EP1485631A2

EP1485631A2 - Method for adapting the clutch characteristics in a twin-clutch system

Info

Publication number: EP1485631A2
Application number: EP03711835A
Authority: EP
Inventors: Lidvar Budal; Dietmar Lang; Alexander Schweizer; Brad Shellhammer; Jeremy Whitmer
Original assignee: LuK Lamellen und Kupplungsbau Beteiligungs KG; LuK Lamellen und Kupplungsbau GmbH
Current assignee: Schaeffler Buehl Verwaltungs GmbH; LuK Lamellen und Kupplungsbau GmbH
Priority date: 2002-03-07
Filing date: 2003-02-28
Publication date: 2004-12-15
Also published as: FR2841618A1; WO2003074895A2; WO2003074895A3; AU2003218614A1; DE10390908D2

Abstract

The invention relates to a method for adapting the clutch characteristics in a twin-clutch system (PSG) which comprises in a first train a first clutch (A) and a first partial transmission (iA) mounted downstream thereof, and in a second train a second clutch (B) and a partial transmission (iB) mounted downstream thereof. The first and the second train can be linked on the input side with a driving engine (M) and on the output side with the vehicle wheels (F) of a vehicle. The first clutch (A) is actuated by a first clutch actuating mechanism (KA) and the second clutch (B) is actuated by a second clutch actuating mechanism (KB). A zero adjustment of the hodometry of the first and/or second clutch actuating mechanism (KA; KB) is carried out according to a predetermined strategy subject to predetermined criteria.

Description

Procedure for adapting the clutch characteristics in a double clutch system

The present invention relates to a method for adapting the clutch characteristics in a double clutch system.

The electromechanical clutch actuator can be divided into three components, particularly in automated manual transmissions. The first component relates to the clutch actuator, which comprises a drive unit regulated by the control software, which is, for example, an electric motor and a displacement unit. The second component is a clutch release, which transfers the release force of the drive unit to the plate spring of the clutch. Finally, the third component relates to a transmission system for transmitting mechanical forces between the clutch actuator and the clutch release. For example, the transmission system includes a lever mechanism, a mechanical shaft and / or hydraulic lines, etc.

With this clutch actuator, the clutch can be actuated by moving to a specific position of the drive unit of the clutch actuator. The clutch release mechanism is actuated by the transmission system and the clutch is either closed or opened or a specific torque is set. The position of the drive unit can preferably be monitored with absolute displacement sensors. The conversion to a transmitted clutch torque is calculated in the control software using the clutch characteristic curve in which the transfer function "torque over the master cylinder travel" is stored.

The object of the present invention is to provide a method for adapting the clutch characteristics in parallel shift transmissions, by means of which a correction of the transmission behavior of clutches in double clutch systems or parallel shift transmissions is possible.

This object is achieved by a method for adapting the clutch characteristics in a double clutch system, which has a first clutch in a first branch and a downstream first sub-transmission and in a second branch have a second clutch and a downstream second sub-transmission, the first and second branches being connectable on the input side to a prime mover and on the output side to the vehicle wheels of a vehicle, and wherein the first clutch is connected by a first clutch actuator and the second clutch by a second

Clutch actuators are operated. A zero point adjustment of the path measurement of the first and / or second clutch actuators is carried out according to a predetermined strategy as a function of predetermined criteria.

The main advantage is that the method according to the invention takes into account not only the clutch properties but also the influences of the release system by adapting or zeroing the displacement measurement. As a result, the changes in the transmission behavior of the lever system of the transmission system of the clutch actuator, or changes in the volume of a line of the transmission system of the clutch actuator, which is filled with hydraulic fluid, can be compensated for, for example, by temperature changes.

In a particularly advantageous embodiment of the invention, when the vehicle is moving, when the active first clutch or the active second clutch transmits a torque, in a gear selected, in the second sub-transmission or the first sub-transmission downstream of the passive second clutch or the passive first clutch, the zero point adjustment is carried out on the first clutch or performed on the second clutch.

