WO2011009675A1 - Procédé et dispositif de détermination d'une course d'embrayage dans un système d'embrayage automatique de véhicule automobile - Google Patents

Procédé et dispositif de détermination d'une course d'embrayage dans un système d'embrayage automatique de véhicule automobile Download PDF

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Publication number
WO2011009675A1
WO2011009675A1 PCT/EP2010/057978 EP2010057978W WO2011009675A1 WO 2011009675 A1 WO2011009675 A1 WO 2011009675A1 EP 2010057978 W EP2010057978 W EP 2010057978W WO 2011009675 A1 WO2011009675 A1 WO 2011009675A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
pressure
travel
electromechanical actuator
hydraulic
Prior art date
Application number
PCT/EP2010/057978
Other languages
German (de)
English (en)
Inventor
Ralf Schuler
Kaspar Schmoll Genannt Eisenwerth
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2011009675A1 publication Critical patent/WO2011009675A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F16D2500/1024—Electric motor combined with hydraulic actuation
    • 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
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3024—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
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3026—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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • 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

Definitions

  • the invention relates to a method for determining a clutch travel in an automated clutch system in a motor vehicle, in which an electromechanical actuator via a hydraulic line system controls the clutch travel of a clutch and a device for carrying out the method.
  • the path is determined on the disengaging clutch disc, which friction torque is controlled on the clutch via this disengagement.
  • the clutch actuation is carried out by an actuated by a control unit electromechanical actuator whose forces are transmitted hydraulically to the clutch.
  • a displacement sensor is arranged on this, if possible.
  • Motor vehicle having the features of claim 1 has the advantage that the clutch travel is determined without the use of a displacement sensor in the slave cylinder. Characterized in that the clutch travel of the clutch from a in one
  • Hydraulic part of the electromechanical actuator occurring pressure is determined, the installation space of both the electromechanical actuator and the clutch itself are reduced, which also cost reductions are achieved because no sensor technology is needed on the clutch itself.
  • the pressure occurring in the hydraulic part of the electromechanical actuator is measured and transmitted to a control unit for evaluation
  • Motor vehicle which is driven by a first drive unit, connects to a second drive unit controls.
  • Electromechanical actuator traveled a Wegkorrekturwert determines, by means of which the distance traveled by the hydraulic part travel is corrected, wherein the thus corrected travel corresponds to the clutch travel of the clutch proportionally.
  • the pressure at a position of the travel of the electromechanical actuator is measured at which the system pressure of the hydraulic system reaches a predetermined threshold and the associated, by the electromechanical actuator between a starting position and the position at which the system pressure has reached the predetermined value Measured, covered travel measured and compared with a determined at the same pressure reference travel, which in the presence of a Stellwegdifferenz this as a path correction value to the measured travel of the electromechanical
  • Actuator is added.
  • hydraulic systems with a balancing bore in the electromechanical actuator is a game, which have the components of the hydraulic system, when passing over the compensation hole through the mechanical part of the electromechanical actuator, a negative pressure is produced or eliminated in a floating seal on the clutch.
  • Path correction value are weighted differently. This makes a very accurate determination of the path correction value possible, although the open
  • Coupling system is subjected to many, constantly fluctuating influences.
  • the reference travel is taken from a reference characteristic that represents a pressure-displacement relationship of the clutch system when the clutch is in an unloaded condition.
  • centrifugal force effects which arise when opening the clutch and reflected as speed effects when closing the clutch, are disregarded in such a reference characteristic, which thus characterizes an unloaded state of the clutch system.
  • the path correction value is determined by the last measured pressure value in the reference characteristic, which is a pressure-Stellweg-
  • Relationship of the electromechanical actuator is registered, and is determined as the path correction value, the distance of the last measured pressure value of the comparable pressure value on the reference characteristic.
