US20070294017A1 - Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain - Google Patents

Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain Download PDF

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Publication number
US20070294017A1
US20070294017A1 US11/471,267 US47126706A US2007294017A1 US 20070294017 A1 US20070294017 A1 US 20070294017A1 US 47126706 A US47126706 A US 47126706A US 2007294017 A1 US2007294017 A1 US 2007294017A1
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Prior art keywords
clutch
speed
torque
error function
parameters
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Abandoned
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US11/471,267
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English (en)
Inventor
Sameer A. Joshi
Ananthakrishnan Surianarayanan
Chia-Hsiang Liu
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Eaton Corp
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Eaton Corp
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Publication date
Application filed by Eaton Corp filed Critical Eaton Corp
Priority to US11/471,267 priority Critical patent/US20070294017A1/en
Assigned to EATON CORPORATION reassignment EATON CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: LIU, CHIA-HSIANG, SURIANARAYANAN, ANANTHAKRISHNAN, JOSHI, SAMEER A.
Priority to PCT/IB2007/001644 priority patent/WO2007148203A2/fr
Publication of US20070294017A1 publication Critical patent/US20070294017A1/en
Priority to US12/070,942 priority patent/US7603219B2/en
Abandoned legal-status Critical Current

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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3165—Using the moment of inertia of a component as input for the 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
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70252—Clutch torque
    • F16D2500/70264—Stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/706—Strategy of control
    • F16D2500/70605—Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/708—Mathematical model
    • F16D2500/7082—Mathematical model of the clutch

