FR2793857A1 - Equipment and regime for controlling clutch on automated manual gearbox, comprises oil reservoir and electric pump which supplies a clutch actuating pressure valve under control of calculator - Google Patents
Equipment and regime for controlling clutch on automated manual gearbox, comprises oil reservoir and electric pump which supplies a clutch actuating pressure valve under control of calculator Download PDFInfo
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- FR2793857A1 FR2793857A1 FR9906492A FR9906492A FR2793857A1 FR 2793857 A1 FR2793857 A1 FR 2793857A1 FR 9906492 A FR9906492 A FR 9906492A FR 9906492 A FR9906492 A FR 9906492A FR 2793857 A1 FR2793857 A1 FR 2793857A1
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- clutch
- engine
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- passage
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Classifications
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- 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
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- 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
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- 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
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
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- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
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- 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
- F16D48/066—Control of fluid pressure, e.g. using an accumulator
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- 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
- F16D48/068—Control by electric or electronic means, e.g. of fluid pressure using signals from a manually actuated gearshift linkage
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- 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
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
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- 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
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- 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
- B60W2710/023—Clutch engagement rate
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- 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
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
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- 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
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- 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
- F16D2500/1083—Automated manual transmission
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- 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
- F16D2500/3068—Speed change of rate of the engine
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- 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
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- 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
- F16D2500/506—Relating the transmission
- F16D2500/50684—Torque resume after shifting
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- 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
Abstract
Description
PROCEDE <B><U>ET</U></B><U> DISPOSITIF<B>DE PILOTAGE D'UN</B></U> <U>EMBRAYAGE<B>DE</B> BOITE<B>DE</B> VITESSES<B>MANUELLE</B></U> ROBOTISEE La présente invention se rapporte<B>à</B> la commande des changements de rapports montants avec une boîte de vitesses manuelle robotisée. <B> <U> AND </ U> </ B> <U> DEVICE <B> <B> <U> CLUTCH <B> OF </ B> BOX <B> The present invention relates to the control of upshifting changes with a robotic manual gearbox.
Plus précisément, elle concerne le pilotage d'un embrayage de boîte de vitesses manuelle robotisée, lors d'un passage montant n/n+1, avec coupure de l'alimentation du moteur entre la fermeture de l'embrayage sur le rapport n et l'obtention du régime moteur com de synchronisme sur le rapport n+l. More specifically, it concerns the control of a clutch of manual gearbox robotized, during a rising passage n / n + 1, with power failure of the motor between closing the clutch on the ratio n and obtaining the engine speed com of synchronism on the ratio n + 1.
Cette invention peut notamment être mise en #uvre dans les boîtes de vitesses robotisées commandées au moyen d'un système de commande électrohydraulique <B>à</B> microprocesseur. Les boîtes de vitesses manuelles r-obotisées souffrent actuellement d'un handicap de principe par rapport aux boîtes de vitesses automatiques traditionnelles, en raison essentiellement de l'interruption du couple relativement longue qu'elles imposent, par leur principe même de fonctionnement, lors<B>.</B> des passages montants. Cette interruption de couple est d'autant plus mal ressentie qu'elle survient de manière inopinée pour le conducteur, qu'elle est plus longue, et que la reprise du couple de traction en fin de passage est peu maîtrisée. This invention can in particular be implemented in robotized gearboxes controlled by means of an electrohydraulic control system <B> to a microprocessor. The manual gearboxes r-obotisés currently suffer from a handicap of principle compared to traditional automatic gearboxes, essentially because of the interruption of the relatively long couple which they impose, by their very principle of operation, when < B>. </ B> upward passages. This interruption of torque is all the more badly felt that it occurs unexpectedly for the driver, it is longer, and the resumption of traction torque at the end of the passage is poorly controlled.