  • Measurement point taken zero position of the coupling is thus determined with high accuracy.
  • the vehicle is driven only by the first drive unit with the clutch open. This will be influences of the second
  • the path correction value is included in the clutch path when closing the clutch from a control unit.
  • a further development of the invention relates to a device for determining a clutch travel in an automated clutch system in one
  • Hydraulic line system controls the clutch travel of a clutch. To the accuracy of the torque transmitted through the clutch in
  • a pressure sensor is arranged in the hydraulic part of the electromechanical actuator, which is connected to a control unit for determining the actual clutch travel of the clutch. Since it is a structurally very small unit with a pressure sensor, is only slightly more
  • the electromechanical actuator and the clutch are arranged spatially separated and connected to each other via at least one line containing a hydraulic fluid. Due to the spatial separation of electromechanical transducer and coupling, the individual can be
  • the clutch is designed as a disconnect clutch, which connects or decouples the drive train of the vehicle, which is driven by an electric motor, with an internal combustion engine.
  • Such disconnect couplings are used in hybrid vehicles and form there a central element for driving the vehicle.
  • FIG. 1 schematic representation of a parallel hybrid
  • Hybrid vehicle Figure 2 Schematic representation of an automated clutch system
  • Figure 3 mechanical replacement model of the slave cylinder in the
  • Figure 5 pressure-path clutch characteristic with Totwegeinfluß
  • Figure 6 a schematic flow diagram for the inventive
  • Figure 7 schematic flow diagram for the inventive
  • Figure 8 pressure-path clutch characteristic for determining the zero position of
  • FIG. 1 shows a hybrid vehicle designed as a parallel hybrid. In this
  • Training is an electric motor 1 arranged on the drive shaft 2 of an internal combustion engine 3.
  • the internal combustion engine 3 is connected to the electric motor 1 via a separating clutch 4.
  • the electric motor 1 via a torque converter 6, which is connected to a transmission 7 and the function of a
  • the gear 7 is guided to an axis 8, on which the wheels 9, 10 are arranged, which are driven by the drive train described.
  • the electric motor 1 is powered by a high-voltage battery 11 with energy, which is connected via an inverter 12 to the electric motor 1.
  • the electric motor 1 and the internal combustion engine 3 are controlled by a control unit 13.
  • the control unit 13 comprises a memory 14 in which characteristic curves for various operating parameters are stored.
  • a first operating range in which the disconnect clutch 4 is opened and the engine 3 is disconnected from the powertrain and automatically stopped is referred to as eDrive since the hybrid vehicle is driven purely electrically by the motor-connected electric motor 1 and the energy stored in the high-voltage battery 11. Is there an energy demand, which can not be applied by the electric motor 1 alone, the
  • Combustion engine 3 automatically started and to the drive train
  • the automatic coupling system 15 containing the separating clutch 4 is shown in more detail in FIG.
  • the control unit 13 is connected to an electrohydraulic actuating element 17 via a communication network 16, which may be designed, for example, as a CAN bus. This electrohydraulic
  • Control element 17 has an electrical circuit 18 and a hydraulic master cylinder 19, wherein the output from the control unit 13
  • Piston 20 is moved in the hydraulic total system, wherein the hydraulic master cylinder 19 is connected to a hydraulic line system 21.
  • the hydraulic line system 21 connects the
  • the hydraulic control signals of the electro-hydraulic control element 17 are further transmitted via the hydraulic line system 21 to the separating clutch 4 and executed by this.
  • hydraulic total system include the hydraulic master cylinder 19, a not shown in the drawing slave cylinder, consisting of rigid and flexible lines line system 21 and not further differentiated
  • the electrohydraulic actuating element 17 has a compensation opening 22
  • a displacement sensor 23 is arranged on the hydraulic master cylinder 19, which determines the path of the piston 20, starting from a zero position. Furthermore, a pressure sensor 24 measures the total pressure in the
  • This pressure sensor 24 is arranged in the displacement region of the piston 20 of the master cylinder 19. Both the displacement sensor 23 and the pressure sensor 24 are connected to the control unit 13 via the communication network 16.
  • the separating clutch 4 has a cover solid, not shown
  • n 0 rpm