When the vehicle is moving, it can also be advantageous according to a further embodiment of the invention if the active first clutch or the active second clutch transmits a torque when the gear is engaged and in which the second sub-transmission or first sub-transmission downstream of the passive second clutch or the passive first clutch Gear is selected and then the zero point adjustment of the first clutch (A) and the second clutch (B) and the reinsertion of the same gear are carried out.

When the vehicle is stationary, according to a further modification of the invention, it is advantageous for the first clutch and the second clutch to be designed with gears designed downstream first partial transmission and second partial transmission of the zero point adjustment of the first clutch and the second clutch is carried out.

According to an advantage of a further variant of the invention, the zero point adjustment can be carried out when the vehicle is stationary and the gear is in the first sub-transmission or second sub-transmission downstream of the first clutch or the second clutch and the gear is engaged in the second sub-transmission or first sub-transmission downstream of the second clutch or the first clutch the first clutch or the second clutch, the gear of the second clutch or the first clutch connected downstream of the second clutch or the first clutch, the zero point adjustment of the second clutch or the first clutch and the same gear of the second clutch or the first clutch second sub-transmission or first sub-transmission can be reinserted.

It can also be particularly expedient in one embodiment of the invention, when the vehicle is at a standstill, with the gear of the first sub-transmission or second sub-transmission downstream of the first clutch or the second clutch and the gear engaged in the second sub-transmission or first sub-transmission downstream of the second clutch or the first clutch carry out the design of the gear of the second sub-transmission or the first sub-transmission and carry out the zero point adjustment of the first clutch and the second clutch and then re-engage the same gear of the second sub-transmission or the first sub-transmission.

It is also when the vehicle is stationary with the gears engaged in that of the first

Clutch and the second clutch downstream first sub-transmission and second sub-transmission advantageously also possible to carry out the disengagement of the gear of the first sub-transmission or second sub-transmission downstream of the first clutch or the second clutch, then carry out the zero point adjustment of the first clutch and the second clutch and the same gear of the first sub-transmission or the second sub-transmission. According to a particularly advantageous development of the invention, the implementation of the zero point adjustment is repeated at certain time intervals under valid entry conditions.

When the vehicle is running, i.e. So if the active first clutch or the active second clutch transmits an engine torque, the first clutch or the second clutch can advantageously be adapted first, the last successful zero point adjustment of which was the longest ago.

In an advantageous development of the invention, when the vehicle is stationary, the zero-point adjustment is always carried out on the first clutch or the second clutch, the gear of which is most likely to be used for starting. This takes into account the fact that the moment of this first clutch or second clutch determines the comfort of the subsequent approach.

When the vehicle is stationary, according to an embodiment of the invention, zero point adjustments are always carried out simultaneously in the first clutch and the second clutch. Annoying noises, which can be traced back to the layout of the gears while standing, are minimized if both gears are laid out at the same time and the zero point adjustment is then carried out.

According to an embodiment of the invention, the clutch characteristic curve can advantageously also be adapted by a tactile point adaptation. The position of the clutch actuator at which the clutch begins to transmit a minimal torque is determined. This adaptation can be done while standing

Vehicle, that is, when the foot or hand brake is applied, be carried out with the gear engaged and the engine idling. The clutch is slowly closed until a minimal torque is transmitted. The idle controller of the engine control reacts to the clutch closing by increasing the engine torque by exactly the amount of the transmitted clutch torque (3 - 4 Nm), so that the

Idle speed remains constant. The transmitted torque of the clutch and thus the position of the touch point can be determined and adapted based on the reaction of the engine torque. The following particularly advantageous strategies are conceivable for the touch point adaptation each time the vehicle is stationary. If a gear is engaged in the first and second partial transmissions, the touch point adaptation is carried out in succession. If a gear is engaged in the first sub-transmission or second sub-transmission downstream of the first clutch or the second clutch and no gear is engaged in the second sub-transmission or first sub-transmission downstream of the second clutch or the first sub-transmission, a gear is engaged in the second sub-transmission or in the first sub-transmission Gear engaged and the touch point adaptation for the first clutch and the second clutch performed simultaneously. A touch point adaptation can expediently also be carried out in such a way that the clutch is always first adapted, the last successful touch point adaptation being the longest ago. Finally, a tactile point adaptation can advantageously always be carried out first on the clutch which is connected upstream of the sub-transmission in which the gear for starting is most likely to be engaged.