Les systèmes de synchronisation modernes sont suffisamment efficaces pour réaliser l'égalisation des vitesses arbre primaire/pignon fou dans des temps très courts, de l'ordre de un<B>à</B> deux dixièmes de seconde<B>:</B> en revanche, le moteur, livré<B>à</B> lui-même pendant toute la phase où l'embrayage est ouvert, ne décélère spontanément que sous l'effet de divers frottements internes, et peut, de ce fait, mettre plus d'une seconde<B>à</B> rallier la vitesse de synchronisation en fin de passage, notamment lors d'un passage<B>à</B> haut régime. On voit donc la forte hétérogénéité entre la durée de passage nécessaire<B>à</B> la boîte, et celle nécessaire au moteur, pour rallier le régime de synchronisme, la durée de passage étant par conséquent conditionnée essentiellement par le comportement du moteur sur lequel on n'a pas d'élément de contrôle direct dans les réalisations classiques de boîtes de vitesses manuelles robotisées. De plus, toute tentative_ --de développer des systèmes de synchronisation très performants est sans objet, puisque la synchronisation se fait en un temps très largement masqué par rapport au moteur. Une manière simple de raccourcir la durée du passage est de réembrayer après ie synchronisme de la boîte, mais sensiblement avant le synchronisme du moteur. Cela a pour effet de transformer l'énergie cinétique de rotation du moteur en couple aux roues, et de rétablir par conséquent assez rapidement un couple de traction. Mais les embrayages monodisques <B>à</B> sec utilisés jusqu'ici dans les boîtes de vitesses manuelles robotisées sont peu aptes au contrôle en couple<B>;</B> par ailleurs, les utiliser de manière intensive<B>à</B> chaque changement de rapport montant pour décélérer rapidement l'inertie tournante du moteur, serait extrêmement préjudiciable<B>à</B> leur longévité. Modern synchronization systems are efficient enough to equalize primary shaft / idle gear speeds in very short times, of the order of one <B> to </ B> two tenths of a second <B>: </ B> on the other hand, the engine, delivered <B> to </ B> itself during the whole phase where the clutch is open, decelerates spontaneously only under the effect of various internal friction, and can, therefore , take more than one second to reach the sync speed at the end of the pass, especially during a high-speed pass. We therefore see the strong heterogeneity between the necessary transit time <B> to </ B> the box, and that necessary for the engine, to rally the synchronism regime, the transit time being therefore conditioned essentially by the behavior of the engine on which there is no direct control element in conventional embodiments of automated manual gearboxes. In addition, any attempt to develop high-performance synchronization systems is irrelevant, since the synchronization is done in a time very largely masked with respect to the engine. A simple way to shorten the passage time is to re-engage after the synchronism of the box, but substantially before the synchronism of the motor. This has the effect of converting the kinetic rotational energy of the engine torque to the wheels, and therefore quickly restore a traction torque. But the single-ended <B> to </ B> dry clutches used so far in robotic manual gearboxes are poorly suited to torque control, and they can be used intensively <B> to </ b> each upshifting ratio to rapidly decelerate the rotating inertia of the engine, would be extremely detrimental <B> to </ B> their longevity.
Pour palier<B>à</B> ces difficultés, l'invention propose de piloter la décélération du moteur en transférant aux roues une partie de son énergie cinétique sous forme d'un couple de traction modulée en fonction des exigences de confort. To overcome <B> to </ B> these difficulties, the invention proposes to control the deceleration of the engine by transferring to the wheels part of its kinetic energy in the form of a modulated traction torque according to the comfort requirements.
<B>A</B> cet effet, l'embrayage est refermé progressivement dès que le régime primaire cop de la boîte atteint la vitesse de synchronisme sur le rapport n+1. <B> A </ B> this effect, the clutch is closed gradually as soon as the primary regime cop of the box reaches the speed of synchronism on the ratio n + 1.
De préférence, l'embrayage utilisé est un embrayage multidisques humides travaillant dans<U>l'huile.</U> Preferably, the clutch used is a wet multi-plate clutch working in the <U> oil. </ U>
La décélération du moteur peut ainsi être pilotée jusqu'à la fin du passage. The deceleration of the engine can thus be controlled until the end of the passage.
La valeur du couple transmis par l'embrayage au cours de sa fermeture peut avantageusement être contrôlée de façon telle que l'accélération F./n+l pendant la phase inertielle du passage, s'approche le plus possible de l'accélération F.+i sur le rapport n+l. The value of the torque transmitted by the clutch during its closing can advantageously be controlled in such a way that the acceleration F./n + 1 during the inertial phase of the passage approaches as close as possible to the acceleration F. + i on the ratio n + 1.
