EP1888935A1 - Procede et dispositif de commande d'un embrayage a friction automatise entre un moteur et une boite de vitesses - Google Patents

Procede et dispositif de commande d'un embrayage a friction automatise entre un moteur et une boite de vitesses

Info

Publication number
EP1888935A1
EP1888935A1 EP06754061A EP06754061A EP1888935A1 EP 1888935 A1 EP1888935 A1 EP 1888935A1 EP 06754061 A EP06754061 A EP 06754061A EP 06754061 A EP06754061 A EP 06754061A EP 1888935 A1 EP1888935 A1 EP 1888935A1
Authority
EP
European Patent Office
Prior art keywords
clutch
control module
load
transmission
wear
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Withdrawn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
EP06754061A
Other languages
German (de)
English (en)
Inventor
Matthias Winkel
Ramon Cordt
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen 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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP1888935A1 publication Critical patent/EP1888935A1/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Withdrawn legal-status Critical Current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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
    • B60W30/1843—Overheating of driveline components
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
    • B60W30/186—Preventing damage resulting from overload or excessive wear of the driveline excessive wear or burn out of friction elements, e.g. clutches
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0291—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
    • F16D2500/10—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
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • 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
    • F16D2500/108—Gear
    • F16D2500/1081—Actuation type
    • F16D2500/1085—Automatic transmission
    • 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
    • F16D2500/30405—Estimated 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
    • F16D2500/30801—Number of shift actuations
    • 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
    • F16D2500/30806—Engaged transmission ratio
    • 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
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3166—Detection of an elapsed period of time
    • 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
    • F16D2500/50224—Drive-off
    • 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
    • F16D2500/50296—Limit clutch wear
    • 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
    • F16D2500/51—Relating safety
    • F16D2500/5108—Failure diagnosis
    • 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
    • F16D2500/51—Relating safety
    • F16D2500/5118—Maintenance
    • 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
    • F16D2500/70412—Clutch position change rate
    • 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
    • F16D2500/70422—Clutch parameters
    • F16D2500/7043—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
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70452—Engine parameters
    • F16D2500/70454—Engine speed
    • 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
    • F16D2500/70452—Engine parameters
    • F16D2500/70458—Engine torque
    • 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
    • F16D2500/70464—Transmission parameters
    • F16D2500/70488—Selection of the gear ratio
    • 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
    • F16D2500/70605—Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
    • 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
    • F16D2500/71—Actions
    • F16D2500/7101—Driver alarm
    • 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
    • F16H—GEARING
    • F16H35/00—Gearings or mechanisms with other special functional features
    • F16H35/10—Arrangements or devices for absorbing overload or preventing damage by overload

