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

Info

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
Authority
US
United States
Prior art keywords
clutch
speed
torque
error function
parameters
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US11/471,267
Other languages
English (en)
Inventor
Sameer A. Joshi
Ananthakrishnan Surianarayanan
Chia-Hsiang Liu
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Eaton Corp
Original Assignee
Eaton Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
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

Links

Images

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00External control of clutches
    • F16D48/06Control by electric or electronic means, e.g. of fluid pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/30Signal inputs
    • F16D2500/316Other signal inputs not covered by the groups above
    • F16D2500/3165Using the moment of inertia of a component as input for the control
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/702Look-up tables
    • F16D2500/70252Clutch torque
    • F16D2500/70264Stroke
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/706Strategy of control
    • F16D2500/70605Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/708Mathematical model
    • F16D2500/7082Mathematical 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 ⁇ .

Landscapes

  • 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)

Priority Applications (3)

Application Number Priority Date Filing Date Title
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

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
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

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US12/070,942 Continuation US7603219B2 (en) 2006-06-20 2008-02-22 Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain

Publications (1)

Publication Number Publication Date
US20070294017A1 true US20070294017A1 (en) 2007-12-20

Family

ID=38669694

Family Applications (2)

Application Number Title Priority Date Filing Date
US11/471,267 Abandoned US20070294017A1 (en) 2006-06-20 2006-06-20 Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain
US12/070,942 Expired - Fee Related US7603219B2 (en) 2006-06-20 2008-02-22 Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain

Family Applications After (1)

Application Number Title Priority Date Filing Date
US12/070,942 Expired - Fee Related US7603219B2 (en) 2006-06-20 2008-02-22 Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain

Country Status (2)

Country Link
US (2) US20070294017A1 (fr)
WO (1) WO2007148203A2 (fr)

Cited By (29)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090055060A1 (en) * 2007-02-23 2009-02-26 Yamaha Hatsudoki Kabushiki Kaisha Clutch Controller, Method of Controlling Clutch, and Straddle-Type Vehicle
US20090271082A1 (en) * 2008-04-25 2009-10-29 Yamaha Hatsudoki Kabushiki Kaisha Control device and control method for transmission mechanism, and control method for vehicle with engine
US20090312966A1 (en) * 2008-06-17 2009-12-17 Guenter Nobis Method for testing a vibration damper of a motor vehicle in the installed state, and vibration damper-test system for a motor vehicle
US20100161189A1 (en) * 2005-06-27 2010-06-24 Peugeot Citroen Automobiles Sa Method for controlling a coupling device between an input shaft and an output shaft
US7962317B1 (en) * 2007-07-16 2011-06-14 The Math Works, Inc. Analytic linearization for system design
US20110144871A1 (en) * 2008-08-28 2011-06-16 Anders Eriksson Method and device for selecting a starting gear in a vehicle
US20130178330A1 (en) * 2012-01-11 2013-07-11 Ford Global Technologies, Llc Hybrid vehicle and control for a clutch engaging event
US20130345022A1 (en) * 2012-06-26 2013-12-26 Ford Global Technologies, Llc Control system and method for a vehicle transmission
US20140004999A1 (en) * 2011-03-09 2014-01-02 Yamaha Hatsudoki Kabushiki Kaisha Control device for vehicle, and motorcycle
US8771140B2 (en) 2008-12-22 2014-07-08 Caterpillar Inc. Machine control system utilizing inertial yaw sensor
US20150066309A1 (en) * 2013-08-29 2015-03-05 Exmark Manufacturing Company, Incorporated Control system for grounds maintenance vehicle, and grounds maintenance vehicle including same
US9086104B2 (en) 2008-12-22 2015-07-21 Caterpillar Inc. System and method for controlling wheel spin and wheel slip on a machine having differentially driven wheels
US9126480B2 (en) 2008-12-22 2015-09-08 Caterpillar Inc. Machine control system utilizing inertial yaw sensor
US20150307087A1 (en) * 2014-04-24 2015-10-29 Hyundai Motor Company Method for determining deterioration of dry clutch for hybrid vehicle
US9296295B2 (en) 2008-12-22 2016-03-29 Caterpillar Inc. Machine control system utilizing inertial yaw sensor
US20170079210A1 (en) * 2015-09-18 2017-03-23 Kawasaki Jukogyo Kabushiki Kaisha Drive system for ground maintenance vehicle
US20170219029A1 (en) * 2016-02-01 2017-08-03 Toyota Jidosha Kabushiki Kaisha Vehicle control system
US9873433B2 (en) * 2016-03-09 2018-01-23 Bendix Commercial Vehicle Systems Llc System and method for controlling torque to a driveshaft
CN109376493A (zh) * 2018-12-17 2019-02-22 武汉理工大学 一种粒子群优化的径向基神经网络车辆速度跟踪方法
US10377232B2 (en) 2015-05-12 2019-08-13 Dana Automotive Systems Group, Llc Method for synchronization control of rapid connect AWD systems
US10701859B2 (en) 2016-01-07 2020-07-07 Exmark Manufacturing Company, Incorporated Electronic controller and turf maintenance vehicle incorporating same
CN111692238A (zh) * 2019-03-11 2020-09-22 上海汽车变速器有限公司 离合器扭矩传递特性自适应优化控制方法
CN111911571A (zh) * 2020-08-19 2020-11-10 潍柴动力股份有限公司 离合器磨损程度检测方法、装置、控制器及车辆
US10856465B2 (en) 2018-05-23 2020-12-08 Exmark Manufacturing Company, Incorporated Systems and methods for inhibiting implement-induced engine stall, and turf maintenance vehicles incorporating same
US11025565B2 (en) 2015-06-07 2021-06-01 Apple Inc. Personalized prediction of responses for instant messaging
CN113479186A (zh) * 2021-07-02 2021-10-08 中汽研(天津)汽车工程研究院有限公司 一种混合动力汽车能量管理策略优化方法
US20210334035A1 (en) * 2019-07-17 2021-10-28 Micron Technology, Inc. Estimation of read level thresholds using a data structure
CN113586686A (zh) * 2021-08-31 2021-11-02 重庆长安汽车股份有限公司 一种离合器特性曲线自适应调整方法及装置
CN113619562A (zh) * 2021-08-23 2021-11-09 同济大学 一种混合动力汽车模式切换工况下瞬态冲击抑制方法