Definitions

  • the invention relates to a method for modifying friction clutch engagement characteristics to compensate for clutch wear.
  • torque is delivered from the vehicle engine to the torque input side of a multiple-ratio transmission through a friction clutch that is under the control of the vehicle operator.
  • Torque is transmitted from a torque output portion of the transmission through a transmission mainshaft, a driveshaft and a differential-and-axle assembly to vehicle traction wheels.
  • a vehicle operator may change the overall speed ratio of the powertrain by selectively engaging and disengaging clutch elements or brake elements in the transmission as the transmission drive ratio is upshifted and downshifted.
  • the operator typically will open the friction clutch by relieving a clutch apply spring force to separate an engine driven clutch friction disk and a torque output clutch friction disk.
  • An objective of the invention is to provide for an automatic control for clutch engagement management that avoids the problems identified in the preceding background discussion without a need for manual intervention.
  • a road vehicle such as a truck
  • a torque mode a torque mode
  • a speed mode a speed mode
  • the speed mode of control ensures that the truck will maintain the set speed.
  • the torque at the wheels for the vehicle is controlled during clutch engagements by controlling the engine torque delivered through the clutch to the transmission as a function of the clutch engagement angle.
  • the clutch torque for a given engagement angle can be determined by using a precalibrated functional relationship between clutch torque and engagement angle, which may be stored in the form of algebraic equations in powertrain controller memory registers.
  • a new revised functional relationship of clutch torque and engagement angle is obtained in order to maintain shift quality and to predict when excessive clutch wear has occurred following continuous use.
  • a development of a revised or current relationship between clutch torque and engagement angle is achieved using a driveline system dynamic model.
  • the method of the invention will estimate parameters for characteristic algebraic functions that define a relationship of engagement angle and clutch torque and inserting them in the equations in the system model.
  • the clutch behavior then will resemble as close as possible, following clutch wear, the behavior of the clutch in an earlier period of the clutch operating history.
  • a new functional relationship between clutch torque and engagement angle with new parameters is used at periodic intervals, rather than an original functional relationship with a precalibrated set of parameters.
  • the invention can be applied to a road vehicle, as disclosed in this specification, it also could be used in a powertrain for other applications, such as tracked vehicles, tractors and mobile building construction equipment.
  • engagement angle refers to the angle of a clutch mechanical actuator or linkage under the control of the vehicle operator to adjust the spacing between the clutch torque input friction disk and the clutch torque output friction disk during clutch engagements and disengagements.
  • the angle of the clutch disk mechanical actuators is a control variable used to define the algebraic equations for the system model. If the clutch is a fluid pressure actuated clutch, the variable that can be used may be the pressure applied to a pressure operated clutch engagement and disengagement control servo.
  • engagement angle therefore, is a generic term that can apply to a variety of clutch actuators under the control of the vehicle operator, including electromagnetic actuators where the variable would be voltage.
  • clutch friction disk motion may be related linearly to driver-operated foot pedal displacement. The relationship of clutch disk motion and pedal displacement, however, need not be linear.
  • the control strategy of the invention makes use of a given engine input torque and engagement angle, which are used in solving dynamic equations of the vehicle driveline system model to obtain a clutch output speed.
  • the output speed is determined by the functional relationship of clutch torque and engagement angle stored in memory registers of an electronic digital microprocessor controller with read-only memory (ROM) in which control algorithms reside.
  • ROM read-only memory
  • Random access memory (RAM) stores control data, such as engine speed and clutch speed, during repetitive control loops.
  • a central processor unit uses the stored data in executing algorithms in ROM.
  • the parameters are determined by assuming torque equilibrium during slipping of the clutch disks.
  • the mathematical construct may, for example, be in the form of polynomial equations.
  • the relationship between clutch torque and engagement angle is initially calibrated using measured or known data.
  • the parameters of the functional relationship of engagement angle and clutch torque are determined or estimated by using dynamic equations of the driveline and “in-vehicle” measurements of engagement angle, engine torque, engine speed and output clutch disk speed.
  • the parameter estimation is done by introducing known inputs to the system model and integrating system dynamic equations to find outputs.
  • the dynamic equations of the disclosed embodiments of the invention may include a first derivative of a clutch speed term and a first derivative of an engine speed term, but derivatives of other terms could be included as well in the dynamic equations.
  • the integral of each derivative will yield engine speed and clutch speed, two of the outputs, as well as any other terms that are included.
  • the other output, clutch torque is computed algebraically.
  • “guess” values of parameters of the functional relationship of engagement angle and output clutch disk torque are used. The guess values are based on experience. This is followed by an optimization method that computes new parameters. This optimization method mniniizes the differences between the output of the model and a measured output (i.e., engine speed and clutch speed). The final estimated values for the parameters are used in determining the current functional relationship of engagement angle and clutch torque ( ⁇ and T cl ). The new optimized relationship of clutch torque and engagement angle is determined in an iterative fashion during successive control loops of the microprocessor and stored in ROM memory. The optimized relationship then is used in the functional relationship between clutch engagement angle and clutch torque for subsequent clutch engagements.
  • FIG. 1 is a schematic representation of a clutch system for a vehicle powertrain that is operated in a so-called speed mode of control;
  • FIG. 2 is a schematic representation of a vehicle powertrain in which engine torque is transmitted through a clutch to a transmission;