The inventions and their configurations are explained in more detail below in connection with the figures. Show it:

Figure 1 is a schematic representation of a block diagram of a

Dual clutch transmission and

Figure 2 is a flowchart for the touch point adaptation.

The following considerations led to the invention.

Since the actual clutch actuation is very far from the distance measurement in the clutch actuator, in addition to the clutch properties, the influences of the release system must be taken into account by adapting or adjusting the zero point of the distance measurement. For example, the transmission behavior of a lever system of the transmission system can change due to temperature changes electromechanical clutch actuators change or can the volume of a

Change the hydraulic fluid-filled line of the clutch actuator. Conditional on this

Changes must be made at regular intervals to zero the

Path measurement can be carried out. This can be carried out by moving to a certain, excellent position of the clutch, which can be recognized by the clutch actuator as soiche. This position can be, for example, the pressure point of the

Be a disc spring where the release force increases suddenly. This zero point adjustment can be carried out while driving with the clutch engaged and the gear engaged, or while stationary with the gear engaged. The clutch is closed briefly.

The clutch characteristic can also be adjusted using the touch point adaptation. The position of the clutch actuator at which the clutch begins to transmit a minimal torque is determined. This adaptation can be done with the vehicle stationary, i.e. So with foot or handbrake applied, with gear engaged and engine in

Idle run. The clutch is slowly closed until a minimal torque is transmitted. The idle controller of the engine control reacts to the clutch closing by increasing the engine torque by exactly the Betvag of the transmitted clutch torque (3 - 4 Nm), so that the idle speed remains constant. The transmitted torque of the clutch, and thus the position of the touch point, can be determined and adapted based on the reaction of the engine torque. According to the invention, these strategies are redefined for the use of electromechanically actuated clutch actuators of clutch actuators in double clutch systems or parallel shift transmissions.

First, the function and structure of a double clutch transmission or a parallel shift transmission PSG is explained in more detail in connection with FIG. The internal combustion engine M transmits a torque T to the input shaft E of the parallel transmission PSG and thus to a first input shaft E1, which is connected to a first clutch A, and a second input shaft E2, which is connected to a second clutch B. The clutch A is connected to a partial transmission iA, which usually shifts the odd gears 1, 3 and 5. The clutch B is with a Partial gearbox iB connected, which switches the even gears 2, 4 and possibly the reverse gear. The output shaft A1 of the partial transmission iA and the output shaft A2 of the partial transmission iB are jointly connected to the vehicle wheels F via the output shaft A of the parallel gearbox PSG.

When driving, a clutch A or B is closed and transmits the engine torque to the output shaft A via an engaged gear of the downstream sub-transmission iA or iB. The other, passive clutch B or A is then either open when the downstream sub-transmission is in gear or when the gear is disengaged of the downstream sub-transmission closed.

The torques transmitted by clutches A and B are controlled by two independent clutch actuators KA and KB.

The following strategies for carrying out the zero point adjustment of the distance measurement of the clutch actuators are conceivable within the scope of the present method.

When the vehicle is moving, when the active clutch A or B transmits an engine torque, the zero point adjustment can be carried out as follows:

1. With a gear designed (gear N) in the sub-transmission iB or iA downstream of the passive clutch B or A, the zero point adjustment is carried out on the clutches A and B.