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007025501A1 (de) * 2007-06-01 2008-12-04 Zf Friedrichshafen Ag Verfahren und Vorrichtung zur Steuerung einer Kupplung
DE102008020578B4 (de) * 2008-04-24 2010-07-29 Conti Temic Microelectronic Gmbh Verfahren zum Steuern einer Kupplungsanordnung
FR2934026B1 (fr) * 2008-07-16 2012-03-02 Valeo Embrayages Module de pilotage en couple de moyens d'accouplement a friction d'une chaine de transmission de vehicule automobile comportant un observateur d'etats
IT1393610B1 (it) * 2009-04-06 2012-05-08 Ferrari Spa Metodo di controllo di un veicolo provvisto di una trasmissione manuale automatica durante un cambio marcia oppure durante uno spunto
FR2947601A3 (fr) * 2009-07-06 2011-01-07 Renault Sa Procede de controle du couple transmis par un embrayage
FR2947600A3 (fr) * 2009-07-06 2011-01-07 Renault Sa Procede de controle du couple transmis par un coupleur
US9626457B2 (en) * 2010-10-06 2017-04-18 Art Systems Software Gmbh Method for real time computation of the state variables of a hybrid differential-algebraic process model
DE102011102332B3 (de) * 2011-05-25 2012-10-25 Audi Ag Verfahren zum Betrieb eines längsführenden Fahrerassistenzsystems in einem Kraftfahrzeug und Kraftfahrzeug
KR101401551B1 (ko) 2012-07-03 2014-06-03 한국과학기술원 차량용 마찰 클러치 토크 예측 방법 및 장치
DE102012023780B4 (de) 2012-11-30 2020-07-02 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zum Betrieb eines Antriebssystems mit einer Kupplung
US9404571B2 (en) 2014-06-04 2016-08-02 Ford Global Technologies, Llc Controlling an automatic transmission
US10082184B2 (en) 2015-03-02 2018-09-25 Rolls-Royce Corporation System and method for eliminating adverse clutch vibratory responses
DE102016203624A1 (de) * 2015-03-10 2016-09-15 Schaeffler Technologies AG & Co. KG Verfahren zur Adaption eines Kupplungsmodells einer automatisierten Kupplung durch Anpassung eines Reibwertes der Kupplung
CN109782349B (zh) * 2019-01-24 2020-09-08 河北工业大学 一种用于结构抗震时程分析的选波方法及系统
CN110007598B (zh) * 2019-04-09 2020-07-03 吉林大学 一种基于代理模型的自动变速器控制参数预标定方法
CA3150252A1 (fr) * 2019-09-06 2021-03-11 Hussein Dourra Procede et systeme d'estimation de parametres d'embrayage

