1271342 九、發明說明： 【發明所屬之技術領域】 本發明係有關於一種定義離合器接觸點及扭力特性曲 線之方法，尤指一種不需外加感測器及電子節氣閥，利用 運算方式及實驗資料之驗證即可精確定義出自動離合車輛 之離合裔初始接觸點位置以進行磨耗補償之方法。 【先前技術】 一般而§ ’於自動離合（Aut〇mated manuai transmission/Automated clutch Manual Transmission) 之車輛中，其動力糸統1 〇之組成如圖一所示，包含：引擎 1卜飛輪12、離合器13、變速箱14及離合器制動器（Clutch Actuat〇r)15,離合器13則係經由一控制單元16驅動離合 器制動器15進而推動離合器13達到控制單元“需求之二 置，當駕駛者17於起步1Π或換檔172之行駛 當離合器13進行咬合（engage)動作時，都： 财合至一近接點(app聰hp〇lnt)以等待下—步：:益 相較於傳統手排變速箱而言，由於自 器η之嫩非峨者17本^ 長生了較大之磨耗量後，若不對其磨耗以 -磨耗仙’則將會對本身程式㈣產生不 : 影響車輛之行車品質及其安全性，而若能明二:進而 η初始接觸之位置對於離合器13控制來m 鍵之技術。 從珉為一關 Ί271342 就目前已知專利所提供用以定義離合器接觸點位置之 方式而言，可分為以下幾種： (1) 電路控制方式： 如美國專利 4440279 號「Control system or method for a friction device such as a clutch or brake」， 其係利用電子訊號對於扭力之偵測，定義出離合器之 接觸點及咬合點； 惟此方式之缺點在於：易受電磁干擾，且由於資料判 籲 定不易，故所得結果之準確度較不穩定。 (2) 引擎轉速變化方式： 如美國專利 4629045 號「Automatic clutch control system」，其作動原理為，當滿足離合器補償條件時， 先快速咬合離合器再退出，此時將帶動變速箱輸入軸 轉速轉動，再慢慢咬合離合器，此時若變速箱輸入軸 轉速有變化發生之離合器咬合位置則定義為接觸點， 再利用學習控制（Learning Control)之方式來定義離 _ 合器之有效範圍，並可由此方法反向定義出離合器之 接觸點； 再如美國專利 4646891 號「 Automatic clutch control」，其係利用定速率前進馬達並同時感測引擎 之轉速變化，當其變化滿足一事先所設定之值時，則 定義此時之離合器位置為接觸點； ， 再如美國專利 5393274 號 「Touch point identification algorithm for automated clutch control ler」，其係利用定速率前進馬達，並同時感測 1271342 引擎之轉速變化率，當變化率下降40%〜60%時，則 定義此時之離合器位置為接觸點； 再如美國專利 5411124 號「Method and apparatus for determining clutch touch point」，其係假設離合器 之扭力與其位置為一線性關係，將扭力、引擎轉速及 離合器前進時間作一關係連結，而得到離合器之接觸 點位置； 惟此方式之缺點在於：屬於較早期之使用方式，由於 _ 定義方式較為粗糙，故其精確度不佳，且無法利用此 種方式修正離合器扭力曲線。 (3)扭力控制方式： 如前述屬於引擎轉速變化方式之美國專利5411124號 Method and apparatus for determining clutch touch point」，亦屬於此種方式，其係假設離合器之 扭力與其位置為一線性關係，將扭力、引擎轉速及離 合器刚進時間作一關係連結，而得到離合器之接觸點 • 位置； 再如美國專利6022295號「Touch point identification for vehicle master clutch」，其係 利用扭力控制之方式將引擎轉速固定在怠速（Idle)， 並利用離合器控制得到扭力A及B和位置A及B，再 利用外插方式取得扭力為〇之位置，此點即為離合器 之接觸點位置； 再如美國專利 6086514 號「Clutch control method for determining clutch kiss-point during running Ί271342 condition」，其係利用預先建立之油門、引擎轉速及 扭力曲線中之負壓力區域原理，在換檔之引擎煞車 時’根據離合器行程扭力曲線，作一離合器之補償矯 正，並定義新的（磨耗後）離合器扭力曲線； 再如美國專利 6309325 號「Method and apparatus for operating a clutch in an automated mechanical transmission」，其係利用一事先定義之離合器扭力與 油門關係曲線作為咬合動作之依據，藉以修正離合器 • 咬合程度之扭力曲線及定義其完全咬合位置和接觸點 位置； 惟此方式之缺點在於：若車輛本身無扭力控制模組且 無電子節氣閥之裝置，則此類控制方式將無法達成效 果。 (4)加裝感測器方式： 如美國專利 5337874 號「Method/system frc) determining clutch touch point」，其係利用推動離 • 合器之力量大小與離合器咬合位置之關係作為判斷其 初始接觸點之指標，藉以定義離合器之接觸點； 此種方式雖較為準確，惟其缺點在於：由於必須加裝 感測器，故使得製造成本增加。 【發明内容】 有鑑於習知技術之缺失，本發明之主要目的在於提出 一種定義離合器接觸點及扭力特性曲線之方法，採用控制 離合器之方式得到所需之值帶入比例式及實驗值，即可精 8 1271342 確求得離合器初始接觸位置以進行磨耗補償。 本發明之次要目的在於提出一種定義離合器接觸點及 扭力特性曲線之方法，離合器制動器控制離合器到達定點 時所求得之值，為引擎與變速箱轉速之同步時間或離合器 傳遞扭力所帶動變速箱轉速之加速度。 本發明之另一目的在於提出一種定義離合器接觸點及 扭力特性曲線之方法，藉由實驗所得之離合器扭力與其咬 合位置關係圖，可利用内插法定義出較精確之磨耗後之離 • 合器扭力特性曲線以進行磨耗補償。 為達到上述目的，本發明提出一種定義離合器接觸點 及扭力特性曲線之方法，其包含下列步驟： a. 控制離合器由完全脫離位置（disengage)前進至某一特 定會造成變速箱輸入軸速度變化之指定位置； b. 記錄第一次離合器咬合位置之同步時間； c. 記錄第二次離合器咬合位置之同步時間； d. 依據步驟b及步驟c所得數值計算出離合器初始接觸點 •之位置；以及 e. 推算出離合器之扭力曲線。 ~ 為達到上述目的，本發明更提出一種定義離合器接觸 ‘ 點及扭力特性曲線之方法，其包含下列步驟： ^ a.控制離合器由完全脫離位置（disengage)前進至某一特 • 定會造成變速箱輸入軸速度變化之位置； - b.計算第一次離合器咬合位置之變速箱輸入軸加速度；1271342 IX. Description of the invention: [Technical field of the invention] The present invention relates to a method for defining a clutch contact point and a torsion characteristic curve, in particular, an external sensor and an electronic throttle valve are used, and the calculation method and experimental data are utilized. The verification can precisely define the method of the initial clutch contact position of the automatic clutch vehicle for wear compensation. [Prior Art] In the vehicle of the Aut〇mated manuai transmission/Automated clutch Manual Transmission, the composition of the power system 1 is as shown in Fig. 1, including: the engine 1 bwheel 12, the clutch 13. The gearbox 14 and the clutch brake (Clutch Actuat〇r) 15, the clutch 13 drives the