JP2005344933A - Method for controlling automatic clutch - Google Patents

Method for controlling automatic clutch Download PDF

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Publication number
JP2005344933A
JP2005344933A JP2005163529A JP2005163529A JP2005344933A JP 2005344933 A JP2005344933 A JP 2005344933A JP 2005163529 A JP2005163529 A JP 2005163529A JP 2005163529 A JP2005163529 A JP 2005163529A JP 2005344933 A JP2005344933 A JP 2005344933A
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slip
value
clutch
engine
load
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Moehring Thorsten
トールシュテン・メーリング
Guido Wachsmuth
グイド・ヴァッハシュムート
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Volkswagen AG
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Volkswagen AG
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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
    • F16D48/08—Regulating clutch take-up on starting
    • 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
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30406—Clutch slip
    • 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
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—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
    • F16D2500/314—Signal inputs from the user
    • F16D2500/31406—Signal inputs from the user input from pedals
    • F16D2500/3144—Accelerator pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50206—Creep control
    • 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
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70247—Engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70252—Clutch torque
    • F16D2500/70258—Throttle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70252—Clutch torque
    • F16D2500/7027—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
    • F16D2500/702—Look-up tables
    • F16D2500/70252—Clutch torque
    • F16D2500/70276—Slip
    • 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

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Fluid Gearings (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method for controlling an automatic clutch suitable for control of especially a starting process. <P>SOLUTION: The number of revolutions (n) of an engine being an input variable to create a command variable (Y) regarding the position of a clutch and a slip between an engine and a transmission are used regarding a method for controlling an automatic clutch. In this case, a preliminary control value (V) regarding the position of the clutch is formed of the number of revolutions (N<SB>Motor</SB>) of an engine. The preliminary control value (V) is multiplied as mentioned below by a correction value (K). The correction value (K) depends upon at least a slip (S) between an engine drive part and a transmission and a target load (LW). <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、請求項１の上位概念に記載の自動クラッチを制御する方法に関する。この発明の目的は、特に始動過程の制御に対して自動クラッチを制御することである。この場合、走行動作のスリップを伴う全ての状態、例えば徐行状態及び低速状態が一緒に含まれる。   The invention relates to a method for controlling an automatic clutch according to the superordinate concept of claim 1. The object of the invention is to control the automatic clutch, especially for the control of the starting process. In this case, all the states accompanied by the slip of the traveling operation, for example, the slow running state and the low speed state are included together.

自動クラッチは、特に車両の自動変速で使用される。エンジンと変速機との間のハイドロリックコンバータが、自動クラッチに対して公知である。この場合、このコンバータは、エンジンによって生成された回転トルクをハイドロリッククラッチによって変速機に伝える。この場合、ハイドロリックコンバータは、原動力と末端動力との間のオイルを介して連結された連結部によるこのハイドロリックコンバータの構造に起因して回転数とスリップに依存する。自動変速機のクラッチの別の可能性は、電気式又は油圧式アクチュエータによって駆動される摩擦クラッチを実現する。ここでは、クラッチが、クラッチの連結状態を示すコマンド変数に応じて制御される。この制御は機械的に作動される。この場合、クラッチプレートの位置が互いに要求に応じて調整される。さらに制御装置が、電気式に又は油圧式に駆動されるアクチュエータを制御する。このアクチュエータは、これらのコマンド変数をクラッチプレートの機械的な位置に同時に変換する。したがって、コマンド変数の必要に応じた生成及びこれらのコマンド変数のクラッチ位置への変換は、運転者が実施した自動変速機の断続連結の状態に対する決定影響要因である。このことは、力の伝達の種類の獲得によって十分に決定される。車両の徐行状態及び低速状態中の連結過程が特に検出可能である。   Automatic clutches are used in particular for automatic shifting of vehicles. Hydraulic converters between the engine and the transmission are known for automatic clutches. In this case, the converter transmits the rotational torque generated by the engine to the transmission by a hydraulic clutch. In this case, the hydraulic converter depends on the rotational speed and slip due to the structure of this hydraulic converter by the connecting part connected via the oil between the driving force and the terminal power. Another possibility for automatic transmission clutches is to realize a friction clutch driven by an electric or hydraulic actuator. Here, the clutch is controlled in accordance with a command variable indicating a clutch engagement state. This control is mechanically activated. In this case, the positions of the clutch plates are adjusted to each other as required. Furthermore, a control device controls an actuator that is driven electrically or hydraulically. This actuator simultaneously converts these command variables into the mechanical position of the clutch plate. Therefore, the generation of command variables as required and the conversion of these command variables into clutch positions are determinative factors for the state of intermittent connection of the automatic transmission performed by the driver. This is well determined by the acquisition of the type of force transmission. The connection process during slow and low speed conditions of the vehicle is particularly detectable.