  • Coupling curve which occurs when too little hydraulic volume is included in the overall hydraulic system due to the above-mentioned effects such as speed reduction or cooling of the medium
  • FIG. 5 shows the changed course of the reference characteristic curve (curve IV) in the presence of a dead travel in the pressure-path clutch characteristic as it occurs as a result of play or in the presence of a floating seal on the central release piston 33. In a lifted off from the central release piston 33 seal this is in the process of the piston 20 of the
  • This reference characteristic represents the hydraulic pressure in the master cylinder 19 over the path traveled by the piston 20 of the master cylinder 19. Since the reference characteristic in the unloaded state (there is no rotational speed on the plate spring 34) of the separating clutch 4 is taken, it is proportional to the path which the plate spring 34 of the separating clutch 4 actually covers.
  • the reference characteristic is stored in block 101 in the memory 14 of the control unit 13 and serves as the basis for the control of the actuator 17 when opening and closing the clutch 4.
  • To determine the actual, occupied by the plate spring 34 of the clutch 4 position is in block 102 of the Travel of the piston 20 of the master cylinder 19 is measured, which this travels between a rest position and a position in which the pressure in
  • Hydraulic system reaches a predetermined pressure threshold.
  • This predetermined pressure threshold is chosen so that it is higher than the system pressure resulting from the friction.
  • the travel determined in this way is compared with the path which is achieved at the same pressure in the reference characteristic in block 103.
  • a path difference .DELTA.s1 occurs, this path difference is added to the desired path of the piston 18 of the master cylinder 19 as a path correction .DELTA.s1, resulting in the actual zero position assumed by the disk spring 34.
  • the calculation of the path correction underlying one or more interpolation points are selected in the range of a low pressure of the pressure-way clutch characteristic and are at 300 ° - 1000 ° of the way of the piston 20 of the master cylinder 19th
  • Disconnect clutch 4 reaches, in which the separating clutch 4 begins to transmit a speed.
  • a transition from point P 1 to P 2 on the reference characteristic is expected in the control.
  • a point P 3 which differs by the pressure ⁇ p1 from the expected pressure in p1, is established by setting effects in the clutch. Another move in
  • the pressure difference .DELTA.p1 determined via a pressure sensor is used as an indicator for a possible setting effect (change in the clutch characteristic during open clutch due to play or friction). If this case has actually occurred, a further actuation of the separating clutch 4 in the direction of closing leads to an earlier pressure drop along the line III. This amount Ap 2 is determined. If the amount Ap 2 exceeds a defined limit, a correction is made by the value As. This corresponds to the difference between the actual position at point P 4 and the position of the corresponding one
  • the pressure difference Ap 1 P 2 -P 3 is measured (block 205). This pressure difference is evaluated to determine whether the mechanical tension of the
  • P 2 corresponds to the theoretically expected pressure
  • P 3 corresponds to the real pressure
  • the piston 20 of the master cylinder 19 is moved further in the direction of closing, wherein after a predetermined travel of the piston 20, the pressure P 4 is measured.
  • a pressure difference Ap 2 P 2 -P 4 is determined.
  • a second path correction value is determined. Since the position of the piston 20 of the master cylinder 19 does not change, but the clutch characteristic curve (curve III in comparison to the reference curve I), the result of closing the release clutch 4 is a pressure curve represented by the curve III.
  • the prevailing pressure difference Ap 2 becomes the second
  • Path correction value .DELTA.s2 determined simply by the difference in the travel of P4 (curve III) is determined to the corresponding pressure value on the reference characteristic (curve I).
  • This path correction value .DELTA.s2 is likewise stored in the memory 14 and, when the piston 20 of the master cylinder 19 is actuated to close the separating clutch 4, is counted by the control unit 13 on the travel of the piston 20. The travel of the piston 20 is thus precontrolled accordingly and corresponds exactly to the distance traveled by the plate spring 34 of the clutch 4 way.
  • As ⁇ s1 + ⁇ s2.
  • the support points P1 and P2 in Figure 8 show the pressure jump, which is at the transition from opening to closing the clutch 4 on a stationary
  • P3 The position of P3 varies with each coupling process and depends on the prevailing boundary conditions, in particular the existing mechanical stresses.