Selon une autre caractéristique de l'invention, le couple d'inertie délivré par le moteur peut être ajusté<B>à</B> la valeur du couple moteur<B>C.</B> immédiatement après le passage. According to another characteristic of the invention, the inertia torque delivered by the motor can be adjusted <B> to </ B> the value of the engine torque <B> C. </ B> immediately after the passage.
L'invention concerne aussi un dispositif de pilotage permettant notamment la mise en oeuvre de ces mesures. The invention also relates to a control device allowing in particular the implementation of these measures.
Ce dispositif comporte un calculateur exploitant des signaux relatifs au régime moteur ù), au régime primaire wp de la boîte et<B>à</B> un paramètre ccp représentatif de la charge du moteur pour commander la décélération du moteur par une fermeture progressive l'embrayage, dès que l'arbre primaire de la boîte atteint sa propre vitesse de synchronisme cop. This device comprises a computer using signals relating to the engine speed ù), the primary speed wp of the box and <B> to </ B> a parameter ccp representative of the engine load to control the deceleration of the engine by a progressive closure. the clutch, as soon as the primary shaft of the box reaches its own speed of synchronism cop.
D'autres caractéristiques et avantages de l'invention apparaîtront clairement<B>à</B> la lecture de la description suivante d'un mode de réalisation particulier de celle-ci, en se référant aux dessins annexés, sur lesquels <B>-</B> la figure<B>1</B> montre l'évolution du régime moteur co#., de la vitesse du primaire de boîte cop, de l'accélération du véhicule Fn sur le rapport n et de l'accélération du véhicule 17.+1 sur le rapport n+l, lors d'un changement de rapport montant, tel que réalisé sur une boîte de vitesses conventionnelle, <B>-</B> la figure 2 montre l'évolution des mêmes paramètres, mais lors d'un passage montant réalisé conformément<B>à</B> l'invention, et <B>-</B> la figure<B>3</B> représente de manière schématique le principe de fonctionnement de l'embrayage multidisques humides utilisé. Other features and advantages of the invention will become apparent from reading the following description of a particular embodiment thereof, with reference to the accompanying drawings, in which <B> - </ B> Figure <B> 1 </ B> shows the evolution of the engine speed co #., The speed of the primary of cop box, the acceleration of the vehicle Fn on the ratio n and the acceleration of the vehicle 17. + 1 on the ratio n + 1, when a gear ratio change, as performed on a conventional gearbox, <B> - </ B> Figure 2 shows the evolution of the same parameters, but during a rising passage made according to <B> to </ B> the invention, and <B> - </ B> Figure <B> 3 </ B> schematically represents the principle of operation of the wet multi-disc clutch used.
Sur la figure<B>1,</B> on voit que, juste avant le passage n/n+1, la vitesse moteur con, et la vitesse primaire de boîte sont identiques, tandis que l'accélération du véhicule vaut rn, valeur dépendant du couple moteur Cm disponible au régime com, du rapport de boîte Rn et du niveau des divers forces et couples s'opposant<B>à</B> l'avancement du véhicule. Au moment du passage, l'embrayage est ouvert, et l'alimentation du moteur est coupée<B>-</B> selon des modalités propres<B>à</B> sa nature, Diesel ou allumage commandé<B>--- :</B> l'accélération du véhicule tombe<B>à</B> une valeur négative fonction des divers forces et couples s'opposant<B>à</B> l'avancement du véhicule, la vitesse primaire cop chute rapidement, en raison de l'action du système de synchronisation, jusqu'à la vitesse de synchronisme du rapport n+l, tandis que la vitesse moteur con, décroît beaucoup plus lentement, sous l'effet des seuls couples résistants propres au moteur, également jusqu'à la vitesse de synchronisme du rapport supérieur n+l. <B>A</B> ce moment, l'embrayage est refermé et l'accélération du véhicule s'établit<B>à</B> la valeur rn+l qui dépend du couple moteur Cm disponible au régime co. x Rn+i/Rn, du rapport n+1 et du niveau des divers forces et couples qui s'opposent<B>à</B> l'avancement du véhicule, l'alimentation du moteur ayant été simultanément rétablie, Sur la figure 2, les conditions initiales de passage n/n+l sont identiques<B>à</B> celles de la figure<B>1.