摩擦クラッチを制御する方法が既に公知である。この場合、クラッチが、遠心力調整器の機能原理に基づいて回転制御式に作動される。もう１つの方法が、ドイツ連邦共和国特許発明第36 06 299 号明細書から公知である。この場合、自動摩擦クラッチの制御が、スリップ(Schlupf) と目標走行(Fahrerwunsch)との関数として制御される。エンジンの回転数が、ガスペダルの位置に応じて制御される。目標スリップ値が、ガスペダルの加速度値に応じて同時に特性曲線によって確定される。この目標スリップ値は、クラッチ位置に対するコマンド変数である。実際のスリップ値が、回転数を比較することによって測定される。この場合、アクチュエータが、この目標スリップに応じてクラッチを調整する。   Methods for controlling the friction clutch are already known. In this case, the clutch is operated in a rotationally controlled manner based on the functional principle of the centrifugal force regulator. Another method is known from German Patent 36 06 299. In this case, the control of the automatic friction clutch is controlled as a function of slip (Schlupf) and target travel (Fahrerwunsch). The engine speed is controlled according to the position of the gas pedal. A target slip value is simultaneously determined by the characteristic curve according to the acceleration value of the gas pedal. This target slip value is a command variable for the clutch position. The actual slip value is measured by comparing the rotational speed. In this case, the actuator adjusts the clutch according to the target slip.

この場合、始動過程が、目標スリップ特性曲線の適用に依存する。連結過程が、自動車ペダルの加速度にしたがって実施される。この場合、特に低速状態又は徐行状態が、限定された快適さだけを伴って実現可能である。
ドイツ連邦共和国特許発明第 36 06 299号明細書 In this case, the starting process depends on the application of the target slip characteristic curve. The coupling process is performed according to the acceleration of the automobile pedal. In this case, particularly low speed conditions or slow driving conditions can be realized with only limited comfort.
German Patent Application No. 36 06 299

本発明の課題は、特に始動過程の制御に対して適している自動クラッチを制御する方法を提供することにある。この場合、走行動作のスリップを伴う全ての状態、例えば徐行状態及び低速状態が一緒に含まれ、かつ高い運転快適性を伴って制御される。   The object of the present invention is to provide a method for controlling an automatic clutch which is particularly suitable for controlling the starting process. In this case, all the states accompanied by slipping of the traveling operation, for example, the slowing state and the low speed state are included together and are controlled with high driving comfort.

この場合、低速状態は、実際の始動過程、すなわち特に０〜約30km/hの負荷の解除に依存しない車両の低速範囲に関し、かつこの範囲内の駆動による車両の起動及び解除によって決まる。   In this case, the low speed state depends on the actual starting process, ie in particular the low speed range of the vehicle which does not depend on the release of the load from 0 to about 30 km / h, and by the start and release of the vehicle by driving within this range.

この課題は、本発明により、自動クラッチを制御するこの種類の方法にあっては請求項１に記載の特徴によって解決される。本発明の好適な構成は、従属請求項との組合せから実現される。   This problem is solved according to the invention by the features of claim 1 in this type of method for controlling an automatic clutch. Preferred configurations of the invention are realized in combination with the dependent claims.