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5871419A (en) * 1995-12-18 1999-02-16 Luk Getriebe-Systeme Gmbh Motor vehicle
US6470253B1 (en) * 1998-11-05 2002-10-22 Luk Lamellen Und Kupplungsbau Beteiliguaigs Kg Vehicle with memory for storing paired values, consisting of first data and the run distance
US6480777B1 (en) * 2001-01-29 2002-11-12 Aisin Seiki Kabushiki Kaisha Hydraulic pressure control device for automatic transmission
US20050130806A1 (en) * 2003-10-20 2005-06-16 Lopez Leonard P. Workout apparatus
US7158873B2 (en) * 2001-01-24 2007-01-02 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method of controlling an automated clutch of a vehicle
US7258648B2 (en) * 2004-04-19 2007-08-21 Magna Powertrain Usa, Inc. Model-based control for torque biasing system

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19751455B4 (de) * 1997-11-20 2017-08-10 Volkswagen Ag Verfahren zum Regeln einer automatisierten Kupplung
EP1437520A3 (fr) * 2003-01-13 2009-09-02 Continental Automotive GmbH Procédé de commande d'un embrayage actionné automatiquement
FR2854848B1 (fr) * 2003-05-14 2006-04-28 Valeo Embrayages Dispositif adaptatif pilote d'accouplement entre un moteur et une boite de vitesse dans un vehicule automobile

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5871419A (en) * 1995-12-18 1999-02-16 Luk Getriebe-Systeme Gmbh Motor vehicle
US6470253B1 (en) * 1998-11-05 2002-10-22 Luk Lamellen Und Kupplungsbau Beteiliguaigs Kg Vehicle with memory for storing paired values, consisting of first data and the run distance
US7158873B2 (en) * 2001-01-24 2007-01-02 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method of controlling an automated clutch of a vehicle
US6480777B1 (en) * 2001-01-29 2002-11-12 Aisin Seiki Kabushiki Kaisha Hydraulic pressure control device for automatic transmission
US20050130806A1 (en) * 2003-10-20 2005-06-16 Lopez Leonard P. Workout apparatus
US7258648B2 (en) * 2004-04-19 2007-08-21 Magna Powertrain Usa, Inc. Model-based control for torque biasing system