Definitions

  • the invention relates to a method for controlling an automated friction clutch and a device for carrying out this method according to the preamble of claims 1 and 19, respectively.
  • Automated friction clutches friction-based clutches whose operation is not directly controlled by an operator, have been used for quite some time in various types of motor vehicles.
  • automated friction clutches are regularly active during gear changes and starting operations.
  • these are also increasingly being used in vehicles with manually shiftable transmissions.
  • the desired gear is input directly from the driver mostly in the form of an electrical or electronic signal, which is processed by a control device accordingly and ultimately causes the actuation of actuators, which control the actual clutch and switching process.
  • the controls of automated friction clutches are designed so that the most advantageous driving characteristics of the vehicle result. This includes, for example, that during start-up a relatively generous slippage area of the friction clutch is provided which allows a driver on the one hand accurate dosing the increase in speed of the vehicle and a comfortable maneuvering, and the second offset even on relatively large gradients in the situation that Keep the vehicle at a standstill by pressing the accelerator pedal and without applying a brake.
  • a higher input speed of the clutch is selected here in most cases-corresponding to a motor speed raised relative to the operation when the clutch is completely closed-in order to be able to transmit torque to the drive-related downstream gear in conjunction with a corresponding input torque already during the closing of the clutch.
  • the effective power to the clutch P « U p is therefore dependent on the size of the engine torque M Mot and the difference in rotational speed between the friction linings of the clutch input shaft n E m and the clutch output shaft n Aus -
  • the energy input into the clutch Q ⁇ up results from integration of the power acting on the clutch over time:
  • This energy input Q ⁇ up corresponds to the work performed on the clutch or on the friction elements of the clutch and, on the one hand, causes wear of the friction elements and, on the other hand, increases the temperature of the friction elements and consequently also of other elements of the clutch.
  • the sum Q ⁇ U p ges from the energy Q ⁇ U p supplied to the clutch, and energy Q ⁇ up, discharged from the clutch. This results
  • the values for the energy supplied and discharged to the clutch can be determined with varying complexity and, if required, further influencing factors, such as the outside temperature and / or the temperature of any oil present in the clutch, can be taken into account.
  • further influencing factors such as the outside temperature and / or the temperature of any oil present in the clutch, can be taken into account.
  • a device for protecting a clutch against overheating which determines a torque transmitted by the clutch or introduced by a drive motor into a clutch and the difference between a clutch input speed and a clutch output speed, the product forms thereof and Assign a warning rest to this product using a table.
  • the current slip time is compared with the warning rest time and generates a warning signal when the warning rest time is exceeded.
  • the described device is thus based on the determination of a fictitious rest time, which is required following a slipping phase of the clutch, to avoid overheating of the same by a new slip phase, in case of falling below the warning rest time, a warning signal is output to the driver.
  • DE 33 34725 A1 relates at least primarily to automatically actuated clutches, in which the driver at a stop of the vehicle on a slope by a corresponding operation of the accelerator pedal over a longer Period causes a clutch slip. Only in a specific form of this known device, this works so that a second warning rest time can be provided, after the expiry of a device for slow, steady engagement of the clutch is actuated. For operating conditions other than the described holding a vehicle on a slope by operation of the accelerator pedal no suggestions for an automatic action on the control of the clutch are made.
  • an amount of energy entered into the clutch or the temperature of the clutch is monitored by a control device when the friction clutch is slipping, and the output torque of the drive engine is reduced when limit values are exceeded.
  • This procedure also has certain disadvantages.
  • the amount of energy introduced into the clutch depends not only on the torque of the drive motor but on the product of the same with the differential speed of the clutch.
  • the proposed approach has a negative effect on the driver as a power loss of the engine and can also lead to strong gradients that the reduced engine torque is no longer sufficient for adequate acceleration and subsequently triggered additional switching operations, which aggravate the problem again.
  • the invention has the object to provide a control method and a control device for an automated friction clutch with which on the one hand in a normal driving mode of the conventional clutch control corresponding, in terms of driving behavior optimized control of the friction clutch is possible, but in addition certain conditions, the controls of the friction clutch and possibly the engine and the transmission can be modified by a clutch control module such that damage to the clutch is avoided or wear of the friction surfaces is reduced.
  • a clutch is always understood to mean a friction-based, automated clutch, as is provided in the many cases between the drive motor and the transmission gear of a motor vehicle with automatic circuit.
  • the most significant application is in passenger cars or commercial vehicles with internal combustion engine and a transmission gearbox with several separately switchable gear ratios.
  • the invention may also be used to advantage in other types of propulsion engines, transmissions or vehicles, such as watercraft or motorcycles.