自動クラッチを制御する本発明の方法は、クラッチの位置に関するコマンド変数を生成する入力変数であるエンジンの回転数及びエンジンと変速機との間のスリップを使用する。クラッチの位置に関する予備制御値が、エンジンの回転数から生成される。この予備制御値は、以下で補正値と乗算される。この補正値は、変数であるエンジン駆動部と変速機との間のスリップ及び目標負荷に少なくとも依存する。この場合、目標負荷は、負荷位置エンコーダを評価することによって生成され得る。さらに、実際の負荷値と目標負荷とから生じた負荷の希望の相対偏差を負荷の変化（制動／推進）として認識するためには、実際の負荷値の信号が必要になる。この方法は、低速シフト段での緩やかな走行、いわゆる徐行状態又は低速状態時のクラッチの快適な制御に対して特に適する。   The method of the present invention for controlling an automatic clutch uses engine speed and slip between the engine and the transmission, which are input variables that generate command variables relating to the position of the clutch. A preliminary control value for the clutch position is generated from the engine speed. This preliminary control value is multiplied by the correction value in the following. This correction value depends at least on the slip and the target load between the engine drive unit and the transmission, which are variables. In this case, the target load can be generated by evaluating the load position encoder. Furthermore, in order to recognize the desired relative deviation of the load generated from the actual load value and the target load as a change in the load (braking / propulsion), an actual load value signal is required. This method is particularly suitable for gentle control at a low speed shift stage, that is, comfortable control of the clutch in a so-called slow running state or low speed state.

この方法の別の構成では、補正値が、信号によって生成される。この信号は、位置及び／又は位置の変化及び／又は負荷位置エンコーダの位置の変化の速度を評価する。   In another configuration of this method, a correction value is generated by the signal. This signal evaluates the speed of position and / or position change and / or position change of the load position encoder.

エンジン駆動部と変速機との間のスリップは、本発明の方法では例えばモデルによって測定され得かつ計算でも算出され得る。   The slip between the engine drive and the transmission can be measured, for example, by a model in the method of the invention and can also be calculated.

本発明の特に好適な構成では、補正値が２段階で生成される。この補正値は、回転数に依存して生成された予備制御値に作用する。特性数(Leistungskennzahl) が、補正値を生成するために生成される。この特性数は、スリップ，目標負荷及び実際の負荷値に依存する。さらに、コンバーター過上昇量(Wandleruberhohung) が生成される。このコンバーター過上昇量は、スリップと目標負荷との関数として形成される。この場合、コンバーター過上昇量及び特性数は、異なる機能を有する。コンバーター過上昇量及び特性数が別々に適合され得るので、本発明の構造は、制御方法の良好な調整を可能にする。特性数では、特に負荷の変化状態の影響が示される。この場合、コンバーター過上昇量は、全負荷又は部分負荷における異なる影響を調整するために利用される。   In a particularly preferred configuration of the invention, the correction value is generated in two stages. This correction value acts on the preliminary control value generated depending on the rotational speed. A characteristic number (Leistungskennzahl) is generated to generate a correction value. This characteristic number depends on the slip, the target load and the actual load value. In addition, a converter overrun (Wandleruberhohung) is generated. This converter over-rise is formed as a function of slip and target load. In this case, the converter over-rise amount and the number of characteristics have different functions. Since the converter over-boost and the characteristic number can be adapted separately, the structure of the present invention allows a good adjustment of the control method. In particular, the number of characteristics indicates the influence of the load change state. In this case, the converter overrun is used to adjust for different effects at full load or partial load.

別の好適な構成は、スリップ値を規格化する。このスリップ値は、エンジンの回転数と変速機の回転数との差として生成され、以下でこれらのそれぞれの回転数の最大値に適用される。このスリップは、回転数の差をそれぞれの最大値で除算することによって１以下になる。したがってこのスリップ処理は、この制御方法では遥かに簡単である。   Another suitable configuration normalizes the slip value. This slip value is generated as the difference between the engine speed and the transmission speed, and is applied to the maximum value of each of these speeds below. This slip becomes 1 or less by dividing the difference in rotational speed by the respective maximum value. Therefore, this slip process is much simpler with this control method.

本発明のその他の詳細を図式的に説明された実施の形態に基づく図中で説明する。これらの実施の形態は、本発明の適用範囲を限定しない本発明の単なる例示的な構成である。   Other details of the invention are described in the figures based on the schematically illustrated embodiments. These embodiments are merely exemplary configurations of the invention that do not limit the scope of the invention.