2. When a gear is engaged in the sub-transmission iB or iA downstream of the passive clutch B or A, the gear of the sub-transmission downstream of the passive clutch B or A is designed. This is followed by the zero point adjustment of clutches A and B and the re-engagement of the same gear of the sub-transmission iB or iA downstream of the passive clutch B or A. When the vehicle is stationary, the following can be used in accordance with the present invention:

1. With designed gears (gear N) in the sub-transmissions iA and iB downstream of the clutches A and B, the zero point adjustment becomes the

Couplings A and B performed.

2. If the gear is disengaged in the sub-transmission iA or iB downstream of clutch A or B and the gear is engaged in the sub-transmission iB or iA downstream of clutch B or A, the zero point adjustment of clutch A or B is carried out, the gear of clutch B or A downstream sub-transmission iB or iA designed, the zero point adjustment of clutch B or A carried out and finally the same gear of the sub-transmission iB or iA downstream of clutch B or A engaged again.

3. When the gear of the sub-transmission iA or iB downstream of clutch A or B is laid out and the gear is engaged in the gear downstream of clutch B or A

Partial gearbox iB or iA is designed to disengage the gear of the partial gearbox iB or iA. The zero point adjustment of the clutches A and B is carried out and then the same gear of the partial transmission iB or iA is re-engaged.

4. When gears are engaged in the partial transmissions iA and iB downstream of clutches A and B, the gear is disengaged from that of clutch A or

B downstream sub-transmission iA or iB. Then the zero point adjustment of clutch A or B is carried out and the same gear of the partial transmission iA or iB is re-engaged. The gear of the sub-transmission iB or iA connected downstream of clutch B or A is designed, whereupon the zero point adjustment of clutch B or A is carried out and the same gear of

Part gearbox iB or iA is reinserted.

5. When the gears are engaged in the sub-transmissions iA and iB downstream of clutches A and B, the gears are disengaged in both sub-transmissions iA and iB. The zero point adjustment of the clutches A and B is carried out and the same gears of the partial transmissions iA and iB are engaged again. The execution of the zero point adjustment can preferably be repeated at certain time intervals under valid entry conditions. The order of the clutches A or B can be adapted to the current or future driving situations. The following strategies can be preferred:

When the vehicle is running, i.e. So if an active clutch A or B transmits an engine torque, clutch A or B is always adapted first, the last successful zero point adjustment was the longest ago.

When the vehicle is stationary, you can proceed as follows:

1. Zero adjustment is always carried out on clutch A or B, the gear most likely to be used for starting. This takes into account the fact that the moment of this clutch A or B determines the comfort of the following approach.

2. Zero adjustments are always carried out simultaneously for both couplings A and B. This procedure takes into account the fact that laying out the aisles while standing is always associated with disturbing noises. These noises are minimized if both gears are designed at the same time and the zero point adjustment is then carried out.

The following options are conceivable for the touch point adaptation, which can only be carried out when the vehicle is stationary. This is explained in more detail in connection with FIG. 2.

If a gear is engaged in both sub-transmissions, the touch point adaptation can be carried out one after the other.

If a gear is engaged in the sub-transmission iA or iB downstream of clutch A or B and in the sub-transmission iB downstream of clutch B or A or generally no gear is engaged, a gear is engaged in the partial transmission iB or iA and the touch point adaptation for clutches A and B is carried out simultaneously.

3. With a touch point adaptation, clutch A or B should always be adapted first, the last successful touch point adaptation being the longest ago. 4. The touch point adaptation is always carried out on clutch A or B, which is connected upstream of the sub-transmission iA or iB in which the gear for starting is most likely to be engaged.

The patent claims submitted with the application are proposals for formulation without prejudice for the achievement of further patent protection. The applicant reserves the right to claim further combinations of features previously only disclosed in the description and / or drawings.

Back-references used in subclaims indicate the further development of the subject matter of the main claim by the features of the respective subclaim; they are not to be understood as a waiver of the achievement of independent, objective protection for the combinations of features of the related subclaims.