  • the invention is based on the finding that the load condition of the clutch or its friction elements with respect to the thermal load and / or wear can be concluded on the basis of various characteristic values, and that with the aid of these values and a comparison with correspondingly assigned limit values, a clutch control module Take measures by which a reduction of the load of the clutch is achieved.
  • the invention is further based on the finding that information from the driver about the load condition of the clutch by a warning signal is not desirable, while an automatic and immediate autonomous initiation of relief measures is more effective.
  • the inventors had the realization that monitoring several rer characteristic values and limits allow a more accurate estimation of the actual load condition of the clutch, and that by triggering several different measures, a particularly effective reduction of the load on the clutch can be achieved.
  • the invention is initially based on a method for controlling an automated clutch to reduce the burden of the same, wherein on one input side of the clutch, a torque of a drive motor is applied and this clutch is a transmission downstream of a transmission having different transmission ratios.
  • a clutch control module is provided, which can act on the operation of the clutch and / or the drive motor and / or the transmission.
  • the clutch, the drive motor and the transmission usually have control devices which can be networked together or even completely or partially integrated. It is irrelevant whether an influence of the clutch control module acts directly or by a corresponding control device on a clutch, a transmission and / or a drive motor.
  • the term of the control also in relation to control devices or control modules, should always be understood in the sense of an overarching, which also includes regulations in addition to pure controls.
  • the clutch control module reads in data with the aid of which it ascertains at least one load value of the clutch with reference to a thermal load and / or wear of the clutch.
  • These data may be physical quantities sensed by sensors, or values obtained from tables and / or mathematical links based on existing data.
  • the clutch control module compares the determined load values or values with limit values and, if at least one limit value is exceeded, initiates measures which, without the intervention of an operator or driver, act on a control of the clutch and / or the drive motor and / or the transmission in such a way that the thermal load on the clutch and / or its wear is reduced.
  • the quality of the method increases with the number of monitored or used parameters and with the number of possible triggerable measures.
  • the clutch control module initiates action when exceeding at least one threshold, without first informing an operator or driver by a signal in this regard, since as already shown, the benefit of such information in average good drivers is doubtful and beyond Insecurity or to reduce the driver's confidence in the capabilities and reliability of his vehicle.
  • the measures taken can take effect sooner without a time delay resulting from prior issuance of a warning message and therefore be more cautious with the same protective effect.
  • a first training in terms of the formation of a load value provides that the clutch control module monitors the total amount of heat that is registered in the clutch, compared with a first limit and initiates action on exceeding the first limit, through which the thermal load of the clutch and / or their wear is reduced.
  • the determination of a total amount of heat can be carried out, for example, according to the above-described formula (3), but also by other suitable calculations or estimates.
  • a measurement of the temperatures of the relevant parts is dispensable in this way.
  • the measurement, in particular the temperature of the friction surfaces of a clutch is often associated with a considerable effort, which can be avoided in this way by relatively simple calculations based on already known data.
  • a second embodiment of the invention characterized in that the clutch control module monitors the temperature of the clutch and friction elements of the clutch, compares with a second relevant limit and initiates action on exceeding the second limit, by which the thermal load of the clutch and / or their wear is reduced.
  • the temperature of the clutch or the friction elements is measured directly here. This can also be done without contact. If corresponding sensors are already present in the transmission used or appropriate equipment with a low overhead is possible, particularly current and reliable values can be obtained in this way.
  • the clutch control module can monitor the slip duration or the slip duration of the clutch, compare with a third relevant limit value and when the third is exceeded Limit value initiate measures by which the thermal load on the clutch and / or its wear is reduced.
  • slip time or slip time can be determined with minimal effort and already allows some conclusions about the load situation of the clutch. Nevertheless, the slip time is preferred to be used as a single value only when it comes to a particularly simple and inexpensive implementation of the method. Otherwise, it will go into the procedure as an additional burden value.
  • a qualitatively different load value can be obtained by monitoring the wear of the clutch or friction linings.
  • the clutch control module monitors the friction lining (s) for reaching a fourth limit of wear, and when exceeding this fourth limit initiates action to reduce the thermal load on the clutch and / or its wear, the remaining service life of the clutch can be significantly increased whereby, for example, an exchange of the friction linings on the end of a vacation trip or the next scheduled inspection can be postponed.
  • This load value is particularly suitable for both independently of the load values described above to trigger action, as well as to modify, for example, the limits for the other load values and thereby make the process more sensitive with increasing wear of the friction linings.