図１は、本発明の方法の入力変数としてエンジンＮMotor と変速機ＮGetriebeとの回転数から生成されたエンジン駆動部と変速機の入力部との間のスリップＳ及び目標負荷ＬＷを示す。このブロック図の第１分岐では、クラッチの位置Ｙの目標値に対する予備制御値Ｖが生成される。一般にトルクの交点が、自動クラッチに対して実現されているので、この目標値は、クラッチの目標トルクとして処理され得る。しかしながら任意のその他の交点は、目標値を適合することによって同様に制御され得る。予備制御値Ｖは、エンジンの回転数ＮMotor に依存してクラッチの硬度３の関数として生成される。この予備制御値Ｖは、以下で補正値Ｋで補正される。クラッチの位置に関するコマンド変数Ｙ、一般にクラッチの目標トルクがそこから得られる。このブロック図の第２分岐では、補正値Ｋが生成される。この補正値は、スリップＳ，目標負荷ＬＷ及び実際の負荷値Ｌｉｓｔに基づいて生成される。この補正値Ｋは、２つの部分補正値である特性数ＬＺとコンバーター過上昇量ＷＵとから算出される。この場合、特性数ＬＺが、スリップＳと目標負荷ＬＷと実際の負荷値Ｌｉｓｔとの関数として形成される。この特性数ＬＺは、以下でスリップＳと目標負荷ＬＷとから生成されたコンバーター過上昇量で補正される。この場合、このコンバーター過上昇量ＷＵは、例えば特性曲線２から読み取られる。この場合、このコンバーター過上昇量ＷＵは、さらに実際の負荷値Ｌｉｓｔにも依存しうる。この場合、制御機能の良好な適用可能性を保証するため、コンバーター過上昇量ＷＵと特性数ＬＺとの機能は、スリップＳ，目標負荷ＬＺ及び実際の負荷値Ｌｉｓｔの異なる依存性を呈する。さらに、特に負荷の変化の効果がスリップに依存して示されるように、特性数が生成される。スリップが完全に起こる場合（スリップ＝１）、特性数１が定義にしたがって得られる。 FIG. 1 shows a slip S and a target load LW between an engine drive unit and a transmission input unit, which are generated from the rotational speeds of the engine N Motor and the transmission N Getriebe as input variables of the method of the present invention. In the first branch of this block diagram, a preliminary control value V for the target value of the clutch position Y is generated. Since the torque intersection is generally realized for an automatic clutch, this target value can be treated as the clutch target torque. However, any other intersection can be similarly controlled by adapting the target value. The preliminary control value V is generated as a function of the clutch hardness 3 depending on the engine speed N Motor . This preliminary control value V is corrected with the correction value K below. A command variable Y related to the clutch position, generally the clutch target torque, is obtained therefrom. In the second branch of this block diagram, a correction value K is generated. This correction value is generated based on the slip S, the target load LW, and the actual load value List. This correction value K is calculated from the characteristic number LZ and the converter excessive increase amount WU which are two partial correction values. In this case, the characteristic number LZ is formed as a function of the slip S, the target load LW, and the actual load value List. This characteristic number LZ is corrected by the converter over-amount generated from the slip S and the target load LW below. In this case, the converter excessive increase amount WU is read from the characteristic curve 2, for example. In this case, the converter excessive increase amount WU can further depend on the actual load value List. In this case, in order to guarantee good applicability of the control function, the functions of the converter over-rise amount WU and the characteristic number LZ exhibit different dependencies of the slip S, the target load LZ, and the actual load value List. Furthermore, a characteristic number is generated in particular so that the effect of changing the load is shown as a function of the slip. If slip occurs completely (slip = 1), the characteristic number 1 is obtained according to the definition.

負荷の範囲（例えば、部分負荷又は全負荷）の影響が同様にスリップに依存して示されるように、コンバーター過上昇量が生成される。この場合、コンバーター過上昇量の影響が、零スリップのときに減少するように、すなわち１になるように、この構成は実現される。静的な状態の変化がさらに調整される。全負荷は、クラッチの解除によりいっそう寄与する。反対の場合である零負荷に向かう傾向の場合、より直接的な状態が生成される。このことは、連結特性の種類に対して直接的に作用する。したがってこの連結特性が有利に制御可能になる。   A converter over-rise is generated so that the influence of the load range (eg partial load or full load) is also shown depending on the slip. In this case, this configuration is realized so that the influence of the converter over-rising amount is reduced at zero slip, that is, becomes 1. Static state changes are further adjusted. Full load contributes more to clutch release. In the opposite case, which tends to zero load, a more direct state is generated. This directly affects the type of connection characteristic. This connection characteristic can therefore be advantageously controlled.

