JP4481981B2 - How to control the operation of a car clutch - Google Patents

Description

  The invention relates to a clutch for an automobile with an automatic transmission, in particular a double clutch for an automatic double clutch transmission, in which the clutch element is cooled by the refrigerant during operation of the clutch and the thermal load of the clutch is detected during operation. The present invention relates to a method for controlling the operation of the machine.

  Various methods are known in the prior art for controlling the operation of an automobile clutch. In the method known in the prior art, for example, in a stepped automatic transmission, the heat load of a wet-actuated clutch is estimated by means of a clutch temperature model (DE 4 124 722 “Patent Document 1”). In this case, the clutch temperature is detected in particular from the friction output. Depending on this theoretical temperature sensed at that time of the clutch, the clutch is properly controlled, i.e. its appropriate control unit then gives an appropriate control command to the adjusting member that moves in and out of the clutch element, or Thereby, the hydraulic pressure which acts appropriately is controlled.

In wet rotary clutches, and in particular friction clutches, in particular double clutches, the heating of the refrigerant, in particular the cooling oil, has a great influence on the life of all the components of the clutch, in particular on the appropriate clutch, i. It is a problem to have In particular, slips during full load start always cause high frictional energy and more heat that must be properly discharged by the refrigerant and further by the cooling oil. In the prior art, especially in the start-up process of an automobile equipped with an automatic transmission, a suitable clutch is theoretically detected in the clutch, as explained above, in particular to avoid damage to the components of the clutch. It is controlled depending on the target temperature. However, since the theoretically detected temperature of the clutch element is a problem in the prior art, the already known method is still not suitable for this reason.
German Patent Publication No. 4124722

  The object of the present invention is to configure and reproduce the method so that the life of the clutch or the components of the clutch is appropriately increased and in particular damages due to thermal effects are avoided.

  The problem listed above is that the actual temperature of the refrigerant leaving the clutch is measured, and in this principle a particular driving characteristic curve is selected from a plurality of stored driving characteristic curves, and the operation of the clutch and / or the vehicle This is solved by controlling the engine speed depending on the selected running characteristic curve.

  The method according to the invention offers significant advantages. First, the actual actual temperature of the refrigerant that lowers the clutch is measured. From this, the actual temperature at the clutch element or friction surface can be estimated. This temperature is no longer theoretically detected as in the prior art, but rather is actually detected. In addition, a plurality of running characteristic curves are stored or output in the control unit, in particular in the control device of the transmission. A constant travel characteristic curve is selected depending on the measured actual temperature of the refrigerant leaving the clutch, and the operation of the clutch is controlled depending on the selected travel characteristic curve. At that time, this allows the actual existing slip to be precisely controlled, in particular by the realization of a suitable hydraulic pressure, and additionally the speed of the engine of the car is also controlled depending on the appropriately selected driving characteristic curve. Can be done. As a result, the method according to the invention has a significant advantage because it is realized at a very low cost by virtually no new components needing to be additionally installed in any existing control system. This is because this method allows the clutch to be operated optimally in a simple manner. Therefore, in the results, the above disadvantages are avoided and suitable advantages are achieved, in particular increasing the life of the clutch.

  There are numerous possibilities to configure and reproduce the method according to the invention in the preferred types and formats. For this purpose, it is first instructed to refer to the claims placed after claim 1.

  Next, a preferred embodiment of the present invention will be described in detail based on one preferred embodiment. In the figure, FIG. 1 shows a schematic representation of the flow of refrigerant, here cooling oil through a clutch formed as a double clutch in which the refrigerant that lowers the temperature of the clutch is measured, and FIG. FIG. 2 shows a plurality of stored or specified driving characteristic curves in a schematic representation of the diagram shown in FIG.

  1 and 2 show at least partly a suitable method for controlling the operation of a motor vehicle clutch 1 not shown here.

  Here, the clutch 1 shown in FIG. 1 is formed as a clutch and is suitably connected to an automatic, in particular an automated double clutch transmission, i.e. suitably arranged or arranged between the engine shaft and the transmission input shaft. Has been.

  The clutch elements of the clutch 1 are not individually described here in detail. Of course, the illustrated clutch 1 is formed as a so-called friction clutch, and also has friction surfaces that can be pressed against each other appropriately, so that appropriate torque is also transmitted. Can be done. For this purpose, the appropriate clutch elements of the clutch 1 are acted on at an appropriate pressure, in particular hydraulically, so that the appropriate friction surfaces can contact each other.

  In order to cool the clutch element, refrigerant is required during operation of the clutch 1. As is clear from FIG. 1, here the cooling oil is used as a refrigerant, so that the flow of cooling oil flows through the clutch 1 illustrated here as a double clutch from the inside to the outside, ie The flow of the refrigerant 2 is substantially supplied to the middle of the clutch 1, and the refrigerant is appropriately pressed radially outward by the appropriate rotational movement of the clutch element, leaving the clutch in the radial direction in the peripheral region and flowing out here. To do. The temperature of the refrigerant 2 rises while the refrigerant 2 flows through the clutch 1.

  The disadvantage is that the actual temperature of the refrigerant 2 leaving the clutch 1 is measured, and for this reason a specific driving characteristic curve 3, 4 or 5 is selected from a plurality of stored driving characteristic curves 3-5, and here illustrated The operation and / or the rotational speed of the clutch 1 of the motor vehicle engine that has not been controlled is avoided by being controlled depending on the selected running characteristic curve 3, 4 or 5. Thus, it is very clear that FIG. 2 shows a plurality of running characteristic curves 3, 4 and 5 here. Here, the illustrated travel characteristic curve 3-5 depends on the running pedal state (X-axis) of the vehicle and on the maximum starting speed (Y-axis), that is, on the engine speed in the starting state. Relying properly. In particular, the driving characteristic curve 3-5 shown here is formed or stored as a starting characteristic curve, ie the driving characteristic curve 3-5 shown here is for controlling the starting process of a suitable vehicle. It is suitable or specified.