Cited By (45)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100161189A1 (en) * 2005-06-27 2010-06-24 Peugeot Citroen Automobiles Sa Method for controlling a coupling device between an input shaft and an output shaft
US7908070B2 (en) * 2005-06-27 2011-03-15 Peugeot Citroen Automobiles Sa Method for controlling a coupling device between an input shaft and an output shaft
US20090055060A1 (en) * 2007-02-23 2009-02-26 Yamaha Hatsudoki Kabushiki Kaisha Clutch Controller, Method of Controlling Clutch, and Straddle-Type Vehicle
US8396636B2 (en) * 2007-02-23 2013-03-12 Yamaha Hatsudoki Kabushiki Kaisha Clutch controller, method of controlling clutch, and straddle-type vehicle
US7962317B1 (en) * 2007-07-16 2011-06-14 The Math Works, Inc. Analytic linearization for system design
US20090271082A1 (en) * 2008-04-25 2009-10-29 Yamaha Hatsudoki Kabushiki Kaisha Control device and control method for transmission mechanism, and control method for vehicle with engine
US8751123B2 (en) * 2008-04-25 2014-06-10 Yamaha Hatsudoki Kabushiki Kaisha Control device and control method for transmission mechanism, and control method for vehicle with engine
US20090312966A1 (en) * 2008-06-17 2009-12-17 Guenter Nobis Method for testing a vibration damper of a motor vehicle in the installed state, and vibration damper-test system for a motor vehicle
US8452552B2 (en) * 2008-06-17 2013-05-28 Robert Bosch Gmbh Method for testing a vibration damper of a motor vehicle in the installed state, and vibration damper-test system for a motor vehicle
US20110144871A1 (en) * 2008-08-28 2011-06-16 Anders Eriksson Method and device for selecting a starting gear in a vehicle
US8838352B2 (en) * 2008-08-28 2014-09-16 Volvo Lastvagnar Ab Method and device for selecting a starting gear in a vehicle
US9126480B2 (en) 2008-12-22 2015-09-08 Caterpillar Inc. Machine control system utilizing inertial yaw sensor
US9296295B2 (en) 2008-12-22 2016-03-29 Caterpillar Inc. Machine control system utilizing inertial yaw sensor
US9086104B2 (en) 2008-12-22 2015-07-21 Caterpillar Inc. System and method for controlling wheel spin and wheel slip on a machine having differentially driven wheels
US8771140B2 (en) 2008-12-22 2014-07-08 Caterpillar Inc. Machine control system utilizing inertial yaw sensor
US20140004999A1 (en) * 2011-03-09 2014-01-02 Yamaha Hatsudoki Kabushiki Kaisha Control device for vehicle, and motorcycle
US8888654B2 (en) * 2011-03-09 2014-11-18 Yamaha Hatsudoki Kabushiki Kaisha Control device for vehicle, and motorcycle
US8834320B2 (en) * 2012-01-11 2014-09-16 Ford Global Technologies, Llc Hybrid vehicle and control for a clutch engaging event
US20130178330A1 (en) * 2012-01-11 2013-07-11 Ford Global Technologies, Llc Hybrid vehicle and control for a clutch engaging event
US8956264B2 (en) * 2012-06-26 2015-02-17 Ford Global Technologies Control system and method for a vehicle transmission
CN103511613A (zh) * 2012-06-26 2014-01-15 福特全球技术公司 用于车辆变速器的控制系统
US20130345022A1 (en) * 2012-06-26 2013-12-26 Ford Global Technologies, Llc Control system and method for a vehicle transmission
US20150066309A1 (en) * 2013-08-29 2015-03-05 Exmark Manufacturing Company, Incorporated Control system for grounds maintenance vehicle, and grounds maintenance vehicle including same
US9002585B2 (en) * 2013-08-29 2015-04-07 Exmark Manufacturing Company, Incorporated Control system for grounds maintenance vehicle, and grounds maintenance vehicle including same
US20150307087A1 (en) * 2014-04-24 2015-10-29 Hyundai Motor Company Method for determining deterioration of dry clutch for hybrid vehicle
US9335234B2 (en) * 2014-04-24 2016-05-10 Hyundai Motor Company Method for determining deterioration of dry clutch for hybrid vehicle
US10377232B2 (en) 2015-05-12 2019-08-13 Dana Automotive Systems Group, Llc Method for synchronization control of rapid connect AWD systems
US11025565B2 (en) 2015-06-07 2021-06-01 Apple Inc. Personalized prediction of responses for instant messaging
US9890800B2 (en) * 2015-09-18 2018-02-13 Kawasaki Jukogyo Kabushiki Kaisha Drive system for ground maintenance vehicle
US20170079210A1 (en) * 2015-09-18 2017-03-23 Kawasaki Jukogyo Kabushiki Kaisha Drive system for ground maintenance vehicle
US11991953B2 (en) 2016-01-07 2024-05-28 Exmark Manufacturing Company, Incorporated Electronic controller and turf maintenance vehicle incorporating same
US10701859B2 (en) 2016-01-07 2020-07-07 Exmark Manufacturing Company, Incorporated Electronic controller and turf maintenance vehicle incorporating same
JP2017137883A (ja) * 2016-02-01 2017-08-10 トヨタ自動車株式会社 車両の制御装置
US9933026B2 (en) * 2016-02-01 2018-04-03 Toyota Jidosha Kabushiki Kaisha Vehicle control system
US20170219029A1 (en) * 2016-02-01 2017-08-03 Toyota Jidosha Kabushiki Kaisha Vehicle control system
US9873433B2 (en) * 2016-03-09 2018-01-23 Bendix Commercial Vehicle Systems Llc System and method for controlling torque to a driveshaft
US10856465B2 (en) 2018-05-23 2020-12-08 Exmark Manufacturing Company, Incorporated Systems and methods for inhibiting implement-induced engine stall, and turf maintenance vehicles incorporating same
CN109376493A (zh) * 2018-12-17 2019-02-22 武汉理工大学 一种粒子群优化的径向基神经网络车辆速度跟踪方法
CN111692238A (zh) * 2019-03-11 2020-09-22 上海汽车变速器有限公司 离合器扭矩传递特性自适应优化控制方法
US20210334035A1 (en) * 2019-07-17 2021-10-28 Micron Technology, Inc. Estimation of read level thresholds using a data structure
US11789640B2 (en) * 2019-07-17 2023-10-17 Micron Technology, Inc. Estimation of read level thresholds using a data structure
CN111911571A (zh) * 2020-08-19 2020-11-10 潍柴动力股份有限公司 离合器磨损程度检测方法、装置、控制器及车辆
CN113479186A (zh) * 2021-07-02 2021-10-08 中汽研(天津)汽车工程研究院有限公司 一种混合动力汽车能量管理策略优化方法
CN113619562A (zh) * 2021-08-23 2021-11-09 同济大学 一种混合动力汽车模式切换工况下瞬态冲击抑制方法
CN113586686A (zh) * 2021-08-31 2021-11-02 重庆长安汽车股份有限公司 一种离合器特性曲线自适应调整方法及装置