</B> Au moment du passage, l'embrayage est ouvert, et l'alimentation du moteur est coupée<B>-</B> selon les modalités propres<B>à</B> sa nature, Diesel ou allumage commandé<B>-:</B> l'accélération du véhicule tombe<B>à</B> la même valeur négative que précédemment, tandis que la vitesse primaire chute<B>à</B> un rythme que l'on a intérêt<B>à</B> rendre le plus rapide possible en choisissant un système de synchronisation le plus efficace possible, jusqu'à la vitesse de synchronisme du rapport supérieur n+1 <B>;</B> simultanément, la vitesse moteur décroît beaucoup plus lentement sous l'effet des seuls couples résistants propres-au-m-oteur. <B>A</B> l'instant où la vitesse primaire ù)p atteint la valeur du synchronisme (point<B>A),</B> l'embrayage est refermé avec progressivité, pour éviter d'exciter le mode propre d'à-coup de la chaîne cinématique, et la valeur du couple transmis par l'embrayage est régulée de la manière décrite ci-après. Dès l'atteinte par le primaire de boîte, de la vitesse de synchronisme du rapport n+I, la boîte est mécaniquement placée sur ce rapport, elle est donc<B>à</B> même de transmettre, sur ce rapport, du couple, qu'elle qu'en soit l'origine<B>:</B> elle peut en particulier transmettre le couple d'inertie résultant du freinage du moteur engendré par le serrage de l'embrayage. Pour assurer des conditions optimales de confort lors du changement de rapport,<B>il</B> convient que l'accélération du véhicule rw.+l pendant la phase inertielle du passage soit la plus proche possible de<B>,</B> et se raccorde avec le minimum d'écart avec l'accélérationrn+i du véhicule sur le rapport n+l. Cette condition est réalisée si, pendant la phase inertielle du passage correspondant<B>à</B> la trajectoire AB de la vitesse moteur, co., le couple d'inertie délivré par le moteur (où I. représente les inerties tournantes liées au moteur), est ajusté<B>à</B> la valeur Cn, du couple<U>moteur,</U> immédiatement après le passage, soit<B>:</B> - (I..dco./dt)AB <B≥ C.</B> Cm-+' <B>(1)</B> En mesurant en continu la vitesse moteur co. et la vitesse du primaire de boîte<B>(op,</B> on sait identifier la valeur de la vitesse moteur en début de passage (point<B>C),</B> soit ü)'; la vitesse de synchronisme est alors connue par calcul, de par la relation simple comf <B><I≥</I></B> copf <B≥</B> fflm,,.R,+,/Rn Lorsque cop atteint la valeur wpf, l'embrayage est refermé progressivement, puis la valeur de sa pression de commande est modulée, de manière<B>à</B> ce que la relation<B>(1)</B> soit vérifiée<B>;</B> pour cela, il suffit de calculer en continu do)./dt, et de moduler la pression de commande de l'embrayage de façon<B>à</B> ce que<B>:</B> dco,n/dt <B≥</B> C.n+1/1. (2) In, est connu par construction et fixe, C.n+l est calculable, de manière non limitative par exemple par cartographie, dès lors que le point<B>C</B> est connu par identification de l'instant de début de passage, et que la demande en couple formulée par le conducteur est connue en mesurant en continu l'enfoncement ctp de la pédale d'accéléraieur. Les techniques classiques de l'automatisme sont adéquates pour réaliser l'asservissement de dcom/dt <B>à</B> sa valeur de consigne définie par la relation (2). Enfin, l'alimentation du moteur est rétablie immédiatement avant l'atteinte du point B. In figure <B> 1, </ B> it can be seen that, just before the passage n / n + 1, the engine speed con, and the primary speed of the gearbox are identical, while the acceleration of the vehicle is equal to rn, value depending on the engine torque Cm available at the com speed, the gear ratio Rn and the level of the various forces and couples opposing <B> to </ B> the progress of the vehicle. At the time of the passage, the clutch is open, and the power of the engine is cut <B> - </ B> according to clean modalities <B> to </ B> its nature, Diesel or controlled ignition <B> - -: </ B> the acceleration of the vehicle drops <B> to </ B> a negative value depending on the