  For this reason, the travel characteristic curve 3-5, which is not clearly shown here, is appropriately stored in the control unit, the transmission control device or the engine control device. This type of control unit has a suitable electrical and / or electronic component unit, in particular a microprocessor, which controls the automatic transmission, in particular the speed change of the double clutch transmission of the car and the appropriate engine speed. To do. For this purpose, appropriate data is supplied to the vehicle control unit, transmission control device or engine control device, that is, for example, an appropriate rotation speed, etc., and in this case the transmission control device or engine control device is selected. Depending on the plan, and further on the respective stored and selected driving characteristic curves, the shift progress and the engine speed in the automatic transmission are controlled.

  With the driving characteristic curve 3-5 shown here, in particular with the driving characteristic curve 3-5 formed here as the starting characteristic curve, a particularly preferred starting plan for the motor vehicle is realized by the method according to the invention, whereby each clutch Start-up that protects the oil and the refrigerant, as well as the refrigerant is guaranteed. For this purpose, that is, the temperature of the refrigerant 2 leaving the clutch 1 first is measured by the temperature sensor 6. Each characteristic curve 3-5 shown in FIG. 2 can be further provided with a characteristic curve not shown here, but substantially at a specific temperature of the refrigerant 2 or within a specific temperature range of the refrigerant 2. Applied. Thus, in order to reduce the heat load of the clutch element of the clutch 1 when the temperature of the refrigerant 2 rises, a characteristic curve extending more flat in some circumstances is selected, thereby realizing an appropriate start-up plan for the vehicle. The This is clearly evident from FIG. 2, where the arrow shown in FIG. 2 illustrates the selection of the appropriate characteristic curve 3-5 at the elevated temperature of the refrigerant 2.

  Thus, by a suitable method, precise control of the heat load of the clutch 1 is ensured especially during the starting process of the motor vehicle. In particular, a temperature gradient of the refrigerant 2 with respect to the temperature of the refrigerant 2 is also detected. From the development of the temperature gradient, a particularly rapid or delayed heating of the appropriate clutch element can be deduced. In FIG. 2, an appropriate running characteristic curve 3-5, and further an appropriate starting characteristic curve here, in consideration of the traveling pedal state and the maximum starting rotational speed, and also the maximum allowable engine rotational speed in the starting process of the automobile are shown. It is clear that it is remembered. This is stored in a particularly suitable transmission controller, as is already done.

  Therefore, on the one hand, the engine speed is controlled depending on the actual travel pedal state by the travel characteristic curve 3-5 stored here, and can be particularly limited. This allows operation to protect the temperature of the appropriate clutch 1. A suitable control unit may further comprise a temperature calculation unit in which a suitable transmission control device or engine control device of the vehicle in particular detects a temperature gradient. The control of the clutch element, in particular the control of the slip, can be optimized by the method illustrated here, and in an automobile with an automatic transmission and an already installed transmission controller or an engine controller, another additional It is not necessary to provide a component with a high substantial cost. This is another advantage of the method depicted here.

  Finally, the travel characteristic curve 3-5 can be selected depending on the expected heat load of the clutch, and of course, depending on the actual detected temperature of the refrigerant 2, further the temperature sensor 6 or calculation Can be selected according to the temperature gradient.

  Appropriate advantages in results have been achieved by the method described here.

A schematic representation of the flow of refrigerant, here cooling oil, is shown through a clutch formed as a double clutch where the refrigerant lowering the temperature of the clutch is measured. A plurality of stored or specified travel characteristic curves are shown in a schematic representation of the diagram shown depending on the starting speed or the travel pedal state.

Explanation of symbols

1. . . . . Clutch . . . . Refrigerant 3. . . . . 1. Driving characteristic curve . . . . 2. Driving characteristic curve . . . . 3. Driving characteristic curve . . . . Temperature sensor

Claims (5)

The clutch element is cooled by the refrigerant (2) during clutch operation, the thermal load of the clutch (1) is detected during operation, the actual temperature of the refrigerant (2) leaving the clutch (1) is measured , and automatic shifting In a method for controlling the operation of a clutch (1) of an automobile equipped with a device, in particular a double clutch of an automatic double clutch transmission, a plurality of travel characteristic curves (3 to 5) formed as start characteristic curves are travel pedals. Depending on the state and the number of revolutions of the engine, it is stored in the control unit, that is, the engine control device, and a plurality of specific travel characteristic curves (3, 4 or 5) are stored based on the detected temperature of the refrigerant. is selected from the characteristic curve (3,4 or 5), then the controlled in dependence on the running characteristic curve operation of the clutch (1) is selected (3,4 or 5), the engine control apparatus et Method characterized by Jin and selection to the travel characteristic curve the rotational speed of the (3,4, or 5) is controlled by the actual accelerator pedal condition. The method of claim 1, additionally the temperature gradient of the coolant (2) is characterized in that it is detect. Clutch (1) is formed as a wet-actuated clutch, cooled oil is used as the refrigerant (2), according to claim 1 or 2, characterized in that the cooling oil to flow therethrough in a substantially radial direction of the clutch (1) Described in the method. Method according to any one of claims 1 to 3 in the region to be connected to the radial direction, characterized in that the temperature sensor for measuring the injection oil temperature (6) is provided in the clutch (1). Temperature calculating unit is provided, the method as described in any one of claims 1 to 4, characterized in that the temperature gradient is calculated by the temperature calculation unit.

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