WO2012139547A1 - Procédé de mise en service d'un embrayage - Google Patents

Procédé de mise en service d'un embrayage Download PDF

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Publication number
WO2012139547A1
WO2012139547A1 PCT/DE2012/000323 DE2012000323W WO2012139547A1 WO 2012139547 A1 WO2012139547 A1 WO 2012139547A1 DE 2012000323 W DE2012000323 W DE 2012000323W WO 2012139547 A1 WO2012139547 A1 WO 2012139547A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
pressure
path
characteristic
determined
Prior art date
Application number
PCT/DE2012/000323
Other languages
German (de)
English (en)
Inventor
Jürgen EICH
Ekkehard Reibold
Thorsten ESSIG
Original Assignee
Schaeffler Technologies AG & Co. KG
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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to DE112012001711.0T priority Critical patent/DE112012001711B4/de
Priority to CN201280018401.9A priority patent/CN103477108B/zh
Publication of WO2012139547A1 publication Critical patent/WO2012139547A1/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
    • F16D2500/1026—Hydraulic
    • 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
    • F16D2500/108—Gear
    • F16D2500/1086—Concentric shafts
    • 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
    • F16D2500/3023—Force
    • 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
    • F16D2500/50248—During assembly
    • 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
    • F16D2500/50266—Way of detection