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

Abstract

L'invention concerne un procédé pour ajuster une course d'embrayage dans un système d'embrayage automatique de véhicule automobile, selon lequel un actionneur électromécanique (17) commande la course d'embrayage (Δs) d'un embrayage (4) par l'intermédiaire d'un système de conduite hydraulique (21). Pour augmenter la précision du couple de rotation transmis par l'embrayage dans des systèmes d'embrayage automatiques, la course d'embrayage (Δs) de l'embrayage (4) est déterminée sur la base de la pression régnant dans une partie hydraulique (19, 20) de l'actionneur électromécanique (17).
PCT/EP2010/057978 2009-07-22 2010-06-08 Procédé et dispositif de détermination d'une course d'embrayage dans un système d'embrayage automatique de véhicule automobile WO2011009675A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200910027907 DE102009027907A1 (de) 2009-07-22 2009-07-22 Verfahren und Vorrichtung zur Bestimmung eines Kupplungsweges in einem automatisierten Kupplungssystem in einem Kraftfahrzeug
DE102009027907.5 2009-07-22

Publications (1)

Publication Number Publication Date
WO2011009675A1 true WO2011009675A1 (fr) 2011-01-27

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Application Number Title Priority Date Filing Date
PCT/EP2010/057978 WO2011009675A1 (fr) 2009-07-22 2010-06-08 Procédé et dispositif de détermination d'une course d'embrayage dans un système d'embrayage automatique de véhicule automobile

Country Status (2)

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DE (1) DE102009027907A1 (fr)
WO (1) WO2011009675A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012204929A1 (de) * 2011-04-15 2012-10-18 Schaeffler Technologies AG & Co. KG Verfahren zur Inbetriebnahme einer Kupplung
DE102012103408A1 (de) 2012-04-19 2013-10-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur Adaption einer Trennkupplung
US9316271B2 (en) 2014-03-17 2016-04-19 GM Global Technology Operations LLC Adaptive control of a linear actuator
DE102015210175A1 (de) * 2015-06-02 2016-12-08 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung einer automatisiert betätigten Reibungskupplung
DE102018127641A1 (de) 2018-11-06 2020-05-07 Schaeffler Technologies AG & Co. KG Verfahren zur Einstellung einer vorgegebenen Position eines ein Reibfederelement umfassenden Kupplungsaktors

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1947359A1 (fr) * 2005-11-08 2008-07-23 Yamaha Hatsudoki Kabushiki Kaisha Dispositif de commande d' embrayage et vehicule associe
DE102007003902A1 (de) * 2007-01-19 2008-07-24 Robert Bosch Gmbh Kupplungssystem und Verfahren zur Steuerung eines Kupplungssystems
DE102007024794A1 (de) * 2007-05-26 2008-11-27 Zf Friedrichshafen Ag Verfahren und Einrichtung zum Steuern des Einrückgrades einer automatischen oder automatisierten Kraftfahrzeugkupplung
US20090218190A1 (en) * 2008-03-03 2009-09-03 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Clutch system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1947359A1 (fr) * 2005-11-08 2008-07-23 Yamaha Hatsudoki Kabushiki Kaisha Dispositif de commande d' embrayage et vehicule associe
DE102007003902A1 (de) * 2007-01-19 2008-07-24 Robert Bosch Gmbh Kupplungssystem und Verfahren zur Steuerung eines Kupplungssystems
DE102007024794A1 (de) * 2007-05-26 2008-11-27 Zf Friedrichshafen Ag Verfahren und Einrichtung zum Steuern des Einrückgrades einer automatischen oder automatisierten Kraftfahrzeugkupplung
US20090218190A1 (en) * 2008-03-03 2009-09-03 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Clutch system

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Publication number Publication date
DE102009027907A8 (de) 2011-12-22
DE102009027907A1 (de) 2011-01-27

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