clutch brake 15 via a control unit 16 to push the clutch 13 to the control unit "required two, when the driver 17 starts at 1 or When the clutch 13 performs an engagement action, both: the fuselage to a close contact point (app hp〇lnt) to wait for the next step: the benefit is better than the conventional hand gearbox, Since the self-instrument η is not a sturdy person, after a large amount of wear, if it is not worn, it will have no effect on its own program (4): It affects the quality of the vehicle and its safety. And if it can be clear: the position of the initial contact of η for the clutch 13 to control the m-key technology. From the 珉 一 Ί Ί 271 342 就 Ί Ί Ί Ί Ί Ί Ί Ί Ί Ί Ί Ί Ί Ί Ί Ί Ί Ί Ί Ί Ί Ί In this case, it can be divided into the following types: (1) Circuit control method: For example, "Control system or method for a friction device such as a clutch or brake", which uses electronic signals for detecting torsion, The contact point and the nip point of the clutch are defined; however, the disadvantage of this method is that it is susceptible to electromagnetic interference, and the accuracy of the obtained result is relatively unstable due to the difficulty in data arbitration. (2) The engine speed change mode: For example, the "Automatic clutch control system" of US Pat. No. 4,629,045, the operation principle is that when the clutch compensation condition is satisfied, the clutch is quickly snapped and then retracted, and the speed of the input shaft of the transmission is rotated. Then slowly engage the clutch. At this time, if the transmission input shaft rotation speed changes, the clutch engagement position is defined as the contact point, and then the learning control (Learning Control) is used to define the effective range of the clutch, and thus The method reversely defines the contact point of the clutch; and, as in the "Automatic clutch control" of U.S. Patent No. 4,464,891, which utilizes a fixed rate forward motor and simultaneously senses the change in the rotational speed of the engine, when the change satisfies a previously set value, Then define the clutch position at this time as the contact point; and, as in U.S. Patent No. 5,393,274, "Touch point identification algorithm for automated clutch control", which uses a fixed rate forward motor and simultaneously senses the rate of change of the 1271342 engine. When the rate of change drops by 40% to 60%, then define this time. The position of the clutch is the contact point; and, as in US Pat. No. 5,411,124, "Method and apparatus for determining clutch touch point", which assumes that the torque of the clutch is linear with its position, and the torque, engine speed and clutch forward time are linked. The position of the contact point of the clutch is obtained; however, the disadvantage of this method is that it is an early use mode, and since the definition of _ is relatively rough, the accuracy is not good, and the clutch torque curve cannot be corrected in this way. (3) Torque control method: The method and apparatus for determining clutch touch point of the above-mentioned U.S. Patent No. 5,411,124, which is a method of changing the engine speed, also belongs to this mode, which assumes that the torque of the clutch is linear with its position, and the torque is The engine speed and the clutch arrival time are connected in a relationship to obtain the contact point and position of the clutch; and, as in US Patent No. 6022295, "Touch point identification for vehicle master clutch", which uses the torque control method to fix the engine speed at Idle, and use the clutch control to obtain the torque A and B and the positions A and B, and then use the extrapolation method to obtain the position of the torsion