Also Published As

Publication number Publication date
US20080147285A1 (en) 2008-06-19
WO2007148203A2 (fr) 2007-12-27
US7603219B2 (en) 2009-10-13
WO2007148203A3 (fr) 2008-03-13

Similar Documents

Publication Publication Date Title
US7603219B2 (en) Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain
US11198440B2 (en) Clutch torque trajectory correction to provide torque hole filling during a ratio upshift
US10358140B2 (en) Linearized model based powertrain MPC
US8398526B2 (en) Vehicle launch using a transmission clutch
US7231287B2 (en) Gearbox and method for controlling a clutch, especially a double clutch
US20170361842A1 (en) Propulsion system control with mpc
US8755981B2 (en) Real time compensation of changing friction characteristics of a clutch in a transmission
US10175143B2 (en) Display of a meter during an upshift
US9709164B2 (en) Transmission component failure detection and avoidance
US20160061319A1 (en) Output torque control method
CN106015553A (zh) 变速器校准工具
US9683656B2 (en) Diagnostics for clutch torque estimation
Li et al. Adaptive model predictive control of dual clutch transmission shift based on dynamic friction coefficient estimation
EP1072821A1 (fr) Commande de passage de vitesse basée sur le glissement de l'embrayage
US8321108B2 (en) Method of controlling the closing phase of a clutch of an automated automobile transmission system
US11261961B2 (en) Method for automated calibration and adaptation of automatic transmission controllers
Cvok et al. Model predictive control for automatic transmission upshift inertia phase
JP2012062998A (ja) 自動変速機のロックアップクラッチ制御装置
Mishra et al. Modeling, control, and adaptation for shift quality control of automatic transmissions
US20150219212A1 (en) Dynamic Compensation For Clutch Control During Shift
KR101988125B1 (ko) 차량의 클러치 제어방법
JP7294273B2 (ja) 油圧算出装置
EP1022479A2 (fr) Contrôle de la pression d'embrayage pour l'amélioration de la transmission et du changement de vitesse
KR20220169766A (ko) 차량의 파워트레인 제어방법
서호원 On-line Compensation Method of Transmitting Torque Control Parameters of Wet/Dry Clutch Considering the Changes of Physical Properties while Driving

Legal Events

Date Code Title Description
AS Assignment

Owner name: EATON CORPORATION, OHIO

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:JOSHI, SAMEER A.;SURIANARAYANAN, ANANTHAKRISHNAN;LIU, CHIA-HSIANG;REEL/FRAME:018011/0945;SIGNING DATES FROM 20060605 TO 20060606

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO PAY ISSUE FEE