various forces and couples opposing <B> to </ B> the advancement of the vehicle, the primary velocity cop drops rapidly, due to the action of the synchronization system, up to the speed of synchronism of the ratio n + 1, while the engine speed con, decreases much more slowly, under the effect of the only resistant pairs specific to the motor, also up to the speed of synchronism of the higher ratio n + 1. <B> A </ B> At that moment, the clutch is closed again and the acceleration of the vehicle is established <B> at </ B> the value rn + l which depends on the engine torque Cm available at the speed co. x Rn + i / Rn, the ratio n + 1 and the level of the various forces and couples that oppose <B> to </ B> the advancement of the vehicle, the power supply of the engine having been simultaneously restored, On the Figure 2, the initial conditions of passage n / n + 1 are identical <B> to </ B> those of the figure <B> 1. </ B> At the time of passage, the clutch is open, and the engine power is cut <B> - </ B> according to the proper terms <B> to </ B> its nature, Diesel or spark ignition <B> -: </ b> acceleration of the vehicle falls <B> to </ B> the same negative value as before, while the primary velocity drops <B> to </ B> a rate that one has interest <B> to </ B> to make it as fast as possible by choosing a synchronization system as efficient as possible, up to the speed of synchronism of the higher ratio n + 1 <B>; </ B> simultaneously, the motor speed decreases much more slowly under the effect of the only resisting torques own-au- engine. <B> A </ B> the moment when the primary speed ù) p reaches the value of the synchronism (point <B> A), </ B> the clutch is closed progressively, to avoid exciting the mode and the value of the torque transmitted by the clutch is regulated in the manner described hereinafter. As soon as the box primer reaches the speed of synchronism of the ratio n + I, the box is mechanically placed on this ratio, it is therefore <B> to </ B> itself to transmit, on this report, the torque, whatever the origin <B>: </ B> it can in particular transmit the moment of inertia resulting from the braking of the engine generated by the clutch tightening. To ensure optimal comfort conditions when shifting, <B> it </ B> agrees that the acceleration of the vehicle rw + l during the inertial phase of the passage is as close as possible to <B>, </ B> and connects with the minimum difference with the accelerationrn + i of the vehicle on the ratio n + 1. This condition is realized if, during the inertial phase of the corresponding passage <B> at </ B> the trajectory AB of the motor speed, co., The inertia torque delivered by the motor (where I. represents the rotating inertia bound to motor), is adjusted <B> to </ B> the value Cn, the <U> motor torque, </ U> immediately after the passage, ie <B>: </ B> - (I..dco. / dt) AB <B≥C. </ B> Cm- + '<B> (1) </ B> By continuously measuring the motor speed co. and the speed of the box primer <B> (op, </ B> one knows how to identify the value of the motor speed at the beginning of the passage (point <B> C), </ B> ie ü) '; the speed of synchronism is then known by calculation, by the simple relation comf <B> <I≥ </ I> </ B> copf <B≥ </ B> fflm ,,. R, +, / Rn When cop reaches the value wpf, the clutch is closed progressively, then the value of its control pressure is modulated, so <B> to </ B> that the relation <B> (1) </ B> is checked < B>; </ B> for this, just continuously calculate do) ./dt, and modulate the clutch control pressure so <B> to </ B> that <B>: < / B> dco, n / dt <B≥ </ B> C.n + 1/1. (2) In, is known by construction and fixed, C.n + 1 is computable, in a nonlimiting manner for example by mapping, since the point <B> C </ B> is known by identification of the instant the beginning of the passage, and that the torque demand formulated by the driver is known by continuously measuring the depression ctp of the accelerator pedal. Conventional automation techniques are adequate to achieve dcom / dt <B> servo control at its setpoint value defined by relation (2). Finally, the engine power is restored immediately before reaching point B.