force, which is the contact point position of the clutch; and, for example, US Patent No. 6086514 "Clutch" Control method for determining clutch kiss-point during running Ί271342 condition", which uses the principle of the negative pressure region in the pre-established throttle, engine speed and torque curve, and makes a torque curve according to the clutch stroke when the engine is shifting. Clutch compensation correction, and Yixin's (after wear) clutch torque curve; and, for example, US Patent No. 6,309,325, "Method and apparatus for operating a clutch in an automated mechanical transmission", which uses a previously defined clutch torque and throttle curve as the basis for the occlusion action. To correct the torque curve of the clutch and the degree of occlusion and to define its full occlusal position and contact point position; however, the disadvantage of this method is that if the vehicle itself has no torque control module and no electronic throttle valve, then this type of control will Unable to achieve results. (4) Adding a sensor method: For example, "Method/system frc" determining clutch touch point" of U.S. Patent No. 5,337,874, which uses the relationship between the force of the pusher and the clutch and the position of the clutch to determine the initial contact point. The indicator is used to define the contact point of the clutch; this method is more accurate, but the disadvantage is that the manufacturing cost is increased because the sensor must be installed. SUMMARY OF THE INVENTION In view of the lack of the prior art, the main object of the present invention is to provide a method for defining a clutch contact point and a torsion characteristic curve, and adopting a method of controlling a clutch to obtain a desired value and a proportional value and an experimental value, that is, The fine 8 1271342 does determine the initial contact position of the clutch for wear compensation. A secondary object of the present invention is to provide a method for defining a clutch contact point and a torsion characteristic curve. The clutch brake controls the value obtained when the clutch reaches a fixed point, and is the synchronous time of the engine and the transmission speed or the torque transmitted by the clutch. The acceleration of the speed. Another object of the present invention is to provide a method for defining a clutch contact point and a torsion characteristic curve. By experimentally obtaining a relationship between the clutch torque and the occlusion position, an interpolation method can be used to define a more precise wear after the wearer. Torque characteristic curve for wear compensation. To achieve the above object, the present invention provides a method of defining a clutch contact point and a torsion characteristic curve, comprising the steps of: a. controlling the clutch to be disengaged from a complete disengagement to a particular one that would cause a change in the speed of the input shaft of the transmission. Specify the position; b. Record the synchronization time of the first clutch engagement position; c. Record the synchronization time of the second clutch engagement position; d. Calculate the position of the clutch initial contact point according to the values obtained in steps b and c; e. Calculate the torque curve of the clutch. In order to achieve the above object, the present invention further provides a method for defining a clutch contact 'point and torsion characteristic curve, which comprises the following steps: ^ a. controlling the clutch to advance from a complete disengage to a certain degree The position of the input shaft speed change; - b. Calculate the transmission input shaft acceleration of the first clutch engagement position;