  • FIG. 3 is a plot of clutch torque versus engagement angle for a clutch in a driveline, such as that shown in FIG. 2 ;
  • FIG. 3 a is a time plot of clutch disk speed for the clutch schematically shown in FIG. 2 ;
  • FIG. 4 is a plot, generally similar to the plot of FIG. 3 , which demonstrates that multiple sets of parameters may be identified for a given measured data set depending upon the initial guess values chosen for the parameters;
  • FIG. 5 is a flow chart of the method steps that are used in executing an algorithm for estimating parameters for dynamic clutch engagement characteristics.
  • the clutch input friction disk is shown at 10 and the clutch output friction disk is shown at 12 .
  • Disk 10 is drivably connected to engine 14 .
  • the clutch output disk is drivably connected to a transmission mainshaft or a driveline driveshaft 16 .
  • Driveline elasticity is schematically represented by a spring constant 18 (Kc), and a vibration damper constant is schematically represented by at 20 ( ⁇ c ).
  • Kc spring constant
  • ⁇ c vibration damper constant
  • ⁇ e Engine speed, measured on the vehicle
  • ⁇ c Clutch/Mainshaft speed, measured on the vehicle
  • T cl Load torque at wheel
  • ⁇ c Mainshaft and wheel friction coefficient
  • clutch speed means the speed of the clutch output disk 12 .
  • FIG. 1 illustrates in schematic block diagram form a vehicle powertrain that is operated in a so-called speed mode.
  • One of the inputs to an engine controller 22 for the engine 14 is a target vehicle speed that is set by the vehicle operator. It is necessary for the engine control to receive actual speed information in order to compare it to a target speed. The actual speed is measured in the usual fashion and is used as one of the inputs required to make vehicle speed adjustments if the actual vehicle speed is not equal to the target speed.
  • the engine control 22 generates a torque request command for the engine 14 that is based on the difference between the actual vehicle speed and the target vehicle speed. If the actual vehicle speed exceeds the target vehicle speed, the engine controller will reduce the engine torque, which in turn reduces the vehicle speed. This type of speed control is well-known in the industry. That torque request is delivered to a clutch controller 24 .
  • the controller 24 which is labeled “clutch control,” is an electronic microprocessor that includes memory data storage registers for storing a relationship between clutch torque and engagement angle. This functional relationship, or map, is shown in enlarged form in FIG. 1 for purposes of clarity.
  • the clutch engagement angle is labeled “ ⁇ ” and the clutch torque is labeled “T cl .”
  • a torque input T cl for the clutch control can be determined.
  • the shape of the plot of clutch torque T cl and engagement angle ⁇ , as seen in FIG. 1 typically is “S” shaped with clutch torque and engagement angle as variables.
  • the engagement angle determines the state of the clutch; i.e., open, slipping or closed.
  • the torque output disk of the clutch is mechanically connected to a multiple ratio transmission 26 .
  • the clutch disk speed ⁇ c is determined under the assumption that the traction wheels are directly attached to the mainshaft. This assumption, however, could be modified if a propeller shaft, differential gearbox, axle shafts, synchronizer clutches and synchronizer shafts would be included in the transmission model. That would affect the dynamics in known fashion.
  • the clutch torque T cl will be 0 when the engagement angle is 0. This represents the instant when the clutch disks begin to close and incipient slip is about to occur.
  • the engagement angle ⁇ is 1.0
  • the clutch is closed and the value for clutch torque is equal to the lower of engine torque T e and static clutch torque capacity T static .
  • the parameters ⁇ 0 , ⁇ 1 , ⁇ 2 . . . ⁇ n (coefficients) of the functional relationship between the engagement angle ⁇ and T cl determine the shape of the curve, as will be explained subsequently. Some of the parameters following wear, for example, are known values at all times regardless of the shape of the curve. Other parameters, as will be explained subsequently, are estimated in view of the time history of engine torque, engine speed and clutch output disk speed.
  • the shape of the curve is determined by estimating the values of parameters that change with clutch wear using a non-linear least squares algorithm, which is an optimization method.
  • the data used in this parameter estimation technique is based upon values of the engagement angle, engine torque and output clutch disk speed. Since non-linear least squares is not a global optimization algorithm, multiple sets of parameters, ⁇ n , can be identified for the same input data to the same parameter estimation algorithm, depending upon the initial “guess” values of the parameters. In the example illustrated in FIG. 4 , two different sets of identified parameters can result in two different functional relationships of clutch torque and engagement angle. When multiple solutions are obtained, the set of parameters corresponding to the smallest value of the objective function must be substituted into the functional equation for the relationship of clutch torque and engagement angle. Those parameters would be used in the dynamic model for the driveline to obtain a value for clutch torque “T cl ” for a given value of engagement angle “ ⁇ ”, as shown at 32 in FIG. 4 , assuming that the clutch is slipping.
  • the procedure starts by using vehicle data, observation times and measurements. It is the goal of the non-linear least squares optimization method to minimize the sum of the squares of the errors between the output of the model and the measured values.
  • the errors are errors in clutch speed.
  • the errors could include, however, errors in engine speed and power output shaft speed as well. In this way, the current functional relationship of clutch torque and engagement angle is computed so as to maintain good shift quality, predict clutch wear and avoid system failures due to excessive clutch wear.
  • the variable under the control of the operator for controlling torque input to the transmission is the engagement angle.
  • the current plot of engagement angle and clutch torque as developed by the parameter estimation method, will replace the original calibrated plot for engagement angle and clutch torque.
  • the original calibrated relationship of clutch torque and engagement angle is obtained using measured data.
  • the actual relationship between clutch torque and engagement angle uses the estimated parameters of the model so that the clutch system will behave as it did prior to the occurrence of clutch wear.
  • the parameter estimation uses the input data, whereby engine torque and engagement angle are fed into the dynamic model of the driveline system. The model then is integrated to define outputs.
  • An initial guess value for each of the parameters to be estimated is used as a first step in an iterative optimization process.