Definitions

  • the present invention relates to a method having the features according to the preamble of claim 1 and to a method having the features according to the preamble of claim 7.
  • the clutch actuator is a so-called hydrostatic clutch actuator HCA (Hydrostatic Clutch Actuator).
  • HCA Hydrostatic Clutch Actuator
  • Such a hydrostatic actuator means an actuator with a hydrostatic transmission path, for example a pressure line with hydraulic fluid. The pressure in the pressure line is detected by the pressure sensor. If an associated element is to be moved by the hydrostatic actuator, hydraulic fluid is moved in the transmission path or the pressure line, for example caused by a master cylinder which moves a slave cylinder coupled by the hydraulic fluid. If the element is to hold its position, the hydraulic fluid in the transmission path rests so that there is a hydrostatic state of the hydraulic fluid that gives its name to this actuator.
  • the object is achieved by a method having the features according to claim 1 and by a method having the features according to claim 7.
  • the present invention relates to a method which can be stored or stored in a clutch and / or transmission control unit and / or another control unit of a motor vehicle for commissioning the clutch.
  • the method can not be carried out automatically.
  • the clutch is preferably a clutch for a motor vehicle.
  • the clutch is in a particularly advantageous manner a clutch of a Mehrfachkupplungssys- system, in particular a clutch of a dual clutch system.
  • the coupling is designed in particular as a frictional clutch.
  • the clutch actuator is preferably a hydrostatic clutch actuator.
  • the pressure sensor is preferably integrated in the clutch actuator, in particular in the hydrostatic clutch actuator, but can also be provided as a separate component for detecting the pressure curve during closing and opening of the clutch, for example on a pressure line.
  • the coupling is closed and opened to the pressure curve during closing and opening, that is, the amount of pressure depending on the closing ßungs- or opening position of the clutch or the actuator to be measured by the pressure sensor, so to capture a path / pressure characteristic.
  • the clutch is closed to perform the method exactly once and then opened exactly once.
  • an opening and closing of the clutch for determining the path / pressure characteristic is performed several times in succession.
  • the clutch is closed by the clutch actuator and / or opened while the pressure profile is detected.
  • a path / pressure characteristic of the clutch is determined from the detected pressure curve.
  • the amount of pressure in an additional step with the closing path or opening that is, with the position of the pressure plate of the clutch or the actuator over time in relation.
  • the clamping force characteristic of the coupling is determined from the determined path / pressure characteristic.
  • the clutch is driven in up to a predetermined threshold value of the pressure and then fully driven up again.
  • the clutch is driven up to a predetermined threshold value of the pressure and then completely closed again.
  • a path / pressure characteristic of the clutch is determined from the detected pressure profile.
  • the clamping force characteristic of the coupling is determined from the determined path / pressure characteristic.
  • a path / engagement force characteristic of the clutch is determined from the determined path / pressure characteristic.
  • this object is also achieved by a method for starting up a clutch, in particular a clutch of a dual-clutch transmission system, with a clutch actuator and a force sensor.
  • a. Closing and / or opening the coupling b. Detecting a force curve by means of the force sensor during the closing and / or opening of the clutch, c. Determining a clamping force characteristic curve for the coupling from the force curve, and d. Use the clamping force characteristic in the subsequent operation of the coupling.
  • the force sensor is integrated into the clutch actuator, or between clutch actuator and clutch in particular between the clutch actuator and pressure plate of the clutch as a separate component for detecting the force transmitted from the actuator to the clutch in particular for detecting the force curve when closing and opening the clutch
  • the clutch is closed and opened to during the closing and opening the force curve, that is, the amount of force depending on the Schellerlochzw. Opening position of the clutch or the actuator to be measured by the force sensor, so to capture a path / force characteristic.
  • the clutch is closed to perform the method exactly once and then opened exactly once.
  • an opening and closing of the clutch for determining the path / force characteristic is performed several times in succession.
  • the clutch is closed and / or opened by the clutch actuator, while the force curve is detected.
  • a path / force characteristic of the clutch is determined from the detected force curve.
  • the value of the force in an additional step with the closing path or opening path that is, with the position of the pressure plate of the clutch or the actuator over time in relation.
  • the clamping force characteristic of the coupling is determined from the determined path / force characteristic.
  • the clutch is retracted up to a predetermined threshold value of the force and then fully driven up again.
  • the clutch is driven up to a predetermined threshold value of the force and then completely closed again.
  • a path / force characteristic curve of the clutch is determined from the detected force profile.
  • the clamping force characteristic of the coupling is determined from the determined path / force characteristic.
  • a path / egg ngurkraft- characteristic of the clutch is determined from the determined path / force characteristic by averaging with respect to hysteresis effects.
  • a path / leaf spring force characteristic curve of the clutch is determined from the determined path / engagement force characteristic of the clutch.
  • the clamping force characteristic curve of the coupling is determined from the determined path / engagement force characteristic and the path / leaf spring force characteristic.
  • the clamping force characteristic of the clutch is determined by subtracting the determined path / leaf spring force characteristic from the determined path / engagement force characteristic.