Ce計算第二次離合器咬合位置之變速箱輸入轴加速度； 1271342 d. 依據步驟b及步驟c所得數值計算出離合器初始接觸點 之位置；以及 e. 推算出離合器之扭力曲線。 較佳地，於進行步驟a之前更包括一判別步驟，其係 藉由一離合器磨耗補償模組進行判斷車輛是否滿足修正條 件，若變速箱檔位位於空檔，且引擎轉速為怠速、變速箱 輸入轴轉速為零時，表示修正條件成立，可進行步驟a， 反之則不進行步驟a。 較佳地，該離合器磨耗補償模組係為一可偵測行車系 統狀態而自動開啟之離合器磨耗補償模組。 較佳地，該行車系統狀態係指離合器片過熱或過度打 滑之情形。 較佳地，該行車系統狀態係指車輛經過一定時間之駕 驶後。 較佳地，該離合器前進方式係利用馬達控制之方式定 速率前進至指定位置。 較佳地，該指定位置位置比較初始之離合器接觸點為 多進入10〜30%。 較佳地，該轴加速度之計算方式係由初始固定點之速 度與依預定義之速度作一加速度之運算。 較隹地，其演算離合器完整之扭力曲線之步驟更包括 對離合器總行程作多點線性迴歸計算。 較佳地，其步驟d係依據程式4 =4及 θ = = =必計算出離合器初始接觸點之位置。 1271342 較佳地，其步驟e係藉由實驗所得之離合器扭力與其 咬合位置關係圖，再利用内插法而定義出離合器之扭力曲 線。 較佳地，其係適用於自動離合車輛。 為使貴審查委員對於本發明之結構目的和功效有更 進一步之了解與認同，兹配合圖式詳細說明如后。 【實施方式】 以下將參照隨附之圖式來描述本發明為達成目的所使 用的技術手段與功效，而以下圖式所列舉之實施例僅為輔 助說明，以利貴審查委員瞭解，但本案之技術手段並不限 於所列舉圖式。 本發明係利用變速箱輸入軸轉速之加速度與其與引擎 轉速之同步時間，作一離合器扭力曲線之修正和離合器初 始點之定義，請參閱圖二所示之動力系統20，說明本發明 之原理如下：當引擎21運轉啟動輸入一力F時，會帶動飛 輪22轉動一速度ω，並產生一扭距T，此時離合器制動器 (圖中未示出）被驅動而推動離合器23施加一力Ν將飛輪 22與離合器23接合，使得飛輪22與離合器23聯動，同 時帶動變速箱24轉動一角度0，並對抗外界所賦予之反向 扭距Td，當車輛處於空檔時，其所帶動之反向扭距Td為一 定值，故在此可設定其為常數項，而T項則為引擎21經飛 輪22與離合器23咬合程度有關之扭距，同時再將離合器 23之摩擦係數設為定值，如此，可知扭距T僅與力N有關 係0 1271342 依據[7^_/ — -(程式 1); T -扭距； TD-反向扭距； I-慣性距； 角加速度； 可得e = --------—------(程式2); 由程式2可知T-Td正比於Θ，由於反向扭距Td為一定 值，故扭距T正比於角加速度Θ。 再依據汾=6^ =仍-----（程式3) 角速度； 沴-角加速度； t -時間； 〇 -速度； 可得’Ce calculates the transmission input shaft acceleration of the second clutch engagement position; 1271342 d. Calculate the position of the initial contact point of the clutch according to the values obtained in steps b and c; and e. Calculate the torque curve of the clutch. Preferably, before step a, a discriminating step is further included, which is performed by a clutch wear compensation module to determine whether the vehicle meets the correction condition, if the gear position is in neutral, and the engine speed is idle, the gearbox When the input shaft speed is zero, it indicates that the correction condition is established, and step a can be performed. Otherwise, step a is not performed. Preferably, the clutch wear compensation module is a clutch wear compensation module that automatically opens to detect the state of the driving system. Preferably, the condition of the driving system refers to a situation in which the clutch plate is overheated or excessively slipped. Preferably, the driving system state refers to the vehicle after a certain period of driving. Preferably, the clutch forward mode is advanced to a designated position at a rate controlled by motor control. Preferably, the designated position is more than 10 to 30% compared to the initial clutch contact point. Preferably, the acceleration of the shaft is calculated from the speed of the initial fixed point and the acceleration at a predetermined speed. More bluntly, the step of calculating the complete torque curve of the clutch includes a multi-point linear regression calculation of the total stroke of the clutch. Preferably, step d is based on the equations 4 = 4 and θ = = = and the position of the initial contact point of the clutch must be calculated. Preferably, step e is based on the experimentally obtained clutch torque and its occlusal positional relationship, and the interpolating method is used to define the torque curve of the clutch. Preferably, it is suitable for use in an automatic clutch vehicle. In order to enable your review committee to have a better understanding and recognition of the structural purpose and efficacy of the present invention, the detailed description is in conjunction with the drawings. [Embodiment] Hereinafter, the technical means and effects of the present invention for achieving the object will be described with reference to the accompanying drawings, and the embodiments listed in the following drawings are only for the purpose of explanation, so that the reviewer