Since the subjects of the subclaims with regard to the prior art on

The applicant reserves the right to make its own and independent inventions on the priority date to make them the subject of independent claims or declarations of division. They can furthermore also contain independent inventions which have a design which is independent of the objects of the preceding subclaims.

The exemplary embodiments are not to be understood as a restriction of the invention. Rather, numerous changes and modifications are possible within the scope of the present disclosure, in particular those variants, elements and combinations and / or materials, which, for example, by combination or modification of individual in conjunction with the in and described in the general description and embodiments and the claims Features or elements contained in the drawings or process steps for those skilled in the art with regard to the solution to the problem can be found and, through combinable features, lead to a new object or to new process steps or process step sequences, also insofar as they relate to manufacturing, testing and working processes.

Claims

claims

Method for adapting the clutch characteristics in a double clutch system (PSG), which has a first clutch (A) and a downstream first partial transmission (iA) in a first branch and a second clutch (B) and a downstream second partial transmission (iB) in a second branch The first and second branches can be connected on the input side to a drive machine (M) and on the output side to the vehicle wheels (F) of a vehicle, and the first clutch (A) can be connected by a first clutch actuator (KA) and the second clutch (B) are actuated by a second clutch actuator (KB), characterized in that a

Zero point adjustment of the path measurement of the first and / or second clutch actuators (KA; KB) is carried out according to a predetermined strategy as a function of predetermined criteria.

A method according to claim 1, characterized in that when the vehicle is moving, when the active first clutch (A) or the active second clutch (B) transmits a torque, in a disengaged gear in that of the passive second clutch (B) or the passive first clutch (A) downstream second partial transmission (iB) or first partial transmission (iA) the zero point adjustment is carried out on the first clutch (A) and on the second clutch (B).

A method according to claim 1, characterized in that when the vehicle is moving, when the active first clutch (A) or the active second clutch (B) transmits a torque, with the gear engaged, that of the passive second clutch (B) or the passive first clutch (A) downstream second sub-transmission (iB) or first

Sub-transmission (iA) the gear is designed, and then the zero point adjustment of the first clutch (A) and the second clutch (B) and re-engaging the same gear of the second second clutch (B) or the passive first clutch (A) downstream Part gear (iB) or first part gear (iA) is executed.

Method according to one of claims 1 to 3, characterized in that when the vehicle is at a standstill with the gears in the first clutch (A) and the second clutch (B) downstream first partial transmission (iA) and second partial transmission (iB) the zero point adjustment of the first clutch (A) and the second clutch (B) is carried out.

Method according to one of claims 1 to 3, characterized in that when the vehicle is stationary and the gear is disengaged in the first partial transmission (iA) or second partial transmission (iB) connected downstream of the first clutch (A) or the second clutch (B) and the gear is engaged in the second partial transmission (iB) or first partial transmission (iA) connected downstream of the second clutch (B) or the first clutch (A), the zero point adjustment of the first clutch (A) or the second

Clutch (B) designed, the gear of the second partial transmission (iB) or first partial transmission (iA) connected downstream of the second clutch (B) or the first clutch (A), the zero point adjustment of the second clutch (B) or the first clutch (A ) and finally the same gear of the second sub-transmission (iB) or the first sub-transmission (iA) connected downstream of the second clutch (B) or the first clutch (A) is re-engaged.

Method according to one of claims 1 to 3, characterized in that when the vehicle is at a disengaged gear of the first partial transmission (iA) or the second one connected downstream of the first clutch (A) or the second clutch (B)

Partial gearbox (iB) and gear engaged in the second partial gearbox (iB) or first partial gearbox (iA) connected downstream of the second clutch (B) or the first clutch (A), disengaging the gear of the second partial gearbox (iB) or the first partial gearbox (iA ) carried out, the zero point adjustment of the first clutch (A) and the second clutch (B) and then the same gear of the second

Sub-transmission (iB) or the first sub-transmission (iA) is reinserted.