  • the relationship between the clamping force of the clutch and the torque which can be transmitted by the clutch is detected by means of a torque signal during commissioning or in the subsequent operation of the clutch.
  • the relationship between the clamping force of the clutch and the torque transferable by the clutch is adapted by means of friction value adaptation in the subsequent operation of the clutch.
  • the touch point of the clutch is detected during commissioning or in the subsequent operation of the clutch and is used for adaptation in the sense of an adaptation of the clamping force characteristic to the existing coupling hardware.
  • the touch point of the clutch that is, the point at which the clutch just a small moment - of about 5 Nm - transmits, during commissioning or subsequent operation of the clutch is detected and to adapt the clamping force characteristic is used. This also assists with the calibration of the clutch during running-in and / or during permanent operation of the clutch.
  • clamping force characteristic curve is adapted in the subsequent operation of the coupling by adapting the pitch and the shape, which is carried out according to methods known from the prior art.
  • Figure 1 is a block diagram of an embodiment of a method for commissioning a clutch: Extended coupling model with pressure path.
  • Figure 2 position ramps with pressure measurement
  • FIG. 4 Approximation of the path-pressure characteristic by a clear (hysteresis-free)
  • FIG. 6 Determination of the clamping force characteristic
  • FIG. 1 shows an exemplary embodiment of a method for starting up a clutch, in particular a dual-clutch transmission.
  • Features or method steps that are not marked in the present description as essential to the invention are to be understood as optional. Therefore, the following description also relates to further exemplary embodiments of the method, which have sub-combinations of the features or method steps to be explained below.
  • the clutch torque model - usually clutch torque as a function of the clutch actuator position - is extended by a path for pressure calculation.
  • the clamping force F aa mp of the clutch is first calculated from the clutch actuator position i-autch by means of a characteristic curve. From this size then on the one hand the transmittable clutch torque Tauten, on the other hand, the pressure signal HC A of the clutch actuator derived.
  • FIG. 2 shows position ramps (top) with pressure measurement, (bottom)
  • FIG. 3 shows the path-pressure characteristic determined therefrom.
  • the measured path-pressure curve corresponds to the transmission path from Lamc to PHCA in FIG. 1.
  • the already mentioned determination of the clamping force characteristic curve 630 can be carried out stepwise as follows:
  • the path-pressure characteristic curve 400 in FIG. 3 and FIG. 4 shows a typical hysteresis, which is undesirable for the determination of the clamping force characteristic. Therefore, in a first step, the path-pressure curve 400 is approximated by an unambiguous assignment, such as a mean-fit approximation 410 in FIG. 4. As a side result, the magnitude of the pressure hysteresis can also be detected and stored, for example, in the memory of the transmission control unit ,
  • the result is a similar curve profile as the path-force characteristic curve, as shown by the path-pressure characteristic curve 400.
  • the further procedure is analogous to the method with the path-pressure curve 400.
  • the path-force characteristic is thus approximated by a unique assignment, such as the mean-fit approximation described above, so that a course analogous to Figure 5, namely the engagement force FEngage of the clutch as a function of the coupling position results.
  • a characteristic of the engaging force F Engage has revealed the clutch as a function of clutch position both with a pressure sensor as a force sensor.
  • the further procedure can be identical in both cases.
  • the force sensor used may be integrated, for example, in the clutch actuator, or located between the clutch actuator and clutch, so in particular between clutch actuator and pressure plate of the clutch are, for example, as a separate component for detecting the transmitted from the actuator to the clutch force.
  • the further procedure therefore consists in separating F Engage 610 into a leaf spring force Fieafspnng 620 and the clamping force F C i amp . 630. This process is illustrated with reference to FIG.
  • the engagement force 610 has a very low gradient. This range can be approximated by a straight line 620 (leaf spring force F LeafSprfng 620 in FIG. 6). It is expedient to deposit the characteristics of the leaf-spring straight line 620 (slope and preload force corresponding to the y-axis section of the straight line 620) also as parameters of the clutch system in the transmission control memory.
  • the clamping force curve 630 is obtained by subtracting the
  • Leaf spring force curve 620 of the Ein Wegkraftkurve 610 The result is illustrated by the F c , emp - curve 630 in Figure 6.
  • the clamping force characteristic curve 630 per se can be deposited in various ways in the gearbox control unit, for example as a polygonal line or - based on existing clutch models in clutch or transmission control systems - as a modified nominal characteristic curve.
  • the nominal characteristic curve is modified with the aid of the parameters touch point position, scaling factor such as coefficient of friction and shape factors in such a way that the characteristic shape observed during commissioning or during driving is approximated.
  • Tastriosadaption as for example, in the German patent application with the file number 10 2011 014 572.9 executed.
  • Pressure signal available It is proposed to use this pressure signal for commissioning the coupling system.
  • the relationship between Aktorweg and pressure signal is measured and evaluated with respect to the clamping force characteristic of the coupling.
  • the preceding embodiments relate to a method for starting up a clutch, in particular a double clutch, with a clutch actuator, in particular a hydrostatic clutch actuator, and a pressure sensor, comprising the following steps: closing and / or opening the clutch, detecting a pressure profile by means of the pressure sensor during closing and / or opening the clutch, determining a clamping force characteristic for the clutch from the pressure curve, and using the clamping force characteristic in the subsequent operation of the clutch.