understands, but the case Technical means are not limited to the illustrated figures. The invention utilizes the acceleration of the input shaft speed of the gearbox and the synchronization time with the engine speed to make a correction of the clutch torque curve and the definition of the clutch initial point. Referring to the power system 20 shown in FIG. 2, the principle of the invention is as follows When the engine 21 is started to input a force F, the flywheel 22 is rotated by a speed ω, and a torque T is generated. At this time, a clutch brake (not shown) is driven to push the clutch 23 to apply a force. The flywheel 22 is engaged with the clutch 23, so that the flywheel 22 is interlocked with the clutch 23, and at the same time, the gearbox 24 is rotated by an angle of 0, and against the reverse torque Td given by the outside world, when the vehicle is in neutral, the reverse direction is driven. The torque Td is a certain value, so it can be set as a constant term, and the T term is the torque of the engine 21 through the degree of engagement between the flywheel 22 and the clutch 23, and the friction coefficient of the clutch 23 is set to a fixed value. Thus, it can be seen that the torque T is only related to the force N. 0 1271342 According to [7^_/ - - (program 1); T - torque; TD - reverse torque; I - inertia distance; angular acceleration; = --------—------( Formula 2); app apparent from 2 [Theta] is proportional to T-Td, Td due to the reverse torque is constant, so the torque T [Theta] is proportional to the angular acceleration. Then according to 汾=6^=still-----(program 3) angular velocity; 沴-angular acceleration; t-time; 〇-speed; available
ωΐ T-TD (程式4) 由程式4可知扭距T反比於時間ts。 據此，再假設當離合器23與飛輪22咬合程度變化量 較小時，將其與離合器23之扭力視為一線性關係，為定義 離合器23之接觸點位置，此時可將變速箱24之輸入轴241 轉速之角加速度Θ及其同步時間對離合器23位覃之關係視 為一線性關係，或利用實驗事先定義出離合器23之扭力曲 線，再利用外插法即可取得離合器23扭力為0之位置，如 12 1271342 =三:示之特性曲線圖，曲線Lq為全新離合器之扭力曲 離人时線Ll為半磨耗離合器之扭力曲線’曲線L2為全磨耗 :=之扭力曲線’如此’即可依據曲線l〇對不同磨耗程 X之離合器進行磨耗補償矯正。Ωΐ T-TD (Program 4) From Equation 4, the torque T is inversely proportional to the time ts. Accordingly, it is assumed that when the amount of change in the degree of engagement between the clutch 23 and the flywheel 22 is small, the torque of the clutch 23 is regarded as a linear relationship. To define the contact point position of the clutch 23, the input of the transmission 24 can be performed at this time. The angular acceleration 轴 of the shaft 241 and its synchronization time are regarded as a linear relationship with the clutch 23 position ,, or the torque curve of the clutch 23 is defined in advance by experiments, and the torque of the clutch 23 can be obtained by using the extrapolation method. Position, such as 12 1271342 = three: shows the characteristic curve, curve Lq is the torque of the new clutch, the time line Ll is the torque curve of the semi-wearing clutch 'curve L2 is the total wear: = the torque curve 'so' According to the curve l〇, the wear compensation of the clutch with different wear strokes X is corrected.
曰根據上述原理及所定義出之扭力曲線圖，可歸納本發 二^控制方式如圖四及圖五所示，其差異在於圖四係為記 …寺間方式，而圖五係為計算角加速度值方式，然而兩種 方式均可達到本發明定義離合器初始接觸點之目的。 首先’請參閱圖四所示之方式： •開始：離合器磨耗補償模組啟動； 4b·是否滿足修正條件;首先判斷車輛是否滿足修正條件， 若變速箱檔位位於空檔，且引擎轉速為怠速、變速箱輪 入軸轉速為零時，表示修正條件成立，可繼續下一程 序，而若不成立，則離開離合器磨耗補償程式（4f); c·以疋速度移動離合器至導致變速箱輸入轴速度變化 之位置A，等待其輸入軸轉速與引擎轉速同步，並記錄 其經歷時間tA〇 4d·=待輪入軸轉速靜止後，以一定速度移動離合器至導致 變速箱輸入軸速度變化之位置B(大於A)，等待其輸入 車轉速與引擎轉速同步’並記錄其經歷時間tB。 •由於扭力T反比於時間（依據程式4)，並假設此時由於 離合咬合程度較淺，故可將離合器咬合程度與其扭力呈 現一線性關係，因此可利用此線性關係做一外插求得 T==0 ’亦即離合器接觸點之位置。 