補正値ＫＷは、予備制御値Ｖと乗算されてクラッチの位置Ｙの目標値に計算される。クラッチは、特に電気式に又は油圧式に操作される適切な制御ユニットによってコマンド変数（目標値Ｙ）に応じて制御される。この操作は、制御してもよし又は位置制御回路によって適切に実施してもよい。   The correction value KW is multiplied by the preliminary control value V to be calculated as a target value for the clutch position Y. The clutch is controlled according to the command variable (target value Y) by means of a suitable control unit, which is operated in particular electrically or hydraulically. This operation may be controlled or appropriately performed by a position control circuit.

図２は、スリップ計算の好適な実施形のブロック図である。この場合、エンジンの回転数ＮMotor と変速機の回転数ＮGetriebeとの差が、ブロックＤＩＦＦ中で生成される。さらに、回転数（又は変速機の回転数若しくはエンジンの回転数）の最大値が、ブロックＭＡＸ中で選択される。この回転数の差及びこの回転数の最大値は、入力変数として後続するブロックＤＩＶに入力され、それぞれより大きく規定された回転数（Ｓ＝回転数の差／ＭＡＸ（エンジンの回転数，変速機の回転数））に規格化される。 FIG. 2 is a block diagram of a preferred embodiment of slip calculation. In this case, the difference between the engine speed N Motor and the transmission speed N Getriebe is generated in the block DIFF. Further, the maximum value of the rotation speed (or the transmission rotation speed or the engine rotation speed) is selected in the block MAX. The difference between the rotational speeds and the maximum value of the rotational speeds are input as input variables to the succeeding block DIV and are respectively set to a larger specified rotational speed (S = difference in rotational speed / MAX (engine speed, transmission). The number of revolutions)) is standardized.

本発明の方法のシステムのブロック図である。1 is a block diagram of a system of the method of the present invention. スリップ計算のブロック図である。It is a block diagram of slip calculation.

符号の説明Explanation of symbols

１ 関数／特性曲線のコンバーター過上昇量
２ 関数／特性曲線の特性数
３ 関数Ｖ＝ｆ（ＮMotor ）
ＮMotor 回転数
ＮGetriebe 変速機
Ｓ スリップ
ＬＷ 目標負荷
Ｙ コマンド変数（クラッチの目標トルク）
Ｖ 予備制御値
Ｋ 補正値
ＬＺ 特性数
ＷＵ コンバーター過上昇量
Ｌｉｓｔ 負荷値
ＤＩＦＦ 差生成器
ＤＩＶ 除算ブロック
ＭＡＸ 最大値選択器 1 Function / characteristic curve converter over-rise 2 Number of function / characteristic curve characteristics 3 Function V = f (N Motor )
N Motor speed N Getriebe Transmission S Slip LW Target load Y Command variable (Target clutch torque)
V Preliminary control value K Correction value LZ Characteristic number WU Converter over-rise amount List Load value DIFF Difference generator DIV Division block MAX Maximum value selector

Claims (9)