  • the clutch control module initiates at least one of the aforementioned limits one to four measures, which reduces the thermal load on the clutch and / or wear during startup, since in particular during startup often a significant load on the clutch occurs. This is especially true due to the above-described problem of a parked on optimal performance clutch control and in view of the also already described problem of a held with the help of the accelerator pedal on a hillside vehicle.
  • a first advantageous measure here is that the clutch control module causes an independent closing of the clutch when exceeding at least one of the aforementioned limits one to four. This closing is preferably done at a relatively low speed, so that the driver receives sufficient opportunity to prevent the vehicle by rolling the brake on or on a further acceleration.
  • the clutch control or the clutch control module may also interact with other systems, such as a collision warning device, to prevent the driver from riding up to an obstacle if the driver reacts too late or not adequately.
  • the clutch control module exceeds at least one of the aforementioned limits one to four, an acceleration of the closing Causes operation of the clutch, the slip time of the clutch is significantly reduced during a starting process and the load on the clutch thereby reduced.
  • the clutch control module when at least one of the abovementioned limit values one to four to be exceeded, to influence a repeated short-term acceleration and deceleration of the vehicle and / or vibration of the vehicle by influencing the clutch control.
  • This does not mean an already described closing of the clutch with subsequent opening of the clutch in the event of an insufficient response of the driver, but a control of the clutch and / or transmission, which has a vibration or vibration of the vehicle along its longitudinal axis result, as occurs, for example, when plucking a clutch. By these vibrations, the driver is caused to end the unpleasant for him condition by pressing the brake or by starting.
  • a mere warning signal in the form of e.g. a warning light or a warning sound is that even for a mediocre trained driver without physical background knowledge in a vibrating vehicle, the desired reaction is immediately obvious, and also compared to a warning light much stronger motivation for the driver is the desired clutch-friendly behavior to show.
  • the total load of the clutch can be kept lower than in a constant state of the clutch.
  • the clutch control module initiates one to four measures when exceeding at least one of the aforementioned limits, which reduces the thermal load of the clutch and / or its wear during gear changes, can in this way, especially in previous startup with a long slip time or with a strong heating of Friction linings further damage can be avoided.
  • the clutch control module determines when exceeding at least one of the aforementioned limits one to four, whether the speed difference between the current speed of the clutch and the speed of the clutch in the target gear is below a relevant fifth threshold and in this case the transmission control and / or the clutch control and / or influenced the engine control so that the switching operation is carried out without opening the clutch, slippage of the clutch can be completely avoided at least for a part total number of gear changes.
  • the lower the speed difference the easier it is possible to dispense with a separation of the drive train through the clutch. In particular, with very narrow stepped gears, this is possible.
  • the clutch control module is able to influence the engine control system, it can be activated in the neutral position of the transmission by actuating the engine after removing the previous gear. Before a suitable engine speed can be adjusted and also without involvement of the clutch, a gear change can be made.
  • the clutch control module may influence the transmission control and / or the clutch control and / or the engine control when at least one of the first to fourth threshold values is exceeded, such that the differential rotational speed at the clutch is below a sixth related limit when the clutch is closed lies.
  • the clutch for the gear change is indeed opened and then closed again, which has an overall positive effect on the shifting comfort and wear on the gearbox.
  • a similar feature of the method provides that, when at least one of the first to fourth limit values is exceeded, the clutch control module influences the transmission control and / or the clutch control and / or the engine control in such a way that a noticeable torque transmission from the drive engine to the transmission takes place only then, when the clutch is at least almost completely closed. This way will for a given initial speed difference on the clutch reduces the work done on the clutch, resulting in less load on the clutch.
  • Another approach is based on reducing the number of switching operations as a whole, rather than a clutch-friendly design of the individual switching operation. If the clutch control module in exceeding at least one of the first to fourth limits, the transmission control and / or the clutch control and / or the engine control influenced so that the average number of switching operations per time interval compared to normal operation decreases, so that per time interval or distance drops the clutch acting load. In addition, the stress-free phases lengthen, giving the clutch more opportunity to release absorbed energy in the form of heat to the environment.
  • the clutch control module determines two or more of the load values of the clutch with respect to a thermal load and / or wear of the clutch and links them to a superordinate load value, and the clutch control module then determines the superordinate load (s) determined.
  • the clutch control module determines the superordinate load (s) determined.
  • at least one limit value is exceeded, at least one limit value is initiated which, without the intervention of an operator or driver, acts on the control of the clutch and / or the drive motor and / or the transmission in such a way that the thermal load is applied Load of the clutch and / or their wear can be reduced. If several limit values are exceeded, preferably more of the above measures are initiated.