13 1271342 根據上述控制方式之流程，可歸納本發明所提供之定義 自動離合車輛之離合器接觸點及扭力特性曲線之方法，其 包含下列步驟· a·控制離合器由完全脫離位置（disengage)前進至某一特 定會造成變速箱輪入軸速度變化之指定位置； b·記錄第一次離合器咬合位置之同步時間； c·記錄第二次離合器咬合位置之同步時間；曰According to the above principle and the defined torque curve diagram, it can be summarized that the two control methods are shown in Figure 4 and Figure 5. The difference is that Figure 4 is for the temple mode, and Figure 5 is for the calculation angle. Acceleration value mode, however, both methods can achieve the purpose of defining the initial contact point of the clutch of the present invention. First of all, please refer to the method shown in Figure 4: • Start: the clutch wear compensation module is activated; 4b· Whether the correction condition is met; first determine whether the vehicle meets the correction condition, if the transmission gear position is in neutral and the engine speed is idle When the transmission wheel input shaft speed is zero, it indicates that the correction condition is established, and the next procedure can be continued. If not, the clutch wear compensation program (4f) is left; c. The clutch is moved at the 疋 speed to cause the transmission input shaft speed. Change position A, wait for its input shaft speed to synchronize with engine speed, and record its elapsed time tA〇4d·=After the axle speed of the axle is stationary, move the clutch at a certain speed to position B which causes the speed of the input shaft of the transmission to change ( Greater than A), waiting for its input vehicle speed to synchronize with engine speed' and record its elapsed time tB. • Since the torque T is inversely proportional to the time (according to Equation 4), and it is assumed that the degree of clutch engagement is shallow at this time, the degree of clutch engagement can be linearly related to the torsion force, so this linear relationship can be used to make an extrapolation. ==0 ' is the position of the clutch contact point. 13 1271342 According to the flow of the above control method, the method for defining the clutch contact point and the torsion characteristic curve of the automatic clutch vehicle provided by the present invention can be summarized, which comprises the following steps: a. controlling the clutch to advance from a complete disengagement to a certain a specific position that causes the transmission wheel to change the speed of the shaft; b. records the synchronization time of the first clutch engagement position; c. records the synchronization time of the second clutch engagement position;
d·依據步驟b及H所得數值計算出離合^初始接觸點 之位置； e·藉由實驗所得之離合器扭力與其咬合位置關係圖，再利 用内插法而定義出離合器之扭力曲線。 藉由上述步科可修正離合器錢㈣位置完成離合 器之磨耗補償矯正。 於祕括—判別步驟，其係藉由一可 而自動開啟之離合器磨耗補償模組進行 片過埶正條件，該行車祕狀態係指離合器 若變速車輛經過-定時間之駕驶後’ 軸轉速為零時，表;:正牛:二 =行步驟再者，於步驟可利用馬 時間計算，該指定位 才:疋位置’同時，為節 進入10〜30%，以_^ 始之離合器接觸點為= 整之步驟…快速之計算結果;另者，為取得完 :斤兩之離合器扭力曲線，可對離合器總行稃作 1271342 夕點線性迴歸計算，以得到較精確之扭力曲線。 再請參閱圖五所示之方式： 5a•開始··離合器磨耗補償模組啟動； 5b.孓否滿足修正條件；首先判斷車輛是否滿足修正 若變速箱權位位於空檔，且引擎轉速為怠速、變速…於 入軸轉速為零時，表示修正條件成立，可繼續下 序；而若不成立，則離開離合器磨耗補償程式（5f);壬 春5C•以一疋速度移動離合器至導致變速箱輸入軸速度變化 之位置A，等待其輸入軸轉速與引擎轉速同步，並計算 其間之角加速度值。 5d·=待輸入軸轉速靜止後，以一定速度移動離合器至導致 變速箱輪入軸速度變化之位置B(大於A)，等待其輸入 軸轉速與引擎轉速同步，並計算其間之角加速度值。 5e·由於扭力τ正比於角加速度（依據程式2)，並假設此時 由於離合咬合程度較淺，故可將離合器咬合程度與其扭 馨 力呈現一線性關係，因此可利用此線性關係做一外插求 得Τ=〇 ’亦即離合器接觸點之位置。 根據上述控制方式之流程，可歸納本發明所提供之另一 種定義自動離合車輛之離合器接觸點之方法，其包含下列 步驟： a•控制離合器由完全脫離位置（disengage)前進至某一特 定會造成變速箱輸入轴速度變化之指定位置； b·計算第—次離合器咬合位置之變速箱輸入軸加速度； C· °十异苐一次離合器咬合位置之變速箱輸入軸加速度； 1271342 d.依據步驟b及步驟e所得數值計算出離合器初始接觸點 之位置； e·藉由實驗所得之離合H扭力與其咬合位置_圖，再利 用内插法而定義出離合器之杻力曲線。 藉由上述步驟即可修正離合器各定義點位置完成離合 器之磨耗補償矯正。 