Method according to one of claims 1 to 3, characterized in that when the vehicle is stationary and the gears are engaged, the first partial transmission (iA) and the second one downstream of the first clutch (A) and the second clutch (B)

Partial gearbox (iB), the design of the gear of the first partial gearbox (iA) or second partial gearbox (iB) connected downstream of the first clutch (A) or the second clutch (B), the zero point adjustment of the first clutch (A) or the second clutch (B) executed and the same gear of the first sub-transmission (iA) or the second sub-transmission (iB) again engaged, the gear of the second

Clutch (B) or the second clutch downstream of the first clutch (A)

(iB) or the first sub-transmission (iA), the zero point adjustment of the second clutch (B) or the first clutch (A) is carried out and the same gear of the second sub-transmission (iB) or the first sub-transmission (iA) is re-engaged.

8. The method according to any one of claims 1 to 3, characterized in that when the vehicle is stationary with the gears engaged, the first partial transmission (iA) and the second one connected downstream of the first clutch (A) and the second clutch (B)

Part gearbox (iB), the selection of the gears in the first part gearbox (iA) and the second part gearbox (iB) and the zero point adjustment of the first clutch (A) and the second clutch (B) and the same gears of the first part gearbox (iA) and the second sub-transmission (iB) can be reinserted.

9. The method according to any one of claims 1 to 8, characterized in that the implementation of the zero point adjustment is repeated at certain time intervals under valid entry conditions.

10. The method according to any one of claims 1 to 9, characterized in that when the vehicle is running and the active first clutch (A) or the active second clutch (B) transmits an engine torque, the first clutch (A) or the second clutch (B) is first adapted, the last successful zero point adjustment was the longest ago.

11. The method according to any one of claims 1 to 10, characterized in that when the vehicle is always at the first clutch (A) or the second clutch (B) the zero point adjustment is carried out, the gear most likely to be used for driving.

12. The method according to any one of claims 1 to 11, characterized in that when the vehicle is stationary, zero point adjustments are always carried out simultaneously with the first clutch (A) and the second clutch (B). Method according to one of claims 1 to 12, characterized in that a touch point adaptation is carried out when the vehicle is stationary, the touch point adaptation being carried out in succession when a gear is engaged in the first partial transmission (iA) and the second partial transmission (iB).

Method according to one of claims 1 to 12, characterized in that when the vehicle is stationary, a touch point adaptation is carried out if in the first partial transmission (iA) or second partial transmission (iB) connected downstream of the first clutch (A) or the second clutch (B) Gear is engaged and in that of the second clutch

(B) or the first clutch (A) downstream second sub-transmission (iB) or first sub-transmission (iA) no gear is engaged, a gear is engaged in the second sub-transmission (iB) or in the first sub-transmission (iA) and the touch point adaptation for the first clutch (A) and the second clutch (B) is performed simultaneously.

Method according to one of claims 1 to 12, characterized in that when the vehicle is stationary, a touch point adaptation is carried out in such a way that the clutch (A) is always adapted first, the last successful touch point adaptation being the longest ago.

Method according to one of claims 1 to 12, characterized in that when the vehicle is stationary, a touch point adaptation is always carried out on the clutch, which is connected upstream of the sub-transmission in which the gear for the start is most likely to be engaged.

Device for carrying out the method for adapting the clutch characteristics in double clutch systems (PSG) according to one of claims 1 to 16, characterized in that the double clutch system (PSG) in a first branch a first clutch (A) and a downstream first partial transmission (iA) and in a second branch a second clutch (B) and a downstream second sub-transmission

(iB) that the first and second branches can be connected on the input side to a drive machine (M) and on the output side to the vehicle wheels (F) of a vehicle, that the first clutch (A) can be connected by a first Clutch actuators (KA) and the second clutch (B) can be actuated by a second clutch actuator (KB), and that a zero point adjustment of the distance measurement of the first and / or second clutch actuators (KA; KB) can be carried out according to a predetermined strategy as a function of predetermined criteria ,