  • the device according to the invention is based on an automated clutch having an input side and an output side. With the clutch connected to a drive motor whose output shaft is rotatably connected to the input side of the automated clutch, and a transmission whose input shaft is rotatably connected to the output side of the automated clutch in combination.
  • a motor control device for controlling the drive motor, a transmission control device for controlling the transmission and a clutch control device for controlling the automated clutch are also provided and can preferably be connected to each other, for example via a data bus, ie an in-vehicle data transmission system ,
  • the device is now characterized in that in addition a clutch control module is provided, which is arranged so that it can read data from at least the clutch control device. It is further adapted to process this data at a load value of the automated clutch with respect to its thermal load and / or wear.
  • a device for storing and / or determining limit values for the load value or values, which may form an integral part of the clutch control module or else a separate electrical or electronic module or which may be integrated into another module.
  • the clutch control module further comprises means for comparing the determined load values with these limits.
  • an output device is provided as part of the clutch control module, which can act on exceeding one or more limits on the automated clutch and / or the gearbox and / or the engine or on the associated control devices in such a way that the thermal load of the clutch and / or their wear is reduced.
  • the single FIGURE shows the drive train of a vehicle, consisting of a drive motor 1, an automated clutch 3 and a transmission 5, wherein the output shaft of the drive motor 1 is connected via a first non-rotatable connection 2 with the input side of the automated clutch 3, while the output side of this Clutch 3 via a second non-rotatable connection 4 with the input shaft of the transmission 5 is in drive connection.
  • the output shaft of the transmission 5 is connected via a third non-rotatable connection 6 with a differential gear, not shown, and finally with the driven wheels of a motor vehicle.
  • the drive motor 1 is a motor controller 7, the automated clutch 3, a clutch control 8 and the transmission 5, a transmission control 9 associated with these controllers 7, 8, 9 as indicated by double arrows not only with their associated units 1, 3, 5 bidirectionally exchange information can, but also among each other over eg communicate with a data bus. Further, they communicate with a clutch control module 10.
  • the clutch control module 10 reads, for example, from the clutch control 8 data on the duration of the last slip phase of the clutch 3 and its input speed and output speed. If the clutch 3 has its own temperature sensors, these values are first transferred to the clutch control 8 and then forwarded to the clutch control module 10.
  • the speed values of the input and output sides of the clutch 3 can also be read in by the engine control 7 and the transmission control 9.
  • the engine controller provides data about the currently torque applied to the output shaft of the drive motor 1 ready.
  • the clutch control module 10 determines one or more load values of the clutch 3. In a memory integrated into the clutch control module 10 and not separately shown in this case, limit values for the individual load values are stored. If a comparison unit likewise integrated in the clutch control module 10 and not separately shown determines that one or more limit values are exceeded by the assigned load values, the clutch control module 10 initiates measures for reducing the clutch load by sending corresponding signals to the clutch control 8 and / or to the engine controller 7 and / or to the transmission control 9 outputs. The individual measures have already been described in detail above. The type of signals is dependent on the control units used 7, 8, 9 and data protocols.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un procédé de commande d'un embrayage automatisé (3) visant à réduire les charges auxquelles l'embrayage est soumis. L'état de charge de l'embrayage (3) ou des ses éléments de friction en matière de contraintes thermiques et/ou d'usure est déduit à partir de diverses caractéristiques. Un module de commande d'embrayage (10) compare les valeurs de charge ainsi déterminées à des valeurs seuil affectées. En cas de dépassement de ces valeurs seuil, le module de commande d'embrayage (10) prend des mesures afin de réduire la charge de l'embrayage. Ces mesures ne nécessitent aucune intervention d'un utilisateur ou conducteur et sont fondées sur une intervention dans la commande de l'embrayage (8) et/ou du moteur d'entraînement (7) et/ou de la boîte de vitesses (9), de telle manière que la contrainte thermique de l'embrayage et/ou l'usure sont réduites. Le procédé selon l'invention fait intervenir une pluralité de valeurs de charge et de mesure pour le démarrage ou l'arrêt du véhicule dans une côte au moyen de la pédale d'accélérateur, et pour des passages de rapports lors de la marche.
EP06754061A 2005-06-09 2006-06-02 Procede et dispositif de commande d'un embrayage a friction automatise entre un moteur et une boite de vitesses Withdrawn EP1888935A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005026615A DE102005026615A1 (de) 2005-06-09 2005-06-09 Verfahren und Vorrichtung zur Steuerung einer automatisierten Reibkupplung zwischen einem Motor und einem Getriebe
PCT/EP2006/005256 WO2006131268A1 (fr) 2005-06-09 2006-06-02 Procede et dispositif de commande d'un embrayage a friction automatise entre un moteur et une boite de vitesses

Publications (1)

Publication Number Publication Date
EP1888935A1 true EP1888935A1 (fr) 2008-02-20

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EP06754061A Withdrawn EP1888935A1 (fr) 2005-06-09 2006-06-02 Procede et dispositif de commande d'un embrayage a friction automatise entre un moteur et une boite de vitesses

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Country Link
US (1) US20080215220A1 (fr)
EP (1) EP1888935A1 (fr)
DE (1) DE102005026615A1 (fr)
WO (1) WO2006131268A1 (fr)

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WO2006131268A1 (fr) 2006-12-14
DE102005026615A1 (de) 2006-12-14
US20080215220A1 (en) 2008-09-04

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