與圖四揭露之方式相同，於進行本方法步驟a之前更 包括-判別步驟，其係藉由-可_行車系統狀態而自動 開啟之離m耗補償模組進行㈣車輛衫滿足修正條 件’該行車系統狀態係指離合器片過熱或過度打滑之情形 或車輛經過-定時間之駕驶後，若變速箱檔位位於空槽， 且引擎轉速為怠速、變速箱輸人_速為科，表示修正 條件成立’可進行步驟a ’反之則不進行步驟a ;再者，於 步驟a中’該離合器可馬達控制之方式定速率前進至 指定位置’同時’為節省同步時間計算’該指线置位置 比較初始之離合器接觸點為多進人1G〜·，以得到較快d. Calculate the position of the initial contact point of the clutch according to the values obtained in steps b and H; e. Define the torque curve of the clutch by interpolation using the experimental diagram of the clutch torque and its occlusion position. The above-mentioned step can correct the clutch (4) position to complete the wear compensation correction of the clutch. In the secret-discrimination step, the clutch wear compensation module is automatically opened by a clutch wear compensation module, and the driving secret state refers to the clutch if the shifting vehicle passes the driving time after the fixed time. Zero hour, table;: positive cow: two = line step again, in the step can be calculated by horse time, the specified position is: 疋 position ' at the same time, for the section to enter 10~30%, to _ ^ start clutch contact point For the = step of the whole process... fast calculation results; in addition, in order to obtain the clutch torque curve of the two: the two can be used to calculate the torque of the 1271342 in order to obtain a more accurate torque curve. Please refer to the method shown in Figure 5: 5a • Start · · Clutch wear compensation module start; 5b. 满足 No to meet the correction conditions; first determine whether the vehicle meets the correction if the gearbox weight is in neutral, and the engine speed is idle, Shifting... When the speed of the input shaft is zero, it means that the correction condition is established, and the sequence can be continued; if not, the clutch wear compensation program (5f) is left; Hunchun 5C • The clutch is moved at a speed to the speed of the input shaft of the transmission. Change position A, wait for its input shaft speed to synchronize with engine speed, and calculate the angular acceleration value between them. 5d·=After the input shaft speed is at rest, move the clutch at a certain speed to the position B (greater than A) that causes the speed of the transmission wheel to enter the shaft, wait for the input shaft speed to synchronize with the engine speed, and calculate the angular acceleration value between them. 5e·Because the torsional force τ is proportional to the angular acceleration (according to the formula 2), and it is assumed that the degree of clutch engagement is shallow at this time, the degree of clutch engagement can be linearly related to the torsional force, so this linear relationship can be used to make an outer Insert the Τ=〇', which is the position of the clutch contact point. According to the flow of the above control method, another method for defining a clutch contact point of an automatic clutch vehicle according to the present invention can be summarized, which comprises the following steps: a) controlling the clutch to advance from a complete disengage to a certain condition The specified position of the transmission input shaft speed change; b·calculate the transmission input shaft acceleration of the first clutch engagement position; C·° ten different 变速 one clutch occlusion position of the transmission input shaft acceleration; 1271342 d. According to step b and The value obtained in step e calculates the position of the initial contact point of the clutch; e. The clutch torque curve is defined by interpolation using the experimentally obtained clutch H torque and its occlusion position. Through the above steps, the position of each defined point of the clutch can be corrected to complete the wear compensation correction of the clutch. In the same manner as disclosed in FIG. 4, before the step a of the method is further included, the determining step is performed by the m-loss compensation module automatically opened by the state of the driving system (4) the vehicle shirt satisfies the correction condition. The driving system status refers to the situation that the clutch plate is overheated or over-slip or after the vehicle has passed the fixed-time driving. If the transmission gear position is in the empty slot, and the engine speed is idle, the transmission input speed is the division, indicating the correction condition. If it is set up, 'Step a' can be performed, otherwise, step a is not performed; in addition, in step a, 'the clutch can be motor-controlled to advance the rate to the specified position' and at the same time 'calculate the synchronization time calculation' The initial clutch contact point is more than 1G~· to get faster