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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 de mise en service d'un embrayage, en particulier de l'embrayage d'une boîte de vitesses à double embrayage comportant un actionneur d'embrayage, en particulier un actionneur d'embrayage hydrostatique, et un capteur de pression. Le procédé selon l'invention est caractérisé par les étapes suivantes: fermeture et/ou ouverture de l'embrayage, enregistrement d'une courbe de pression au moyen du capteur de pression pendant la fermeture et/ou l'ouverture de l'embrayage, détermination d'une courbe caractéristique de force de serrage de l'embrayage à partir de la courbe de pression, et utilisation de la courbe caractéristique de force de serrage lors du fonctionnement postérieur de l'embrayage.
PCT/DE2012/000323 2011-04-15 2012-03-28 Procédé de mise en service d'un embrayage WO2012139547A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112012001711.0T DE112012001711B4 (de) 2011-04-15 2012-03-28 Verfahren zur Inbetriebnahme einer Kupplung
CN201280018401.9A CN103477108B (zh) 2011-04-15 2012-03-28 用于离合器投入运行的方法

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102011017286.6 2011-04-15
DE102011017286 2011-04-15
DE102011081195 2011-08-18
DE102011081195.8 2011-08-18

Publications (1)

Publication Number Publication Date
WO2012139547A1 true WO2012139547A1 (fr) 2012-10-18

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Application Number Title Priority Date Filing Date
PCT/DE2012/000323 WO2012139547A1 (fr) 2011-04-15 2012-03-28 Procédé de mise en service d'un embrayage

Country Status (3)

Country Link
CN (1) CN103477108B (fr)
DE (2) DE102012204929A1 (fr)
WO (1) WO2012139547A1 (fr)

Families Citing this family (15)

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Publication number Priority date Publication date Assignee Title
DE102013210654A1 (de) 2013-06-07 2014-12-11 Schaeffler Technologies Gmbh & Co. Kg Verfahren zur sicheren Inbetriebnahme einer Drehmomentübertragungseinrichtung
DE112014003901A5 (de) 2013-08-28 2016-06-23 Schaeffler Technologies AG & Co. KG Steuern eines Kupplungsaktuators
US9809226B2 (en) 2013-10-04 2017-11-07 Schaeffler Technologies AG & Co., KG Method for controlling a drivetrain having a dual-clutch transmission
DE112014006210A5 (de) 2014-01-20 2016-11-03 Schaeffler Technologies AG & Co. KG Leckagebestimmung an einem hydraulischen Kupplungsaktuator
WO2015110109A1 (fr) 2014-01-22 2015-07-30 Schaeffler Technologies AG & Co. KG Système d'embrayage équipé d'un embrayage à friction régulé en pression
DE112015000818A5 (de) * 2014-02-14 2016-10-20 Schaeffler Technologies AG & Co. KG Verfahren zur Bestimmung einer Kennlinie einer Kupplung eines Kupplungsbetätigungssystems in einem Antriebsstrang, insbesondere eines Kraftfahrzeuges
DE102014211669A1 (de) * 2014-06-18 2015-12-24 Schaeffler Technologies AG & Co. KG Verfahren zur Ermittlung einer Tastpunktänderung einer Hybridtrennkupplung eines Hybridfahrzeuges
DE102015204779B4 (de) 2015-02-09 2021-05-20 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung einer automatisierten Reibungskupplung
CN107429763B (zh) * 2015-03-17 2019-07-23 舍弗勒技术股份两合公司 用于适配在未操纵状态下闭合的离合器的半接合点的方法
DE102015216071A1 (de) 2015-08-24 2017-03-02 Schaeffler Technologies AG & Co. KG Verfahren zur Adaption eines Reibwertes einer Reibungskupplung
DE102015218884B4 (de) 2015-09-30 2021-09-16 Zf Friedrichshafen Ag Verfahren zum Bestimmen mindestens einer Kenngröße einer Trennkupplung, Steuergerät, Computerprogrammprodukt und Datenträger
DE112016004596A5 (de) 2015-10-08 2018-06-14 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung einer Reibungskupplung
KR20210078476A (ko) 2018-10-30 2021-06-28 섀플러 테크놀로지스 아게 운트 코. 카게 전기 모터를 이용한 클러치 특성 변수 확인 방법
DE102018128961A1 (de) 2018-11-19 2020-05-20 Schaeffler Technologies AG & Co. KG Verfahren zur Ermittlung einer Kupplungskenngröße im Generatorbetrieb
DE102018130679A1 (de) 2018-12-03 2020-06-04 Schaeffler Technologies AG & Co. KG Verfahren zur Bestimmung eines Tastpunktes einer Hybridtrennkupplung eines Hybridfahrzeuges

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DE102011014572A1 (de) 2010-04-08 2011-12-15 Schaeffler Technologies Gmbh & Co. Kg Verfahren zum Steuern einer automatisierten Kupplung

Also Published As

Publication number Publication date
CN103477108A (zh) 2013-12-25
CN103477108B (zh) 2017-05-10
DE112012001711B4 (de) 2021-10-14
DE112012001711A5 (de) 2014-01-16
DE102012204929A1 (de) 2012-10-18

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