Pour être en mesure de réaliser la séquence du pilotage décrite ci-dessus, qui exige un contrôle précis du couple transmis par l'embrayage afin d'asservir la dérivée de la vitesse moteur<B>à</B> une consigne calculée, il est préférable de substituer<B>à</B> l'embrayage monodisque <B>à</B> sec utilisé traditionnellement avec une boîte de vitesses robotisée, un embrayage multidisques humides travaillant dans l'huile, qui présente de bien meilleures aptitudes<B>à</B> un pilotage en couple précis par modulation de sa pression de commande. Afin de ne pas obérer le rendement global de la transmission par la dépense énergétique d'une pompe hydraulique débitant en permanence, il faut prévoir un embrayage du type fermé au repos, qui ne consomme de l'énergie de manoeuvre qu'à l'ouverture, la fermeture, et le maintien ouvert<B>:</B> dans ce cas, une électropompe de faible cylindrée, associée<B>à</B> un accumulateur hydraulique et une vanne de régulation de pression pilotée par le calculateur, sont<B>à</B> même de réaliser un pilotage de l'embrayage économe en énergie. La figure<B>3</B> explicite le schéma d'un tel embrayage avec sa commande. Le calculateur reçoit naturellement les mesures de com, ccp, etc.... de toutes les grandeurs mentionnées supra. In order to be able to carry out the piloting sequence described above, which requires precise control of the torque transmitted by the clutch in order to enslave the derivative of the engine speed <B> to a calculated setpoint, it It is better to substitute <B> for </ B> the dry single-plate <B> clutch used traditionally with a robotic gearbox, a wet multi-disc clutch working in oil, which has much better capabilities <B> to </ B> precise torque control by modulating its control pressure. In order not to limit the overall efficiency of the transmission by the energy expenditure of a hydraulic pump continuously delivering, it is necessary to provide a clutch of the closed type at rest, which consumes energy maneuvering at the opening , closing, and holding open <B>: </ B> in this case, a low-capacity electric pump, associated <B> to </ B> a hydraulic accumulator and a pressure control valve controlled by the computer, are <B> to </ B> even to achieve a control of the energy saving clutch. Figure <B> 3 </ B> explains the scheme of such a clutch with its command. The calculator naturally receives the measurements of com, ccp, etc .... of all the quantities mentioned above.
On se rend compte<B>à</B> l'examen des figures<B>1</B> et 2, que, si le passage montant n/n+l est réalisé selon les modalités de l'invention, le temps de passage Tp est considérablement diminué, et que la durée d'interruption du couple Ti l'est plus considérablement encore, au grand bénéfice de la manoeuvrabilité et du confort du véhicule.One realizes <B> to </ B> the examination of the figures <B> 1 </ B> and 2, that, if the rising passage n / n + l is realized according to the modalities of the invention, the The transit time Tp is considerably reduced, and the interruption time of the torque Ti is even more considerably, to the great benefit of the maneuverability and comfort of the vehicle.
Claims (1)
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9906492A FR2793857B1 (en) | 1999-05-21 | 1999-05-21 | METHOD AND DEVICE FOR CONTROL OF A ROBOTIZED MANUAL GEARBOX CLUTCH |
PCT/FR2000/001366 WO2000071380A1 (en) | 1999-05-21 | 2000-05-19 | Method for controlling a robotised manual gearbox clutch |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9906492A FR2793857B1 (en) | 1999-05-21 | 1999-05-21 | METHOD AND DEVICE FOR CONTROL OF A ROBOTIZED MANUAL GEARBOX CLUTCH |
Publications (2)
Publication Number | Publication Date |
---|---|
FR2793857A1 true FR2793857A1 (en) | 2000-11-24 |
FR2793857B1 FR2793857B1 (en) | 2003-09-26 |
Family
ID=9545879
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