計算結果；另者I為取得完整之步驟d所需之離合器扭 曲線，可對離合H總行程作多點線性 較精確之扭力曲線。 J 综上所述’本發明提出之定義離合器接觸點及扭力特 性曲線之方法’其係離合器致動器咬合離合器至不同 f置時，其引擎轉速與變速箱輪入軸同步之時間比例或其 變速箱輸入軸轉速之加速度量與扭力間之比例，推算出其 間之離合器扭力比例’再利用實驗或假設其離合器位置與 才丑力之關係，即可定義出離合器扭力為零之位置，亦即初 1271342 始接觸點之位置，並可推算出離合器之扭力特性曲線，其 方式簡單、精確，且不需加裝額外裝置，可降低成本。 惟以上所述者，僅為本發明之最佳實施例而已，當不 能以之限定本發明所實施之範圍。即大凡依本發明申請專 利範圍所作之均等變化與修飾，皆應仍屬於本發明專利涵 蓋之範圍内，謹請貴審查委員明鑑，並祈惠准，是所至 禱。 • 【圖式簡單說明】 圖一係習知動力系統之架構示意圖。 圖二係本發明原理之動力系統之架構示意圖。 圖三係離合器咬合程度與扭力之特性曲線圖。 圖四係為本發明定義離合器接觸點及扭力特性曲線之 方法之一較佳實施方式流程圖。 圖五係為本發明定義離合器接觸點及扭力特性曲線之 方法另一較佳實施方式流程圖。 【主要元件符號說明】 先前技術ι- ίο -動 力系統 11- 引擎 12- 飛輪 13- 離合器 14- 變速箱 15- 離合器制動器 17 1271342 16- 控制單元 17- 駕駛者 171- 起步 172- 換檔 本發明： 20- 動力糸統 21- 引擎 _ 22-飛輪 23-離合器 • 24-變速箱 241-輸入軸 I-慣性距 F-引擎出力 N-離合器出力 T-扭距 • Td-反向扭距 Θ-角度 (9-角速度 乡-角加速度 _速度Calculate the result; the other is to obtain the clutch torque curve required for the complete step d, and to make a multi-point linear and accurate torque curve for the total stroke of the clutch H. J in summary of the 'the method of defining the clutch contact point and the torsion characteristic curve proposed by the present invention' is the ratio of the time when the clutch actuator is engaged with the clutch to the shaft when the clutch actuator is engaged to different f positions, or The ratio of the acceleration of the input shaft speed to the torque, and the ratio of the clutch torque between them is calculated. The re-use experiment or the relationship between the clutch position and the ugly force can be used to define the position where the clutch torque is zero, that is, At the beginning of the 1271342, the position of the contact point is derived, and the torque characteristic curve of the clutch can be derived. The method is simple and accurate, and no additional device is needed to reduce the cost. However, the above is only the preferred embodiment of the present invention, and the scope of the invention is not limited thereto. That is to say, the equivalent changes and modifications made by the applicants in accordance with the scope of the patent application of the present invention should still fall within the scope of the patents of the present invention. I would like to ask your review committee to give a clear explanation and pray for the best. • [Simple description of the diagram] Figure 1 is a schematic diagram of the architecture of the conventional power system. Figure 2 is a schematic diagram of the architecture of the power system of the present invention. Figure 3 is a graph showing the characteristics of clutch engagement and torsion. Figure 4 is a flow chart of a preferred embodiment of a method for defining a clutch contact point and a torsion characteristic curve of the present invention. Figure 5 is a flow chart of another preferred embodiment of the method for defining a clutch contact point and a torsion characteristic curve of the present invention. [Main component symbol description] Prior art ι- ίο - power system 11 - engine 12 - flywheel 13 - clutch 14 - gearbox 15 - clutch brake 17 1271342 16 - control unit 17 - driver 171 - start 172 - shifting the present invention : 20- Powertrain 21- Engine _ 22-Flywheel 23-Clutch• 24-Transmission 241-Input shaft I-Inertia distance F-Engine output N-clutch output T-torque • Td-reverse torque Θ- Angle (9-angular speed home-angular acceleration_speed