クラッチの位置に関するコマンド変数（Ｙ）を生成する入力変数であるエンジンの回転数（ｎ）及びエンジンと変速機との間のスリップ（Ｓ）が使用される自動クラッチを制御する方法において、クラッチの位置に関する予備制御値（Ｖ）が、エンジンの回転数（ＮMotor ）から生成され、この予備制御値（Ｖ）は、以下で補正値（Ｋ）と乗算され、この補正値（Ｋ）は、エンジン駆動部と変速機との間のスリップ（Ｓ），目標負荷（ＬＷ）及び実際の負荷値（Ｌｉｓｔ）に基づいて生成されることを特徴とする方法。 In a method for controlling an automatic clutch in which the engine speed (n) and slip (S) between the engine and the transmission, which are input variables for generating a command variable (Y) relating to the clutch position, are used. A preliminary control value (V) relating to the position is generated from the engine speed (N Motor ), this preliminary control value (V) is multiplied by a correction value (K) below, and this correction value (K) is The method is generated based on a slip (S) between the engine drive unit and the transmission, a target load (LW), and an actual load value (List). クラッチの位置に関するコマンド変数（Ｙ）を生成する入力変数であるエンジンの回転数（ｎ）及びエンジンと変速機との間のスリップ（Ｓ）が使用される自動クラッチを制御する方法において、クラッチの位置に関する予備制御値（Ｖ）が、クラッチの硬度（３）の関数としてエンジンの回転数（ＮMotor ）に応じて生成され、この予備制御値（Ｖ）は、以下で補正値（Ｋ）と乗算され、この補正値（Ｋ）は、変数であるエンジン駆動部と変速機との間のスリップ（Ｓ）と目標負荷（ＬＷ）とに少なくとも依存することを特徴とする方法。 In a method for controlling an automatic clutch in which the engine speed (n) and slip (S) between the engine and the transmission, which are input variables for generating a command variable (Y) relating to the clutch position, are used. A preliminary control value (V) relating to the position is generated according to the engine speed (N Motor ) as a function of the hardness (3) of the clutch, and this preliminary control value (V) is expressed in the following as a correction value (K): Multiplying and this correction value (K) depends at least on the slip (S) between the engine drive and the transmission and the target load (LW) as variables. 特性数（ＬＺ）及びコンバーター過上昇量（ＷＵ）が、少なくともスリップ（Ｓ）と目標負荷（ＬＷ）との関数として生成されるように、エンジンの回転数（ＮMotor ）とクラッチの位置とから生成された予備制御値（Ｖ）に関する補正値（Ｋ）が生成され、この場合、特性数に対する入力変数であるスリップ（Ｓ）及び目標負荷（ＬＷ）の像(Abbildung) が、コンバーター過上昇量（ＷＵ）に対する像と異なることを特徴とする請求項１又は２に記載の方法。 From the engine speed (N Motor ) and the clutch position so that the characteristic number (LZ) and the converter over-rise (WU) are generated at least as a function of the slip (S) and the target load (LW) A correction value (K) related to the generated preliminary control value (V) is generated. In this case, the slip (S) and the target load (LW) image (Abbildung) as input variables for the number of characteristics are converted into the converter over-rise amount. The method according to claim 1, wherein the method is different from an image for (WU). 目標負荷値（Ｌｉｓｔ）が、特性数を生成するためにスリップ（Ｓ）と目標負荷値（ＬＷ）とに加えて評価されることを特徴とする請求項１〜３のいずれか１項に記載の方法。 The target load value (List) is evaluated in addition to the slip (S) and the target load value (LW) in order to generate a characteristic number. the method of. 目標負荷（ＬＷ）は、少なくとも負荷位置エンコーダの評価から生成されることを特徴とする請求項１〜４のいずれか１項に記載の方法。 5. The method according to claim 1, wherein the target load (LW) is generated at least from an evaluation of a load position encoder. 目標負荷（ＬＷ）を示す負荷位置エンコーダの評価は、負荷位置エンコーダの操作時のこの負荷位置エンコーダの位置及び／又は位置の変化及び／又は位置の変化の速度を検出することによって生成されることを特徴とする請求項１〜５のいずれか１項に記載の方法。 The evaluation of the load position encoder indicating the target load (LW) is generated by detecting the position of the load position encoder and / or the position change and / or the speed of the position change during operation of the load position encoder. The method according to claim 1, wherein: エンジン駆動部と変速機との間のスリップ（Ｓ）が、回転数の測定値に基づいて計算されるか又はモデルに基づいて算出されることを特徴とする請求項１〜６のいずれか１項に記載の方法。 The slip (S) between the engine drive unit and the transmission is calculated on the basis of a measured value of the rotational speed or on the basis of a model. The method according to item. 変速機及びエンジンの回転数の差が、回転数（又は変速機若しくはエンジンの回転数）のそれぞれの最大値によって除算されることによって、スリップ（Ｓ）が、規格化されたスリップ値として計算されることを特徴とする請求項１〜７のいずれか１項に記載の方法。 The difference in speed between the transmission and the engine is divided by the respective maximum value of the speed (or the speed of the transmission or the engine), so that the slip (S) is calculated as a normalized slip value. The method according to any one of claims 1 to 7, characterized in that: クラッチの位置に関するコマンド変数（Ｙ）は、クラッチの目標トルクであることを特徴とする請求項１〜８のいずれか１項に記載の方法。 9. The method according to claim 1, wherein the command variable (Y) relating to the clutch position is a clutch target torque.
JP2005163529A 2004-06-05 2005-06-03 Method for controlling automatic clutch Pending JP2005344933A (en)

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