  • the dynamic driveline system model is integrated, as indicated above, to get a time evolution of ⁇ e and ⁇ c .
  • An optimization method then is used to adjust the unknown parameters so as to minimize the difference between the output of the model and the measured outputs. Those computed parameters, which minimize the difference, are then used to construct a new plot of clutch torque versus engagement angle.
  • Levenberg-Marquardt non-linear least squares optimization method a method known as the Levenberg-Marquardt non-linear least squares optimization method, although other methods, such as the Gauss-Newton method, can be used as well.
  • the Levenberg-Marquardt algorithm used in the present implementation of the method, as well as other algorithms, are described in a publication of the Technical University of Denmark entitled “Informatics And Mathematical Modeling—Methods For Nonlinear Least Squares Problems” by K. Madson, H. B. Neilsen and O. Tingleff, 2 nd Edition, published April 2004. Reference may be made to that publication for the purpose of supplementing the present disclosure. It is incorporated herein by reference.
  • the initial values for the parameters ⁇ 1 , ⁇ 2 , ⁇ 3 . . . ⁇ n are chosen based on a first guess. These guess values are chosen based upon experience and upon known pre-calibrated values of these parameters for a new clutch.
  • the corresponding relationship of clutch torque and engagement angle is shown in FIG. 3 at 28 . This relationship is substituted in the dynamic equations of the system, and the system is integrated using known inputs of engine torque and engagement angle.
  • the corresponding output clutch disk speed curve is shown by a dotted line in FIG. 3 a at 39 .
  • the output clutch disk speed that is actually measured in the vehicle corresponding to the same inputs is indicated in FIG. 3 a by a full line at 37 .
  • Curves of the type shown in FIG. 3 sometimes are referred to as Bezier plots. Other plots that do not have an “S” shape, however, could be used in practicing the present invention.
  • the selected four points on the measured clutch disk speed curve are indicated at points 34 ′, 36 ′, 38 ′ and 40 ′, respectively.
  • the corresponding points on the clutch disk speed output from the model are indicated at points 34 , 36 , 38 and 40 , respectively.
  • the clutch disk speed errors between each set of points 34 and 34 ′, 36 and 36 ′, 38 and 38 ′ and 40 and 40 ′ then are determined. Each error then is squared and a function F is developed, which is the sum of the squares of the errors.
  • the so-called Jacobian matrix which involves partial derivatives of function F with respect to the parameters ⁇ 1 , ⁇ 2 , ⁇ 3 . . . ⁇ n ; i.e., ⁇ F/ ⁇ 1 , ⁇ F/ ⁇ 2 . . . ⁇ F/ ⁇ n , is computed.
  • the Jacobian matrix is defined as:
  • the next step in executing the algorithm is a computation of new values of ⁇ 1 , ⁇ 2 , ⁇ 3 . . . ⁇ n . This is done by first calculating the step size h, which is defined by the following equation:
  • ⁇ is a damping parameter and I is an identity matrix.
  • h is a vector with a size equal to the number of parameters.
  • ⁇ n(new) ⁇ n(old) +h n
  • the new values of ⁇ 1 , ⁇ 2 , ⁇ 3 . . . ⁇ n then are used to calculate a new value for the partial derivative of the function F. That new value for the partial derivative of the function F is compared to the old value for function F. If the new value is less than the old value, that is an indication that the correction of the plot during a given control loop of the microprocessor is correctly adjusting the clutch characteristics to accommodate for wear.
  • the routine continues by subtracting, during each control loop, the previous computed value for the function F from the new value for the function F. If the difference ⁇ between these values is an insignificant low value, then the optimization procedure is ended. That would correspond to an insignificant difference between measured clutch speed and clutch speed computed during any given control loop of the microprocessor controller 24 . If the value for ⁇ is not insignificant during any given control loop, the routine will compute a new value of ⁇ and return to the previous step where partial derivatives of the function with respect the parameters ⁇ 1 , ⁇ 2 , ⁇ 3 . . . ⁇ n are made using new values for ⁇ 1 , ⁇ 2 , ⁇ 3 . . . ⁇ n .
  • FIG. 5 shows the complete algorithm in block diagram form.
  • the driveline model is indicated at 42 .
  • the initial values for parameters are obtained, as shown at 44 . These can come, for example, from operator input or from sets of values stored in ROM.
  • New parameters which are intermediate computed values, are indicated at 46 .
  • the values at 46 are computed using the errors between the measured clutch disk speed ⁇ c and outputs of the model based upon the current values of the parameters.
  • the values at 46 are now transferred, as shown at 48 , to a differential algebraic equation solver 50 (DAE).
  • DAE differential algebraic equation solver
  • Data measurements in the vehicle are done at 52 , which provides engine torque T e and an engagement angle ⁇ as an input to the equation solver 50 , as shown at 54 .
  • the outputs for the system 52 are clutch speed and engine speed as shown at 56 .
  • These values are stored in data memory files 58 for actual data. That actual data is transferred, as shown at 60 , for use in the non-linear optimization process carried out at 62 , where the partial derivatives of F with respect to parameters ⁇ 1 , ⁇ 2 , ⁇ 3 . . . ⁇ n are computed.
  • step 64 it is determined whether the partial derivative of the new function F minus the partial derivative of the old function F is an insignificant low value ⁇ . If the difference ⁇ is not insignificant, the routine is finished and the shape of the new characteristic curve for the clutch then will have been defined. If the difference is greater than ⁇ , the routine will supply new values of the parameters from block 66 via line 46 to the differential algebraic equation solver 50 . The steps in the algorithm are repeated until the difference between the partial derivative of the new function F and the partial derivative of the old function F finally becomes less than ⁇ .

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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)
US11/471,267 2006-06-20 2006-06-20 Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain Abandoned US20070294017A1 (en)

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US11/471,267 US20070294017A1 (en) 2006-06-20 2006-06-20 Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain
PCT/IB2007/001644 WO2007148203A2 (fr) 2006-06-20 2007-06-20 Procédé d'estimation de paramètres de contact d'embrayage dans une stratégie de gestion d'embrayage dans un groupe motopropulseur de véhicule
US12/070,942 US7603219B2 (en) 2006-06-20 2008-02-22 Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain

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