FR9906492A Expired - Fee Related FR2793857B1 (en) | 1999-05-21 | 1999-05-21 | METHOD AND DEVICE FOR CONTROL OF A ROBOTIZED MANUAL GEARBOX CLUTCH |
Country Status (2)
Country | Link |
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FR (1) | FR2793857B1 (en) |
WO (1) | WO2000071380A1 (en) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1293376A1 (en) * | 2001-09-14 | 2003-03-19 | Renault s.a.s. | Strategy for early clutch reengagement while shifting up automatised gearboxes |
EP1310401A1 (en) * | 2001-11-09 | 2003-05-14 | Renault s.a.s. | Method for downshifting an automatised gearbox |
WO2006087626A2 (en) * | 2005-02-18 | 2006-08-24 | Ferrari S.P.A. | Method and unit for shifting gear in a power-assist transmission |
WO2007045986A1 (en) * | 2005-10-21 | 2007-04-26 | Ferrari S.P.A. | Method of gear-shifting in a servo-controlled manual gearbox |
EP2379389A1 (en) * | 2008-12-19 | 2011-10-26 | Volvo Lastvagnar AB | A method and device for controlling disengagement of an automated vehicle master clutch |
CN111645686A (en) * | 2020-06-05 | 2020-09-11 | 中国第一汽车股份有限公司 | Driving force recovery control method and device and 48V driving system |
Citations (3)
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US5072815A (en) * | 1988-04-30 | 1991-12-17 | Automotive Products Plc | Power line to drive a vehicle |
US5383823A (en) * | 1993-06-10 | 1995-01-24 | Eaton Corporation | Clutch control |
US5427215A (en) * | 1991-01-18 | 1995-06-27 | Automotive Products, Plc | Clutch control system |
-
1999
- 1999-05-21 FR FR9906492A patent/FR2793857B1/en not_active Expired - Fee Related
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2000
- 2000-05-19 WO PCT/FR2000/001366 patent/WO2000071380A1/en active Search and Examination
Patent Citations (3)
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US5072815A (en) * | 1988-04-30 | 1991-12-17 | Automotive Products Plc | Power line to drive a vehicle |
US5427215A (en) * | 1991-01-18 | 1995-06-27 | Automotive Products, Plc | Clutch control system |
US5383823A (en) * | 1993-06-10 | 1995-01-24 | Eaton Corporation | Clutch control |
Cited By (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1293376A1 (en) * | 2001-09-14 | 2003-03-19 | Renault s.a.s. | Strategy for early clutch reengagement while shifting up automatised gearboxes |
FR2829816A1 (en) * | 2001-09-14 | 2003-03-21 | Renault | EARLY RE-CLUTCH STRATEGY DURING SHIFT CHANGES AMOUNTING AUTOMATED TRANSMISSIONS |
EP1310401A1 (en) * | 2001-11-09 | 2003-05-14 | Renault s.a.s. | Method for downshifting an automatised gearbox |
FR2832198A1 (en) * | 2001-11-09 | 2003-05-16 | Renault | DOWNSTREAM SHIFT CHANGE METHOD ON AN AUTOMATED TRANSMISSION |
WO2006087626A2 (en) * | 2005-02-18 | 2006-08-24 | Ferrari S.P.A. | Method and unit for shifting gear in a power-assist transmission |
WO2006087626A3 (en) * | 2005-02-18 | 2007-01-25 | Ferrari Spa | Method and unit for shifting gear in a power-assist transmission |
US8229636B2 (en) | 2005-02-18 | 2012-07-24 | Ferrari S.P.A. | Method and unit for shifting gear in a power-assist transmission |
WO2007045986A1 (en) * | 2005-10-21 | 2007-04-26 | Ferrari S.P.A. | Method of gear-shifting in a servo-controlled manual gearbox |
US8041486B2 (en) | 2005-10-21 | 2011-10-18 | Ferrari S.P.A. | Method of gear-shifting in a servo-controlled manual gearbox |
EP2379389A1 (en) * | 2008-12-19 | 2011-10-26 | Volvo Lastvagnar AB | A method and device for controlling disengagement of an automated vehicle master clutch |
EP2379389A4 (en) * | 2008-12-19 | 2012-11-28 | Volvo Lastvagnar Ab | A method and device for controlling disengagement of an automated vehicle master clutch |
CN111645686A (en) * | 2020-06-05 | 2020-09-11 | 中国第一汽车股份有限公司 | Driving force recovery control method and device and 48V driving system |
Also Published As
Publication number | Publication date |
---|---|
FR2793857B1 (en) | 2003-09-26 |
WO2000071380A1 (en) | 2000-11-30 |
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