplungen

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DE3935438A1 (de) * 1989-10-25 1991-05-02 Fichtel & Sachs Ag Anordnung zur betaetigung einer kraftfahrzeug-reibungskupplung
US5337868A (en) * 1992-01-02 1994-08-16 Eaton Corporation Touch point identification for automatic clutch controller
DE4434111A1 (de) * 1994-09-23 1996-03-28 Kongsberg Automotive Technolog Steuerung für eine automatisch betätigte Kupplung
DE19751455B4 (de) * 1997-11-20 2017-08-10 Volkswagen Ag Verfahren zum Regeln einer automatisierten Kupplung

Non-Patent Citations (1)

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Title
See references of WO0246636A1 *

Also Published As

Publication number Publication date
DE10060642C2 (de) 2003-04-30
DE10060642A1 (de) 2002-06-20
WO2002046636A1 (fr) 2002-06-13

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